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

Re-laying of Permanent Way
Signals and Interlocking
1-165
166 183
184 - 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
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Staff, 416, Committees of Enquiry, 417, Accompanying on Inspections of Higher Officials,
418, Look-out for Signals, 419, Other Matters, 420, Relinquishment of Charge.
Annex 401: General Rules applicable to Permanent Way Staff.
Annex 411: Quarterly Maintenance Certificate.
CHAPTER V: DUTIES AND RESPONSIBILITIES OF SENIOR SUB-ASSISTANT
ENGINEER (WORKS)
42 47
501, Main Duties of SSAE(Works), 502, Knowledge of Rules and Regulations, 503,
Inspections, 504, Execution of Works, 505, Maintenance of Buildings and Structures, 506,
Measurement of Works, 507, Imprest of tools and materials, 508, Knowledge of Standard
Specifications, Schedule of Rates and Procurement Guidelines and Contract Conditions,
509, Incurring Expenditure, 510, Coordination and Dealing with others, 511, Land
Boundaries, Encroachments and Unauthorized Structures, 512, Accompanying Inspections
of Officers, 513, Staff Matters, 514, Establishment Matters, 515, Relinquishment of Charge.
CHAPTER VI: DUTIES OF HEAD MATES, GANG MATE, KEYMAN AND WAYMAN
48 55
Section 1: Duties of Head Mates

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

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

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

1401 General Instructions, 1402 Responsibility for Opening a Line to Goods Traffic, 1403
Incidence of Operating Expenses and Earnings, 1404 Goods traffic working haulage of
wagons responsibility of staff, 1405 Requirements at stations, 1406 Notice required by
Chief Commercial Manager and Chief Operating Superintendent, 1407 Action to be taken
by Executive Engineer, 1408 Action to be taken by Chief Engineer/Engineer-in-Chief and
Project Director, 1409 Action to be taken by Chief Operating Superintendent and Chief
Commercial Manager, 1410 Responsibility for opening/working of line during construction.
Annex 1405(1)(e): List of Equipment Required on Opening for Goods Traffic
Section 2: Arrangements for Opening for Passenger Traffic
1411 General Instructions, 1412 Fixing Date for opening for Passenger Traffic, 1413
Equipment, 1414 Supply of Rules, Time and Fare Tables, 1415 Co-operation of other
Divisional Officers, 1416 Documents to be furnished for Inspection, by Government
Inspector of Bangladesh Railway, 1417 Responsibility for Readiness of Line, 1418
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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)
Bend in stock rail, (e) Wide gauge at toe of switch, (f) Fixing of slide chairs, (g) Gauge ties,
- xii -
1-33
Page
(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
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
Part D. Curved Track and Realignment of Curves
34-43
44-66
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 -
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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,
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Page
Section 3: Maintenance of Service Buildings and Staff Quarters

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

SHEETS
41-52
Section 1: Measurement Books

1901 Record of Measurements, 1902 Measurements to be Recorded, 1903 Measurement
Book, 1904 Recording Measurements, (1) Machine numbering of pages of measurement
book, (2) Commencement of Measurements, (3) Making of entries in measurement book,
(4) Erasures, overwriting and cancellations, (5) Direct recording of measurements, (6)
Signing of measurements by contractor, (7) Referencing in measurement book, 1905
Register of Measurement Books, 1906 Authority Entering Measurements, 1907
Computation of Quantities, 1908 Preparation of Abstracts in Measurements Books, 1909
Checking Entries, 1910 Supply of Measurement Books, 1911 Entries, 1912 Regular
Payments, 1913 Delay in taking Measurements, 1914 Loss of Measurement Book, 1915
Bills for Supplies, 1916 Standard and Approximate Measurements, 1917
Measurements based on Standard Type Drawings, 1918 Responsibility for
Maintenance of Measurement Books, 1919 Measurements by Senior Supervisors,
1920 Measurement of Ballast/Material Train Works, 1921 Measurement of Ballast.
Section 2: Muster Sheets
1922 Muster Sheets, 1923 Issuance of Muster Sheet and Labor Pay Sheet, 1924
Duplicate of Muster Sheets, 1925 Entries in Muster Sheet, 1926 Check of Muster Sheets,
1927 Closing of Muster Sheets, 1928 Payments, 1929 Records.
Appendix 1903(b): Instructions for Recording of Measurement Book.
- xvii -
Page
CHAPTER XX: PROCUREMENTS AND CONTRACTS
53-69
2001 General, 2002 Public Procurement Rules (PPR) 2008, (1) PPR 2008, (2) Applicability
of the PPR 2008, 2003 Coverage of Public Procurement Rules 2008, 2004 Delegation of
Financial Powers, 2005 Procurement Plans, 2006 Procurement during Emergencies, 2007
Request for Quotation Method (RFQ), (1) Use of RFQ Method, (2) Threshold values for
Procurement by RFQ, (3) Procedures for invitation of quotations under RFQ Method, 2008
Direct Procurement Method, (1) When to Use Direct Procurement Method, (2) Forms of
Direct Procurement, (3) Approval for Direct Procurement, (4) Procedure for Direct
Procurement, 2009 Use of Direct Contracting, 2010 Procurement of Additional Deliveries
and Repeat Orders, 2011 Issuance of Variation Order or Extra Work Order, 2012
Preparation of a Variation Order or an Extra Work Order, 2013 Costing, Payments and
Starting Work under Variation Order or Extra Work Order, 2014 Use of Direct Cash
Purchase, 2015 Use of Force Account
Annex 2003: Public Procurement Rules 2008- Contents
Annex 2005: Procurement Plans
CHAPTER XXI: STATIONS AND STATION YARDS
70-82
2101 Design of New Yard or Remodeling of Yard - General Instructions, (a) Foresight, (b)
Standard Dimensions, (c) Signals, (d) Lightings, (e) Train examination facilities, (f) Special
facilities, 2102 Specific Requirements for Design (Remodeling) of Yards, (1) Specific
Requirements, (2) Approval Process, 2103 Principles of Design, 2104 Working Rules, (1)
Working rules for interlocked stations, (2) Working Rules for Non-Interlocked Stations 2105
New Crossing Stations, 2106 Maintenance of Stations, 2107 Platforms at Stations, 2108
Platform fencing, 2109 Waiting rooms, 2110 Foot-Over bridge, 2111 Unauthorized
structures, 2112 Station Approaches, 2113 Culverts within Station Limits, 2114 Borrow pits
in Station Yards, 2115 Sanitation, 2116 Standards of Facilities to be Provided at Stations,
(a) Platforms, (b) Waiting Rooms, (c) Toilet facilities for railway workshop staff , (d) Drinking
Water.
Annex 2101(1)-1: Some considerations for Preparation of Yard Designs
Annex 2101(1)-2: Remodeling Catechism - Passenger Traffic Lines and Working Facilities.
CHAPTER XXII: STATION YARD DIAGRAM AND PERMANENT WAY DIAGRAM
83-86
2201 Station Yard Diagram, 2202 Preparation of Station Yard Diagram, 2203 Permanent
Way Diagram - Purpose, 2204 Preparation of Permanent Way Diagram - General
Instructions
Annex 2201: Permanent Way Diagram of Station Yard
Annex 2203(b): Permanent Way Diagram.
CHAPTER XXIII: COMPLETION REPORTS
87-89
2301 Definition and Purpose, 2302 Details required in Completion Report, 2303 Works
completed within sanctioned amount, 2304 Joint Works, 2305 Revenue Works, 2306
Completion Drawings and Rent Statements, 2307 Accounts, 2308 Submission of
Completion Reports, 2309 Preparation of Completion Reports, 2310 Completion/Drawings,
2311 Date of Completion of work, 2312 Responsibilities of Divisional Office .
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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.
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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.
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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)
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Page
General rail operational safety, (b) Train/worker accidents, (c) Level crossings safety, (d)
Pedestrian Safety, (e) Safety and convenience of public in the execution of works, (f) Staff
Safety, (g) Enhance railway safety, 3910 Energy Conservation, (1) Global Warming and
Climate Change, (2) Energy Efficiency.
Annex 3903(c): Procedure for issuing Environmental Clearance Certificate
Annex 3904(1)(c): Impacts of the Construction of Railways in Bangladesh in the earlyTwentieth Century
CHAPTER XL: DIVISIONAL OFFICE ROUTINE
260-263
4001 Working Hours, 4002 Head of Office, 4003 Stock-taking and Preservation of Records,
4004 Use of Official stationery and Stamps, 4005 Endorsements on the back of
Documents, 4006 Use of Half-margin Forms, 4007 Important Points in Correspondence,
4008 Circulars from Chief Engineer, 4009 Sale of stores, 4010 Temporary Speed
Restrictions, 4011 Contractors Bills, 4012 Letter Dispatch Service, 4013 Messaging by
Fax/E-Mail/Telephone Control Message, 4014 Duties of Head Assistants in-charge, 4015
Absence of Head Assistant, 4016 Allocation of duties of Assistants.
- xxiii -
VOLUME 5
CHAPTER XVIII
MAINTENANCE OF WORKS
Section 1: Maintenance of Land Boundaries
1801
Land Boundaries
(a) Whether lines are fenced or not, the boundary must be demarcated by suitable boundary marks spaced
not more than 150 meters apart. These must be checked with authentic land plans from time to time and
maintained properly.
(b) The Staff of the Engineering and Estate Departments are responsible for checking railway land
boundaries whenever possible and for taking action as soon as encroachment or unauthorized structure or
trespass is discovered.
1802
Closing Unauthorized Openings in Railway and Boundary
(a) Once a year, the Divisional Engineer must forward to the Chief Engineer a complete list of all openings
across railway land sending a copy to the Deputy Commissioner concerned. These lists must be forwarded
by the first week in December. The Chief Engineer will then cause a public notice to be published in the
newspapers stating that the openings notified will be closed on a stated date usually 01 July to prevent right
of way being established.
(b) On the date specified, Divisional Engineers will arrange to close the opening so notified and will arrange
to obtain certificates from the people using the openings to the effect that the openings remained closed as
advertised.
1803
Fencing
(a) Where fencing exists it must always be kept in good order. Officers and supervisors must see that this is
complied with.
(b) The lines are generally not fenced but adequate fencing should be provided where encroachments may
be likely, as for example opposite to villages, market places, grave yard and religious structures where
these are in close proximity of the railway boundary.
Section 2: Inspection and Maintenance of Bridges
1804
Waterways
Divisional Engineer must ensure that all waterways are kept clear of obstructions. All vegetation, trees or
other obstructions should be cleared away on both sides of the track within railway limits for the full width of
the waterway, so that the flood water is not obstructed.
1805
Water Flow in Small Bridges
In flood affected sections the Divisional Engineer should pay special attention to small bridges and culverts,
and make a note (during the flood season) of any bridges which require bunds to guide even flow of the
water through the bridge. During the next working season, small guide bunds should be built with the
approval of the Chief Engineer. These earth guide bunds at small bridges and culverts have proved
extremely useful on some sections of the railway.
-1-
1806
Examination of Bridges
(a) Detailed Examination of Bridges

The detailed inspection of bridges and recording and submission of bridge registers is an important activity
for the maintenance of bridges on the railway. This is a major task for the Engineering staff on the open line
and involves the Divisional Engineer, Assistant Executive Engineer, Senior Sub-Assistant Engineer(Way)
and Senior Sub-Assistant Engineer(Works) and the Additional Chief Engineer at the Zonal Headquarters.
The Bridge Engineer and his staff are also associated. The inspection and detailed examination of bridges
by the Assistant Executive Engineer should cover all aspects given in Annex 1806(a), as applicable. It is
the responsibility of the concerned officials that the relevant activities must be completed as per the
schedule, which is detailed in the paragraphs below.
(b) Information on Bridges
Information on every bridge should be given in the Bridge Register in the appropriate spaces at top of the
page in the form. In the case of major and important bridges (30 meters clear waterway), information as
listed in Annex 1806(b) should be given. This includes the following:
(i)
Rail level (reduced level);
(ii)
Highest Flood Level (HFL - see Note (1) below);
(iii)
Details and depths of foundations (see Note (2) below).
Notes: (1) Where HFL is not recorded on plans, it should be recorded at site relative to the rail level and
actual reduced level should be calculated. (2) Where the depths of foundations vary, the details and depths
should be given separately for each pier and abutment; the information should be obtained from scour
plates on the bridges; where these do not exist they should be taken from the bridge plans. Cases where
no record is available should be referred to the Chief Engineers office.
-2-
Annex 1806(a)
Aspects to be covered during Inspection of Bridges by Assistant Executive Engineer
This Annex lists the aspects which the Assistant Executive Engineer shall cover during his annual
inspection of bridges. All items may not apply to most bridges, but the Assistant Executive Engineer should
be prepared to carry out the inspection in a meaningful manner so that the condition of the various bridge
structures, including sub-structure and superstructure may be fully assessed for repair and maintenance.
1. Flooring and foundations
(a) To ascertain whether:
(i)
scour has taken place particularly around the piers and near abutments and also
along curtain walls and downstream of drop walls;
(ii)
there is any settlement or undermining of the foundations.
(b) The conditions of the flooring, drop walls, curtain walls, apron and pitching should be examined.
(c) At specified bridges soundings should be taken during floods as per Chapter XXIV.
(d) Underwater Inspection
Underwater inspection of bridge substructure calls for special skill in addition to the knowledge of the
structure being examined and types of defects to look for. Most of the old bridges have been using wells
and solid foundation structures which have better weathering qualities. Bridges provided with piles, have
been susceptible to defects, requiring regular and appropriate underwater inspections. On some railway
systems there have been a few failures of bridges under water and some have even resulted in major
accidents. Piles in foundations and hollow RCC piers with thin walls, wherever used must be systematically
inspected underwater.
2. Masonry in sub-structure
(a) To ascertain whether:
(i)
the masonry is in any way cracked, shaken or crushed, particularly under the bed
blocks in the ballast walls, abutments and piers;
(ii)
there is any bulging, shearing, tilting (out of plumb) and apparent signs of
movement in abutments, wing and return walls;
(iii)
there is any deterioration due to weathering or any damage to the stone or brick
or leaching of the mortar in the joints.
(b) Seepage of water through the joints in the masonry should be looked for. Brick masonry and other soft
stone should be tapped with a light hammer for detecting hollow sounding locations.
(c) Cracks in the masonry must be marked by red paint for their entire lengths and dated tell-tales placed at
their extremities and numbered. This will enable cracks to be readily located and any extension detected.
Where extensive cracks are noticed, sketch of the cracks should be kept in the Bridge Inspection Register
with the details like length, depth, width, location, etc.
(d) Under-water substructure inspection:
The substructure of the bridges which are normally under water should be inspected by adopting suitable
methods which may include engaging of divers and special equipment.
e) In the case of arch bridges, the following points may be examined during inspection (also see
explanatory sketches in Table A1806(2)(e) below):
(i)
longitudinal cracks (cracks parallel to the direction of traffic) in arch barrel, due to
settlement below;
(ii)
horizontal crack and bulging of spandrel wall;
-3-
(iii)
sliding forward of spandrel wall;

Figure A1806(2)(e): Possible Cracks in Masonry Arch Bridges
(iv)
transverse or diagonal cracks in arch intrados which may or may not be
accompanied by crushing of bricks, or stone masonry;
(v)
Cracks in the vicinity of the crown of the arch;
(vi)
leaching out of mortar;
(vii)
weathering of masonry;
(viii)
loosening of key stone and voussoirs of arch;
(ix)
adequacy of cushion;
(x)
adequacy of weep holes and drainage; and
(xi)
presence of cracks in parapet wall/leaning of parapet wall.
3. Protective works and water ways

a) To ascertain whether:
(i)
the protective works such as pitching, toe wall, flooring, drop/ curtain walls, guide
bunds, launching aprons, spurs/groynes, approach banks, marginal bunds, are in sound
condition and adequate;
(ii)
the waterway is adequate and clear of obstruction; and
(iii)
the boulder reserves as per schedule laid down by the Chief Engineer are
available and are adequate.
b) The marginal embankments maintained by the Irrigation/PWD Department should be inspected and
deficiencies noticed advised to concerned authority.
c) It should be examined whether there has been any disturbing influence noticed like excessive velocity,
parallel flow, heavy afflux, tank bursts in catchments and increase in spill from adjacent catchment area.
4. Girder alignment and bearings
In particular the following aspects should be inspected:
(a) It should be examined first (in case of steel bearings) whether bearings have sufficient lubrication
and there is residual wet grease between moving parts/contact surfaces. Where oil baths are used for the
bearings, it should be checked to see whether the level of oil is correct and the covers are properly in
-4-
position preventing external material contaminating the same. If the grease or oil is badly contaminated with
dust, it should be cleaned and fresh grease/oil replenished. In addition, the metallic bearings will be
examined to ascertain:
(i)
if there is any rusting and seizing of plates;
(ii)
if the movement is as anticipated or whether it is excessive, in which case, if
there is any unusual tilting of the rollers or the plates or if there is overshooting tendency
of the rollers and jumping off the guides (see Figure A1806(4)(a)(ii)below);
Figure A1806(4)(a)(ii): Pair of bearings at a Pier That Are Corroded and Severely Extended
(iii)
if there is any structural crack either in the constituents of the rollers themselves
or in the supporting members like the bed block, pier cap, pedestal; and
(iv)
whether the anchor bolts are in position and not loose or bent.
(b) the position of girders in respect of line and level relative to the piers and abutments is correct,
(i)
the bearings are fully and evenly seated on the bed blocks and the holding down
bolts are in position and anchored in the bed blocks;
(ii)
the bed blocks are cracked, crushed, shifted or shaken, particularly under the
bearings;
(iii)
the rollers and the sliding plates provided at the expansion ends to permit
expansion and contraction are well greased, free of dust and working freely;
(iv)
the date of lubrication of girder bearings is conspicuously painted;
(v)
the metal bearings are cracked or corroded;
(vi)
bed timbers where provided, are crushed or decayed; and
(vii)
the bearings provided with oil bath are covered free of dust and proper oil level is
maintained.
-5-
(c) Where possible, girders should be observed under train load for any abnormal movement or evidence of
settlement. If a girder lifts off its bearings and there is hammering action, this must be specially reported.
(d) Where electrometric bearings (see note below) have been used, these should be inspected to ascertain
the following:
(i)
physical condition of the pads like flattening, bulging, splitting, creep and
evidence of oxidation; and
(ii)
general cleanliness of the bearings and their surroundings with special reference
to avoiding contact with grease, oil, and petrol.
Note: Electrometric bearings are made of neoprene, a synthetic rubber. These permit the movements
associated with temperature change of the bridge. Electrometric Bearings are the preferred bearing type as
they require the least amount of maintenance.
5. Structural condition of girders
(a) To ascertain whether the structural condition is satisfactory.
(b) In triangulated spans (see Figure of A1806(5)(b) below), the following points should be observed:
(i)
loss of camber in the main girders assessed from comparative readings;
(ii)
distortion of members; and
(iii)
high incidence of loose rivets.
(c) The following girder members should be examined for distortion:

(i)
span;
bottom chord members especially the un-braced sections near the ends of the
(ii)
top chord members with insufficient restraint by bracings;
(iii)
diagonal web members and tension members made up of flats; and
(iv)
top flanges of plate girders.
Figure of A1806(5)(b): Triangulated Truss with Nomenclature of Parts

-6-
(d) To ascertain:
(i)
tightness of rivets by a sample test, the rivets are to be tested. Rust streaks close
to rivets usually denote looseness of rivets;
(ii)
in the case of plate girders (see Figure A1806(5)(d)(ii) for types of steel girders),
loose and distorted rivets should be looked for at the connections of the main angles to
the web plates below the sleepers and also at the ends of the girder;
(iii)
in triangulated spans field rivets should be examined at end connections of
stringers to cross girders, cross girders connections to main girder, end connections of
cross and lateral bracings, and chord joints and web member connections.
(e) To ascertain whether inspection gangways have been provided on triangulated girder spans, where
necessary.
(f) In the case of welded girders, the girders shall be inspected over the entire length. Some of the weld
details and critical locations, which should be given special attention during the inspection are:
(i)
butt welds in tension flange or tension member;
(ii)
welds at ends of transverse and longitudinal stiffeners and welds of attachments
to web and tension flange or tension member;
(iii)
ends of welded cover plates;
(iv)
intersecting welds;
Figure of A1806(5)(b): Types of Steel Beams with Nomenclature of Parts

(v)
locations having sudden change in cross section or configuration leading to
stress concentrations;
(vi)
re-entrant corners and copes;
-7-
(vii)
weld repairs and tack welds;
(viii)
visible notches such as flame cut edges and mechanical indentations;
(ix)
splice joints;
(x)
bracing and cross frame connections with stiffeners;
(xi)
connections transmitting heavy torsion or in plane moments to members, i.e.
stringer to cross girder and cross girder to main girder connections;
(xii)
ends of welds and weld craters;
(xiii)
unusual type connections;
(xiv)
bearings and their connections;
(xv)
members damaged or bent during transit, erection or in service;
(xvi)
structural details which are known to have exhibited fatigue problems on other
bridges; and
(xvii)
locations having corrosion, pitting, etc. and loss of section.
(g) In case of composite girders the junction between concrete slab and steel girder shall be inspected for:
(i)
shear connector and girder connections; and
(ii)
any vertical separation between girder and slab and also the critical locations
mentioned in sub-paragraph 5(f) above as applicable to the composite girder.
(h) In the case of overstressed girders, the joints where the stresses in rivets in shear and bearing as per
stress sheets are higher than the permissible working stresses should be examined.
6. The condition of steel work
(a) Action may be taken to ascertain whether the condition of paint is satisfactory and that no corrosion is
taking place.
(b) The following parts of steel works which are prone to corrosion should be specially examined:
(i)
where water is likely to collect or parts where alternate wetting and drying can
take place,
(ii)
where longitudinal timbers are carried in channel stringers and in the troughing of
ballasted deck;
(iii)
steel work of girders and the under side of over bridges which are liable to
corrosion by the action of fumes from engines and whether they are protected by smoke
guards;
(iv)
seating of wooden floors or treads of foot over bridges;
(v)
steel column footings of over bridges where buried in ground;
(vi)
around bearings of girders where debris can collect; and
(vii)
inaccessible parts of structures like the inside of box girders with insufficient
clearance between the flanges and behind bends of joggled stiffeners.
-8-
(c) It is difficult to detect cracks in steel work as they are likely to be covered by a film of paint or corrosion
and a careful inspection is necessary for their timely detection. Locations which must receive attention are:
(i)
roots of flanges and angles where defects in rolling can initiate cracks;
(ii)
joints where heavy shear is transmitted;
(iii)
badly corroded members; and
(iv)
bent plates, if shaped at an inadequate and low temperature and subjected to
heavy and repeated dynamic loads.
(d) Steel work in wrought iron or manufactured before 1905 (i.e. early steel) requires greater attention in
regard to the existence of cracks.
(e) Once cracks are detected, their likely cause should be investigated. If the investigations indicate certain
deficiencies, girders of the same design and vintage must be closely examined at corresponding locations.
7. Track on the bridge and bridge approaches
(a) The following aspects with regards to track on the bridge should be inspected:
(i)
general condition of track;
(ii)
whether the track is central over the length of the bridge or if there is any
transverse shift;
(iii)
whether the track is in good line and level;
(iv)
whether bridge sleepers are correctly spaced, are in sound condition, are
connected firmly by hook bolts or otherwise to rail bearers, and have well fitting packing
underneath (where provided);
(v)
whether the hook bolts are in sound condition and are correctly positioned;
(vi)
whether timber sleepers are properly end-bound and have bearing plates fixed
firmly for housing rails;
(vii)
whether guard rails are fixed properly and secured to the sleepers in correct
position and level and also if the ends are properly splayed in and secured on
approaches;
(viii)
whether the sleepers have the minimum length and minimum thickness (clear of
notches for rivet holes) as specified in the Schedule of Standard Dimensions;
(ix)
whether any rail joint exists within 3 m of abutments or pier, thereby causing
heavy shocks to the masonry (in such cases, whether there is any difficulty in the joints
being shifted further away beyond 3 m);
(x)
whether approach track is level and firm or requires lifting and packing;
(xi)
whether curves adjacent to the bridge have affected the alignment near the
bridge;
(xii)
level;
whether it is central to the rail bearers and the main girders are in good line and
(xiii)
whether departure from line is caused by incorrect seating of girders, shifting of
girders laterally or longitudinally, incorrect seating of sleepers on girders and rails on
sleepers, varying gauge or creep.
-9-
(b) Bed blocks

(i)
It has to be noted that keeping track in good line and level depends to a large
extent on correct positioning of bed blocks of piers and abutments in both line and level
(any difference should be properly made good by providing suitable packings between
bearing seats and bed blocks).
(ii)
departure from level is caused by errors in level of bed blocks or careless
installation of sleepers. The adequacy of clearances of running rails over ballast walls or
ballast girders at the abutments and the condition of timbers and fastening on the run off
and skew spans should be checked.
(c) Sleepers
The condition of sleepers and fastenings should be checked. The spacing of sleepers should not exceed
the limits laid down in the Schedule of Dimensions. Square-ness of sleepers shall be ensured. Sleepers
requiring renewals should be marked with paint, and renewals carried out. End bolts should be provided on
sleepers which have developed end splits.
(d) Hook bolts
Hook bolts should be checked for their firm grip. Position of arrows on top of the bolts should be at right
angles to the rails pointing towards the rail. Hook bolts should be oiled periodically to prevent rusting.
(e) Creep and joint gaps
Creep and joint gaps should be checked and rails pulled back wherever necessary. Rail fastenings should
be tight. Defective rails should be replaced. Where switch expansion joints are provided on the girder
bridge, it should be ensured that free movement of the switch is not hindered.
(f) Guard rails:
(i)
Adequacy of guard rail arrangements should be checked.
(ii)
Correct distance between the running rails and the guard rail and the clearance of
guard rails over the ballast walls should be checked.
(iii)
Correct flaring and burial at the ends of the guard rails should be examined.
(iv)
Wooden blocks, where provided, should be examined for their soundness.
(v)
Whether angle iron/tie bar runners and foot walk are provided and fixed properly
it should be checked.
(g) The gauge and level of track should be checked.
(h) Track on approaches
The following points need attention, while inspecting the approaches of a bridge:
(i)
track geometry on the approaches should be maintained to the best possible
standards;
(ii)
rail joints should be avoided within three meters of a bridge abutment;
(iii)
the condition of the ballast wall should be checked; and
(iv)
full sections of ballast should be maintained for at least 50 meters on the
approaches. This portion of the track should be well anchored.
- 10 -
(i) Rail joints

Rail joints should be checked whether any rail joint is existing on girder bridges of 6.1 meter span and less
and on arch bridges having insufficient cushion. In the case of bridges consisting of two or more spans, the
rail joints shall be placed as far as practicable over the piers.
8. Trolley and safety refuges
Trolley refuges should be checked to ascertain:
(a) Whether these are structurally in good condition.
(b) Whether they have been provided:
(i)
on bridges with main span of less than 100 meters, at every 100 meters; or
(ii) on bridges with main spans of 100 meters and more, a refuge over each pier.
9. Foot-paths
To ascertain:
(i)
whether the foot paths are properly supported;
(ii)
whether all girder bridges situated within station limits are provided with foot
paths for the convenience of the railway staff; and
(iii)
whether long un-ballasted girder bridges located between stations are provided
with foot paths for the convenience of Civil Engineering staff.
10. Painting, marking HFL and danger level, providing foundation particulars and bridge name
boards
It should be ascertained whether:
(a) The date of last painting has been conspicuously painted on the girder and recorded in the Bridge
Inspection Register.
(b) The Highest Flood Level (HFL) and the year in which the flood had occurred has been marked and
recorded in the Bridge Inspection Register.
(c) The danger level has been fixed and marked on the pier/ abutment and recorded in the Bridge
Inspection Register.
(d) The direction of the flow has been distinctly marked on the abutment or pier.
(e) The plaque showing particulars of foundation have been fixed over every abutment and pier in
accordance with instructions.
(f) Name boards have been fixed at either approach of important bridge.
(g) The Full Supply Level (FSL) has been marked distinctly at all canal crossings in the same way as the
HFL for other drainage bridges.
(h) The Bridge Number Tablets have been provided on the parapet walls of bridges as per the instructions.
(i) The flood gauges have been provided at important bridges for recording flood levels and afflux. Any
increase in HFL during the previous monsoon should be reported to the Divisional Engineer.
11. Flood records at important bridges
(a) It should be ensured that the following flood records are maintained as specified for each bridge:
(i)
soundings around piers and abutments during and after high floods;
(ii)
gauge readings of flood level during monsoon;
(iii)
observations of afflux and velocity during monsoon;
- 11 -
(iv)
cross sections of river during and after floods;
(v)
survey of the river course after monsoon;
(vi)
cross section of guide banks/protection works and aprons; and
(vii)
annual survey of scour holes.
(b) It should be checked whether River and Flood Registers are being maintained for large alluvial and
other specified rivers and kept up to date.
12. Precautions against damage by fire
It should be ensured:
(a) that the precautions against damage by fire are adequate; and
(b) that the sand bins on long girders are kept filled.
13. Equipment of watchman
To check up:
(a) whether the watchman posted at bridge site is having the necessary equipment as envisaged in this
Manual and whether they are in satisfactory condition; and
(b) Whether the watchman's knowledge of safety and protection rules is satisfactory.
14. Road over/under bridges
(a) Road over bridges
They should be inspected:
(i)
to ascertain whether the structures are on sound condition;
(ii)
to check the vertical clearance available is as per Schedule of Dimensions;
(iii)
to check the thickness of road way to ensure that the dead load on the bridge
does not exceed the maximum permissible;
(iv)
to examine the condition of the deck slab for spalling or deterioration of concrete;
(v)
to check the condition of any waterproofing or any preservative treatment given to
concrete deck;
(vi)
to check whether at the expansion joints provided, adequate gap is available for
the joint to function and for looseness and vertical displacement of one part of the deck
relative to the adjoining part; and
(vii)
to check whether speed breakers have been provided on either side of weak
Road Over Bridge and where speed restriction is imposed for vehicular traffic.
(b) Road-under bridges:
(i)
to check whether height gauges are provided;
(ii)
to check whether the bottom of girders have been covered by suitable and
approved means to prevent droppings, falling from passing trains on road users.
15. Concrete bridges
(a) The condition of bed blocks and bearings, wherever provided should be checked, items of inspection
being the same as for steel girders.
- 12 -
(b) The camber of pre-stressed concrete girder should be checked once a year by any reliable method and
the same recorded. The points where the camber is measured should be clearly marked on the underside
of the girders so that the readings taken on different years are comparable. While recording camber,
temperature should also be recorded and successive readings should be recorded at about the same
temperature. Progressive loss of camber is an important indication of deterioration in the condition of
bridge.
(c) Cracks in concrete
(i)
The surface of concrete should be checked by a magnifying glass for any cracks.
(ii)
The location, width and length of crack, type of crack (longitudinal/ transverse/
horizontal/ vertical/diagonal) whether it is active or dormant and its behavior under live
load should be carefully noted and documented. Sketches, preferably photographs should
be included. The observation of earlier inspection should be compared for the purpose of
determining whether the crack is developing or otherwise. Efforts should be made to
determine the probable cause of the cracks.
(iii)
While inspecting one should look for diagonal cracks in the web of main girders
near the support, flexural (vertical) cracks especially in the area of tension steel, cracks
near the bearings and longitudinal cracks at supports of slabs or beam near junction of
main girder with deck slab and at the diaphragms.
(d) While checking the pre-stressed concrete girders for cracks particular attention should be paid to the
bearing area, end blocks, anchorage zone, support of main girders, web near girder ends, diaphragms,
junction (interface) of diaphragms with web and at junction of main girder with deck slab.
(e) It should be checked whether sufficient depth of ballast cushion exists under the track sleepers. The
deck slab should be examined after clearing the ballast for any signs of cracking/disintegration and to see
whether there is dampness and whether drainage arrangement is functioning. It should also be checked as
to whether water proof layer, if provided is intact.
(f) It should be examined whether rust streaks/ stain marks are visible parallel to reinforcement; spalling
and presence of rust streaks are indicators of corrosion.
(g) It should be checked whether there is spalling, caused by separation of the concrete from the
reinforcement. In such cases it should be ascertained as to whether the steel is corroded by exposing the
reinforcement. The location, depth and area/size of spalling should be noted.
(h) It should be examined whether there is scaling, i.e. the gradual and continuing loss of surface mortar
and aggregate over an area. Location, area involved and character of scaling should be recorded.
(i) It should be checked whether there are signs of disintegration of concrete due to poor workmanship,
weathering action, attack by chemicals, etc.
(j) Seepage, leakage and efflorescence should be looked for at the time of special inspection during
monsoon
16. During Flooding
(a) During floods and/or during spells of heavy rain the Assistant Executive Engineer, Senior Sub-Assistant
Engineer(Way) and Senior Sub-Assistant Engineer(Works) should inspect by trolley, foot-plate of the
engine or other means the bridges and allied works as frequently as necessary.
(b) Where a strong rush of water and heavy afflux occur, they should look for the presence of eddies and
back waters which are signs of danger. When these are observed, soundings with the help of echo
sounders or probing with the help of log line with a heavy lead weight, rail piece or probing rod must be
taken and if scour is detected, boulders or pitching material should be run out and dumped as necessary.
As a precautionary measure, traffic may be suspended if long lengths of track with a large number of
bridges experience a flood situation and scour cannot be measured, particularly during night time.
- 13 -
Annex 1806(b)
Pro forma for Information on Major and Important Bridges to be given in Bridge Register
1. General:
Division Sub Division.. Section
Bridge. No Span details.
Name of river ..Class of structure.
Type of girder strength of girder..
Rail level ..m High flood level m
Danger level ..m
Bottom of girder/slab or crown of arch .m
Abutment : Materials of construction
i) (with splayed wing walls)
ii) (with parallel wing walls)
Pier: Type
Strength Considerations in Design of: Piers.....
Abutments.
Wing walls.
Depth of cushion m below bottom of sleeper (for arch slab top and pipe bridges only)
2. Previous history regarding high flood, scour, erosion, suspension of traffic etc.
3. Record of afflux: Year ...Maximum afflux .
4. Foundation details (as per table below) Velocity of flow
Pier/
Abutment
Details of Wells/
piles/ open
BF
TF
Bed
Level
Floor
Level
Thickness
of Floor
Safe
Scour
Limit
8
BF = Bottom of foundation, TF = Top of foundation
- 14 -
5. Description of protection works (wherever provided)
Description
Left
UP Stream
Right
Down Stream
Left
Right
(i) Length of guide bund

(ii) Crest level of guide bund
(iii) Crest width
(iv) Width and depth of apron
(v) Thickness of pitching
(vi) Width and depth of nose
of guide bunds
(vii) (a) Depth below floor
level and distance from the
center line of bridge of curtain
wall
(b) Drop wall deepest known
scour, year and its location.
6. In the case of bridges with railway affecting works, the following details may be recorded:
(i)
Tank and its capacity and distance from bridge;
(ii)
Dam/weir across river, its designed discharge and distance from bridge;
(iii)
Details of marginal bunds; and
(iv)
Details of road/canal running parallel.
7. Key plan of the bridge.
- 15 -
1807
Inspection of Bridges by Assistant Executive Engineer
(a) All bridges on a sub-division will be personally inspected by the Assistant Executive Engineer once a
year. The inspection should normally commence after the floods in November and must be completed by
the end of January. If it is not possible to make complete inspection of any bridge owing to the presence of
standing water, the fact should be so stated. The inspection of foundations should be made no sooner
water dries up or conditions make it possible to do so and results recorded as supplementary entries in the
bridge register.
(b) The Assistant Executive Engineer must enter all defects in the relevant columns of the bridge register
so that the entries shall serve as a recorded life-history of the bridge structure. Against each defect noticed
specific and definite orders must be recorded and endorsed to the concerned supervisor. In the case of
serious defects for which the Assistant Executive Engineer is not able to take a decision, he should
specially refer it to the Divisional Engineer.
Note: It may be mentioned that vague and indefinite instructions (of the type: SSAE(Works) or SSAE(Way)
to take necessary action) will not be conducive for proper maintenance of bridge structures. Instructions
must be specific and precise so as to leave no doubt in the mind of the supervisor; as for example SSAE(Works) to rebuild cracked parapet, and - SSAE(Way) to replace two bridge timbers.
(c) The Divisional Engineers special attention will be drawn through a certificate which must be recorded
by the Assistant Executive Engineer every year on the page provided at the end of each register in the
following form:
Assistant Executive Engineers certificate
(at the end of every bridge register):
I certify that I have personally inspected all the bridges shown in this bridge register
during the year 20__..and have issued detailed orders in writing to the Senior
Sub- Assistant Engineer(s) concerned to remedy all defects. The following points are
submitted to the Divisional Engineer for orders.
(i)
(ii)..
Signature:
(with date)
Name:
Sub- Division.:..
(d) On completion of the inspection of bridges included in any one register, the Assistant Executive
Engineer should make an extract of the inspection notes and together with detailed instructions (or orders
under the column Action taken) send the same, within 30 days of completion of inspection, to the
concerned Senior Sub-Assistant Engineer (Way), SSAE(Works) and SSAE(Bridge) for compliance, and a
copy shall be sent to the Divisional Engineer. Arrangements should be made to carry out the repairs as
soon as defects are noticed without waiting for the completion of inspection of other bridges.
1808
Inspection, Scrutiny and Endorsement of Bridge Registers by Divisional Engineer
(a) The bridge registers must be submitted by the Assistant Executive Engineer to the Divisional Engineer
in an even flow during December and January, completing the submission of all registers not later than 31st
January.
(b) Divisional Engineer should scrutinize the registers within 30 days of receipt of the register and initial
each page of the registers in token of having satisfied himself that correct orders have been issued by
- 16 -
Assistant Executive Engineer to the Senior Sub-Assistant Engineers in respect of repairs required to be
carried out.
(c) The bridges requiring the personal inspection by Divisional Engineer will be inspected by him within 30
days of receipt of the bridge register. He will record his orders against the points soliciting his decision. The
Divisional Engineer must initial against every bridge in the register.
(d) The Divisional Engineer must personally check at least 10 percent of the bridges to ensure that repairs
to bridges have been carried out before the commencement of monsoon.
(e) The Divisional Engineer will personally inspect all important bridges on his division having a lineal
waterway of 180 meters and more, every year.
(f) The Divisional Engineer will then endorse each bridge register as follows:
Divisional Engineer s endorsement on bridge register:
I have personally scrutinized this bridge register and have issued orders regarding all
essential points requiring a decision by me. The following/no points (as applicable) are
hereby submitted to the Additional Chief Engineer/Bridge for further orders.
(i) ..
(ii) ..
Signature (with date):

Name:
Division.:..
(g) Divisional Engineer will send extract of his orders (given in the bridge register) to Assistant Executive
Engineer within 15 days.
(h) Assistant Executive Engineer will communicate the Divisional Engineers orders along with his
instructions in writing to the supervisor(s) concerned for compliance.
(i) All Bridge Registers should be submitted to the Chief Engineer by Divisional Engineer within the first
week of March.
1809
Review of Bridge Registers by Additional Chief Engineer
(a) The Additional Chief Engineer concerned will then examine each bridge register and issue orders
regarding matters referred to him and endorse the register to that effect. He will also comment on the
general standard of inspection and reporting, as necessary.
(b) The bridge registers will be sent back to the Divisional Engineer by the end of March at the latest.
1810
Inspection and Maintenance of Bridges by SSAE(Way)/ SSAE(Works)
(a) The above-mentioned instructions do not absolve the Senior Sub-Assistant Engineers (Way) and
(Works) of their responsibilities to inspect bridges which should be done as explained below.
(b) Each SSAE(Way) is responsible for the maintenance of all bridges above the girder seating, with the
exception of painting. He shall carry out special inspection of bridges twice a year, once before the
monsoons and again after the monsoon and submit a report to the Assistant Executive Engineer, drawing
his special attention to the defects of a serious nature, if any.
- 17 -
(c) Each SSAE(Works) is responsible for the maintenance of all bridges below girder seating, including the
painting of girder bridges of less than 12 meter span. He shall make a special inspection of all bridges in
the month of May and submit a report to the Assistant Executive Engineer drawing his special attention to
the defects of a serious nature, if any. He shall also accompany the Assistant Executive Engineer during
the latter's annual inspection of bridges.
(d) SSAE(Way) and SSAE(Works) should report by 15th May, compliances of all repairs ordered by the
Assistant Executive Engineer or Divisional Engineer after the bridge inspection. If they are unable to
undertake any repairs for want of materials or other difficulties they should draw the personal attention of
the Assistant Executive Engineer and Divisional Engineer thereto well in advance.
1811
Responsibility of Bridge Engineer
Bridge Engineer is responsible for the inspection, investigation and report on all girder work in the line once
every seven years; and also for bringing defects, if any, to the notice of the Divisional Engineer and the
Chief Engineer.
1812
Holding down bolts for Girders
At bridges where girders move out of position on their bed stones, standard bed plates with location strips
should be provided. The bed plates should be fixed to the bed stone with standard holding down bolts. The
bolts should be put in the center of the holes and neat cement poured in to the hole, and bed plates should
be placed on a pad made out of a paste of cement and cast iron borings about 6 mm thick (see Figure
1812 below). Such work at bridges should be taken up on a program basis and executed by the Bridge
Engineer.
1813
Bridges with Bed Timbers and Bed Stones
(a) Bed timbers and bed stones under girders are not desirable and should be eliminated as far as possible
with reinforced cement concrete bed blocks. Bed blocks should be cast in place using cement concrete
1:1.5:3 with 18-20 mm aggregate. Rapid hardening cement shall be used in order to reduce the period of
speed restriction.
(b) At the time of providing new concrete bed blocks as above, old masonry up to 75 cm below the bed
stone and deeper in case there is evidence of shaken masonry should be rebuilt as per standard drawing.
This work at bridges should be taken up on a program basis.
1814
Permanent Way on Bridges
(a) There should be no rail joint on small span bridges or within 3 meters of either abutment.
(b) Bridge timbers or sleepers must be coated with creosote or coal tar applied hot. Bridge timbers must be
inspected frequently to see that they are sound and properly seated.
(c) Bridge timbers must be properly spaced, with maximum spacing of 508 mm edge to edge on Broad
gauge and 305 mm on meter gauge on all bridges where there is no continuous support for the wheels of a
derailed vehicle. For this purpose each bridge timber should be fastened to the girder with two hook bolts
with washers 50x50x3 mm. These washers should not be countersunk in the timbers and the bolts and nuts
should be oiled every alternate year.
(d) For maintenance of permanent way on bridges reference should be made to Chapter XV-Maintenance
of Permanent Way.
1815
Protection of Bridge Timbers against Fire
(a) A strip 80 meters on each side of the center line of all large bridges across a river from one abutment to
the other should always be kept free of high growth, weeds, huts, timber or anchored boats to prevent any
serious damage to the bridge from external fire.
- 18 -
(b) Some quantity of sand should be kept in small bins at the ends of bridge and on trolley refuges to assist
in controlling any fire on the bridge timbers.
Figure 1812: Bed Plates and Location Strips for Girder Bearings
1816
Protecting Workmen on Bridges under repairs
(a) Where alterations are being carried out to a bridge without a diversion necessary temporary engineering
speed restriction indicators shall be exhibited.
(b) For the safety of workmen tasked to carry out minor repairs and painting of bridges not requiring a
restriction, the following precautions should be taken:
(i)
Caution orders must be issued to drivers by supervisor, not lower than
SAE(Way), for blowing whistle and driving cautiously and to be prepared to stop at the
indicated kilometer.
(ii)
The supervisor in-charge of the work shall depute a watchman at such a location
on the bridge approach, as will enable him to keep a good look-out in both directions, so
that ample warning may be given to workmen on the bridge to enable them to get clear of
the track on the approach of a train.
- 19 -
(iii)
Temporary engineering caution indicators will be erected where necessary.
(iv)
In case no such indicators are provided the flagmen posted at adequate distance
will in addition to showing banner flags, also fix detonators in order to prevent over
shooting of a train. These detonators and banner flags will however be removed as soon
as the workmen have cleared the bridge. Every possible effort should be made to avoid
detention to trains but safety precautions should on no account be waived. In the case of
cuttings and curves here visibility is impaired two sets of flagmen may be posted at
indivisible positions to ensure adequate distance and timely warning.
Note: With regards to the adequate distance for posting of flagmen, reference should be made to Chapter
XV of this Manual.
(v)
At the time of painting of bridge girders, temporary scaffolding if needed shall be
kept clear of the moving dimensions, and all workmen must be clear of it during the
passing of a train.
1817
Opening new bridges
New bridges shall be opened to traffic after obtaining sanction of the Government Inspector of Bangladesh
Railway. The procedure for obtaining such sanction is detailed in Annex 1817 (based on CEs Circular No.
21 of 1956 as updated from time to time).
- 20 -
Annex 1817
Rules for obtaining Government Inspectors Sanction to start work on bridges and to
open bridge works after completion.
(Note: This Annex is based on Chief Engineers Circular No. 21 OF 1956)
PART I
1.0 Permission to Start work
1.1 Permission to start work shall be applied for by the Divisional Engineer for bridges works to be
undertaken by their respective staff in accordance with these rules. No such permission is required for
works necessitated in the ordinary course of maintenance where temporary arrangements are required and
where the structural strength of the bridge and the track thereon is not impaired.
1.2. Drawings of new girders, of strengthening schemes, of temporary arrangements and of erection
schemes shall 'be submitted to the Government Inspector of Bangladesh Railway (GIBR) for
approval
Note: For temporary arrangements of a type previously approved, for spans up to and including
12.2 meter clear, the submission of a statement for the renewal of sanction shall be sufficient.
1.3. No deviation from the approved design shall be made without the written authority of the Divisional
Engineer concerned, who shall accept the cases of minor alterations, obtain the approval of the Chief
Engineer and of GIBR to the change.
PART II
2.0 Sanction to Start Work
2.1 For spans up to and including 12.2 meter clear: For spans up to and including 12.2 meter clear,
permission to open the work on the issue of a safety certificate (see PART iv) shall be applied for at the time
of asking for sanction to start the work.
2.2 For Spans over 12.2 meter the Bridge Engineer shall advise the Divisional Engineer of the probable date
of completion of the work, at least twenty one days beforehand. The latter shall then ask the GIBR whether
he wishes to inspect the bridge himself and on what date, or whether he will authorize the Divisional
Engineer or the Bridge Engineer (in collaboration with the Divisional Engineer) to open the work and issue
the safety certificate on his behalf.
PART III
3.0 Procedure for opening a bridge work
3.1 Spans up to and including 12.2 meter clear: After the work has been completed, the procedure
for opening shall be as follows:
3.1.1 The Bridge Engineer or the Assistant Bridge Engineer in charge of the work, and the Divisional
Engineer or the Assistant Executive Engineer concerned shall inspect the work and satisfy
themselves that it has been completed in accordance with the approved drawings arid specifications.
3.1.2 The Bridge Engineer or the Assistant Bridge Engineer shall supervise the slow speed tests as set
forth in PART-IV; on the satisfactory conclusion of which the Bridge Engineer or the Assistant Bridge
Engineer and the Divisional Engineer or the Assistant Executive Engineer will send a joint safety certificate
in message form in vogue addressed to the GIBR and open the work. Copies of this message shall be sent
to the Addl. Chief Engineer/Bridge, the Divisional Engineer, Assistant Executive Engineer, the Bridge
Engineer and the Assistant Bridge Engineer concerned.
- 21 -
3.1.3 In cases where a joint safety certificate in a message cannot be submitted, the following procedure
shall be adopted:
3.1.3.1 If , after the completion of the bridge work, the track has been inspected and certified in writing to be
safe for the unrestricted maximum permissible speed of the section by Divisional Engineer or the Assistant
Executive Engineer, the Bridge Engineer or the Assistant Bridge Engineer shall send a safety certificate in
a message under his own designation, certifying that the bridge may be opened for unrestricted speed and
stating Track similarly certified by Divisional Engineer ( or Assistant Executive Engineer).
3.1.3.2 If the Divisional Engineer or the Assistant Executive Engineer is prepared only to certify the track
safe at a restricted speed, the Bridge Engineer or Assistant Bridge Engineer shall send a safety certificate
in message form incorporating the restricted speed; stating Track certified safe by Divisional Engineer ( or
Assistant Executive Engineer) subject to a restriction of .km/hour. On the actual safety certificate,
the restricted speed will be mentioned in the appropriate place, together with an indicating of the official
responsible for raising the speed subsequently to the maximum permissible speed for the section. This
official, when finally removing the restriction, will inform the GIBR and others concerned over telephone and
subsequently supported by message.
3.2 Spans exceeding 12.2 meter clear with the exception of special type spans, e.g., cantilever and steel
arch
3.2.1 Prior to the opening of the bridge, the Addl. Chief Engineer, shall inspect the work at site and shall
satisfy himself that the work has been carried out in accordance with the approved designs and
specifications.
3.2.2 Approval of the proposed tests, as set forth in PARTIV, shall be obtained from the Government
Inspector and his sanction to the opening of the work at a restricted speed, on the issue of a joint safety
certificate signed by the Bridge Engineer and the Divisional Engineer concerned, prior to the acceptance of
the test results, shall be applied for unless the Government Inspector proposes to be present at the tests.
3.2.3 Before the tests are carried out, a certificate to the effect that the track is fit for the test train to run at
the maximum permissible speed, shall be obtained from the Divisional Engineer or Assistant Executive
Engineer.
3.2.4 On receipt of the Government Inspector's approval to the test results the Bridge Engineer in
collaboration with the Divisional Engineer concerned, shall open the work to the maximum speed of the
section, advising all concerned by XXR Message. No further safety certificate is necessary.
3.3 For special type spans (such as Cantilever and Steel arch)
3.3.1 Prior to the opening of the work, the Addl. Chief Engineer, shall inspect the work at site and shall
satisfy himself that it has been carried out in accordance with the approved design and specifications.
3.3.2 For cantilever and steel arch spans, etc., only the Addl. Chief Engineer/Bridge, in the absence of the
Government Inspector, shall be authorized to open the bridge and issue a safety certificate, in conjunction
with the Divisional Engineer concerned, under procedure similar to that given in the foregoing paragraphs.
PART-IV
4.0 TESTS
4.1 Spans up to and including 12.2 meter clear
The following slow speed tests shall be carried out and the results approved by the Bridge Engineer or the
Assistant Bridge Engineer before any bridge is opened to traffic at the maximum permissible speed of the
section:
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4.1.1 Type of Tests

4.1.1.1 Central deflection and oscillation of main girders: The relative vertical displacement of girders called
deflection and the lateral displacement called oscillation shall be recorded by pencils clamped to the spans
and pressing against cards attached to temporary posts or brackets rigidly held to the ground or masonry at
the center of the top flange of each main girder.
4.1.1.2 Correct seating of bearings, i.e. absence of Vertical movement: The vertical movement of bearings,
(if any ), shall be recorded by pencils clamped to the spans and pressing against cards attached to
temporary posts or brackets rigidly held to the ground or masonry at the centre of each bearing.
Note: In spans consisting of duplicated girders tests are to be taken on both pairs of girders. In spans
consisting of 3 main girders, tests are to be taken on the -centre girder and on the outer girder.
4.1.2 Speed at which tests shall be carried out
4.1.2.1 At the existing restricted speed on the bridge, i.e. 8 km/hour.
4.1.2.2 Subject to the approval of these test results by the Bridge Engineer or Assistant. Bridge Engineer,
the tests shall be repeated at the maximum permissible speed of the section, within 24 hours of the
opening of the work, by Bridge Engineer or the Assistant Bridge Engineer, in collaboration with the
Divisional Engineer or the Assistant Executive Engineer concerned.
4.1.3 Test Load
Tests shall be carried out under any convenient train running on the section.
4.1.4 Number of spans to be tested
4.1.4.1 For vertical movement of bearings: All spans provided with new bearing plates, bed plates, bed stop
and cement or lead pads. Also all new spans and spans dismantled and re-erected.
4.1.4.2 For Central deflection and oscillation: All spans remodeled or strengthened and 10% of all new
spans, but not less than three spans of each type made from the same drawing in any one contract.
Note: No test is necessary on any spans if only stiffeners over bearing and/or lateral bracings have been
fitted.
4.1.5 Spans on which tests are not considered necessary provided they have been properly constructed to
an accepted design.
Rail decking up to 0.9 meter clear.
Rail clusters up to 1.5 meter clear.
Troughing up to 1.5 meter clear.
4.2 Spans (plate girder) exceeding 12.2 meter clear
The following tests shall be carried out in the presence of a Bridge Engineer or an Assistant. Bridge
Engineer and the results shall be approved by the Government Inspector before any work is opened to
traffic at the maximum speed of the section.
4.2.1 Type of Tests
4.2.1.1 Central deflection and oscillation of main girders: The relative vertical displacement of girders called
deflection, and the lateral displacement called oscillation shall be recorded by pencils clamped to the span
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and pressing against cards attached to temporary posts or brackets rigidly held to the ground or masonry at
the centre of each main girder, top and bottom flanges.
4.2.1.2 Correct seating of bearings, i.e. absence of vertical movement: The vertical movement of bearings,
shall be recorded by pencils clamped to the span pressing against cards attached to temporary posts or
brackets rigidly held to the ground or masonry, at the center of each bearing.
Notes: (i) In spans consisting of duplicated girders tests are to be taken on both pairs of girders. In spans
consisting of three main girders, tests are to be taken on the centre girder and on one outer girder. (ii)
When the site is such that the measurement of deflection by pencil and card is impracticable the deflection
at the bottom flange only shall be recorded by deflectometer and measurement of the oscillations may be
omitted.
4.2.2 Speed
Tests shall be taken at the following speeds:
At a crawling speed of not more than 3 km/hour.
At the maximum permissible speed of the section.
Note: A certificate to the effect that the track is fit for the test train to run at the maximum permissible
speed, shall be obtained from the Divisional Engineer or the Assistant Executive Engineer before the tests
are taken.
4.2.3 Test Load
Tests shall be taken under the heaviest locomotive likely to be put in service on the section. Where the
length of the span is greater than that of the locomotives, two locomotives shall be used coupled together
and, if necessary, they shall be followed by a train of weight equivalent to a uniformly distributed load of
4.25 tonnes/meter run of track for Broad Gauge and 3.9 tonnes/meter run of track for Meter Gauge,
including the locomotives, not less than that of the span between centers of bearings.
Note: In multiple track bridges the tracks which influence the stresses is a particular member under test
must be fully loaded with test trains running in the same direction with the locomotives directly opposite
each other.
4.2.4 Special tests for Semi-through type spans
In addition to the deflection and oscillation tests, tensometer records shall be taken to determine the
stresses in the top and bottom flanges of cross girders and stringers at the following positions, if he floor
system has been strengthened, remodeled or renewed:
At the center of any one and stringer,
At the center of any one intermediate cross girder.
4.2.5.1 For vertical movement of bearings:-All spans provided with new bearing plates, bed plates, stones
and cement or lead pads. Also all new spans and spans dismantled and re-erected.
4.2.5.2 For Central deflection and oscillation: All spans remodeled or strengthened and 10 percent of all
new spans, but not less than three spans of each type made from the same drawing in any one contract.
4.2.6 For stresses in cross girders & stringers of semi-through type spans
Same as for central deflection oscillation.
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Notes: (i) No test is necessary on any span if only stiffeners over bearings and/or lateral bracings have
been fitted. (ii) Tensometer records of the stresses in through decking shall not be taken.
4.3 All triangulated girder and lattice girder spans
The following test shall be carried out in the presence of Bridge Engineer and the results shall be approved
by the Addl. Chief Engineer/Bridge and the Government Inspector before any work is opened to traffic at
the maximum speed of the section.
4.3.1 Types of Tests
4.3.1.1 Central deflection and oscillations of main girder: At the centre of each main girder, both top and
bottom chords:
Notes: (i) In spans consisting of duplicated girders, tests are to be taken on both pairs of girders. In spans
consisting of three main girders, test is to be taken on the centre girder and on one outer girder. (ii) When
the site is such that the measurement of deflection by pencil and card is impracticable, the deflection at the
bottom chord only shall be recorded by deflectometer and the measurement of oscillations may be omitted.
4.3.1.2 Correct seating of bearings, i. e. absence of vertical movement. The vertical movement of bearing
shall be measured at the centre of each bearing.
4.3.1.3 Stresses in members of main girders, cross girders and stringers of floor systemFor stresses in various members, tensometer records shall be taken to determine the stresses at the
following positions.
4.3.1.3.1 Main girder:
At the top and bottom flanges of the top .and bottom chords of the central panel or one of the panels
adjacent to the centre of the span.
At the centre of the end raker or end posts.
At the centre of any one diagonal web member, preferably one subjected to reversals of stress.
Notes: (i) On spans consisting of two main girders tensometer tests shall be taken on both girders. (ii)
Where there are three main girders in a span tensometer tests shall be taken on the central girder and one
only of the adjacent girders. (iii) On spans consisting of duplicated main girders and where all the girders
are similar, tensometer tests shall be taken on one inner and one outer girder of one pair of girders only.
(iv) Tensometer records of the stresses in the web system of lattice girders (as distinct from triangulated
girders) shall not be taken.
4.3.1.3.2 Floor system: At the top and bottom flanges at the centre of any one intermediate cross girder.
At the top and bottom flanges at the centers of any pair of stringers in end panel.
4.3.2 Speed
As for spans (Plate girder) exceeding 12.2 meters clear, see Part IV, para 4.2.
4.3.3 Test Load
As for spans (Plate girder) exceeding 12.2 meters clear, see Part IV, para 4.2.
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4.3.4.1 For vertical movement of bearings: All spans provided with new bearings, bed stones and cement
or lead pads, also all new spans and spans dismantled and re-erected,
4.3.4.2 For central deflection and oscillation and stresses in various members: All spans remodeled or
strengthened and 10 percent of all new spans, but not less than three spans of each type made from the
same drawing in any one contract. Continuous spans, cantilever, steel arches and trestles.
4.3.5 Tests prescribed by the Addl. Chief Engineer/Bridge and approved by the Chief Engineer and GIBR
shall be taken as may be directed.
PART V
5.0 Safety Certificates
5.1 Signing of Safety certificate
5.1.1 When opening a work, the Bridge Engineer or Assistant Bridge Engineer and the Divisional Engineer
or Assistant Executive Engineer shall sign a safety certificate and submit three copies to the Addl. Chief
Engineer/Bridge who will forward two copies to the Chief Engineer.
5.1.2 The Bridge Engineer or Assistant Bridge Engineer through Bridge Engineer shall submit test cards
direct to Addl. Chief Engineer/Bridge.
5.1.3 In the case of bridge works under the supervision solely of a Division the safety certificates, shall be
signed only by the Divisional Engineer or by the Assistant Executive Engineer and two copies shall be
forwarded with the test cards to the Addl. Chief Engineer/Bridge.
5.2 Contents of Safety Certificates
The under-noted particulars shall be given in all safety certificates:
Drawing-number (steel work and masonry, if any) according to which the work has been carried out. This
information should be shown at the top of the safety certificate.
Number and kilometer of the-bridge; also the section of the line and the Division.
Number of spans, over all length and type, and whether girders have been renewed or strengthened.
Details of work done.
5.3 Standard of strength
5.3.1 The results of all total shall be summarized in the office of the Addl. Chief Engineer/Bridge who will
submit the summary together with- the test cards and copies of the deflectometer and tensometer records
to the Government Inspector.
5.3.2 For the renewal of bed-stones and the fitting of stepped bearings similar information should also be
given.
5.4 In the case of bridges which do not concern the Bridge Branch such as masonry arch bridges, the
safety certificate shall be submitted by the Divisional Engineer through Chief Engineer to the Government
Inspector. An intimation regarding the closing of such bridges shall, however, always be sent to the Addl.
Chief Engineer/Bridge in order that he may keep the printed bridge lists up to date.
5.5 The submission of safety certificates shall not be delayed under any circumstances.
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1818
Painting of Bridges
(a) Maintenance Painting

(i)
Regular maintenance painting of the steelwork in railway bridges is required to
prevent serious deterioration of the structure from the effects of corrosion.
(ii)
Maintenance painting would ensure the structural integrity and enhance the life of
the bridge structure. Failure to do so in a timely manner may result in further deterioration
and weakening of the bridge structure. Therefore, painting of bridges should be carried
out to a definite program so that all bridges receive regular attention.
(iii)
The life of paint varies considerably with the geographic location (nearness to the
coast), climate, pollution levels and other factors. The annual program for painting girders
on the various sections of the railway should take consideration of these factors and
actual condition of steelwork as observed during the bridge inspections.
Note: Generally, painting is scheduled to be carried out once in three years, which may be delayed by a
one or two years depending on the actual condition of bridge girder painting.
(b) It is imperative that the painting of steelwork in girders should be properly done. The procedure for
painting of bridge girders is detailed in Annex 1818(b).
(c) Painting of steelwork in important railway bridges requires considerable preparatory and associated
works, such as the erection and dismantling of access scaffolding. Sometimes traffic blocks may be needed
and slow downs (or speed restrictions) may be necessary for the safety of trains and workers. As such this
work must be meticulously planned for execution.
(d) The date of painting must be painted in white on all girders in a conspicuous place as: 9-08.
(e) The level of lead concentrations in the existing paint system requires that paint removal and disposal
must be dealt with in accordance with environmental regulations.
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Annex 1818(b)
Painting of Bridges
Note: In this Annex wherever reference to Standard Specifications has been made, it should be read as or
equivalent specifications.
1.0 Corrosion and its prevention
1.1 Corrosion is deterioration of metal due to its interaction with the corroding environment. When steel is
exposed to the atmosphere, it combines chemically with the oxygen to form oxides. This is generally
described, as rust. In addition, steel gets corroded by other harmful chemicals to which it may be exposed,
such as acidic fumes and salt in sea spray etc.
1.2 Corrosion may take place in either of the following forms:
(i)
Uniformly over large areas, referred to as "Uniform corrosion" or limited over a
local area, referred to as "local corrosion".
(ii)
Restricted to an extremely minute area, referred to as "pitting".
1.3 Prevention of corrosion: Corrosion may be prevented by any one of the following means:
1.3.1 Protective coatings by painting.
1.3.2 Metallizing - a form of protection by spraying a metal either zinc or Aluminum.
1.3.3 Use of epoxy based paints.
2.0 Protective Coatings by painting
Paint is an artificial coating put on to prevent the destructive influences in the, atmosphere coming in
contact with the surface of the metal. It is, therefore, essential that the skin of point should be applied to the
metal surface under conditions ensuring that the adhesion is perfect and contract as close as possible.
2.1 Surface preparation for painting
Correct surface preparation of the steel to receive the paint is the single most important factor in ensuring
good performance. The presence of rust under the paint film can cause its failure. Removal of rust, oil,
grease and dirt is also necessary to ensure adequate adhesion of paint film to the surface.
2.1.1 Minimum requirements of surface preparation The minimum requirements of a surface prepared for
painting are:
(i)
It should be clean, dry and free from contaminants. The metal must be perfectly
dry at the time the paint is applied. The metal must be perfectly clean and free from dirt,
scale, deteriorated old paint, and particularly, rust.
(ii)
It should be rough enough to ensure adhesion of the paint film. However, it
should not be so rough that the film cannot cover the surface peaks.
2.1.2 Any one or a combination of the following methods (i) to (iv) for surface preparation may be used,
where rust has appeared in many places and existing primary coat of paint has developed cracks,
blistering, peeling, brittleness, etc.
(i)
Manual hand cleaning: The cleaning of surface is done with the use of emery
paper, wire brushes, and scrapers. This is adopted for spot cleaning during normal
- 28 -
maintenance to remove rust, scale or old coatings. All space between plates or openings
into which moisture can get should be carefully searched for, scraped out as much as
possible and then filled wit a putty of red lead and boiled oil.
(ii)
Cleaning with power driven tools: Oil and grease are first removed. Heavy scale
and rust are then removed by hand tools. Residual rust and mill scales are removed by
hammer or rotary action of hand held power driven tools.
(iii)
Blast cleaning (sand or grit blasting): It consists of cleaning the surface with the
help of high velocity impact of abrasives (sand or grit) against the surface. It removes
rust, mill scale (oxidization) and old paints along with some of the base metals and
creates a base for good adhesion. It is the most effective method of surface preparation.
(iv)
Flame cleaning: The process consists of localized application of an oxy-acetylene
flame on the steel surface. After the application of the flame the rust can be removed by
wire brushes. Flame cleaning should not be done on plates with thickness 10mm or less
as it may lead to permanent distortion of such plates.
(v)
In the case of maintenance painting where only the finishing coat of paint shows
signs of deterioration and the primary coat of paint is sufficiently in good condition
adhering to the metal firmly and there are no signs of rust, the surface should be washed
with lukewarm water containing 1 to 2% detergent to remove salt deposits and grime.
After this, the surface is to be dried, lightly wire brushed and sand papered. On this
prepared surface only the finishing coat of paint should be applied.
(vi)
Temporary coatings: If, for any reason, painting can not immediately follow
surface preparation, corrosion can be prevented for a short time by means of temporary
coating of Linseed oil applied uniformly and thinly (one third liter on 10m2 area will be
sufficient).
Modern prefabrication primers which are easier to apply and give better protection are also available.
2.2 Choice of suitable paints
The following system of paints may be adopted for painting of steelwork in Bridge girders:
2.2.1 In areas where there is no severe corrosion
(i)
Priming coat: One heavy coat of ready-mixed paint red lead priming to IS - 102;
or One coat of ready mixed paint zinc chromate priming to IS - 104, followed by one coat
of ready mixed paint red oxide zinc chrome priming paint to IS - 2074; or Two coats of
zinc chromate red oxide primer to IRS P - 31
Note: The first coat should be mixture of pure boiled linseed oil and dry lead in the proportion of one liter of
oil and 3.3 kg of red lead. It should be applied immediately after cleaning and when the metal is perfectly
dry. It must on no account be applied in damp weather and if rained on within hours must be removed and
another coat applied. The greatest care must be taken that all exposed metal is covered this coat of paint.
The second coat will be applied when the first is thoroughly dry and which will be in about four days of its
application. It will consist, of 3 kg of red oxide point and 0.5 kg of lamp black to 5 liter of boiled linseed oil.
(ii)
Finishing coat: Two cover coats of red oxide paint to IS - 123 or any other
approved paint applied over the primer coats.
Note: The third coat will be applied when the second is dry, and will consist of 3.5 kg of red oxide paint to 5
liters of boiled linseed oil.
- 29 -
2.2.2 In areas where corrosion is severe:

(i)
Priming Coat: Two coats of ready mixed paint red lead Priming to IS - 102; or
One coat of ready mixed paint zinc chromate priming to IS - 104 followed by one coat of
zinc chrome - red oxide priming to IS - 2074.
(ii)
Finishing coat : Two coats of Aluminum paint to IS - 2339.
2.2.3 In case where the priming coat is in good condition the steel work is painted with two coats of ready
mixed red oxide paint to IS - 123 or paint Aluminum to IS - 2339 depending on the severity of corrosion.
2.3 Conditions for obtaining good painting
(a) Painting should be done in dry and reasonably warm conditions. The relative humidity should not be
above 90 percent.
(b) Dew frequently condenses on a structure during night and hence painting at night and in the early hours
of morning should be avoided.
(c) Painting should be avoided during rainy season and in adverse weather conditions (dust storm, mist,
fog, etc.)
2.4 Control of paint film thickness:
2.4.1 It is desirable to control and check the thickness of paint applied to a structure. The wet film thickness
can be monitored by means of the wet film gauges from the rate of paint consumption at intervals during
application. To provide a recognizable surface appearance and assist in rapid visual inspection during the
course of the work, a reference patch or patches of required thickness should be painted on the structure.
Measurements of Dry Film Thickness (DFT) should be done systematically over the whole structure and
results assessed. Attention should be paid not only to the average DFT but also to uniformity of application.
The normal thickness as also the minimum thickness of the dry film should be specified and ensured during
execution. It would be desirable to specify the number of measurements to be made (at least one reading
for each sq. m. of area painted will be reasonable).
2.4.2 Measurement of dry film thickness (DFT): The following instruments may be used to measure the
thickness of the coating for quality control of the painting:
(a) Electronic coating thickness gauge
(b) Magnetic thickness gauge (as for example Elcometer make - dial type for measuring thickness of
coating of paint)
(c) Surface profile gauge (dial type)
2.4.3 Most of the instruments work on magnetic or electro-magnetic principles and indicate the total
thickness of the paint coat including the primary readings. Readings must, therefore, be taken after surface
preparation and after completion of painting to arrive at the DFT.
2.5 Precautions to be taken during Bridge painting
2.5.1 Paints from approved manufacturers only should be used.
2.5.2 Special care should be taken to shift sleepers on girders or rail bearers to clean the seating very
thoroughly before applying the paint.
2.5.3 Paint should be mixed in small quantities sufficient to be consumed within 1 hour in the case of red
lead paint and 5 days in the case of red oxide paint.
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2.5.4 While painting with red oxide paint, a little quantity of lamp black shall be added to the paint while
doing the first coat to distinguish it from the second coat. Similarly, in the case of Aluminum paint a little
blue paint can be added, instead of lamp Black for 1st coat.
2.5.5 Paints should be used within the prescribed shelf life from the date of manufacture. The quantity of
paint procured should be such that it is fully utilized before the period prescribed for its use. The shelf life of
various paints used on the railway is as follows:
(i)
Paint Red Lead Ready Mixed (IS - 102): 4 months
(ii)
Paint Red Oxide Ready mixed (IS - 123): 1 year
(iii)
Paint Aluminum:
When paste and oil are not mixed: 1year
When paste and oil are mixed: 4 months
(iv)
Oil linseed boiled: 2 years
(v)
Red lead dry paint: No time limit.
2.5.6 Brush shall not be less than 5cm in width and should have good flexible bristles. A new brush before
use should be soaked in raw linseed oil for at least 24 hours. The brushes shall be cleaned in linseed oil at
the end of each day's work.
2.5.7 Dust settled after scraping shall be cleaned before applying paint.
2.5.8 When the paint is applied by brush, the brush shall be held at 450 to the surface and paint applied
with several light vertical / lateral strokes turning the brush frequently and transferring the paint and
covering the whole surface. After this, the brush shall be used crosswise for complete coverage and finally
finished with vertical/ lateral strokes to achieve uniform and even surface.
Rags, waste cotton, cloth or similar articles should not be used for applying paint.
2.5.9 The coat of paint applied shall be such that the prescribed dry film thickness is achieved by actual trial
for the particular brand of paint. The applied coat of paint shall be uniform and free from brush marks, sags,
blemishes, scattering, crawling, uneven thickness, holes, lap marks, lifting, peeling, staining, cracking,
checking, and scaling.
2.5.10 Each coat of paint shall be left to dry till it sufficiently hardens before the subsequent coat is applied.
The drying time shall not be less than 3 days in the case of red lead paint.
2.5.11 The entire contents of a paint drum should be mixed thoroughly either by pouring a number of times
or by mechanical mixing to get uniform consistency. The paint should not be allowed to settle down during
painting by frequent stirring or mixing. Driers such as spirit or turpentine should not be used. Mixing of
kerosene oil is strictly prohibited.
2.5.12 The maximum time lag between successive operations as indicated below shall not be exceeded.
(i)
Between surface preparation and the application of primer coat: 24 hours;
(ii)
Between surface preparation and first finishing coat in the case of patch painting:
48 hours;
(iii)
Between the primer coat and the 1st finishing coat: 7 days;
(iv)
Between the 1st finishing coat and the 2nd finishing coat: 7 days.
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2.6 Periodical through painting

The entire steel work of a girder should be painted at regular intervals which may vary from six years in arid
zones to one year in highly corrosive areas. The chief Engineer shall prescribe the periodicity of painting.
Floor system of girders etc. where corrosion is heavy, may require painting more frequently. Their
periodicity should be as specified by the chief Engineer.
2.7 Patch painting
2.7.1 When small areas of paint show pronounced deterioration, which require immediate remedy, it is not
desirable to wait for the girder or the member as a whole becoming due for periodic painting. The affected
areas must be patch painted. The usual locations which may require patch painting are:
(i)
Some parts of the girders like the upper surface of top chord members;
(ii)
The inside surface of bottom chord members;
(iii)
top flanges of plate girders; and
(iv)
Deck systems of through or semi through span, etc.
2.7.2 The surfaces requiring patch painting should be scraped down to bare metal and the painting
techniques followed on similar lines, as prescribed for painting to cases where the existing paint coats have
deteriorated fully. There may be cases where the top coat only has failed, in which case the affected top
coat should be wire brushed thoroughly and required number of finishing coats applied.
2.8. Date of Painting
The date of painting of steel work should be painted in white on the outside of the left girder of the first
span. In the case of important girder bridges, the left girder at each end should bear the date of painting. It
should also be recorded in the Bridge Register.
3.0 Metallizing and Epoxy based Paints
For locations where girders are exposed to corrosive environment i.e. flooring system of open web girders
in all cases, girders in industrial, suburban or coastal areas, etc., protective coating by way of metallizing or
by painting with epoxy based paints may be applied:
3.1 Metallizing
In metallized protection base metal like zinc or aluminum is lost by the atmospheric action, while the base
metal (steel) remains unaffected. Zinc or aluminum can be sprayed on the surface prepared by grit/sand
blasting for giving such protection, known as metallizing.
3.1.1 Surface preparation:
(a) The surface of steel shall be free from oil, grease, bituminous materials or other foreign matter, and
shall provide an adequate key for the sprayed metallic coating. This may be achieved by flame cleaning or
by sand blasting. However, the abrasive once used for cleaning heavily contaminated surface should not
be reused even though re-screened.
(b) Final cleaning is done by abrasives i.e., chilled iron grit G.24, as defined in BS - 2451 or washed salt
free angular silica sand of mesh size 12 to 30 with a minimum of 40% retained on a 20 mesh screen, as per
following details :
(i)
Air Pressures: Not less than 2.109 kg per cm2.
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(ii)
Nozzle position: At right angles to and approximately 22.5 cm from the surface
nozzle diameter not exceeding 12 mm
(c) The final surface roughness achieved shall be comparable to roughness with a reference surface
produced in accordance with Appendix A of IS - 5909 and shall provide an adequate key for subsequently
sprayed metal.
3.1.2 Metallizing process:
(a) The sprayed coating shall be applied as soon as possible after surface preparation. The wire method
shall be used for this purpose, the diameter of the wire being 3 mm or 5 mm. The composition of the
Aluminum to be sprayed shall be preferably in accordance with BS: 1475, material 1-B (99.5%) Aluminum
otherwise as per IS: 739.
(b) Clean dry air at a pressure of not less than 4.218 kg per cm2 shall be used. The minimum thickness of
metal coating applied shall be 115 microns and average thickness 150 microns.
(c) The specified thickness of coating shall be applied in multiple layers, not less than two. The surface
after spraying shall be free from uncoated parts or lumps of loosely spattered metal.
(d) At least one layer of the coating must be applied within 4 hours of blasting and the surface must be
finished to the specified thickness within 8 hours of blasting.
3.1.3 Inspection:
(a) The metal coating shall be checked for thickness by an approved magnetic thickness measuring gauge.
(b) The calibration of the gauge should be checked against a standard of similar thickness within an
accuracy of 10 per cent.
3.1.4 Finishing coat of painting:
(a) After the metallizing, any oil, grease etc. should be removed by thorough wash with a suitable thinner
and allowed to dry for 15 minutes. The painting may be applied by brush or by spray. The first coat shall be
wash primer to SSPCPT - 3 53T or Etch primer to IS - 5666.
(b) The second coat shall be zinc chromate primer to IS - 104. The zinc chrome should confirm to type 2 of
IS - 51. The 3rd and 4th coats shall be Aluminum paint to IS - 2339.
3.1.5 Maintenance painting of metallized girders:
(a) The need for periodical repainting and the method to be followed will depend on the condition of the
existing paint. In most cases complete removal of existing paint film may not be necessary.
(b) The surface is cleaned of all oil, dirt and other foreign material. If the existing top coats of Aluminum
paint are found to be in good condition, it will be sufficient to apply one additional coat of the same paint,
once in 5 years or at such closer intervals as specified.
(c) However, if the existing paint is found flaked or damaged, it should be removed completely by wire
brushing without the use of scrapers or chipping tools. In case the original coat of zinc chromate primer is
also damaged in patches, such patches should be painted with fresh zinc chromate primer before applying
the finishing coat of Aluminum.
(d) In the event of any localized damage to the metallized coating of Aluminum, as evidenced by traces of
rust, the affected portion should be thoroughly cleaned of all rust before the priming and top coats of paints
are applied. Rust streaks caused by droppings from the track or by contact with hook bolt lips should not be
mistaken for corrosion.
- 33 -
3.1.6 Precautions to be taken while inspecting metallized girders: The use of testing hammers for rivet
testing, or any other operation shall not be resorted to since these can damage the metallized coating. Any
looseness of the rivets in bracings etc. may be detected from visible signs such as the appearance of rust
under the rivet head.
4.0 Epoxy based Paints
4.1 Surface Preparation:
4.1.1 Remove oil/grease from the metal surface by using petroleum hydrocarbon solvent to IS - 1745.
4.1.2 Prepare the surface by sand or grit blasting to Sa 2 to IS 9954, i.e. near white metallic surface.
4.2 Painting
4.2.1 Primer coat:
Apply by brush / airless spray two coats of epoxy zinc phosphate primer to RDSO specification No. M & C
/PCN-102/86 to 60 microns minimum dry film thickness (DFT) giving sufficient time gap between two coats
to enable first coat of primer to hard dry.
4.2.2 Intermediate coat:
Apply by brush/airless spray-one coat of epoxy micaceous iron oxide to RDSO specification No. M & C
/PCN-103/86 to 100 microns minimum DFT and allow it to hard dry.
4.2.3 Finishing coat:
Apply by brush/airless spray two coats of polyurethane Aluminum finishing to RDSO Specification No. M &
C/PCN-110/88 for coastal locations or polyurethane red oxide (red oxide to ISC 446 as per IS - 5) to RDSO
Specification No. M&C/PCN-109/88 for other locations to 40 microns minimum DFT giving sufficient time
gap between two coats to enable the first coat to hard dry. The finishing coats are to be applied in shop and
touched after erection, if necessary.
- 34 -
1819
Cooperation between Engineers for Bridge Maintenance
The Assistant Executive Engineer and Divisional Engineer have the primary responsibility for detecting
defects, if any, in bridges. Divisional Engineer is responsible for reporting serious defects related to girders
to the Bridge Engineer and for imposing necessary speed restriction until the defects have been rectified. In
this connection Divisional Engineers must work in close co-operation with the Bridge Engineer. The
responsibilities of the Bridge Engineer are outlined in Chapter VII of this Manual.
Section 3: Maintenance of Service Buildings and Staff Quarters
1820
Inspection of buildings
(a) Process of care of buildings: The Divisional Engineer is responsible for seeing that all buildings in their
charge are kept in a good state of repair. They should carry out all necessary petty repairs up to the
amount within their powers, and should submit estimates for repairs above that amount. The process of
maintenance of buildings as described in the paragraphs below includes inspection of buildings, review of
petty repair books and other special reports made by concerned supervisors, estimation of the quantities of
the repair work, preparation of detailed estimate and its sanction by the competent authority, arrange
allocation of funds for the work, fixing agency for doing the repair work, and proper implementation of the
work.
(b) It will be the responsibility of the Divisional Engineer to see that the repair work is implemented
efficiently and economically.
(c) To ensure proper maintenance, every building must be inspected by a responsible supervisor once
every six months. The supervisor making the inspection should report to the Assistant Executive Engineer
who, if necessary, should, inspect any buildings reported to be in a bad condition, and ask for the orders of
the Divisional Engineer.
1821
Petty Repair Books
Petty repair books shall also be maintained at all stations, loco sheds, etc., in which the supervisors incharge of the service facility will enter all petty repairs required. This book should be seen and noted by
SSAE(Works), Assistant Executive Engineer and Divisional Engineer on their inspections so that timely
action is taken to rectify all such defects.
1822
Internal and External Finishing of Station Buildings
(a) Internal White-Washing and Petty Repairs of Station Buildings

(i)
The competent authority sanctioning the repair and maintenance work should
also decide on the agency through which the work is to be done i.e., by departmental
labor or through agency of contractor.
(ii)
This work must not be done by contract at more frequent intervals than once in
four years. The exception is terminal and junction stations, which may be done not more
frequently than once in two years.
(b) Color Scheme
The color scheme to be followed in station buildings shall be as detailed in Annex 1822(b).
(c) Painting and color washing of external brick surfaces
No external brickwork surfaces are to be painted, color-washed, or white-washed. In cases where this is
already done, the existing paints, color wash or whitewash is to be allowed.
- 35 -
(d) External plastered surfaces

(i)
The external plastered surfaces of buildings are not to be painted, color washed
or whitewashed, except in the case of certain old station building where plaster already
exists and where it must be continued but not more frequently than once every four years.
(ii)
In the case of plastered gate lodges, the external plastering is not to be painted;
color washed or whitewashed. Should such plaster require repairs, this may be done, but
that is not to be taken as an excuse for any repainting.
- 36 -
Annex 1822(b)
Color Scheme for Station Buildings
The following color scheme shall be adopted for all new works and repainting of existing structures.
1 (a) Isolated pillars and lamp posts except for height of 60 cm
from ground level,
(b) Pillars up to 60 cm height
2. (a) Girders, foot over bridges, tank staging, steel work of
platform shelters, weigh bridges.
Note: Rivets of girders marked White should be repainted white.
These are loose rivets to be replaced by bridge branch.
(b) Waiting halls
3. Cast iron and steel tanks: (a) Outside and bottom;

The capacity in gallons of over-head tanks shall be painted on
them with white paints in letters and figures 22 cm high so as to
be visible from main line, thus 130,000 liters. The word
Capacity should not be painted.
(b) Inside of cast iron and steel tanks
4. (a) Level-crossing gates and posts fencing at approaches to
level-crossing and over-bridges.
(b) Caution discs at level crossings gates,
5. Wood work, etc. forming cup boards, wind boards, valences
of platform shelters, waiting halls.
Inside :
Out side :
6. (a) Under side of corrugated sheet roofs, including purlins, of
shelters for passengers.
Note: Painting white is desirable to improve the lighting at night
and makes a vast difference but at unimportant stations the
corrugated sheets may be left unpainted.
(b) Upper surfaces of galvanized corrugated iron roofs of station
buildings, waiting halls, goods sheds, when due to rusting or
corrosion it becomes necessary to paint.
7. (a) Doors and windows: Officers Quarters, Station Buildings
and offices
(b) Subordinates quarters
(c) Class IV staff quarters
(d) All sun-shades, except RCC, in all quarters, station buildings
and offices.
Inside :
Outside:
(e) Wooden ceiling of bungalows, station buildings, offices and
hospital.
(f) Doors and windows of hospitals
8. Buffer stops iron work except face of beam.
Face of buffer beam for Broad Gauge
Only one band 45 cm wide is to be painted in the center of Meter
Gauge buffer beams. Where bumping posts are provided the
buffer block should be painted in signal red.
9. Border of cement plaques for pasting notices.
10. Weighing machines and wooden or iron benches on platform
- 37 -
Battleship Gray
Black.
First Coat:Red lead and b
linseed oil.
Second Coat:Dark oxide,
and boiled linseed oil.
Third Coat: - Red oxide
paint and boiled linseed
oil.
(b) Battleship Gray
(a) Same as item 2
above.
(b) Bitumastic paint

Lead White
Signal Red
Zinc White.
Battleship Gray
Zinc White
Battleship Gray
Polish in case of teak

and varnish in case of
other woods.
Off White
Zinc White
Battleship Gray
White
Light Green
Coal tar
Lead white with two
bands in signal red 45
cm wide at 6 centre
Black paint
Green
11. Station name Boards.
12. (i) Time Table boards

(ii) Fare Chart boards
12. Direction or designation boards and platform number boards
at station
Lead white with black

letters; 60 cm at the base
of post or pillar will be
painted black.
(i) Yellow
(ii) Green
Black letters on white
background
Notes: (1) The shade of gray obtained by mixing 1 part black

with 4 parts white paint shall be adopted as the standard.
(2) RCC sun-shades must not be painted either on the inside or
outside.
(3) Bottom 60 cm of columns on platform shelters and pillars of
station name boards should be painted black.
(4) Inside of water tanks must not be painted with any lead
paints.
- 38 -
1823
Refreshment Rooms and Running Rooms
(a) Waiting rooms, running rooms, stations, hospital and wards shall normally be white-washed and
repaired every year and other service buildings every alternate year except kitchens for refreshment rooms
and running rooms, which should be white-washed every three months.
(b) Kitchens of all refreshment rooms and running rooms are to be frequently inspected by Assistant
Executive Engineer and are to be white-washed whenever this appears necessary.
(c) Also any repairs required in refreshment rooms, waiting rooms and their attached bath rooms must be
carried immediately.
1824
Execution of Maintenance of Buildings
(a) The execution of repair or maintenance works may be carried out through either departmental labor
(railways own enterprise) or contractors. The agency for executing works may be decided by the authority
sanctioning the works having regard to economy and expediency. The employment of both contractors and
departmental labor at the same time and for the same work should, as far as practicable, be avoided.
(b) The execution of works by departmental labor shall follow the procedure laid down in Chapter XII. If
departmental labor is to be used, arrangements for timely supply of the required building materials and
fittings must be made on time so that the work may be done efficiently.
(c) The rules relating to the execution of works through the agency of contractors have been set out in
Chapter XIII. The following will be necessary:
(i)
The Divisional Engineer will be responsible for preparing assessment of the items
and quantities of the items of work required to be carried out;
(ii)
He will prepare an estimate of the work to be outsourced, and get it sanctioned by
the competent authority as per the Schedule of Power;
1825
(iii)
Arrange for the allotment of necessary funds for the work; and
(iv)
2008.
Carry out tendering and selection of contractor as per Public Procurement Rules
Maintenance of Institutes, Club houses, and other Structures for Staff
Detailed instructions regarding maintenance of buildings used as institutes, club houses, grounds and other
structures for staff are given in paragraphs 1939-E to 1943-E, which lay down the conditions under which
such buildings and facilities may be used. The repair and maintenance of the buildings shall be carried out
by the railway.
1826
Station Machinery
(a) The Divisional Engineer is responsible for the maintenance of all buildings and structures erected in
connection with the signaling and interlocking systems at stations.
(b) Overhead tanks, pipe lines and tube wells
The maintenance of water supply infrastructure at stations including wells, tube wells, water distribution
system, overhead tanks and others at stations, in service buildings, and in railway colonies is the
responsibility of the Engineering Department. The detailed responsibilities are outlined in Chapter XXXWater Supply.
- 39 -
1827
Staff Quarters
(a) The Civil Engineering department is responsible for the maintenance of all staff quarters. The detailed
responsibilities of Civil Engineering staff for the maintenance of staff quarters are given in Chapter XXXIV
of this Manual.
(b) Drainage: Constant care is necessary to see that drains around and near staff quarters function properly
and are adequate. Arrangements must be made to drain low lying land, destroy jungle that hinders
drainage and connect up borrow pits to assist their drainage.
1828
Surplus Buildings
It is the duty of the Divisional Engineer to report when in his opinion any building of the Railway, in his
charge, should be sold or dismantled, due to being surplus for the existing and foreseeable future
requirements.
1829
Sale and Dismantlement of Buildings
(a) A permanent public building that is no longer required may be sold or dismantled with the prior sanction
of the General Manager.
(b) Every sanction accorded should be recorded in:
(i)
The printed list of buildings, and
(ii)
The minutes of official meetings, with full particulars and justification of the action.
- 40 -
CHAPTER XIX
MEASUREMENT BOOKS, MUSTER SHEETS AND LABOUR PAY SHEETS
Section1: Measurement Books
1901
Record of Measurements
(a) Payments for all work done otherwise than by departmental labor and for all supplies are made on the
basis of measurements recorded in measurement books.
(b) In view of the fact that the measurement books comprise the basic documents for all payments, their
proper cataloguing, maintenance, recording, care and custody must be in accordance with the rules
contained in Chapter XII of Bangladesh Railway Engineering Code and this Manual. This will be an
important deterrent against corrupt and/or undesirable actions that could result in financial losses to the
railway. The extent of compliance with the rules would be an important measure of good governance.
1902
Measurements to be Recorded
(a) All supplies received by the Civil Engineering department whether covered by an agreement or not with
the exception of sleepers accepted by the Chief Engineer's Office must be carefully entered in a
measurement book.
(b) All measurements of work done by contract must be entered in a measurement book.
(c) All daily labor supplied by a contractor must be entered in a measurement book.
1903
Measurement Book
(a) All measurement books must conform to the standard format, which is shown on the next page.
(b) At the commencement of each measurement book, there shall be a set of instructions for the recording
of measurements, in the English or in Bangla. A sampling of the instructions in English is given in Annex
1903(b) (placed at the end of this Chapter). These detailed instructions on the fly leaf of the measurement
book must be carefully studied and followed by every official to whom a measurement book is supplied.
(c) The fly pages containing the instructions should be followed by the title page, index page and pages for
recording the measurements. The index page should be posted up-to-date with the recording of each set of
measurements. The formats for these pages are given on the next page.
1904
Recording Measurements
(1) Machine numbering of pages of measurement book

The pages of every measurement book shall be machine numbered; no page on any account shall be torn
out, nor shall any entry be erased or defaced so as to be illegible.
(2) Commencement of Measurements
(a) In the case of work done, each set of measurements should commence with entries stating:
(i)
Full name of work as given in the contract agreement;
(ii)
Situation of work;
- 41 -
Bangladesh Railway
MEASUREMENT BOOK
No............................
Cover of
Measurement Book
Zone .. Department .(Civil Engineering) Division.................

Name .............................................................
Designation.......................................................
Date of issue............................ Date of return...................
MEASUREMENT BOOK
No.........................................................................
Division.................................................................
Issued to........(name, designation, and station) ..... on......(date).....
Received ...................(Signature, Designation, Station, date)
Date of first entry................................................ .
Title Page
Date of last entry...................................................

Date received in Division office after completion of
book...................
Certified that this Measurement Book contains pages numbering 1100 (both pages inclusive) which have been counted by me and
are correct.
Signature.............................................
Designation.........................................
Date....................................................
Sl.
No.
Index Page
Particulars of
Entries running
or final
Agreement
Reference.
Page
From
Remarks
TO
25
Machine Numbered
Pages for Recording
Measurements
Particulars
- 42 -
No.
L.
B.
D.
Content or
Area
(iii)
Name of contractor;
(iv)
Number and date of agreement entered into with contractor;
(v)
Date of commencement;
(vi)
Date of Completion of work; and
(vii)
Date of measurement.
(b) In the case of materials supplied, each set of measurements should commence with entries stating
(i)
Name of supplier;
(ii)
Number and date of agreement;
(iii)
Purpose of supply;
(iv)
Date of commencement;
(v)
Date of completion of supply; and
(vi)
Date of measurement.
(3) Making of entries in measurement book

(a) Each set of measurements should end with the dated full signatures (with name) of the official making
the measurements. A suitable abstract should then be prepared which should collect, in the case of
measurements for work done the total quantities of each distinct item of work relating to each sub-head of
estimate.
(b) Every set of measurements entered in a measurement book shall be commenced with a statement as to
how it is to be billed.
(c) All the entries in the measurement book should be made only in ink by the official taking the
measurements.
(d) Entries shall be recorded continuously in the measurement book. No blank pages shall be left. Any
page left blank inadvertently shall be cancelled by diagonal lines drawn across the pages, the cancellation
being attested.
(4) Erasures, overwriting and cancellations
(a) Erasures and Overwriting of figures in a measurement book are strictly prohibited. If any figure is
incorrect, it must be neatly cancelled and the correct figure recorded. The correction should be initialed by
the official recording the measurement or making the correction. The reasons for cancellation shall be
recorded.
(b) Should it be found necessary to make any additions to measurements already taken owing to omission
at the time of the measurements, such additions shall be detailed in a subsequent page of the book, giving
reference to the page containing the original measurements and explaining the reasons for the same.
(5) Direct recording of measurements
The measurement book is the original record of work done and as such, all measurements are to be
recorded direct into the measurement book (in ink,). Under no circumstances may measurements be
recorded on slips of paper or rough note book and subsequently copied into measurement book. A reliable
record is the objective, as it may have to be produced as evidence in a Court of Law.
- 43 -
(6) Signing of measurements by contractor

(a) The contractor shall be given due notice of the time and date on which the measurements are to be
taken. The notice shall be served on the contractor in such form and manner as provided in the contract
agreement.
(b) The contractor or his authorized agent shall be present at the time of recording all on account and
'final' measurements and should sign the measurements recorded in the measurement book as
acknowledgement of his acceptance of the accuracy of the measurements and the classification of
work/materials.
(c) In case the contractor fails to attend, the work may be measured up in his absence and such
measurements shall notwithstanding such absence, be binding upon him whether or not be shall have
signed the measurement book, provided that any objection to any measurement that is made by him in
writing within seven days of the date of such measurements shall be duly investigated and considered.
(d) After the contractor's dated signature has been obtained, the official recording the measurements shall
attest his full signature and designation at the end of the measurements.
(7) Referencing in measurement book
From the measurement book, all quantities should be clearly traceable into the documents on which
payment are made, and a reference to the voucher in which the quantities are entered for payment, as well
as the date of entry, should be given by an endorsement upon the original entries in the measurement
book, No contract certificate or bill should be signed without thus crossing off the connected entry in the
measurement book, and the document on which payment is made should invariably bear a reference to the
number and page of the measurement book in which the detailed measurements are recorded.
1905
Register of Measurement Books
(a) The measurement books should be considered as very important record. All the books belonging to a
division should be numbered serially and a register of them (given below) should be maintained by the
Divisional Engineer showing the following:
(i)
the serial number of each book;
(ii)
the name and designation of the person to whom issued. The receiving official shall
acknowledge by putting his signatures against the entry;
(iii)
the date of issue; and
(iv)
the date of its return, so that its eventual return to the divisional office may be
watched. A similar register should also be maintained in the sub-divisional office.
(b) Books no longer in use should be withdrawn promptly even though not completely written up. The
eventual return of all measurement books should be insisted on.
(c) Measurement books should be carefully preserved for ten years. To ensure this, measurement books of
projects should be carefully listed and made over to the open line authorities when the project divisions are
closed.
- 44 -
Bangladesh Railway
REGISTER OF MEASUREMENT BOOKS
Zone Department ..Division .Station .
Name,
Name,
Designation
Date of
Serial No. of
Designation
Date
and
Date of return of
the
Date of
and
Remarks
of
signature of
transfer completed
measurement Receipt signature of
issue the person
book
book
the person to
to whom
whom issued
transferred
1906
Authority Entering Measurements
All measurements should be taken and recorded by Assistant Executive Engineer. Senior supervisors may
take and record measurements of works of such value as authorized by the Chief Engineer. Such
measurements should be test checked not less than 20% by Divisional Engineer concerned and a
certificate to that effect should be recorded in the measurement book.
Note: Under no circumstances are the measurements to be recorded by a person other than the official
authorized to do so as above. The concerned official will be held personally responsible for lapse in this
regards
1907
Computation of Quantities
After measurements for a work are recorded, the quantities shall be computed and entered in the 'contents'
column of the measurement book (in ink). This may be done by the official recording the measurements
himself or in the office.
1908
Preparation of Abstracts in Measurements Books
(a) Abstract of measurements: After the quantities are computed, an abstract shall be prepared in the
measurement book in the Assistant Executive Engineers office. The Abstract shall be titled :
Abstract of pages............to............
(b) The abstract shall show the correct description of the item, total quantity done up-to-date, rate and the
total value for each item measured/checked, in connection with the work. The total of the values of all the
items will be the total value of the work done up-to-date.
(c) The abstract shall be signed and dated by the Assistant Executive Engineer.
(d) Each paragraph of the measurement book to which the abstract pertains shall be crossed in Red Ink
diagonally as depicted in the figure below:
(e) At the foot of each abstract the relevant bill number and date of preparation of the bill shall be entered.
(f) Measurement books shall be sent from one office to another in the personal custody of a responsible
person.
(g) At the end of the abstract of measurements certificates should be recorded as follows:
- 45 -
(i)
For running bills:
Certified that the quantity billed for against each item is less than the work actually
executed at site. It is also certified that there is nothing recoverable from the contractor.
(ii)
For final bill:
Certified that the quantity billed for against each item is as per the work actually executed
at site. It is also certified that there is nothing recoverable from the contractor.
(h) Submission of Bills.
After the abstract is prepared in the measurement book, the bill shall be prepared in the Assistant
Executive Engineers Office on the prescribed form.
(i) In case the procedure mentioned in paragraph 1904-1908 above, is not complied and/or the pages of the
measurement book are not machine numbered, the Divisional Engineers office shall refuse to process the
relevant bill.
1909
Checking Entries
Divisional Engineer is responsible to ensure that measurements recorded in the measurement books are in
order and systematically checked. They must also see that all quantities are clearly traceable from the
measurement book and that the bill prepared for payment bears the necessary reference to number and
pages of the measurement book.
1910
Supply of Measurement Books
(a) Measurement books will be supplied by the Stores Department on requisition.

(b) Each measurement book will be given a serial number by Stores Department before issue. A book
without a number is not to be used.
(c) All pages in the measurement book will be machine numbered before issue by the Stores Department.
A measurement book without machine numbered pages will not be used.
(d) Every measurement book received must be entered in the Divisional Engineers register and by the
Assistant Executive Engineer in the sub-divisional register, immediately on receipt.
- 46 -
(e) Any deficiencies in the page numbering should be corrected under the initials of the Divisional Engineer/
Assistant Executive Engineer and necessary remarks given in the register.
(f) Wherever measurement book is issued necessary entry may be made in the register under the initials of
the officer concerned.
1911
Entries
In the case of ballast train works where the ballast train journal is the original measurement record and in
cases of supply of daily labor where the daily labor reports are the original measurement record, only the
abstract is required in the measurement book.
1912
Regular Payments
(a) Works must be regularly measured as they progress and bills should be prepared as frequently as
possible. In order to facilitate this, for large works a separate measurement book may be set apart, or if
found convenient two or more books may be set apart for different classes of works.
(b) In the case of large works where detailed measurements cannot be recorded for every running bill and
frequent running bills are to be paid in the interest of better progress, lump sum measurements may be
recorded. Such measurements must be recorded with a clear certificate that the quantities billed for are
less that the work actually executed at site and that there is nothing recoverable from the contractor. In
such cases sufficient margin may be kept back for unfinished items.
1913
Delay in taking Measurements
There must be no delay in taking measurements and the dates of commencement, completion and
measurement should be clearly entered in the measurement book as required by the paragraphs above.
On completion of the work or expiry of the contract, whichever is earlier, the final measurements shall be
recorded within one month of completion/expiry.
1914
Loss of Measurement Book
If a measurement book is lost, as soon as the loss is discovered, the matter shall be reported to the
Divisional Engineer, who will obtain sanction to write off the book from the register of measurement books.
Every official supplied with a measurement book is responsible for its safe custody and will be personally
responsible for loss/damage.
1915
Bills for Supplies
All bills for supplies must invariably bear reference to the measurement book in which the detailed
measurements are recorded and a reference to the bill must be given by an endorsement upon the original
entries in the measurement book.
1916
Standard and Approximate Measurements
(a) Detailed measurements may be dispensed with in the case of periodical repairs when the quantities are
recorded in efficiently maintained Standard Measurement Books, and also in cases in which payments on
account for work actually executed are made on the certificate of a responsible officer, not below the rank
of Assistant Executive Engineer, to the effect that not less than the quantity of work paid for has actually
been done at site and nothing is recoverable from the contractor, and that the measurements are from
plans or that they are approximately estimated. The officer recording such certificate will be held personally
responsible for any overpayments which may occur on the work in consequence. Final payments should,
however, in no case be made without detailed measurements.
(b) Detailed measurements are not required in the case of a work done under a lump sum contract of such
value and other conditions as may be stipulated by the Railway Administration. Final payment in such
- 47 -
cases may be made on the certificate of the engineer-in-charge to the effect that the work has been
completed according to the drawings and specifications.
1917
Measurements based on Standard Type Drawings
(a) The following departure from the rules laid down in the preceding paragraphs in regard to detailed
measurements is permitted in the case of measurements of standard type staff quarters, provided there is a
suitable clause in the agreement with the contractor to protect the railway legally, and that the Assistant
Executive Engineer recording the measurements of the work certifies in the standard measurement books
that the work billed for has been carried out in accordance with standard type drawings. Subject to
fulfillment of these conditions the quantities as given in the Schedule of Estimates for standard type
quarters for the type concerned may be entered in the measurement books for all work above door level
without actual measurements being recorded.
(b) This system may be extended, with advantage, to certain items of repair work almost invariably done in
complete units, such as whitewashing, color-washing and oiling, varnishing or painting of doors provided
that the Schedule of Estimates for standard type drawings gives the quantities for these items separately
for each room, the rooms being distinguished on the drawing and in the estimate by separate letters; and
also to the painting of bridges, tanks, tank-staging and similar items, which involve a very large number of
entries, if the work has been previously done and recorded in some extant measurement book. In the latter
case it should be sufficient to refer to the previous measurement and merely enter total quantities for each
building unit, bridge, tank, and others, provided that the Assistant Executive Engineer certifies that the
quantity or work done is the same as that of the previous measurement, which will have to be carefully filed
under the Divisional Engineer's signature.
(c) The system may also be used in the case of measurements for earthwork where the quantities can be
accurately computed from previously recorded levels and cross sections, provided that the Divisional
Engineer checks the work at site and is able to certify that the actual quantities of work done agree with
those shown in the measurement book.
1918
Responsibility for Maintenance of Measurement Books
The Divisional Engineer should ensure that the measurement books are maintained in accordance with the
rules laid down in the paragraphs above, and that the measurements recorded are complete records of
each kind of work done for which certificates have been given.
1919
Measurements by Senior Supervisors
Measurements made by senior supervisors should be checked by the Divisional Engineer and Assistant
Executive Engineer to the extent of 20 percent and 60 percent, respectively.
1920
Measurement of Ballast/Material Train Works
It is not usually convenient to record in measurement books detailed measurements of work done by
contractors in connection with the working of ballast and material trains, e.g., loading and unloading of
ballast, permanent way and other construction materials. In such cases ballast train or material train
challans (as per form E-1227 given below) should be prepared in triplicate by the supervisor overseeing the
loading of ballast or material. One copy should be retained as office copy of the supervisor who trained out
the material. Two copies should be sent to the receiving supervisor through the guard of the ballast or
material train. The receiving supervisor should check the quantities of materials received with those shown
in the challan and accept it subject to any remarks he may have to make. One copy of the accepted challan
should then be submitted to the Assistant Executive Engineer concerned to enable the latter to prepare the
contractor's loading and unloading bill. In this case, the accepted challan takes the place of a measurement
book.
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Ballast/Material Train Challan (Form E-1227)
Item
No
No of
wagon
or truck
Carrying capacity of
wagon or truck
Cubical
Content
Weight
Tonnage
Floor
area of
wagon
or truck
Height
up to
which
loaded
Quantity
loaded
Remarks
Notes: (1) Deduct shrinkage for ballast, sand, shingle, earth, ashes at prescribed percentages. (2) The net
quantity for which loading and unloading charges are to be paid shall be = (total quantity) (deduction for
shrinkage). (3) The shrinkage allowance by volume shall be as follows: earth = 16.33%; sand = 5%; stone
ballast 8.33%; and boulder (size 100mm to one man rock) = 16%.(4) In case where materials is not loaded
in bulk, e.g., rails, girder, bricks the actual weight and number loaded should be given in the Quantity
Loaded column.
1921
Measurement of Ballast
Ballast should as a rule be measured in stacks of sizes prescribed by the Chief Engineer. When ballast
taken over by the railway is trained out, the correctness of the measurements recorded in the ballast train
challans, after making due allowance for shrinkage enroute, should be checked with the original stack
measurements. In cases where owing to the uneven surface of the stacking ground or to want of space in
the quarry, ballast cannot be stacked in stacks of convenient sizes and where in consequence ballast has
to be measured and taken over in truck loads, the procedure laid down in paragraph above may be
adopted, subject to any detailed instructions prescribed by the Chief Engineer.
Section 2: Muster Sheets
1922
Muster Sheets
(a) The wages of permanent way gangs, labor and work charged establishment are charged through the
muster sheets on which their daily attendance and absences are marked. On Bangladesh Railway a
combined Muster Roll and Labor Pay Sheet is used. This is machine numbered, and the Muster Roll and
Labor Pay Sheet parts bear the same identical number.
(b) One muster sheet should be maintained for each gang or a convenient group of work-charged
establishment.
1923
Issuance of Muster Sheet and Labor Pay Sheet
(a) There are two types of muster sheets bearing identification numbers EBE-107 for permanent labor and
EBE-108 for temporary labor.
(b) Blank muster and labor pay sheets (from Stores Branch) are received in the office of the Assistant
Executive Engineer. Before the commencement of a wage month, the Assistant Executive Engineer should
issue the requisite number of blank muster and labor pay sheet forms to each supervisor for the purpose of
recording the daily attendance of the labor under their charge. Before issuing the muster and labor pay
sheet, each sheet is given a serial number, the record of which is kept in a register. The subsequent
movement of each sheet must also be recorded in the register.
(c) Each muster sheet form so issued should bear the dated signatures over official stamp of the Assistant
Executive Engineer on the top right corner as a token of its authenticity.
(d) The Labor Pay Sheet portion of the combined form is detached by the supervisor and retained in his
office. The muster sheet part is passed on to the mates who will keep these in their possession for daily
mustering.
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1924
Duplicate of Muster Sheets
(a) Muster sheets must on no account be made out in duplicate. Only one sheet must be issued for each
gang, and if it becomes necessary during the month for any reason to issue a new sheet, full reasons for
doing so must be given in the left-hand top corner of the new sheet over the signature of the supervisor
responsible. An explanation must be obtained by the Assistant Executive Engineer regarding the loss of a
muster sheet in order to avoid recurrence and any chances of duplicate payment.
(b) Under no circumstances are any excess blank muster sheet forms to be issued to a supervisor. Also
muster sheet forms must be issued in consecutive numbers. To ensure this a muster sheet register should
be maintained in Assistant Executive Engineer's Office and sheets issued should be serially numbered
.every month, all issues being checked and initialed with date by the Assistant Executive Engineer.
1925
Entries in Muster Sheet
(a) Entries. Entries on permanent way gang muster sheets will be made clearly in ink or with indelible pencil
by gang mate in the morning and shall be checked and initialed by SSAE(Way) or by SAE(Way) each time
they inspect the gang. Entries on muster sheets of works staff will be made by SSAE(Works) or his
Assistant and for bridge staff by SSAE(Bridges).
(b) Corrections. All Corrections on muster sheets must be neatly made and initialed by the person making
them. Erasure or over-writing must not be done.
(c) The daily attendances and absences of labor should be recorded in the muster sheets in such a way as
to facilitate the correct calculation of the net wages of each person for the period of payment and to render
it difficult to tamper with or make unauthorized additions to or alterations in, entries once made.
1926
Check of Muster Sheets
(a) SSAE(Way) must check the Muster Sheets at least twice a week and SAE(Way) at least every alternate
day and more often where practicable.
(b) Assistant Engineers should check muster sheets as frequently as possible and record on the spot the
number of men present in words and in ink, over their initials. Divisional Engineers should also carry out
test checks and ensure that muster sheets are maintained and checked properly as per rules by all
concerned under them.
1927
Closing of Muster Sheets
(a) Muster Sheets are closed according to the wage period that is being followed. Different wage periods
are in vogue, as for example wage period may be a calendar month, or from 16th of month to 15th of next
month, or from 21st to 20th of the next month. The muster sheet is usually closed in the field at least 10 days
before the end of the wage period, and this 10-day period is called the assumed period. Thus for wage
period from 16th of the month to 15th of the next month, the Muster Sheet is closed on the 5th of the month.
(b) On the morning of the 5th, SSAE(Way), SSSAE(Works) and others in-charge of gangs and labor will
collect all muster sheets. SSAE(Way) must arrange to trolley in one direction, while the SAE(Way) or timekeepers or Head Mates trolley in another so that all the muster sheets may be collected on the morning of
the 5th.
(c) At the same time when the old sheets are collected, new sheets must be handed out. These sheets
should be prepared before-hand, and must have the headings - name of work, month, names of gang and
.rates of pay properly filled in. They must also be initialed with date by the Assistant Executive Engineer in
the right hand corner, and should bear the serial number of the Issue Register in his office, so that the
sheets cannot be changed for another sheet during or at the end of the month, without the knowledge of
the office that issued the sheets.
- 50 -
(d) On the old sheets being collected, the SSAE(Way) or other supervisor responsible will see that all fines
or other stoppages have been correctly entered and the Time-Keepers will total up the number of days and
proceed to work out the balance of payment due, and make the allocation sheets.
(e) Over the next three days (6th to 8th) a rigorous and time-bound schedule is followed involving the office
staffs of SSAE(Way) and Assistant Executive Engineer for internal check and cross check in respect of the
accuracy of pay increments, leave recoveries etc. Thereafter the abstracts of the labor pay sheets will be
prepared supervisor-wise and signed by the Assistant Executive Engineer.
(f) On the 9th and 10th the office staffs of SSAEs complete the checking of muster sheets under the
supervision of Head Assistant Accounts in the Divisional Office. The labor pay sheets complete with
abstracts, check notes and certificates must reach the Divisional Accounts Officer concerned not later than
the morning of the 11th. The Accounts Officer will arrange payment of all the sheets between the 10th and
22nd of the month.
1928
Payments
(a) Payments are made by the Divisional Pay Master/Cashier through his pay clerks. Pay clerks will make
out their programs for payment and intimate dates and times to the Assistant Executive Engineer and
Senior Sub-Assistant Engineers concerned well in time, so that arrangements can be made by the latter to
accompany him, and when possible by the Assistant Executive Engineer.
(b) All payments must be witnessed by a supervisor of the highest standing and he must certify each
payment with his initials or signature. Assistant Executive Engineers will witness payments and initial all
payments on the labor pay sheets as often as possible, but at least once in every four months in his entire
sub-division.
1929
Records
Muster Sheets must be carefully filed and kept in the Assistant Executive Engineer's Office. The labor pay
sheets, after payment is made, will be recorded by the Account Department.
Note: In the process of reorganization the procedures and time schedules for handling of muster sheets
and labor pay sheets are undergoing changes. Also the procedures followed by various field offices may be
different. As for example the processing of labor pay sheets for staff of Bridge and Engineering workshops
follows a different schedule. The Assistant Executive Engineers and SSAEs should ascertain the detailed
procedures so that payment to staff and labor is made on time without contravening the relevant rules and
regulations.
- 51 -
Appendix 1903(b)
Instructions for Recording of Measurements in Measurement Book
1. The measurement book is the basis of all accounts of quantities whether of work done by piece worker,
by contract or of materials received or issued and should be so kept that the transactions may be readily
traceable into the accounts by the entry of the number and date of bill in this book, when the bill has been
prepared and the entry of the number and page of the measurement book on the bill. The measurements
affected should then be crossed in red ink diagonally thus.
2. All measurements for small or scattered works are to be nearly taken down in ink in this book and in no
others. The description of the situation of work must be lucid so as to admit of easy identification and
check. The measurement should show the quantities of work done as per last measurement and the total to
date. A reference to the pages of the measurement book where the previous measurement are to be found
should also be given.
3. No erasures are allowed. If a mistake is made, it should be corrected by drawing the pen through the
incorrect entry and inserting the correct one in ink between the lines. Every such correction should be
initialed.
4. For large works, a separate measurement book may be specially set apart, or if found convenient even
two or more books may be set apart for different classes of work.
5. The measurement books must be looked upon as important records; they should be carefully checked by
the engineers to see that they are kept up as complete records of each kind of work done for which
certificates have been granted. The eventual return of all books to the Divisional Engineer for record should
be insisted upon.
6. Whenever an Assistant Executive Engineer is required to submit his measurement book with his account
to the DENs office it will be necessary to provide a second book for his use.
7. Whenever progress on a work is reported in lump sum quantities under sub-heads of works the No. and
page of the measurement book should be quoted.
8. Before detailing the measurement relating to a work the following information should be given at the top
of the first page of such measurements, each item being underline in red ink:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
Final/On Account Certificate No ...

For previous On-Account Bill see page. Of MB No.
Name of Work
Situation of Work..
Agency by which Work executed
Reference to Agreement of Work Order
Date Commenced.
Date Completed
Date of Measurement...
Note: As stated in paragraph 1903(b) and (c), the above instructions for recording of measurement book
must be printed on the fly leaf of the measurement book for the guidance of every official to whom a
measurement book is supplied. The fly pages containing the instructions should be followed by the title
page, index page and pages for recording the measurements.
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CHAPTER XX
PROCUREMENT AND CONTRACTS
2001
General
(a) Execution of railway works and providing services by outsourcing to private sector contractors has been
in vogue since the inception of the railway. Contracting increases efficiency and decreases vulnerability to
employee actions. It is widely accepted that private sector contractors are an important factor in getting
work done expeditiously, efficiently and more cost effectively when compared with government agencies.
(b) A contract is an agreement between two or more parties which, if it contains the elements of a valid
legal agreement, is enforceable by law or by binding arbitration. That is to say, a contract is an exchange of
promises with specific legal remedies for breach. These can include compensatory remedy, whereby the
defaulting party is required to pay monies that would otherwise have been exchanged were the contract
honored, or an equitable remedy such as specific performance, in which the person who entered into the
contract is required to carry out the specific action they have reneged upon.
(c) Ideally a contract should usher a win-win situation for both parties to a contract i.e., the railway and the
contractor. It should be borne in mind that private sector contractors are motivated by profit they expect to
make under a contract. For safeguarding the railways interest contract management requires a complete
knowledge of work procedures, specifications and contract conditions and most importantly tact on the part
of officials interacting with contractors. Procurement, contract administration, and management of contracts
form an important part of the work routine of officers and supervisors of the Civil Engineering Department.
2002
Public Procurement Rules (PPR) 2008
(1) PPR 2008

(a) The policy, rules and procedures concerning contracts have undergone significant changes with the
issuance of Public Procurement Regulations in 2003. In 2006, the Government of Bangladesh enacted the
Public Procurement Act, which provides for procedures to be followed for ensuring transparency and
accountability in the procurement of goods, works or services using public funds (as on the railway) and
ensuring equitable treatment and free and fair competition among all persons wishing to participate in such
procurement. The Act was published in the Bangladesh Gazette, Extra-ordinary Issue of July 6, 2006 (Act
No. 24 of 2006).
(b) In 2008, in-exercise of powers conferred under Section 70 of the Public Procurement Act, 2006 (Act 24
of 2006), the Government made Rules called Public Procurement Rules, 2008 for the guidance of all
procurement to be made under the Act of 2006. The procurement rules and procedures are an important
tool for public procurement and award of contracts and to maximize the procurement value of public funds.
(2) Applicability of the PPR 2008
The Public Procurement Rules 2008 are applicable to the following procurement activities:
(a) Procurement of goods, works or services by any procuring entity using public funds;
(b) Procurement of goods, works or services by any government, semi-government or any statutory body
established under any law;
(c) Procurement of goods, works or services using public funds by a company registered under the
Companies Act, 1994 (Act No. 18 of 1994);
(d) Procurement of goods, works or services under a loan, credit or grant agreement or under any other
agreement with a development partner or with a foreign state or an organization, provided that if there is
anything to the contrary in any such agreement entered into, the provision of that agreement shall prevail.
- 53 -
2003
Coverage of Public Procurement Rules 2008
The Public Procurement Rules 2008 cover the following aspects of procurement and contract
administration:
(a) Preparation of Tender Proposal and Constitution of Tender Committees
(b) Principles of Public Procurement, including Procurement planning and preparation of procurement plan,
tender validities and security deposits, preparation of specifications and maintaining confidentiality,
Rejection of tenders proposals etc, approval procedure, contract administration and management,
maintaining records of procurement, procurement post review, qualification of persons, joint ventures,
conflict of interest, complaints and appeals,
(c) Method of Procurement of Goods and Related Services, Works, Physical Services and their Use
covering national procurement open tendering, limited tendering, two stage tendering, and request for
quotation method together with the conditions and procedures for its use, and direct procurement including
repeat orders, variation or extra work orders, and use of force account; international procurement; and
framework contract
(d) Processing of Procurement covering advertisement, pre-qualification and processing of tender.
(e) Procurement of Intellectual and Professional Services covering methods for procurement of intellectual
and professional services, processing of expressions of interest and proposals and evaluation of proposals.
(f) Professional Misconduct and Offences.
(g) E-Government Procurement
(h) Miscellaneous covering Concession contracts.
(i) The Rules are supported by twelve Schedules, including Schedule II that provides guidance on
preparation of procurement plans for development projects and Annual Procurement Plan for Development
and Revenue Budgets.
Note: The detailed contents of the Public Procurement Rules 2008 are provided for reference in Annex
2003.
2004
Delegation of Financial Powers
The implementation of the procurement procedures, including approvals at various stages of the process
shall be done in accordance with the Delegation of Financial Powers approved by the Railway
Administration and updated from time to time.
2005
Procurement Plans
(a) Under the Public Procurement Rules 2008 the preparation of a procurement plan is mandatory for all
procuring entities.
(b) The procurement plan shall include all procurement, irrespective of value or methods, classified by
category such as goods and related services, works, physical services and intellectual and professional
services".
(c) The procurement plan shall be separately prepared for development projects or program and for
revenue budget.
(d) For procurement under a development project or program, the procuring entity shall prepare a total
procurement plan for the entire project period in the formats prescribed by the Government from time to
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time and attach the same with the Development Project Proposal (DPP) or Technical Assistance Project
Proposal (TPP).
(e) At the beginning of each financial year a procuring entity shall update the total procurement plan and
the official cost estimates for a development project or program on an annual basis and in a rational
manner having regard to, among other things, the expected flow of funds.
(f) At the beginning of each financial year, a procuring entity shall, for procurement under the revenue
budget, prepare only an annual procurement plan.
(g) The updated annual procurement plan and the official cost estimates for a development project or
program and annual procurement plan for the revenue budget shall be approved by the Chief Engineer/
Engineer in Chief as head of the procuring department or an officer authorized by him.
(h) In the case of preparation of total procurement plan, updated annual procurement plan for development
project or program and annual procurement plan for revenue budget the formats prescribed in PPR 2008,
Parts A to E of Schedule V as applicable shall be followed. These have been reproduced for reference in
Annex 2005.
(Note: It should be noted that the formats for procurement plans are based on the Preliminary Working
Drafts so far issued by the Central Procurement Technical Unit of the Ministry of Planning).
(i) At the beginning of each financial year, the procuring entity shall arrange to publish the total procurement
plan and updated annual procurement plan for the development project or program, and annual
procurement plan for revenue budget, duly approved under (g) above, on their notice boards, and where
applicable in their websites and in the websites of the concerned department or organization, bulletins and
reports.
(j) The procuring entity shall, for its own purposes, update the procurement plan on a quarterly basis to
accommodate delays, re-tendering and other unforeseen changes or constraints.
(k) The procuring entity shall keep the CPTU posted online or off-line, if online is not possible, with the total
procurement plan and updated procurement plan for development project or programme and annual
procurement plan for revenue budget, above the threshold specified in Note (2) below, which shall be
published on a regular basis in CPTUs website as well.
Notes: (1) The CPTU or Central Procurement Technical Unit is under the Implementation Monitoring and
Evaluation Division of the Ministry of Planning. (2) For works, goods and related services Taka 10 million
and above; for physical services Taka 5 million and above; and for intellectual and professional services
Taka 5 million and above.
2006
Procurement during Emergencies
The procurement of goods, works and services during emergencies may be done in accordance with Rules
69 to 77 of PPR 2008. Such procurement shall be subject to the conditions and procedures and threshold
values stipulated in the said rules. The relevant rules have been described in the paragraphs below.
2007
Request for Quotation Method (RFQ)
(1) Use of RFQ Method

Procurement by means of the RFQ may be undertaken in the situations described in (a) to (c) below,
provided that the estimated value of the procurement shall not exceed the threshold values given in (2)
below, separately for revenue and development budgets.
(a) Procurement of standard off-the-shelf goods and related services which are readily available in the
market and low value simple works and physical services;
(b) Procurement of goods and related services required for maintenance and urgent repairs to:
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(i)
procurement of any spare parts or related services for the maintenance or repair of
any public sector utility workshops (buses, locomotives, rolling stock, ferries, power stations
or installations, telecommunication installations, gas installations, water installations, etc.);
(ii)
procurement of goods and related services required for the maintenance and
urgent repairs of national carriers.
(c) Procurement of any spare parts or related services for the urgent maintenance or repair of any
processing or production plant of public manufacturing industries (fertilizer, chemicals, steel & engineering,
cement, petroleum, small and cottage industries, etc) if it is maintaining or repairing the equipment in its
own workshops.
(2) Threshold values for Procurement by RFQ
(a) Revenue Budget
(i)
Goods and related services: Maximum of Taka 100,000 per procurement and the
aggregate amount per year not exceeding Taka 300,000;
(ii)
Works and physical services: Maximum of Taka 200,000 per procurement and the
aggregate amount per year not exceeding Taka 500,000.
(b) Development Budget
(i)
Goods and related services: Maximum of Taka 200,000 per procurement and the
aggregate amount per year not exceeding Taka 500,000;
(ii)
Works and physical services: Maximum of Taka 300,000 per procurement and the
aggregate amount per year not exceeding Taka 1,000,000.
(c) Procurement for national carriers under Rule 69(6)(b) is limited to maximum of Taka 500,000 per
procurement.
(3) Procedures for invitation of quotations under RFQ Method
(a) For procurement by RFQ method, quotations may be invited from suppliers by letter, fax or electronic
mail, indicating the last date by which the quotations shall be submitted.
(b) Requests for quotation do not need to be advertised in the newspaper; but for the minimum circulation
shall publish that advertisement in the website of the procuring entity, if any, including its notice board and
shall send with request for publication to the administrative wing of other nearby procuring entities.
(c) No fees shall be charged for the RFQ document.
(d) Time for invitation shall be kept minimal and shall be less than ten days from the date of invitation for
quotations.
2008
Direct Procurement Method
(1) When to Use Direct Procurement Method

The Direct Procurement method may be used for procurement of goods and related services, works and
physical services from one source without going through tendering or other procurement methods but shall
under no circumstances be used to avoid competition or to favor a particular person, supplier or contractor
to discriminate among persons, suppliers or contractors.
- 56 -
(2) Forms of Direct Procurement

Direct procurement shall be applicable in any of the following cases:
(a) Direct Contracting,
(b) Additional deliveries and Repeat Orders,
(c) Variation Orders,
(d) Extra Work Order,
(e) Direct cash purchase, or
(f) Force account.
(3) Approval for Direct Procurement
(a) Since the direct procurement method does not provide the benefits of competition, lacks transparency
and could encourage unacceptable and fraudulent practices, its use shall be strictly controlled by the Chief
Engineer/Engineer in Chief. In order to ensure that there is no abuse and the use of direct procurement
method is restricted to the circumstances specified in PPR 2008, the decision to use this method shall be
approved by the Chief Engineer/ Engineer in Chief or an officer authorized by him.
(b) In exceptional cases where it is urgently necessary to complete the scope of the original contract,
additional deliveries or a variation order or extra work order or repeat order more than 15 percent of the
original contract price shall be approved by an authority of level higher than the authority who approved the
original contract.
(4) Procedure for Direct Procurement
(a) When a procuring entity engages in direct procurement, it shall prepare a description of its needs and
any special requirements concerning quality, quantity, terms and times of delivery.
(b) There shall be no requirement for direct procurement to be advertised.
(c) In the first place a priced offer should be sought from a tenderer directly and afterwards the procuring
entity shall be free to negotiate with the selected sole tenderer.
(d) There shall be no requirement for a tender security in case of direct procurement, but a performance
security shall be obtained from the supplier or contractor, except for procurements under direct cash
purchase and force account.
(7) A new contract for new procurements or a revised contract incorporating an amendment to the existing
contract in case of variations, extra works, repeat orders or additional deliveries shall be signed, except for
procurement under direct cash purchase and force account.
2009
Use of Direct Contracting
Procurement may be done by inviting only one supplier or contractor to submit an offer under any of the
following conditions:
(a) Procurement of goods and related services of proprietary nature which can be obtained only from the
proprietary source, i.e. when patents, trade secrets and copy rights prohibit others from manufacturing the
same item; or
(b) Emergency procurement of goods, works and services arising from natural disasters subject to
maximum of Taka 2,000,000 in each procurement up to annual aggregate amount of Taka 3,000,000.
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(c) Procurement of goods, works and services of very urgent or essential nature such as catering services,
ambulance services, transportation services, event management services, repair/maintenance services,
plumbing services, carpentry services, masonry services, subject to maximum Taka 50,000 in each
procurement up to annual aggregate amount of Taka 100,000 with the approval of the Chief Engineer/
Engineer in Chief.
2010
Procurement of Additional Deliveries and Repeat Orders
Additional deliveries of goods and related services, from the original supplier, and repeat orders of a similar
nature from the original supplier or contractor shall be subject to the following conditions:
(a) Contract values must not exceed 15 percent of the original contract price, provided that such prices are
still the most advantageous to the procuring entity after price verification.
(b) Procurement by repeat orders shall not be permissible for the purpose of evading the necessity of the
requirements for the alternative methods of procurement and the requirements of PPR 2008, by any means
or, splitting of contracts or purchase orders into smaller numbers and threshold values or dividing contract
implementation into artificial phases or sub-contracts.
(c) In the case of an extension of existing contract relating to supplies, services or installation, provided that
the original contract was signed following a competitive procurement process.
2011
Issuance of Variation Order or Extra Work Order
(a) The procuring entity may issue a variation order for procurement of works, physical services from the
original contractor to cover any increase or decrease in quantities, including the introduction of new work
items that are either due to change of plans, design or alignment to suit actual field conditions, within the
general scope and physical boundaries of the contract.
(b) The procuring entity may issue an extra work order to cover the introduction of such new works
necessary for the completion, improvement or protection of the original works which were not included in
the original contract, on the grounds where there are subsurface or latent physical conditions at the site
differing materially from those indicated in the contract, or where there are duly unknown physical
conditions at the site of an unusual nature differing materially from those usually encountered and generally
recognized as inherent in the work or character provided for in the contract.
(c) Any cumulative variation more than 15 percent of the original contract price shall be subject of another
contract to be tendered out if the works are separable from the original contract.
2012
Preparation of a Variation Order or an Extra Work Order
(a) Notice by contractor for variation order

In claiming for any variation order or extra wok order, the contractor shall deliver a written notice within
seven calendar days of being aware of the need for the variation order, giving full and detailed particulars of
any extra cost in order that it may be investigated at that time, and failure to provide such notice shall
constitute a waiver by the contractor for any claim.
(b) Procedure for submission of Variation order
The preparation and submission of variation order or extra work order shall be as follows (i)
If the Divisional Engineer deems it necessary that a variation or extra work order
should be issued, he shall prepare the proposed order accompanied with the notices
submitted by the contractor, the necessary plans, his computations as to the quantities of
the additional works involved per item indicating the specific locations where such works
are needed, the date of his inspections and investigations thereon, and the log book
thereof, and a detailed estimate of the unit cost of such items of work, together with his
justifications for the need of such variation or extra work order, and shall submit the same to
- 58 -
the approving authority as per the delegation of financial powers by the railway
administration, as updated from time to time.
(ii)
The approving authority, as stipulated in the delegation of financial powers as
approved by the railway administration from time to time, shall approve the variation or
extra work order, after review and satisfaction with the justification, plans, quantities, and
proposed unit cost of the new items of work involved if the variation is within 15 percent of
the original contract price, or shall arrange to obtain approval from the authority next higher
than the authority who approved the original contract in line with Rule 74(4) (see paragraph
2008(3)(b) above).
(iii)
The time for the processing of variation and extra work orders from the preparation
up to the approval by the approving authority concerned shall be within a period not
exceeding 30 days from its preparation to approval.
2013
Costing, Payments and Starting Work under Variation Order or Extra Work Order
(1) The contractor shall be paid for additional work items as follows:
(a) If items of additional works are exactly the same or similar to those in the original contract, the
applicable unit price of work items in the original contract shall be used for payment of those additional
work items.
(b) For new items of works that are not included in the original contract, the unit prices of the new work
items shall be based on:
(i)
The direct unit costs used in the original contract for other items (e.g. unit cost of
cement, steel rebar, formwork, labor rate, equipment rental, etc) as indicated in the
Contractors price breakdown of the cost estimate, if available; or
(ii)
Fixed prices acceptable to both, the procuring entity and the contractor, based on
market prices.
(iii) The direct cost of the new work item based on (i) and (ii) above shall then be combined
with the mark-up factor (i.e. taxes, overheads and profit) used by the contractor in his
tender to determine the unit price of the new work item.
(2) Request for payment by the contractor for any extra work shall be accompanied by a statement, with the
approved supporting forms, giving a detailed accounting and record of amount for which it claims payment
and such request for payment shall be included with the contractors statement for a progress payment.
(3) Under no circumstances shall a contractor proceed to commence work under any variation order or
extra work order unless it has been approved by the approving authority.
(4) The head of the procuring entity may, in exceptions to the preceding rule and subject to the availability
of funds, authorize the immediate start of work under any variation or extra work order under any or all of
the following conditions (a) In the event of an emergency where the carrying out of the work is required urgently to avoid causing
damage to public services, or damage to life or property or to both; or
(b) When time is of the essence provided that:
(i)
The cumulative increase in value of work on the project which has not yet been duly
approved does not exceed 10 percent of the adjusted original contract price.
(ii)
Immediately after the start of work, the corresponding variation order or extra work
order shall be prepared and submitted for approval in accordance with Rule 36.
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(5) Payments for works satisfactorily accomplished on any variation or extra work order may be made only
after approval of the same by the appropriate authority.
(6) For a variation or extra work order involving a cumulative amount exceeding 10 percent of the adjusted
original contract price, no work thereon may be commenced unless said variation or extra work order has
been approved by the appropriate authority.
2014
Use of Direct Cash Purchase
(a) The procuring entity may undertake direct cash purchase of low value goods and urgent and essential
services such as maintenance, repairs, transportation and others in the value not exceeding Taka15,000 in
a single procurement and annual aggregate amount of maximum Taka 200,000.
(b) The procuring entity may undertake any purchase under this rule by an officer or a purchase committee,
comprising maximum three members, formed by it for this purpose, depending on the nature of the
purchase.
(c) Payments for Purchase under Sub-Rule (a) may be made by cash or check and a purchase order or
contract shall not be required.
2015
Use of Force Account
(a) Force account may be used for hiring of direct labor for departmental needs in the value and annual
aggregate amounts not exceeding Taka 200,000 in each case.
(b) Materials, tools and rental of additional equipment required to perform departmental works under force
account may be procured using other procurement methods such as request for quotation or direct
contracting (see paragraph 2007 above).
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Annex 2003
Public Procurement Rules 2008-Contents
(Note: This Annex provides a summary of the contents of some of the Rules in the Public Procurement
Rules 2008. For details the reader is advised to refer to the official copy of the Rules, which may be
accessed on the website of the Central Procurement Technical Unit, Implementation Monitoring and
Evaluation Division, Ministry of Planning)
CHAPTER ONE: Preliminary including Short Title and Commencement, Definitions and Scope and
Application of the Rules.
CHAPTER TWO: Preparation of Tender Proposal, Constitution of Tender Committees Part 1, Preparation
covering Preparation of Procurement Related Documents and their Contents, Provisions Relating to
Determination of Tender Price and Maintaining Records Relating to Issue of Procurement Related
Documents.
Part 2, Committees including Constitution of Tender or Proposal Opening Committee Constitution of
Evaluation Committee, Eligibility for Appointment of External Members, Chair of the Evaluation Committee,
Approval of Tender or Proposal and Approval of Delegated Procurement
CHAPTER THREE: Principles of Public Procurement
Part 1 General Guidelines, including Public Accessibility of Procurement Act, Forms of Communications,
Procurement Planning, Preparation of Procurement Plan, Etc, Splitting of an Object of Procurement,
Competition in Procurement..
PART 2, Tender Validities and Security Deposits covering Determination of Validities, Time Limit for
Evaluation of Tenders, Extension of Validity, Tender Securities, Extension of Validity, Verification of the
Authenticity of Tender Security, Forfeiture of Tender Security, Return of Tender Securities, Performance
Security and Retention
PART 3, Preparation of Specifications and Maintaining Confidentiality covering Procedure for Preparation
of Technical Specifications, Procedures for preparing Terms of Reference, Restrictions on the Disclosure of
Information Relating to the Procurement Process and Safe Custody
PART 4, Rejection of Tenders Proposals etc, covering Actions to be taken Following Rejection and
Informing Reasons for Rejection.
PART 5, Approval Procedure, Notification of Award and Publication including Procurement Approval
Procedure and Publication of Notification of Award of Contract.
PART 6, Contract Administration and Management covering Works Contract Administration and
Management, Administration of Goods Contracts, Administration of and Termination of Contracts.
PART 7, Maintaining Records of Procurement and Making available records of Procurement Proceedings.
PART- 8, Procurement Post Review
PART- 9, Qualification of Persons covering Non-discrimination, Qualification of Persons, Qualification
documents needed by the Procuring Entity, Amendments of Requirements for Specific Tenders, PreQualification Procedure, Maintaining Lists of Qualified Potential Suppliers or Contractors and Appointment
of a Subcontractor.
PART- 10, Joint Ventures
PART 11, Conflict of Interest
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PART 12, Complaints and Appeals covering Right to Complain, Submission of Complaints, Formation of
Review Panels, Suspension of Notification of Award and Disposal of Appeal by Review Panels.
CHAPTER FOUR: Method of Procurement of Goods and Related Services, Works, Physical Services and
their Use
PART 1, National Procurement Open Tendering covering Use of Open Tendering Method in the
Procurement of Goods, Works, Etc and Use of Other Methods for Procurement of Goods, Works, Etc.
PART 2, National Procurement Limited Tendering Method covering Use of the Limited Tendering
Method and Procedures for the Limited Tendering Procurement Method.
PART 3, National Procurement Two Stage Tendering Method covering Conditions and Procedures for
Use of Two-Stage Tendering Method, Procedures for the Two-Stage Tendering Method, Evaluation of the
First Stage in the Two-Stage Tendering Method and The Second Stage in the Two-Stage Tendering
Method.
PART 4, National Procurement Request for Quotation Method covering Conditions and Procedures for
Use of Request for Quotation Method (RFQ), Documentation Needed for the RFQ Method, Procedures for
use of Request for Quotations Method Invitation, Submission of Quotations and Evaluation of Quotations.
PART 5, National Procurement Direct Procurement Method covering Use of the Direct Procurement
Method, Forms of Direct Procurement, Use of Direct Contracting, Procurement of Additional Deliveries and
Repeat Orders, Issuance of Variation or Extra Work Orders, Preparation of a Variation or an Extra Work
Order, Costing of Variation or Extra Work, Use of Direct Cash Purchase and Use of Force Account.
PART 6, International Procurement, including Conditions and Procedures for Open Tendering with
International Competition, Conditions for Use of Two-Stage Tendering Method. - (Section 34 of the Act),
Conditions & Procedures for use of the Request for Quotation Method in International Procurement,
Conditions and Procedures for Use of Limited Tendering Method with International Competition, Conditions
and Procedures for Use of the Direct Procurement Method and Procurement by Embassies and in Special
Cases by National Carriers.
PART 7, Framework Contract
CHAPTER FIVE: Processing of Procurement
PART 1, Advertisement
PART 2, Pre-Qualification covering Pre-Qualification for Procurement of Goods, Works, Etc, Opening of
Pre-Qualification and Evaluation of Pre-Qualification Applications.
PART 3, Processing of Tender covering Issuance and Sale of Tender Document and Pre-Tender Meeting,
Modifications to Tender Documents, Preparation and Submission of Tenders, Opening of Tenders,
Evaluation of Tenders, No Negotiation or Tender Modification as a Pre-condition for Award, PostQualification, Approval Process and Notification of Award and Signing of Contract.
CHAPTER SIX: Procurement of Intellectual and Professional Services
PART 1, Methods and Procedures covering Methods for Procurement of Intellectual and Professional
Services, Other Methods for Procurement of Intellectual and Professional Services, Procedures for
Selection under the Quality and Cost Based Selection (QCBS), Procedures for Selection under a Fixed
Budget, Procedures for Selection under Least Cost Selection (LCS), Procedures for Selection of
Consultants Based on Consultants Qualifications (SBCQ), Procedures for Selection amongst Community
Service Organisations (CSOs), Procedures for Selection under Single Source Selection (SSS), Procedures
for Selection of Consultants by a Design Contest (DC) and Selection of Individual Consultants (SIC).
PART -2, Processing of Expressions of Interest and Proposals covering Submission of Expressions of
Interest (EOI), Opening of Expressions of Interest, Assessment of Expressions of Interest and Approval of
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Short-List, Etc, Preparation of the Terms of Reference (TOR), Preparation and Issue of Request for
Proposal (RFP) Document and Submission and Opening of Proposals.
PART 1, Evaluation of Proposals, Negotiations and Completion of Process including Evaluation of
Technical Proposals, Evaluation of Financial Proposals, Combined Technical and Financial Evaluation,
Negotiations, Failure of Negotiations, Approval Process, Signing of Contract and Completion of the
Process.
CHAPTER SEVEN: Professional Misconduct and Offences, Etc.
CHAPTER EIGHT: E-Government Procurement
CHAPTER NINE: Miscellaneous covering Concession contracts related provisions and Responsibilities of
the Government Regarding Monitoring, Etc.
SCHEDULE I: Times and Values
SCHEDULE II: Guidance Notes on Preparation of Procurement Plans including Total Procurement Plan for
Development Project / Programme and Annual Procurement Plan for Development & Revenue Budgets.
SCHEDULE III: Check Lists
SCHEDULE IV: Records of Procurement to be Maintained by a Procuring Entity
SCHEDULE V: A. General Considerations for the Employment of Consultants and others
SCHEDULE VI: Tender Submission Form including Financial Proposal Submission Form and Technical
Proposal Submission Form.
SCHEDULE VII: Formats for Invitation
SCHEDULE VIII: Request for Expressions of Interest (Firm
SCHEDULE IX: Format for Reporting Contract Award
SCHEDULE X: Notification of Award
SCHEDULE XI: Procurement Processing and Approval Timetable Rule 36)
SCHEDULE XII: The Code of Ethics for Public Procurement.
SCHEDULE XII: Standard Tender Documents, Request for Proposals and Evaluation Reports
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Annex 2005 (page 1)

Procurement Plans
(Note: This Annex has been adopted from the Public Procurement Rules 2008 as issued by the Central
Procurement Technical Unit under the Ministry of Planning, Government of Bangladesh. It should be noted
that the procedures issued are in the Preliminary Draft Stage, and updated versions should be followed as
and when issued.)
SCHEDULE V of PPR 2008
Part-A: [ See PPR 2008, Rule 16(8)]
Total Procurement Plan for Development Project / Programme
This part identifies the packages for goods, works and services that are required under the development
project/ programme. It identifies each procurement package, giving it a unique code and considers the
expected cost of the package (as per the DPP/TPP), as well as the anticipated dates when the
procurement package will be supplied. A separate schedule, completed as shown below, should be
provided for goods, works and services.
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Annex 2005 (page 2)

Part-B
Annual Procurement Plan for Development & Revenue Budgets
Time bound procurement assists a procuring entity to effectively plan its procurement requirements and is
an important and useful tool used to monitor the progress of procurement (a) to ensure that it does not go
astray; (b) to ensure that early problems with slippage can be dealt with promptly; and (c) can form a useful
annual plan for procurement. A separate schedule, completed as follows, should be provided for goods,
works and services. Also a separate schedule should be used for development or revenue budget.
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Annex 2005 (page 3)
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Annex 2005 (page 4)
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Annex 2005 (page 5)
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Annex 2005 (page 6)
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CHAPTER XXI
STATIONS AND STATION YARDS
2101
Design of New Yard or Remodeling of Yard - General Instructions
(a) Foresight
Divisional Engineer must ensure that in preparing designs of station yards every effort is made to foresee
and allow for expansion in the future, not only in respect of the area of land required, but also in the layout
of tracks, station machinery, and buildings and staff quarters.
(b) Standard Dimensions
Divisional Engineer is responsible that the design conforms to the Schedule of Dimensions.
(c) Signals
Divisional Engineer is responsible that the design of the yard has been submitted to the Divisional Signal
Engineer and that he has included all necessary signals.
(d) Lightings
Divisional Engineer is responsible that the design has been submitted to the Divisional Electrical Engineer
for planning the layout of lighting.
(e) Train examination facilities
Divisional Engineer is responsible that the design has been submitted to the Divisional Mechanical
Engineer for planning the layout of train examination facilities at important and junction stations.
(f) Special facilities
(i)
With diversification of traffic, railway yards and freight terminals are required to be
designed or remodeled to be able to handle special kinds of traffic such as containers. Such
yards are required to be designed to meet the requirements of railway operation, road
transports and heavy equipment needed to handle the containers.
(ii)
The Divisional Engineer is responsible that the design has been submitted to all
concerned at the divisional level to meet the requirements for handling special traffic
efficiently. In the planning of such facilities, it may be necessary to seek assistance from
public/private sector agencies which specialize in such planning and design. Necessary
outsourcing in this regards may be done with the approval of the Chief Engineer.
2102
Specific Requirements for Design (Remodeling) of Yards
(1) Specific Requirements

The specific requirements to be considered for the design of passenger and/or goods yards are outlined in
Annex 2102(1)-1, and Annex 2102(1)-1 gives the Remodeling Catechism.
(2) Approval Process
(a) Requiring Authority
Should the Chief Operating Superintendent consider that an existing station yard should be remodeled, he
will address the General Manager stating generally the present conditions and the additions and alterations
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considered necessary. If the General Manager agrees with the proposals, he will forward them to the Chief
Engineer.
(b) Action by the Chief Engineer
The Chief Engineer will then prepare a sketch plan. Copies of this will be sent to the Chief Signal and
Telecommunications Engineer and to the Divisional Officers concerned who will form a committee, with the
Senior Officer as President.
(c) Action by Committee
(i)
The Committee will fill in the data as per Appendix 21-1, and based thereon, fully
discuss the sketch plan. A plan showing what is finally proposed by the Committee will be
prepared by the Divisional Engineer and signed by all the members.
(ii)
The plan so prepared along with full report will be forwarded by the Division to the
Chief Engineer. The Divisional Engineer will endorse the approximate cost of the work.
(d) Approval of the General Manager
(i)
The Chief Engineer will then arrange for a meeting of heads of departments with
the General Manager to finalize on the plan.
(ii)
When the final plan has been signed by the General Manager and heads of
departments, the head of the demanding department will prepare the financial justification
on the approximate cost as given on the plan and send it to the General Manager, who, if
satisfied, will pass it on to the Chief Engineer. The latter will then arrange for detailed
estimates to be prepared. In no case are detailed estimates to be prepared until the final
plan and justification have been approved.
2103
Principles of Design
In addition to the aspects mentioned above, the following must be considered in the design of railway
yards:
(a) Number of goods trains arriving and departing in each direction; and number of vehicles on each train;
(b) Average number of shunts to marshal each train for different destinations;
(c) General location of main passenger tracks preferably divided and running round the main yard in such a
manner as to contain the yards between them or both on one side. A knowledge of the number on goods
and passenger trains running at the time and probable future requirements, will make it possible to decide
this point;
(d) Room for extension of passenger and goods yard;
(e) Position and design of passenger platforms, dock sidings, passenger entrances, tracks for carriage
washing, gassing and vacuum brake examination;
(f) Long inlet and outlet leads for goods trains enabling incoming and outgoing trains to clear the passenger
tracks well outside the passenger yard;
(g) Position of good sheds shed and transshipment platform and tracks serving them;
(h) Ample running and open tracks; careful consideration and location of engine shed at convenient points;
and provision for weigh-bridges;
(i) Number length and position of repairing tracks and of special siding to facility the work of handing over
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trucks between Carriage and Wagon and Traffic Department before and after repairs;
(j) Arrangements for moving brake-vans of goods trains from one yard to another, if necessary and
convenient tracks for holding these brake vans until required;
(k) Separate tracks for engines to and from shed, and such facilities as will avoid interference with other
movements during the process;
(l) Lighting of yard especially on the ladders, and arrangements to prevent lamps throwing shadows;
efficient telephone service throughout the yard when it extends for a long distance in either direction or
convenient position for stabling or storing trucks;
(m) Long independent shunting necks for each classification or sorting yard; and
(n) It should always be remembered above all things that a wagon should invariably be moved forward in
the direction of its ultimate destination, if possible and shunting necks and reception yards, sorting sidings
and departure yards should be arranged with this objection in view.
2104
Working Rules
(1) Working rules for interlocked stations

The following procedure is to be adopted for the preparation of working rules for interlocked stations.
(a) The Divisional Signal Engineer will send a diagram of the yard and signaling, a list of levers with
designations, and a pull sheet to the Divisional Transportation Officer;
(b) The Divisional Transportation Officer will then draft the rules and send copies to the Chief Operating
Superintendent and to the Divisional Signal Engineer. The rules will be checked by the Chief Operating
Superintendent, who, if he finds any alterations necessary, will fix a time and date for a meeting between
the Divisional Signal Engineer, Divisional Transportation Officer and his representative in the Divisional
Signal Engineer's Office, at which time any points raised can be fully discussed and settled. The rules so
approved will then be sent to the Government Inspector of Bangladesh Railway (GIBR) for sanction by the
Chief Operating Superintendent jointly with the Chief Signaling and Telecommunications Engineer.
(c) On receipt of GIBRs sanction the Chief Operating Superintendent will arrange to have the rules printed
and issued, instructing the Divisional Transportation Officer to arrange for the opening of the station or
cabin under the revised rules or for bringing any alterations in signaling into use on a date to be fixed by the
Divisional Transportation Officer; and
(d) When additions and alterations to signaling are of a minor nature, as for example, the provision of a
shunt signal in a goods yard, the bringing into use of higher signals to improve sighting, that is to say any
alteration which in no way affects the running lines and signaling, the Divisional Transportation Officer will
issue a circular jointly with Divisional Signal Engineer for the guidance of the staff. Such work can be
brought into use as soon as completed by the Divisional Signal Engineer. A copy of this joint circular should
be sent to the Chief Operating Superintendent's Office for publishing in the Bangladesh Railway Gazette.
Such temporary instructions being issued in due course as printed Corrigenda or Addenda; and being
eventually merged into, and superseded by the rules when finally printed and issued.
(2) Working Rules for Non-Interlocked Stations
Divisional Transportation Officer will obtain a diagrammatic sketch from the Divisional Engineer together
with a memo of the signals and method of working them, and will frame the station working rules in
conjunction with the Divisional Signal Engineer. Divisional Transportation Officer will then send a copy of
the rules to Divisional Signal Engineer for obtaining the Government Inspector's sanction, and another copy
to Chief Operating Superintendent, for information.
2105
New Crossing Stations
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When a new crossing station is being put in or a flag station is being converted into a crossing station,
sufficient land should be acquired for the future development of the station, except where land is very
expensive or there are special reasons for not doing so. The strip of land should be about 950 meters long
and 150 meters wide, of which 100 meters should be on the side on which goods shed and facilities will be
provided.
2106
Maintenance of Stations
(a) Stations are the face to the railway for the rail customer. Therefore, good maintenance of stations that
meets the requirements of the customer efficiently is one of the most important duties of engineering staff
responsible for way and works. Repairs and maintenance must be organized in such as manner as to
cause least inconvenience to the traveling public and other rail users. Thus repairs must not be undertaken
during rush of passenger traffic, unless unavoidable.
(b) Station Offices
(i)
Station offices should he clean and well ventilated. Internal white-washing of station
buildings and other service buildings should normally be done once a year.
(ii)
Sign boards with the name of the office painted on both sides in Bengla and English
should be fixed over the door of the office or room to which they refer, at right angles to the
building.
(iii)
Wooden or cement plaques for pasting train time tables should be provided at
suitable places, viz close to booking windows, waiting halls, waiting rooms, refreshment
rooms etc. In case of cement plaster boards, the plaster should be neatly leveled off at its
edge and no ornamental cornicing should be done. Wire netting should also be fixed over
boards.
(c) Station name boards
A station name board with the name of station in Bengali and English shall be placed at each end of the
platform and at right angles to the track. Care must be taken to see that the name boards do not infringe
the minimum fixed dimensions as laid in the Schedule of Dimensions.
(d) Center of Station
The center of station building should be marked conspicuously by an arrow line, and this is to be taken for
all measurements.
2107
Platforms at Stations
(a) Rail level platforms

Where rail level platforms are provided, the platform adjacent to the track shall be defined by a line of
cement Concrete blocks the distance from center of the track being in accordance with the Schedule of
Dimensions. The space between the coping and near rails shall be filled with clean ballast so that
passengers do not trip.
(b) Platform surfaces
(i)
The surfaces of unpaved platforms should be laid with consolidated moorum, cinder
or other suitable material. A slope of 1 in 60 away from coping and a berm at least 0.6m
wide outside the platform fence should be maintained. The berm and the slope beyond
should be protected by turf.
(ii)
On island platforms, the slope of 1 in 60 should be from the centre to the coping on
either side.
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2108
Platform fencing
Suitable fencing of standard type as approved by Chief Engineer should be provided on station platforms.
Fencing shall be properly maintained so that ordinarily these are not passable.
2109
Waiting rooms
(a) All waiting rooms should be kept clean, neat and tidy.
(b) Plain and conformable furniture as per the scale given in this Manual should be provided in the first
instance when a station is opened. Subsequently furniture are to be maintained by the Traffic Department.
(c) Preferably windows should be fitted with opaque glass up to a height of 2.0 meters from the floor level.
In bathrooms all glazing should be with opaque glass. Special attention should be paid to proper drainage
of bath rooms and slopes of floors.
2110
Foot-Over bridge
Foot-over bridges shall be properly and efficiently maintained.

2111
Unauthorized structures
No unauthorized structures or unauthorized additions to existing structures should be allowed under any
circumstances. Where detected, such structures should be dismantled at once.
2112
Station Approaches
The railway is not responsible for construction or maintenance of approach roads beyond the railway
boundaries, which is the responsibility of the local civil authorities.
2113
Culverts within Station Limits
All open culverts within station limits shall be concrete slabs or iron sheets.
2114
Borrow pits in Station Yards
No borrow pits are to be dug in station yards. This must be ensured for new works as well as for repair and
maintenance so that the station surroundings are maintained in a satisfactory condition environmentally.
2115
Sanitation
The Divisional Medical Officer should be consulted on all matters relating to sanitation and provision of
toilet facilities at stations, drainage and siting of staff quarters.
2116
Standards of Facilities to be Provided at Stations
The following are the standards of facilities to be generally planned and provided at stations. In the case of
some stations it may be necessary to provide enhanced facilities to meet the demands of rail users, which
may be approved by the Chief Engineer.
(a) Platforms
(i)
High level platforms for broad gauge and meter gauge are to be provided at all
Divisional (Civil) towns, important District (Civil) towns, important District headquarters,
junctions and stations with heavy Mela (festival) traffic.
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(ii)
At other broad gauge stations, except experimental flag stations, platforms 456 mm
(1-6) above rail level should be provided.
(b) Waiting Rooms
(i)
Second Class Ladies waiting rooms should be provided at all stations except
experimental and flag stations.
(ii)
First and second class waiting rooms of size 6.0 x 8.0 meters partitioned, with two
lavatories one for ladies and other for gentlemen should be provided at stations handling
large volume of passenger traffic. This should be done in consultation with Divisional
Commercial Officer. Divisional headquarters stations, Court stations and stations with
heavy Mela traffic should be provided with separate first and second class waiting rooms.
(iii)
General waiting halls should be provided on a scale of 0.4 m2 per passenger,
calculated on the maximum number of outward passengers per train.
(iv)
In suburban areas, the accommodation to be provided in the general waiting hall
should be based on 50 percent of the scale adopted for item (iii) above.
(v)
Waiting sheds on island platforms should be based on 75 percent of the scale for
item (iii) above, provided the branch line train does not start from that station on arrival of
the main line train. In such cases a covered passage may be provided. At very important
junctions however, the platform should be well covered.
(c) Toilet facilities for railway workshop staff
When the number of persons employed at one time does not exceed 50, three seats are to be provided,
and where it exceeds this number, one additional seat for every 50 persons or any less number.
(d) Drinking Water
Platforms should be provided with drinking water facilities at stations where the water supply is of
satisfactory potable standard.
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Annex 2101(1)-1
Some Considerations for Preparation of Yard designs
1.0 General
The requirement of operational facilities in each yard will need to be assessed on a case by case basis.
However, the aspects outlined in the paragraphs below may be considered in the design of a yard for
passenger and freight operations.
2.0 Passenger Yard
2.1 Arrival lines
2.1.1 The number of arrival lines should be sufficient for the trains likely to be present at one time; and in
length to take the longest train(s) on the designated lines and the average train on other lines;
2.1.2 With or without platforms, high or low, of standard length, and with over-bridge;
2.1.3 With station building and office, with lighting and communications facilities; and
2.1.4 it may also be necessary to attach or detach an extra carriage for which a conveniently located siding
will be necessary, suitably isolated from the running lines.
2.2 Stabling and Washing sidings
2.2.1 Sufficient in number for the trains terminating at the station;
2.2.2 These lines must be easily reached from the arrival sidings without interfering with other operations,
but not necessarily near the arrival or departure sidings; and
2.2.3 Train examiners office and examining pits should be provided.
2.3 Departure or Starting Lines.
2.3.1 In length and number to suit the data collected in Annex 2101(1)-2 (Remodelling Catechism); and
2.3.2 The train locomotives must be able to reach the sheds and return without interfering with arrival or
departure of other trains, or the working of the yard.
3.0 Goods Yard
3.1 Receiving lines
3.1.1 In length to receive full length trains without doubling over and in number to keep the main line clear;
and
3.1.2 it may be necessary to attach or detach wagons for local goods and or for branch line; the sidings for
these may be located considering if the goods shed is worked by the Station Master, in which case the
goods siding should be near the station building; and if there is a goods clerk, then the position of the shed
may be affected by the approach road, and the convenience of the sidings for the attaching or detaching of
wagons.
3.2 Sorting Sidings
3.2.1 At a terminal or marshalling station, the goods train, after train examination, is handed over to the
yard master and broken up in the sorting sidings.
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3.2.2 If no separate departure yard is provided: (i) in number of lines sufficient for each train destination, or
group of delivery points; (ii) in length to hold full length train for particular group; (iii) a shunting neck is
required equal to the length of the longest of these trains; (iv) a siding to accommodate shunting engines
with watering arrangements is required near the sorting yard; (v) brake-van store sidings are required; (vi)
sick sidings in which temporarily damaged wagons can be cut off for repairs are required; (vii) wagons from
local goods shed of branch lines have to brought in here, and the position of the goods shed will therefore
be quite different to that of way-side station; the sorting yard should command entrance to goods shed
lines; and (viii) if it is a junction with foreign lines, transship sidings may be required.
3.2.3 Marshaling sidings. The new trains have then to be marshaled in station order and for this are
required marshaling-station to station yards. These are a series of short sidings convenient to the sorting
sidings. The capacity of each line and the number of lines should ordinarily be the square root of the
number of wagons which a line in the sorting yard can hold. The trains have then to be formed up in and
started off from departure lines.
3.2.4 Departure Lines. (i) in length, to accommodate the longest train; and in number, sufficient to keep the
sorting yard clear. (ii) with clear access, for the locomotive arriving from the shed without interference from
or with other traffic operations, especially arrival and departure of main-line trains.
Note: If trains can be dispatched quickly enough, the lines in the Sorting yard may be used as departure
lines, and in such cases a separate departure yard is not necessary. But this assumes that marshaling is
unnecessary. Train examining and the possibility of having to cut off damaged wagons must be considered.
4.0 Interlocking and Signaling
This shall be done by the Divisional Signal and Telecommunications Engineer on the basis of the final yard
plan provided by the Divisional Engineer.
5.0 Locomotive Yard
5.1 Must be in accordance with type yard plans and, if possible, locomotives must come and go without
interfering with the running lines or the yard operations. An emergency exist should be provided. Conflicting
movements of locomotives through the locomotive yard should avoided.
5.2 Relief Train Line. Should be stabled on a loop line that allows immediate access to the main line.
Quarters for the break-down gang should be provided close by.
6.0 Some General Principles
6.1 General Arrangement of Sidings. In a very large yard the configuration should be longitudinally
arranged in order of the operations involved, as for example (i) receiving lines; (ii) sorting and local sidings;
(iii) marshaling sidings; and (iv) departure lines.
6.2 In small yards, it may suffice to place all sidings alongside each other or nearly so, such as the general
sequence of operations may be performed efficiently.
6.3 Sidings are often made too long which wastes capital and operating expenses in maintenance and
extra shunting. It should seldom be necessary to have sidings, other than departure and arrival, longer than
300 meters.
6.4 Dead-ends should be avoided where possible. All grids or similar sidings must have ladders at both
ends. 1f dead-ends are put in, these should not to exceed ten wagon lengths. For shunting necks, deadends may be as long as required for the maximum length of train or sorting siding.
6.5 There should be tracks connecting different parts of the yard in such a way that incoming and out-going
trains do not interfere with the yard operation or running of trains on the main line. For instance the
permission to approach an important yard should not make it necessary to stop shunting or prevent
movement of locomotives to/from the shed.
- 77 -
6.6 Wagon weight bridges must be located on side tracks and not on running tracks; their position shall
depend on the purpose for which they are to be used.
6.7 Lighting, Communications and Fire-fighting. Large yards should be provided with adequate lighting
especially on the ladder. Communications and adequate fire fighting arrangements should be provided.
6.8 Goods sheds sidings should be short, say of 20 wagon lengths; and if more room is required, a
separate siding or sidings with platforms should be added.
6.9 At all stations, passenger running lines must be isolated from stabling, goods and locomotive lines. The
run-through lines at stations should be isolated from all other lines.
6.10 Location of Structures. (i) No building of any description must be erected within 10 meters of the
enclosure wall of a bulk oil depot. (ii) No quarters should be located within 25 meters of the railway
boundary, to provide for future construction of approach road.
6.11 Borrow pits. Normally, no borrow pits are to be dug inside the fencing of station yards. However,
depending on the relative cost in each case, the whole of the earthwork in station yards (including platform,
approach roads, plinths of buildings) should be done by material train. Except that uneven ground may be
leveled off and the earth so obtained used in the embankment.
6.12 The drainage of station yards must be carefully planned, with particular care being taken for trackcircuited parts of the yard.
6.13 The Chief Medical Officer should be consulted on all points relating to location of toilet facilities,
drainage, and water supply in station yards. His approval must also be obtained to the siting of staff
quarters.
6.14 In the planning of yards, adequate provision must be made for new lines and extension of existing
lines with increase of traffic.
- 78 -
Annex 2101(1)-2
A. Remodeling Catechism - Passenger Traffic Lines and Working Facilities.
Information from
Divisional Traffic
Superintendent
Enquiries
Remarks by
Committee
1. Number of trains passing through each way,

giving description and directions
2. Number of trains terminating at station, giving
description and directions
3. Number of trains starting from station, giving
description and directions.
4. Number of passenger trains in the station at
the same time, through and local, giving
description and directions.
5. Re: item 4, between what groups of trains will
most transshipment of passengers take place?
6. What accommodation for spare coaching stock
is required in vehicles, including storage of
local trains?
7. What saloon sheds and sidings are necessary?
8. Are engines or open tracks necessary in
passenger yard?
9. Are special facilities necessary for dealing with
express goods sent by passenger trains,
namely, fruit, milk and perishables.
10. Are special facilities required for dealing with
live-stock by passenger trains?
11. Are special facilities required for loading
carriages.
12. Communications required for passenger traffic.
13. Is any special lighting, excluding platform
lamps required in connection with passenger
service.
14. Is any special accommodation, e.g. elevated
cabin required for yard foreman in connection
with passenger service.
- 79 -
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
B. Goods Traffic Lines and Working Facilities.

Information from
Enquiries
Divisional Traffic
Superintendent
Number of goods trains passing through each
way, giving description and directions.
Number of through goods trains, which will
stop at station for attaching, detaching,
marshaling with description and directions,
Number of goods trains originating and
starting from station, giving description and
directions.
Number of goods trains terminating at station,
giving description and directions.
Daily average and maximum number of
wagons to be sorted.
wagons to be marshaled.
outwards goods wagons in each direction.
Is the quantity in item 7 likely to increase, and
if so, to what extent?
inwards goods from each direction.
Is the quantity in item 9 likely to increase and if
so, to what extent?
wagons to be transshipped and repacked.
Is the quantity shown opposite item 11 likely to
increase, and if so, to what extent?
What accommodation is necessary for spare
goods stock?
What number of through engine or open tracks
are necessary.
What facilities for weighing wagons are
necessary for four-wheelers or bogies?
Are special brake-van tracks required?
Mineral tracks necessary for coal, wood, fuel,
timber, bones, boulders, ballast.
Communications needed in goods yard?
Lighting is required in goods yard?
Fire fighting equipment needed?
Is any special accommodation necessary for
Yard foreman?
Please fill in the accommodation necessary of
in-bound and out-bound goods traffic.
- 80 -
Remarks by
Committee
Table I: In-bound local and Through Traffic (in wagons per day)
2
3
4
Yard can be extended to
Average Local
Maximum Total
Direction.
Average
suit a maximum of
Total cars
Cars
% of Col. L Cars
% of Col. l
Cars
% of Col. l
Table II-Out-bound local and Through Traffic (in wagons per day)
1
2
3
4
Yard can be extended to
Average Local
Maximum Total
Direction.
Average
suit a maximum of
Total cars
Cars
% of Col. L Cars
% of Col. l
Cars
% of Col. l
Notes: (i) These tables refer to goods traffic only. (ii) Columns 1, 2 and 3 are to be filled in by Divisional
Traffic Superintendent from Station records; (iii) The second space in column 2 is for the percentage which
local traffic bears to the average total in column 1; (iv) The second space in column 3 is for the percentage
which maximum recorded traffic on any one day bears to the average in Column 1; and (v) Column 4 will
be filled in by the Committee.
1
- 81 -
Annex 2101(1)-2 (continued)

C. Miscellaneous
Information
from
Divisional
Officers
Enquiries
Remarks
by
Committee
1.
What accommodation is necessary in station building

proper? Give details, area of each room.
2. Is an enclosure necessary for third class passenger?
If so, give area and say what portion should be
covered.
3. What area of shedding is necessary on passenger,
goods, transshipment and other platforms?
4. Office accommodation, giving detail and area
necessary for goods, yard including transshipment
platform.
5. Give details of quarters necessary for Traffic staff.
6. What latrine accommodation in necessary for
Passenger?
7. What offices or quarters are required for Postal
Department?
8. What Offices or quarters are required for Police
Department?
9. What engine shed accommodation is necessary: (a) For the first three years after opening?
(b) As a maximum?
10. Should space be allowed for: (a) Spare engines in the open? Relief train?
11. Give details of quarters necessary for Locomotive
staff, specifying No. and classes.
12. If a Workshop is necessary, please give area, etc.
13. What facilities for lighting carriages is required?
14. What accommodation for repair tracks is required?
15. Give details for offices, sheds, and quarters required
for carriage and wagon staff.
16. What engineering sidings, offices, sheds, and
godowns, are necessary?
17. What toilet accommodation is required for station
staff.
18. Give details of quarters required for Civil Engineering
staff.
19. Can the yard and quarters be conveniently drained?
20. Give details of quarters required for Sanitation staff.
21. Give number of ground facilities (cabins etc.)
necessary to interlock and work yard.
22. Give details of offices Workshops and staff quarters
required for Signal Department.
23. Give details of the telecommunications facilities
needed in the yards, station premises, offices and
residential houses.
Note: Items 1 to 9 by Divisional Traffic Superintendent; Items 9 to 12 by Divisional Mechanical Engineer;
Items 13 to 15 by Divisional Mechanical Engineer(C&W); Items 16 to 19 by Divisional Engineer; item 20 by
Divisional Medical officer; and items 21 to 23 by Divisional Signal Engineer and Divisional
Telecommunications Engineer.
- 82 -
CHAPTER XXII
STATION YARD DIAGRAM AND PERMANENT WAY DIAGRAM
2201
Station Yard Diagram
(a) Purpose: A station yard diagram is a sketch of the station yard showing complete dimensions of
running lines, sidings, type of track and turnouts. The diagrams are to be of standard size and bound in
books for each division, section by section. These must be kept corrected up to date. Station yard diagrams
provide useful references for planning purposes. The details of a station yard diagram are shown in Annex
2201.
(b) The Divisional Engineer is responsible for the up keep of two sets of diagrams, one with himself and
one with the Chief Engineer.
2202
Preparation of Station Yard Diagram
(a) Scale: A yard diagram for each station is to be prepared to a scale of 1: 5000 (1 cm = 50 m) horizontal
and 1:1000 (1 cm = 10 m) vertical.
(b) Numbering of Sidings: Each loop siding, dead-end mill siding, and others must bear the number or
name by which it is known to the station staff.
(c) The points and signals will be numbered as shown in the Station Working Rules.
(d) The code initials of the station is printed in the top right-hand corner of each diagram, the diagram is not
numbered, but the date to which the diagram has been corrected and updated is indicated on the Divisional
Engineers copy.
2203
Permanent-way Diagram - Purpose
(a) The permanent-way diagram is intended to provide a convenient means of ascertaining the existing
condition of the permanent way along a railway line. The diagram can serve the intended purpose only if it
is correctly posted to reflect the up-dated changes in track.
(b) The permanent way diagram of the railway line shows the type of track and fittings when laid, type of
ballast, type of formation, and problems if any. Change points in the track diagram shall be indicated
correct to the nearest meter. The details of a permanent way diagram are shown in Annex 2203(b).
(c) An updated permanent way diagram is of immense help in the planning of maintenance of track. The
permanent way diagram shall be submitted by the Divisional Engineer to the Chief Engineer along with
proposals for renewal of track. If the diagram is not correctly updated, proposals or decisions based
thereon could be misleading and incorrect.
(d) Two sets of the permanent way diagrams are prepared for each section of the railway line; one set is to
remain in the Divisional Engineers office and the second set sent to the Chief Engineers office. Both
copies must be brought up-to-date in March every year. For this purpose, the Chief Engineers copy will be
sent to the Divisional Engineer in March and it must be returned duly updated by the end of April.
(e) The Divisional Engineer is responsible for taking necessary steps to ensure that the permanent way
diagram is kept updated to truly reflect the existing situation of track on the railway line.
2204
Preparation of Permanent Way Diagram - General Instruction
The permanent way diagram should be prepared and maintained in accordance with the guidelines outlined
below.
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(a) Fill in the name of the division and section of the railway line to which the diagram refers on top of each
page. Each page should be numbered.
(b) Scale: The permanent way diagram of a railway line or section thereof is prepared to a scale of 1:1000
(1 cm = 10 m) horizontal and 1:1000 (1 cm = 10 m) vertical.
(c) Fill in the name of stations; level crossings and bridges at the appropriate kilometers in the space
provided. The printing should be done at an angle of 45 degrees to the horizontal. Thicker type should be
used for station names to make them more prominent.
(d) Curves: Curves will be indicated by an arc drawn through the space provided. This arc will start and end
at the vertical lines corresponding to the kilometers of the tangent points of the curves. The arcs will be
below or above the centre line if the curve is a right hand or left handed curve. The radius of the curve is
also to be indicated.
(e) Gradients: These will be indicated by small inclined planes, thus V200 L will indicate that the gradient is
rising 1 in 200 and the L will indicate a level stretch.
(f) Rails: The type of rail will be indicated by drawing a straight line along the length concerned and writing
the type of rail in the middle of it, thus 60R 12m 1928 75BS 12m 1920 the year indicating the year of laying,
Renewals of rails will be indicated in a similar manner in the, space provided.
(g) Sleepers: Type of sleepers will be indicated by color washing the space provided with the appropriate
color as shown in the legend. The nature of wood, the number for rail and the year of laying will be shown
by actual writing thus: SAL (N + 2) 1965
(h) The percentage of unserviceable sleepers shown in these columns will be arrived at in the following
manner. Each year in December, 100 sleepers in each location as directed by the Chief Engineer will be
opened up and inspected and the percentage of unserviceable sleepers entered in the appropriate columns
by drawing a horizontal line in the color of the year of inspection, across the square concerned.
Note: The inspection of sleepers shall be done by SSAE(Way); Assistant Executive Engineer must
personally check at least one group of 100 sleepers every two kms. Divisional Engineer must personally
inspect at least on group of 100 sleepers in every 10 kilometers. After these inspections the diagram will be
completed.
(i) Spot renewals: The number of sleepers used in spot renewals in each km is given in the space
provided. Renewals will be indicated in a similar manner.
Note: The number of sleepers renewed in each km will be provided by the SSAE(Way) in-charge.
Assistant Executive Engineer is required to check at least km in every 2 kms and certify to Divisional
Engineer that SSAE(Way)s assessment is correct.
(j) Anchors: To be indicated in the same manner as rails thus: <F. V. 3 P. R. - - > means that the type of
anchors used is of type Fair-V and the number used is 3 per rail.
(k) Ballast: The intention is to indicate here the type of ballast in track, viz., stone, brick or earth packed.
This is to be done by color washing the space provided for this in appropriate colors. Colors to be used are
shown in the legend.
(l) Kilometer and fraction thereof: Here write down the kilometer and in the central space write down the
number of telegraph posts in that mile.
(m) Gang number and SSAE(Way)s Section: This is to be indicated by a line drawn through the
appropriate kilometrage thus:
< ----------------Gangs No. 14 --------------- > < ----------------- Gangs No. 15 ------------------ > and
<---SSAE(Way)/LKM ---------------------- >
(n) These instructions must be pasted in the inside cover of each permanent way diagram book.
- 84 -
Annex 2201
Permanent Way Diagram of Station Yard
- 85 -
Annex 2203(b)
Permanent Way Diagram (or Track Diagram)
- 86 -
CHAPTER XXIII
COMPLETION REPORTS
2301
Definition and Purpose
(a) A Completion Report is a concise description and assessment of the project from inception to
completion. It provides a preliminary evaluation of initial operation of the work as well as the extent of
achievement of the outcome of the project and the projects contribution to achieving the expected impact.
(b) The purpose of the completion report is to provide a record of useful experiences and lessons learned
which can be used to improve the implementation and performance of other ongoing and future works and
projects.
2302
Details required in Completion Report
The Completion Report should focus on analyzing work or project inputs and activities, implementation
arrangements, costs, outputs, and impacts with special emphasis on the difficulties encountered and
actions taken, and other experiences gathered. It should contain the following details:
(a) A history of the work or project from inception to completion;
(b) Evaluate the adequacy of preparation; survey and fieldwork, design; any deviations from the sanctioned
estimate; and implementation arrangements;
(c) Any engineering or other useful details or difficulties encountered during construction; and how
problems encountered were handled, and the adequacy of the solutions adopted during implementation;
(d) Compare original and actual implementation schedules; indicate delays, length and causes of delays,
and remedial action taken;
(e) Reason for any deviation from the sanctioned estimate;
(f) A list of all officers and senior subordinates who were in-charge during execution of the work;
(g). A schedule of quantities and rates, which should be given in the same detail as in the sanctioned
estimate, if the sanctioned estimate has been exceeded by 10 percent;
(h) Any excesses or savings on the total cost, and reason for the same; and
(i) Reference to final working drawings and completion drawings and estimates according to which the work
was executed.
2303
Works completed within sanctioned amount
When the actual cost does not exceed the sanctioned estimate by more than 10 percent, complete details,
vide paragraph 2302(c), are not necessary. All that is required is the total estimated cost, total outlay,
excess or saving and completion drawings.
2304
Joint Works
(a) Completion report for joint works must be prepared in the same degree of detail as the estimates.
(b) If work is done against a deposit, there should be no delay in preparing the completion report so as to
expedite refund of any excess amount in deposit.
(c) If the completion report is likely to be delayed, the Divisional Engineer should inform the Financial
Adviser & Chief Accounts Officer through the Chief Engineer of the approximate amount required to meet
- 87 -
outstanding liabilities and request him to refund the balance to the depositor without waiting for the
Completion Report.
2305
Revenue Works
Completion reports for works charged to revenue are not necessary; however completion reports are
required for new minor works, joint works, and works on the cost of which rent is to be charged.
2306
Completion Drawings and Rent Statements
When completion drawings and rent statements are necessary, they should accompany the completion
report. A certificate to the effect that the necessary addenda or corrigenda to the list of Buildings have been
issued should be recorded on all completion reports for staff quarters and other buildings. A certificate to
the effect that the necessary entries have been made in the Sidings Register (Form E.2023) and the
Register of Deposit Works (Form E-2036) should be recorded on all completion reports relating to assisted
siding and deposit works.
2307
Accounts
(a) Debits and credits received after a completion report has been sanctioned, should, if under Taka 20,000
be adjusted against Ordinary Revenue. If it is over Taka 20,000 the account for the works must be
reopened.
(b) If debits or credits are received after a completion report has been submitted but not sanctioned, a
revised completion report must be prepared.
(c) When expenditure is suspended for over three months, the work is placed under objection by Accounts
Department and is included in the quarterly statement of such works.
(d) Reconciliation of registers must be done quarterly, to ensure that these are up to date and completion
report is not delayed.
(e) Adjustments must be effected promptly, to ensure that accounts of completed works are closed
promptly.
2308
Submission of Completion Reports
Completion Reports must be submitted by Divisional Engineer to the Chief Engineer through the Accounts
Officer, within six months of the completion of work.
2309
Preparation of Completion Reports
(a) Notes must be kept during the progress of the work in sufficient detail to enable the completion report to
be prepared on completion of the work.
(b) The periodic progress reports of the work or project inspection notes by officials, and field books of staff
on the project will provide useful background material from which to prepare the completion report.
(c) Proper upkeep of the project records must be ensured by the Divisional Engineer/ Executive Engineer
in-charge so that his successor, who may not have been involved in the actual execution of the work, has
the necessary detailed records to prepare the completion report.
2310
Completion Drawings
A copy of the working drawing should have necessary corrections made on it in red as the work proceeds.
In case such alterations are few the same can serve as completion drawing. However, if there are many
alterations of major nature, new completion drawing(s) should be prepared.
- 88 -
2311
Date of Completion of work
The month in which the actual work is completed, is to be shown in the completion report as the completion
date. This date must agree with that in the Register of Works.
2312
Responsibilities of Divisional Office
To ensure that completion reports are not delayed; the Head Assistant and Head Accounts Assistant are
jointly responsible for:
(a) Checking of the posting of final bills ;
(b) Test-checking of percentage of other items during the month;
(c) Ensuring that the gross total of sub-heads agree with the total outlay booked;
(d) Bringing to the notice of Divisional/ Executive Engineer any heads not operated on, and any excesses,
whether of quantity or amount in sub-heads; and
(e) Endorsing a certificate on the completion report that all materials charged to the work, but not used up,
have been issued to other works or returned to Stores, and the accounts of the work have been credited
with their value.
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CHAPTER XXIV
RIVERS AND FLOODS
Section 1: River Flooding and Protection
2401
Introduction
The Civil Engineering staff responsible for the maintenance of railway track and structures has to
continuously deal with the situations and problems wrought floods at railway bridges and locations where
the flooded river flows close to the railway line. The situation is exacerbated due to environmental and
climatic conditions that are changing the pattern and intensity of flooding. These challenges must be faced
effectively so that the lines of rail communications are kept open and the safety of rail transportation
services is ensured.
2402
Bangladesh Rivers and Floods
(a) Rivers are the pride of Bangladesh. The country has one of the largest river networks in the world. In a
total landmass of 147,570 square-km which supports a population of about 130 million, there are some 700
rivers including tributaries with total length of about 24,140 km. These rivers mark both the physiography of
the nation and the life of the people. Most of the country's land is formed through silt brought by the many
hundreds of rivers that flow through it. The larger rivers serve as the main source of water for cultivation
and form the principal arteries of commercial transportation. Bangladesh is truly a riverine country.
(b) The flood plains which occupy about 80 percent of Bangladesh have diverse characteristics and are
affected by flash floods, river floods and rain water floods to different extents. As for example the 1987
floods were predominantly rain water floods caused by exceptionally heavy monsoon rainfall in the northern
part of the country. The 1988 floods were mainly river floods caused by heavy monsoon rainfall over the
wider area of the Ganges and Brahamaputra river catchment, more than 90 percent of which lies outside
Bangladesh. Flooding of the rivers during the monsoon season causes enormous hardship and hinders
development, but fresh deposits of rich silt replenish the fertile but overworked soil. The rivers also drain
excess monsoon rainfall into the Bay of Bengal. Thus, the great river system is at the same time the
country's principal resource and its greatest hazard.
(c) Because of exceptionally heavy runoff in the rivers, Bangladesh is prone to heavy flooding. Figure
2402(3) on next page gives a diagrammatic representation of the main causes of flooding. All the rivers
require to be carefully watched, especially during the monsoon period when these are in flood. Some of the
rivers erode very rapidly, as such it is important to keep a watch for any changes in flow and scour
conditions at the sites of bridges and river protection works such as guide bunds.
(d) This Chapter details the measures and precautions to be taken by Civil Engineering staff to protect
railway assets during floods and to maintain the lines of rail communications and ensure the safety of
transportation operations, which are vital for the nations socio-economic welfare. Annex 2402(4) to this
Chapter briefly describes the dynamics of river flow and related aspects so that the protection measures
can be fully appreciated.
2403
History of Bridges and Training Works
(a) Awareness of History and Past Behavior

The Divisional Engineer, Assistant Executive Engineer and SSAE(Way) and SSAE(Works) should acquaint
themselves with the past history of every important and vulnerable bridge, river training/protection works
and the behavior of the rivers in their jurisdiction. They shall organize timely measures for monitoring and
protection of bridges likely to be affected by flooding.
(b) Record of Past History
The Divisional Engineer and Assistant Executive Engineer should maintain record of the past history of
bridges and river training works on their jurisdictions detailing the damages and/or adverse effects
- 90 -
experienced at the bridges. This information shall be based on a review of bridge inspection registers and
flood damage reports in past years for all bridges. The review may include:
Figure 2402(2): Sketch Showing Some Causes of Flooding in Bangladesh

(i)
Wash-aways;
(ii)
Abnormal high flood levels;
(iii)
Heavy afflux;
(iv)
Deep scour near piers and abutments;
(v)
Settlement or tilting or shifting or piers and abutments;
(vi)
Overtopping or breaching of approach banks;
(vii)
Diversion of live channels from one bridge/ span to another;
(viii)
Damage to guide bunds, protective spurs and flood banks or marginal bunds;
(ix)
Aggradation and degradation of rivers; and
(x)
Adequacy of waterway at all openings below railway track.
- 91 -
(c) Updating of past history

The past history of bridges should be updated annually as necessary and the record should be handed
over during change of incumbency.
2404
Danger level at Bridges
(1) Definition
The danger level is that level which when reached, may endanger the safety of the bridge. If the water level
reaches the danger level, all traffic shall remain suspended till such time a responsible official, not below
the rank of Head Mate, inspects the bridge, track and approaches thoroughly and declares it safe for the
passage of trains. For the guidance of field staff the danger level of water at each bridge is indicated.
Note: After inspection by gang mate, if the bridge is safe for the passage of trains, traffic shall be allowed
under caution order and restricted speed of 8 km/hour, and a watchman shall be deputed for patrolling the
affected structure, until such time it is inspected by SSAE(Way)/ SAE(Way).
(2) Determining of Danger Level
(a) The danger level shall be determined for each bridge by the Divisional Engineer with great caution and
due regard to the conditions obtaining at site, including the following:
(i)
In deciding danger level, various factors such as nature of soil, depth of
foundations, existence of drop and curtain walls, flooring, depth of maximum permissible
scour, the highest recorded flood level, the level of the bottom of girders, the springing level
of arch, top of the guide bunds, free board to be allowed, velocity of water observed at
bridge site, afflux noticed and past history of the bridge are to be taken into account.
(ii)
In fixing the danger level, a margin of safety should be allowed taking into
consideration the characteristics of the river or stream such as, whether it is subjected to
sudden flood or gradually rising floods and whether it carries flotsam. Fixing of danger level
at a level lower than necessary may result in unnecessary restrictions to traffic.
(b) Danger level shall be the level which is lower of the following:
(i)
the level which provides adequate vertical clearances;
(ii)
the level which provides minimum stipulated free board to approach banks and
guide bunds;
(iii)
the level of water which is likely to cause an unduly large afflux, say more than 0.5
meter, which may cause large scour endangering the bridge; and
(iv)
the water level which if exceeded may cause excessive scour endangering the
bridge.
(c) In cases, where there is no past history of damage or serious threat to the bridge, free boards are
adequate for approach banks and protection works, no excessive afflux say more than 0.5 meter is
observed or anticipated and no excessive scour endangering the bridge has occurred/been anticipated, the
danger level may be fixed as per the Table 2404(2)(c) below:
- 92 -
Table 2404(2)(c): Fixing Danger Levels at Bridges

Type of Bridge
Span(meter)
Danger Level
<6.1 m
150 to 300 mm -Waterway Clearance below
bottom of girders/slabs depending on the
span and site conditions
>6.1
<12.2
m
450 mm doGirder and Slab Bridges
>12.2 <30.5 m
600 mm do>30.5 m <61 m
750 mm do>61.00 m
1200 mm do<4 m
Springing level
Arch Bridges (1)
>4 m & multiple
2/3rd rise below crown of arch
arches
Box Culverts
All
Bottom of slab
Pipe Culverts
Top of inside of pipe
Balancing Culverts and
50 mm below top of pier/ abutments in case
bridges
of culverts with girders and slabs or the
crown intrados of the arch
Note: Where higher high flood levels have been recorded in the past, without any dangerous afflux or
scour, or damage to approach embankments, danger level may be raised suitably at the discretion of Chief
Engineer.
(d) In case where floods higher than danger level have occurred several times in the past without causing
any damage to the structure, the desirability of revising the danger level may be examined.
(e) Fixing of the danger level for any new bridge or any revision of the existing danger level should be done
with the approval of the Divisional Engineer in-charge, who should record the reasons for revising the
danger level.
(f) All danger levels should be recorded in the bridge inspection register.
(3) Marking of Danger Level
The danger level should be marked on the abutments or on the first and last pier of the bridge. In the case
of long multiple span bridges, the danger level mark should be repeated suitably on intermediate piers.
These marks should be fixed on the upstream side of the bridge, conspicuously visible to the inspecting
officials, patrolmen and watchmen. The danger level should be marked with a bright red band 5 cm wide
centrally over a white band 10 cm wide for a length of 60 cm.
2405
Protection of Bridges during Floods
(1) Bridges to be observed

(a) During the period from 01 July to 15 October the bridges listed in table below (see paragraph (4) below)
must be placed under strict observation. This will be done by the provision of watchmen and by special
attention of the permanent way staff.
(b) In addition to the bridges in the above list, Divisional Engineer will determine, based on the past history
of bridges, where watchmen are to be posted during the monsoon, and the period of their posting.
(2) Watchmen for Bridge Observation and Protection
(a) Posting of watchmen: SSAE(Way) shall ensure that only literate, reliable and experienced staff, who
can read numbers, and is well versed in safety rules for the protection of trains should be posted as
watchmen. The watchmen should be drawn from permanent way gangs.
- 93 -
(b) Equipment of watchman: The watchmen shall be provided with the following equipment:
(i)
Two red flags;
(ii)
One green flag;
(iii)
Two hand signal lamps;
(iv)
10 Detonators;
(v)
Whistle;
(vi)
Match box;
(vii)
A keying and spiking hammer;
(viii)
A fish bolt spanner;
(ix)
A gauge-cum-level;
(x)
A staff to exhibit flag/lamp;
(xi)
A powerful torch; and
(xii)
Probing rods, if required.
(c) Duties of Watchman

(i)
The bridge watchman should be well conversant with the rules regarding the use of
hand signals, detonators and protection in the case of emergency.
(ii)
The bridge watchman should walk over the bridge and where possible, under the
bridge also, carefully inspecting every portion of the bridge for any sign of distress or failure.
Watchmen shall look for any of the following situations that spell danger:
a. Flood reaches or exceeds the danger level;
b. There is danger to the bridge, its approaches and/or protection work, even before the
danger level is reached, which may be indicated by disturbance to alignment and or
longitudinal level of track on the bridge due to shifting or settlement of piers/ abutments;
c. Water level on one side of embankment is at a much higher level than on the other
side, resulting in seepage or piping through embankments;
d. There are cracks on the approaches of bridge showing signs of settlement; and
e. There is large scale obstruction to the water way of bridge.
(iii)
If danger is apprehended, the watchman should stop the traffic and arrange to
protect the track. He should then report the same to the gang mate, by the quickest
available means. When no danger is apprehended, he should stand on the left hand side of
the train and blow the whistle when the engine and brake van pass.
(iv)
Where gauges are fixed at bridges, watchman should record the gauge readings,
whenever directed to do so. When the water level is rising and likely to approach the
danger level, they should arrange to send a report to the gang mate/ SSAE(Way)
immediately.
- 94 -
(v)
Watchman should disengage floating trees and other flotsam entangled against
piers, spurs and guide bunds; where necessary help of permanent way gangs should be
taken.
(3) Action to be taken by SSAE(Way)
(a) On receipt of the massage apprehending danger, the SSAE(Way) will immediately reach the site and
ensure protection of track, if not already done.
(b) After examining and ensuring that the bridge, its approaches and protection works are in safe condition,
if necessary, by taking sounding and probing, the Inspector may allow the trains at such speed, as he may
decide, depending or the conditions at site.
(c) The SSAE(Way) shall advise the Assistant Executive Engineer giving the following particulars; and copy
of the message shall be sent to the Divisional Engineer:
(i)
Flood level and its position with reference to danger level, rising or falling;
(ii)
Difference or level between upstream and downstream, action/effect of flood on the
bridge or protection works;
(iii)
Any special action required.
(4) Soundings at Bridges during Floods

(a) Bridges where soundings are to be taken. Soundings should be taken regularly at all important bridges
given in Table 2405(4) below. In addition, soundings must be taken at bridges where the previously
recorded highest flood level has exceeded and these bridges must be kept under watch. The Divisional
Engineer should also arrange to take soundings during floods at any other bridge where considered
necessary. It is important that the sounding work is supervised at the level of SAE(Works) or Works Mate.
(b) At bridges in the above list, at least two waymen should be assigned for taking soundings during the
monsoon. One man must be an experienced lead-man and the second should be able to use a lead. One
of these men should be able to record the soundings in vernacular in a note book. SSAE(Way) of the
section should transcribe all recorded soundings in to a register in English, and send these to the Divisional
Engineers Office for updating of their registers.
(c) The staff deputed for taking soundings at important bridges should be camped at the respective bridge
site, for which necessary arrangements should be made by Divisional Engineer and Assistant Executive
Engineer. Only trained staff should be put to work of taking soundings.
(d) The lead-man or extra watchman should be instructed to patrol the guide bunds several times a day,
and must report if any settlement of the pitching or undue scour is observed. The exact location settlement
or launching along the guide bund must be carefully noted.
(e) Special care should be exercised when taking soundings, especially in rapid water, to ensure that they
are trust-worthy. Lead or rail-piece of proper weight and log line or echo sounders of reliable quality should
be used. The weight should first be lowered up to the bed as far as it can go then raised by a small extent
and lowered again and the process repeated three or four times until the inclination of the log line to the
vertical is as small as could be obtained. The level of the river bed below the point of suspension is
assessed from the length and inclination of the log line and the probability and extent of scour gauged from
comparison with the figures on the inscription plaque fixed on piers and abutments which indicate the
nature and depth of foundations.
- 95 -
Table 2405(4): List of Bridges on BR where Soundings are to Be Taken

Bridge
Name of
Location
Type of
Span
Section
No
Bridge
In km
Girder
(meter)
DarsanaDeck
8x18
220
Bural
225/12-226/1
Chilahati
Semi through
1x18.28
Through
1x 30.48
,,
241
Baraloe
249/10-11
Deck
4x 12.2
,,
251
Atrai
261/11-14
Through
3x45.7
Through
1x30.5
,,
274
Tulsi
297/11-12
Deck
2x18.3
Semi
1x18.3
Poradaha20 R
Gorai
186/9-187/1
Through
7x54.9
Faridpur
Girder
1x6.1
2x45.7
IshurdiThrough
24
Muradanga
245/4-5
2x48.8
Serajgang
Deck
&2x12.2
3x18.3
Deck Semi1x18.3
,,
26
Dilpashar
249/3-4
through Deck
&2x12.2
3x18.3
Deck Semi,,
27
Bhangoora
252/10-11
1x18.3
through Deck
&1x12.2
1x62.8
Through
3x32, 2x18.3
,,
35
Phuljore
264/9-12
Deck
2x7.9
3x18.3
Santahar14 F
Nagore
304/12-305/1
Deck
Kaunia
,,
25 F
Karatiya
324/0-1
Deck
3x18.3
1x12.2
,,
45 F
Bangali
359/6-7
Deck
&6x18.3
Bonarpara4/ 1
Ghagot
373/11-12
Deck
5x12.2
Phulchari
ParbatipurLalmonirhat
16 G
Jabuneswari
396/14-397/1
Deck
6x18.3
2x6.1 &1x4.6
,,
41G
Goghat
418/11-12
Deck
3.6.1
,,
ParbatipurChilahati
,,
52 G
Tista
436/5-18
17 M
Kakradhar
394/14-395/1
22 M
402/8-9
13x45.7
1x45.7
2x29.6
6x18.3
,,
30 M
Atrai
Puranabhab
ha
Through
Through
Deck
Deck
411/2-7
Deck
8x30.5
,,
41 M
Tengan
421/11-12
Deck
2x12.2
1x18.3
- 96 -
Table 2405(4) (continued): List of Bridges on BR where Soundings are to Be Taken

Bridge
Name of
Location in
Type of
Span
Section
No.
Bridge
km
Girder
(meter)
ChittagongSemi
1x30.5
181
Feni
72/58
Akhura
Through
7x24.4
Semi
,,
185
Muhuri
77/5-7
7x24.4
Through
3x30.5
,,
243
Goomti
156/3-4
Deck
2x12.2
Through
1x32
Chittagong10
Karnafully
13/11-14/8
Transfer
10x30.48
Dohazari
Deck
5x12.2
10x6
Akhura1A
Titas
202/6-9
Deck
6x32
Bhairab
26
Meghna
231/4-232/5
Through
7x100.88
Bazar
Mymensing
4x28.95
1
Brahmaputra
348/4-8
Deck
h-Gouripur
5x31
Through
1x30.48
34
Old Brahama235/5-6
SemiThgh
5x18.28
putra
Semi-Thgh
2x24.38
Bhairab
Through
5x18.28
Bazar-Tungi
63
Arial Khan
260/2-3
Semi-Thgh
1x30.48
Through
2x76.20
275/0-4
Semi-Thgh
4x30.48
79
Lakhya
Semi-Thgh
8x18.28
Laksam
Deck
2x12.19
33
Dakatia
157/5-7
Chadpur
Semi-Thgh
1x18.28
Deck
1x18.28
18
Khazaudi
387/12-13
Through
1x45.72
Deck
1x12.19
2x18.28
SylhetDeck
Chatak
28
Bhatta
396/12-13
Through
1x45.72
Fish Vally
9x12.19
Bazar
401/5-6
Deck
2x9.14
33
Jhawa
1x30.48
36
Madhapur
406/5-6
Semi&Thgh
Deck
1x12.19
(f) The person taking sounding should stand as firmly as possible with the log-line coiled in his left hand
and lower the lead until it is just clear of the water. He-should then swing the lead and get it in to as long a
swing as possible, drop the lead and let as much line run out as he considers being correct. If he does not
find bottom he must lengthen the line one meter at a time until the lead touches the bottom. The lead may
touch several feet upstream and the log-line will curve and give a false sounding. The lead-man should
therefore shorten the log-line allowing the lead to trail on the bottom until clear. This will give the
approximate soundings. If the lead-man feels no ground, he must lengthen the log-line again and as the
line passes perpendicularly below him in the stream, he must drop his hand, and then he will probably feel
the bottom and get a good sounding. If he feels the ground by trailing the lead, he must shorten the line,
cast again and drop his hand as the lead passes below. Spare leads and log-lines must be kept handy, as
leads often get caught in the pitching stone at the bed of the river and cannot be released.
(g) It is often impossible to get good soundings with leads in rapid shallow currents. In such situations
bamboo sounding rods that are painted alternately, in black and white, to read depth in meters and cm,
must be used. This requires great care as, with water flowing at 2 meters per second, the bamboo gets
carried away very rapidly. The sounding rod should be as light as possible, and there should always be two
or three spare rods available as replacement.
(5) Pricking and borings at important bridges
(a) At important bridges pricking should be done around all piers and along the face of abutments where
scour is known to have occurred during the flood season. If no stone is found where pitching existed before
- 97 -
the floods, borings should be done at distances of 3 and 16 meters from all the faces of piers and
abutment, and should go down to the full depth of the pier or until stone is encountered.
Note: Borings may be done except in situations where the cost of boring is high.
(b) Stone found by pricking or borings should be indicated on a plan, which should be superimposed over
the previous pricking or boring done at the same pier. This plan together with detailed remarks and
recommendations should be submitted to the Chief Engineer for orders as to whether further pitching is
necessary.
(c) Pricking should also be done along the river side slopes of guide bunds.
(d) Complete records should be maintained of the quantity of stone pitching placed around piers and near
abutments, so that the total quantity is known.
(e) All plans, cross sections and graphs of water level trends and maximum scour must be maintained very
carefully in a register along with all important events such as stone put down, high flood levels, and
maximum scour observed.
(f) Probing of small bridges. In smaller bridges which run full during a flood and where there is a great rush
of water, probing should be done with a bamboo to ascertain if the flooring is intact.
(6) Procedure when danger soundings are recorded
(a) The safe scour depth below rail level should be fixed by the Chief Engineer for all the bridges having
well/pile foundations by making reference to completion drawings. The safe scour depth should be
indicated on the top of pier.
(b) If the existence of pot holes or undue settlement of pitching is discovered within 16 meters of a pier,
arrangements must be made to boat out stone and to dump it upstream of the location where it is needed
on the scoured slope in order to reduce soundings to safe limits.
(c) Arrangements must be made to take soundings around the site of scour up to 21.5 meters in all
directions in a boat to determine if any deep scour or pot holes have formed or if dangerous settlement of
the pitching stone has occurred.
(d) Should the sounding at any pier exceed the safe scour depth, the SSAE/SAE-in-Charge will stop traffic
and commence dumping of boulders advising all concerned. The dumping of boulders should be continued
until the soundings indicate that maximum scour depth is less than the safe scour depth. Dumping must not
be started until the scour has actually gone below the safe scour depth.
(7) Cross-section of River Bed
In addition to the daily soundings around piers, a cross-section of the river bed shall be taken along the
bridge once a week. It will be convenient to take the soundings at each main joint of girder. The crosssection should be plotted on copies of the cross-sections plotted in previous years.
2406
Reserve Stock of Stone Boulders for Monsoon
(a) Locations and quantity of reserve stock of pitching stone, boulder and other monsoon reserves should
be fixed by the Chief Engineer. Arrangements should be made to stock them before the onset of monsoon
at locations specified in stacks or in loaded wagons.
(b) Due to the changing pattern of flow in the alluvial rivers of Bangladesh, it is never certain where the line
may be damaged by floods. It is considered advisable to keep reserve stocks of stone boulders for
emergencies. The quantities of boulder stone as given in Tables 2406(b)-1&2 below shall be kept as
reserve stock for use in emergencies, at selected bridges and stations on Bangladesh Railway.
- 98 -
Table 2406(b)-1: Reserve Stock of Boulder Stone at Bridges on BR (Part 1)

S.
No
1
2
3
4
5
6
9
10
11
12
Bridge
No
Name of Bridge
20R
Gorai
52G
Tista
10
ChittagongLaksam
ChittagongLaksam,,
AkhuraBhairab
Bazar
Bhairab
Bazar - Tungi
Jamalpur
Town
Prodyot
nagar
MymensinghGouripur
Mymensingh
-Gouripur
Prodyot
NagarBhadurabad
SylhetChatak Bazar
Section
PoradahaFaridpur
ParbatipurKaunia
Chittagong
Dohazari
Location
(km)
Type of
Girder
Spans
(meter)
186/9187/1
436/5-18
Through
Semi thgh
Through
Karnafuli
13/1114/8
Through
Deck
185
Muhuri
77/5-7
Deck
7x54.86
1x54.86
13x45.7
2
1x45.72
10x30.4
8
5x24.38
7x18.28
181
Feni
72/5-8
26
Meghna
231/4232/5
SemiThrough
Deck
1x45.72
7x24.38
6x32.30
7x100
79
Sitalakhya
275/0-5
Through
deck
Jhenai
410/4-6
Through
1X15.24
4x30.48
8x18.30
3x36.27
1x45.72
Old
Brahmaputra
Shambhugang
Bridge No 2
Bahadurabad
Bridge
347/7-8
Deck
345/2-3
Semithrough
Deck
9
18
Bahia
Khezamt
300/2-4
388/1-2
28
Bhetta
397/4-5
37
33
36
Roni
Jhawa
Madhepur
2
42
443/8-9
Deck
Deck &
Through
Deck &
Through
408/10-11
Deck
401/5-6
Fish Belly
406/5-6
Deck
Semi-Thgh
Deck
Quantity
Pitching
stone
(cum)
2832
2266
290
290
290
1700
570
1420
4x28.96
4x31.10
1x18.90
570
1x6.10
1000
5x12.19
1x45.72
1x18.28
1x12.19
1x45.72
2x18.28
5x12.19
9x12.19
2x9.14
1x30.48
1x12.19
850
1600
290
708
708
708
708
Note: The reserve stock as per CEs Circular No 23 has been updated and shown in this table. The
updating was done in consultation with the Divisions. In the context of climate change and changing
weather patterns it is important that the quantities of reserve stock are reviewed and adjustments made
as necessary with the approval of the Chief Engineer.
(c) Reserve stock should not be used except in emergency; where it is used, it should be recouped.. The
reserve stock for use in bridges should be stacked at suitable locations above the high flood level close to
the bridge and the protection works. SSAE(Works) should maintain a register showing the stock and
transaction of reserve stock.
(d) Before the onset of monsoon on a date to be specified a certificate should be sent by the SSAE(Way)
that the monsoon reserve stocks as specified have been recouped. In case there are any exceptions, these
should be indicated.
(e) The annual return of pitching stone, boulder and monsoon reserve should be submitted by each
Divisional Engineer to the Chief Engineer by specified date after the monsoon. It should be accompanied
by a statement of training works added or abandoned during the year with recommendation for reduction or
- 99 -
increase of the reserve stock. Divisional Engineer shall ensure that the reserve stocks of pitching stone are
reviewed every year and these are recouped well in advance of the flood season.
Table 2406(b)-2: Reserve Stock of Boulder Stone at Stations on BR (Part 2)
Quantity
Location
in cum
Pahartali Division
1 Comilla
710
2 Laksam
570
3 Feni
570
4 Chandpur
1420
5 Protection of bank in Chittagong- Dohazari
290
section.
6 Protection of bank in Chittagong-Nazirhat
290
section
Dhaka Division
1. Kwatkhali
2. Meghna Bridge Between Ashugang-Bhairab
Bazar Station
3. Sitalakhya Bridge Between
Ghorasal and Akhaura Station
4. Between Paghachang-Brahmmanbaria
Km 214-215
5. Bridge No.8
Jhenai Bridge
6. Bridge No.1 Over
Old Brahamaputra river near Mymensingh
7. Bridge No.2 Near Shambugang
Paksey Division
1. SSAE/Works/ Serajgang Bazar
2. SSAE/Works/Kushtia at Gorai bridge
3. SSAE/ Works/ Rajbari
4. SSAE/Works/Paksey
5. SSAE/Works/ Khulna
6. SSAE/Works/ Rajshahi
Lalmonirhat Division
1. Parbatipur
2. Santahar
3. Bonarpara
4. Tista
5. Bamandanga
Total
3850
570
1700
570
710
1420
1420
290
Total
6680
Total
1560
2835
795
6800
570
570
13,130
Total
460
470
850
2270
1700
5750
Asst. Executive Engineer in-charge Saidpur

SSAE/Works/Saidpur
100
Hardinge Bridge
Total
99,120
Note: The requirement of reserve stock should be periodically reviewed to conform with the
experience in the past few decades. As for example the reserve stock at Hardinge Bridge (of
about 99,000 m3 or 3.6 million cubic feet) be reviewed due to changes in flow conditions in
the Padma River.
- 100 -
(f) Before the onset of monsoon on a date to be specified a certificate should be sent by the SSAE(Way)
that the monsoon reserve stocks as specified have been recouped. In case there are any exceptions, these
should be indicated.
(g) The annual return of pitching stone, boulder and monsoon reserve should be submitted by each
Divisional Engineer to the Chief Engineer by specified date after the monsoon. It should be accompanied
by a statement of training works added or abandoned during the year with recommendation for reduction or
increase of the reserve stock. Divisional Engineer shall ensure that the reserve stocks of pitching stone are
reviewed every year and these are recouped well in advance of the flood season.
(h) Permanent remedial measures should be taken as soon as possible in every case and recurring
expenditure on reserve stocks avoided or minimized.
2407
Protection of Approach Banks
(a) Approach banks of bridges may be subjected to severe attack under the following conditions:
(i)
When the HFL at the bridge is very high and there is spill beyond the normal flow
channel.
(ii)
When the stream meets a main river just downstream of the bridge.
(iii)
In the case of bridges with insufficient water way.
(iv)
The wave action on the approach bank of bridges situated in tidal reaches may
have a detrimental effect.
In all the above cases the pitching of the approach bank up to high flood level with sufficient free board is
an effective solution. Provision of toe wall and narrow apron in some cases will also be useful.
(b) Whenever the water level on either side of an approach bank is different, there may be seepage of
water and to ease the hydraulic gradient, widening of banks and provision of sub banks may be resorted to.
(c) At locations with standing water against the embankment, special watch should be kept when the water
level recedes rapidly and when slips are likely to occur.
2408
Protection of the Line during Floods
(1) Staff to be out on Line

Based on reports from the Bangladesh Meteorological Department about any expected flooding, it is
important that staff should be out on the line when floods occur. Frequent notes should be kept as to the
direction of flow of water. In case there is violent flow, the water should be examined for signs of eddies of
back water. Back waters during heavy floods below the bridges and behind wing walls are signs of danger,
and as soon as they are observed soundings and probing must be taken and arrangements made for
pitching if necessary, particularly if the water is observed to be muddy or turbid in appearance and not the
same as the surrounding water.
(2) Water attaching banks
(a) On all bridges which are likely to be subjected to heavy floods, gauges should be painted in black arid
white. The portion of the gauge above high flood level should be painted with red back ground, and action
for protecting the track and bridges should be taken as soon as only the red portion of the gauge remains
visible. The same action is also indicated where flood water is touching the bottom of bed stones in case of
girder bridges or the crown of arch in case of arch bridges.
(b) In case water is heading up against the bank, speed restriction should be imposed when water level has
risen to within 15 cm of the top of the formation.
- 101 -
(c) Water frequently rests against the bank and extends over a large area, where a high wind may set up
wave action often battering and scooping out the slopes. Such slopes must be protected either by brickbats
or pitching stones. If the flood water should rise so high as to threaten to over-top the bank, stone or brickbats must be run out to the site and spread out on the downstream side of the bank slope.
(3) Water over rails
Where water over-tops the rails, scour below the track is always evident by discoloration of the water
trailing out downstream and carrying the ballast with it.
(4) Sudden rise of water level in river
In some places, the water, either through a sudden overflow of a river or excessively heavy rainfall rises
rapidly giving little notice. On receipt of information of sudden overflow of river or of a breach in some guide
bund of a river or a heavy rainfall in a locality which are likely to affect the railway embankment or bridges,
all concerned should be immediately alerted and the threatened portion of the line adequately protected,
and such other measures adopted as are considered necessary to ensure safety of running trains.
(5) Floods close to line
Where floods are dangerously close to the rail, gauges should be put up on each side of the line and the
readings taken daily, and reported by the Divisional Engineer to the Chief Engineer as and when
considered necessary.
(6) Other situations requiring protection measures
(a) In addition to the precautions required to be taken at bridges as enumerated in the paragraphs above,
special patrolling of the railway line will be necessary in the situations listed below:
(i)
the country is flooded and the water on the upstream side is one meter below rail
level or higher;
(ii)
the weather remains cyclonic with expectation of heavy rainfall based on
information received from the Bangladesh Metrological Department and the Flood
Forecasting Division;
(iii)
there is heavy and continuous rain, which may scour out the bank and cause other
damage; and
(iv)
large rivers are in flood and overflow their banks, and the spill water threatens
sections of the line.
(b) The exact nature of patrolling shall depend on the circumstances and may fall under one of the
categories described in the paragraph below.
(7) Protection of track during floods
(a) Guidelines for field staff for the protection of trains at times of flooding of railway embankments/tracks
are summarized in Table 2407(8) below:
(b) The actions for protection of trains outlined above are for guidance of staff, since no two flooding is
similar and every such emergent situation will be unique. Also the rise of water level in successive stages
as above will hide from view the condition of embankment, whether there is erosion/slippage, and whether
the embankment materials can still support the train loads. The official at site should do probing as
necessary to ascertain the fitness of the track to pass train(s). However, in no case is the proper protection
of the line and safety of trains to be compromised. The official(s) at site will be guided accordingly.
- 102 -
Table 2408(7): Guidelines for Protection of Trains during Flooding of Embankments/Tracks

Action to be taken for Protection of
Status of Flooding
Trains
(i) In case flood water have reached the Patrolling of track should be started
railway embankment and there is an afflux
(or difference in water level between the two
sides of the embankment) of 30 cm
(ii) Flood waters reach the cess level
Patrolling of track to be started and
trains to be passed on caution order and
speed of 10 km/hour.
(iii) Flood waters reach top of ballast
Stop Dead and 10 km/hour, and trains to
be piloted by SSAE/SAE(Way).
(iv) Flood water level with top of the rail
2409
All movement of trains to be stopped.
Patrolling of the Railway Line
(1) Types and Arrangements for Patrolling

(a) Continuous patrolling throughout the day and night
(i)
This will be at places where danger may arise at any time such as: weak banks and
places where flood water approaches very rapidly and has overtopped or nearly overtopped
the rails in the past, cutting in soft soil and sites of previous breaches. The beat of the
patrollers should not normally be more than 4 km.
(ii)
The line should be patrolled by three pairs of patrolmen who will be on duty for four
hours at a time. The patrollers should be drawn from amongst permanent gang men, care
being taken that only intelligent and experienced men are selected. Temporary waymen
should be engaged to recoup the shortfall.
(b) Emergency patrolling
(i)
This will be at places where danger may occur during heavy rain only. These
include: banks against which water may accumulate, and these are likely to be cut by
villagers to get rid of water; sandy banks that may get washed away; sandy cuttings where
sand might flow on top of track, and bridges where the high flood level is higher than usual
or the current is much faster.
(ii)
Since the duration of patrolling may be for short periods, SSAE(Way) will nominate
four intelligent and experienced waymen in the permanent way gang, and the gang mate
will be responsible for mobilizing at short notice.. The patrollers will work in pairs, with each
pair performing four hour's duty, alternately. They will cease patrolling after danger is over.
(c) Patrolling of bridges
(i)
These will be bridges over rivers or streams carrying heavy flood water that may
lead to scour around abutments piers or protection works.
(ii)
There shall be at least two watchmen per bridge. At bridges where permanent
watchmen are posted, if their number is less than two, selected intelligent and experienced
waymen from permanent gangs should be deputed, and the shortfall in gangs should be
made up by engaging temporary labor. Their duty will be mainly to watch the bridge and
patrol its approaches and protection works.
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(d) Occasional patrolling

(i)
This shall be organized at places where there is usually no danger to track during
rains, but for some local reason patrolling is advisable, as for example drainage in yards.
(ii)
During heavy or moderate rain the permanent-way gangs cannot do their normal
track work. The gang mate should therefore, depute the waymen to examine and attend to
drainage of track and picking up slacks.
(e) Newly constructed or rebuilt bridges and new banks
(i)
Patrolling will need to be organized at the locations where new banks have been
built or banks have been raised. Also bridges built since the last monsoon, construction of
which involved deep excavations and refilling, which may cause settlement of track.
(ii)
Over such bridges and banks, the gang mate should keep a watch and pick up the
track whenever slacks or dips are noticed. If necessary, a speed restriction should also be
imposed. The SSAE(Way) shall indicate such places to ,the Gang Mate and shall also
impose speed restriction when and where necessary.
(2) Action to be taken by Patroller when damage is detected
(a) After protecting the line, the patroller must proceed with all haste away from the damaged point in the
direction of the nearest station or if he is cut off by an impassable breach, to the station in the opposite
direction;
(b) If he meets any other staff or reaches a gang hut, he must report the damage and send men to the
damaged line to give further protection and, if possible, to effect repairs.
(c) He must proceed on to station and report to the Station Master. He will be accompanied, when possible,
by one man from a permanent way gang that he has met; and
(d) The first duty of all permanent way staff on receipt of a report of damage is to proceed to the site and
see that the line is properly protected.
(e) Display of Signals: All patrolmen, bridge watchmen and gatemen must be instructed to exhibit signals to
the drivers of all trains as follows:
(i)
White - all clear;
(ii)
Green - caution; and
(iii)
Red - danger, Stop Dead.
Definite instructions must be given to the staff as to the conditions which will necessitate caution or stop
signal.
(3) Responsibilities of officials for patrolling
(a) Responsibilities of SSAE(Way)
(i)
He shall be personally responsible for seeing that patrolling as per this Manual is
organized whenever necessary.
(ii)
He should make frequent inspections to ensure that the patrolling is being carried
out satisfactorily and effectively.
- 104 -
(iii)
SSAE(Way)/SAE(Way) shall explain to each patroller and watchman: his beat for
patrolling; the points needing special attention; and that the patroller must walk to and fro
over the section allotted to him and carefully examine the condition of the track, bridges and
embankment so that he can render a suitable report.
(iv)
The monsoon patrollers and watchmen should be issued instruction sheets by
SSAE(Way), which should be carefully kept by them during the period of patrolling.
(v)
SSAE(Way)/SAE(Way) must systematically record results of their inspections of the
locations being patrolled on their jurisdictions.
(b) Formal sanction to employ special staff required for patrolling and soundings must be applied for by
SSAE(Way) through the Assistant Executive Engineer well in time. Timely placement of staff for patrolling
and keeping watch at bridges should be done in a timely manner, and should not be held up for want or
formal sanction.
(c) During the monsoon period, Assistant Executive Engineer and SSAE(Way) should also carry out more
frequent inspections of the patrolled track by foot-plate of engines, rear vehicles of fast trains.
(d) Assistant Executive Engineer and Divisional Engineer should also make frequent inspections of track
and bridges patrolled and record the results.
(e) Assistant Executive Engineers are expected to supervise the system of patrolling used and the means
employed and ensure that the rules are strictly enforced.
(f) Even when special patrolmen or bridge watchmen are appointed, regular permanent way staff is not
relieved of any responsibility; they will continue to remain responsible for inspecting their section and
reporting on flood damages.
(4) Procedure of staff at site of damage
The procedure of the staff summoned to the site of damage will, to a large extent, depend on the
circumstances of the case, but in no case is the proper protection of the line to be compromised. If the
damage is not of great consequence, the Gang Mate shall bring the trains to a dead stop, and himself pilot
them over the site, if he considers it necessary to do so, until the arrival of his superior.
2410
River Surveys
(1) Classification
(a) Surveys of rivers may be divided into two classes:
(i)
Surveys where accuracy is necessary; and
(ii)
Rough surveys where great accuracy is unnecessary.
(b) The important matter in such surveys is soundings the land survey work along the banks being done in
the ordinary ways. In such cases however triangulation should always be done filling in the details with
plane table as otherwise correct course of the river cannot be plotted.
(2) Obtaining accurate soundings
For accurate soundings, where the distance across the river is less than 300 meters a plane table may be
used from a shore base. But for larger distance the, the most convenient method is having fixed the sites
for soundings to make a right angle base ashore and take the apex angles on the line across the water with
a box sextant from a boat, noting the angle and the depth in a note book. A Box Sextant may be used with
ordinary ranging rods up to about 150 meters and up to about 2,000 meters if the base mark be made large
enough with black and white discs up to 2 meters diameter. The base should be about one-fifth of the
length of the section on which the soundings are being made.
- 105 -
(3) Rough soundings

Where great accuracy is not necessary rough soundings may be taken from a boat, making a sketch and
nothing-their position relative to point ashore and rowing zig-zag across the channel jotting the sounding on
the sketch. If the current is strong the boat will have to be towed or rowed upstream in shore, or if the
current is very strong and the river, large a motor launch or boat is utilized using electrical sounding
equipment e. g. in the case of Hardinge Bridge at Paksey.
(4) Survey plans
These surveys are of undertaken to get the configuration of the river streams and channels on the
approaches of very important Bridges or at Ghats to ascertain what depth of water there will be for
streamers during the low water trend season and hence it necessary to reduce them to low water level
datum. If the soundings are not converted to reduced levels, it will be necessary to make a mental
calculation from the soundings when inspecting the plan of soundings should have the date of soundings,
the north point, the direction of the current, the scale if any, the water level when the soundings were taken
and low water level marked on it.
2411
Weather Warning
(a) Geographically, Bangladesh straddles the fertile Ganges-Brahmaputra delta, and every year torrential
rains brought by monsoon winds and cyclones swell its network of rivers and canals. Whereas Bangladesh
faces the brunt of the flooding in the delta of the Ganges and the Brahmaputra rivers, more than 90 percent
of the basins of both rivers lie outside Bangladesh. In this situation weather and flood warnings are an
important part of the life and activities in the country. The spread of the railway infrastructure and services
makes it necessary that the weather and flood forecasts are heeded to in all seriousness for maintaining
the lines of communications and ensuring the safety of train operations.
(b) The Bangladesh Meteorological Department (see note below) provides weather forecasts and also
issues warnings for severe weather phenomena such as tropical cyclones, tornadoes, norwesters, and
heavy rainfall. The list of railway officials who are on the warning list of the Bangladesh Meteorological
Department is given in Chapter XXVI. These officials must ensure that the storm warnings permeate to all
concerned supervisory staff in the field through the control communication/ telephone channels, and their
confirmation is also taken. The warnings for severe weather should be communicated to the railway
operation control centers in the East and West zones, which are manned round the clock, and these
centers should disseminate the warnings to all field officials.
Note: Bangladesh Meteorological Department is the authorized Government organization for all
meteorological activities in the country. It maintains a network of surface and upper air observatories, radar
and satellite stations, agro-meteorological observatories, geomagnetic and seismological observatories and
meteorological telecommunication system. The Department has its Headquarters in Dhaka with two
regional centers i.e. Storm Warning Centre (SWC), Dhaka and Meteorological & Geo-Physical Centre (M &
GC), Chittagong.
(c) The Asian Disaster Preparedness Center (ADPC), a non-profit organization, has developed forecasting
schemes for floods in Bangladesh that add substantive predictive skills to current efforts within Bangladesh.
ADPC provides 1-day up to 10-day in-advance forecasts for the river discharge for the Ganges River at
Hardinge Bridge gauging station, and for the Brahmaputra River at Bahadurabad gauging station. The
railway will benefit from the forecasts provided which can be accessed on ADPCs web site
(www.ADPC.net/).
(d) Norwesters. Between February and June a sharp look-out should be kept for, north-western storms.
These give plenty of notice of their coming. They form up with towering masses of clouds, and come direct
from the North West. These storms are often of great violence accompanied by blinding rain and wind. It is
dangerous to be caught in the middle of a river in such storms. Similar storms are also experienced in
OctoberNovember (see Chapter XXVI).
- 106 -
2412
Special Inspection during monsoon
(a) The SSAE(Way) should be out in his section as far as possible by trolley during the period of warning
and 48 hours beyond. He should arrange to advise monsoon patrolmen and watchmen and gang mates to
be extra vigilant.
(b) During floods and/or during spells of heavy rain the Assistant Executive Engineer, SSAE(Way) and
SSAE(Works) should inspect by trolley, foot-plate of the engine or other means, the bridges and allied
works, as frequently as necessary. Where a strong rush of water and heavy afflux occur, they should look
for the presence of eddies and backwaters which are signs of danger. When these are observed, sounding
with the help of echo sounders or probing with the help of log line with a heavy lead weight, rail piece or
probing rod must be taken and if scour is detected, boulders or pitching material should be run-out and
dumped as necessary. As a precautionary measure, traffic may be suspended if long lengths of track with a
large number of bridges experience a flood situation and scour can not be measured, particularly during
night time.
2413
Flood records
(a) A list of bridges across large alluvial rivers and such other rivers as identified by the Chief Engineer
should be prepared to maintain the flood records as noted below:
(i)
Soundings around piers and abutments during and after high floods;
(ii)
Gauge readings of flood level during monsoon;
(iii)
Observations of afflux and velocity during monsoon;
(iv)
Cross sections of river during and after floods;
(v)
Survey of the river course after monsoon;
(vi)
Cross section of guide banks/protection works and their aprons; and
(vii)
Annual survey of scour holes. The details of flood records that are to be maintained
should be specified for each of the bridges.
(b) Flood records during monsoon. The records include gauging, velocity and afflux measurements during
monsoon as follows:
(i)
Water level should be recorded daily at the specified bridges, during the monsoon
period and a register should be maintained. In addition to gauge and afflux readings
accurate record of maximum flood levels and the rate of rise and fall of flood levels must be
recorded in the register.
(ii)
Divisional and Assistant Engineers should ensure that gauges are erected and
maintained at all specified bridges both on the upstream and downstream side.
(iii)
Afflux gauges should be fixed at a distance of about 30 meter upstream and
downstream of the bridge opening, preferably at near still water so that these are not
affected by swiftly moving currents.
(iv)
Velocity of flow should be recorded using floats or current meter at all the specified
bridges. When current meter is used necessary staging or platforms should be provided on
the pier.
- 107 -
(c) Cross section of rivers during floods

For such bridges as specified, cross section diagrams of the river bed near about the high flood level at
specified locations on the upstream and downstream side should be prepared in the Divisional Engineer's
office from particulars submitted by the Assistant Executive Engineer and copies sent to the Chief
Engineer.
2414
Rivers and Flood Register
(a) Continuous records of the behavior of large alluvial and other specified rivers and the condition of
training and protection works of the bridges across them, if any, should be maintained by the Assistant
Executive Engineer in a Rivers and Floods register. This register should contain:
(i)
Brief history of the bridge and protection works at and away from the bridge site
with plans and sections.
(ii)
Condition of foundation and protection works with particulars of action taken on
repairs required.
(iii)
Particulars of flood damage and remedial measure adopted with reference to
Bridge Inspection register.
(b) The Assistant Executive Engineer shall submit the Rivers and Floods Register to the Divisional
Engineer by a prescribed date, indicating the point on which the orders of the Divisional Engineer are
required. The Divisional Engineer shall carefully scrutinize the register, examine such works as called for
his inspection, record his orders regarding the points referred to him and initial against every bridge or
kilometer in token of his scrutiny. Points on which the Chief Engineers decision is required shall be clearly
indicated. The register should then be sent to the Assistant Executive Engineer for noting the Divisional
Engineers Orders with instructions to return it within 15 days. On return from the Assistant Executive
Engineer the register should then be forwarded within one month to the Chief Engineer for orders regarding
matter referred to him, and return register to the Divisional Engineer. Action taken on orders and notes
should be entered in the register by the Assistant Executive Engineer.
(c) Flood reports. During the flood season, written reports of damages must be sent promptly by the
Divisional Engineer to the Chief Engineer.
Section 2: River Training and Protection Works
2415
Purpose of River Training and Protection
The purpose of river training and protection works is to prevent the river from damaging railway formation,
bridges and other structures. The training /protection works will have to be decided depending on the reach
in which the river is situated namely: upper reaches (mountainous), sub-mountain reaches (foot hills),
quasi-alluvial reaches (trough), alluvial reaches, and tidal reaches. The reach of the river influences the
flow conditions as well as the river training and protection measures that will be effective. In the flood plains
of Bangladesh all major rivers are in their alluvial reaches. Guide bunds comprise one of the most common
protective measures for the training of alluvial rivers. Other types of river training works include: spurs (or
groynes), marginal bunds; closure bunds; and assisted cut offs.
2416
Guide Bunds
(1) Functions and components of guide bund (see schematic diagram given in Annex 2416(1)
(a) For the protection of bridges over rivers which do not have a well-defined channel and change their
course, guide bunds are provided upstream and downstream from bridges to confine and guide the river
flow through the bridge structure without causing damage to it and its approaches.
(b) The upstream guide bund is designed to minimize obliquity and separation of flow, as well as to prevent
out flanking of the bridge structure. The upstream guide bund is between 1.0 to 1.5 times the length of the
- 108 -
bridge. The guide bund is provided with a mole head on its upstream side. The mole head bears the brunt
of the attack and should be provided with adequate protection in the form of slope pitching and properly
designed launching apron. The straight portion behind the curved mole head of the guide bund should also
be similarly protected on the river side. The rear slope of the guide bund need not necessarily be provided
with pitching and may be protected by planting grass or shrubs.
(c) On the downstream side the tail bund is provided to afford an easy exit to the water and to prevent
formation of vertical whirlpools or eddies which give rise to scour. Tail bund is generally between 0.2 to 0.4
times the length of the bridge. The tail bunds are also curved at their ends and should be properly armored.
The typical layout of the guide bunds at the Jamuna Multipurpose Bridge are shown in Figure 2416(c)
below.
Figure 2416(c): Schematic Diagram of Guide Bunds at Jamuna Multipurpose Bridge

(d) Apron. The guide bund has an apron provided beyond the toe of the river side slope of the guide bund,
so that when bed is scoured, the scour will be protected by launching of the apron stone. The design of an
apron takes consideration of the maximum depth of scour likely to be encountered. Soon after settlement or
launching of apron stone occurs on guide bunds, soundings must be taken to see if the apron is launched
effectively. Guide bunds must be kept under watch and any shortage of protective material must be
immediately made good.
(2) Inspection and Maintenance of Guide Bunds
(a) Where necessary watchmen must be instructed to patrol the guide banks several times a day, and must
report immediately any settlement of the pitching or any unusual scour that is likely to cause such
settlement is observed.
(b) Substantial reserve of pitching stone should be maintained on the guide bund for use during
emergency. This should be stacked at the top of the guide bund. b) The track on the guide bund, where
provided, should be maintained in a satisfactory condition and should be capable of taking boulder trains at
any time. The Permanent Way Inspector and the Assistant Engineer should inspect the track soon after the
monsoon every year and carry out necessary repairs well before the next monsoon.
(c) Every effort should be made to ascertain whether the apron is launching to the intended position and
this should be done by soundings and/or probing after the flood season is over. Plotting of the levels will
show the effectiveness of the launching.
(d) Disturbance of pitching stone on the guide bund slope indicates dangerous condition and additional
stones should be placed in position immediately as necessary.
- 109 -
(3) Failures and remedial measures

The conditions under which an apron of the guide bund can fail and the remedial measures to be adopted
are given below:
(a) If the launching takes place beyond the volume of the stone in the apron and results in leaving the bank
material exposed to the current and wave action, more stone will need to be immediately added to the
apron.
(b) If stones are carried away by high velocity current from the launching apron and the toe of the bund, the
apron should be strengthened against severe attack by laying large sized stones at the outer edge of the
apron.
(c) If slips and blow-outs in the bund occur due to a steep sub soil water gradient resulting from a rapidly
falling flood in the river, bank widening measures will need to be taken to reduce the hydraulic gradient.
(d) Wherever disturbance is noticed in the rear of guide bund due to wave lash or other causes, the slope
pitching should be adopted as a remedial measure.
(e) An apron can launch satisfactorily only if the material scours easily and evenly and the angle of repose
of the underlying material is not steeper than that of the stone. In all these cases action should be taken to
dump the boulders on the toe of the bank and make up irregular surface.
(f) Any tendency of the stream to out-flank a guide bund by getting contact with its unprotected back slope
must be countered, and the threatened slope should be promptly protected on its surface with apron
pitching. Stone trains may be required for damage control in case the pitching reserve at the bridge is not
sufficient. The magnitude of the problem should be assessed well in time and advised to all concerned,
giving details of stone and labor required.
2417
Spurs (Groynes)
(a) A spur or groyne is a structure constructed transverse to the river flow and is projected from the bank
into the river. Spurs may be either permeable or impermeable. Permeable spurs are constructed by
driving wooden bullies (posts) or bamboos, filled in with brush wood, with sarkanda mattresses or other
suitable material. These are helpful in causing quick siltation due to reduced water velocity. They are useful
when concentration of suspended sediment load is heavy; they allow water to pass through. Impermeable
spurs are made of solid core, constructed of stones or earth and stones with exposed faces protected by
pitching. These spurs can with-stand severe attack better than permeable spurs.
(b) Spurs may be of three types:
(i)
Repelling spurs: Repelling (deflecting) spurs are those which incline upstream at an
angle of 60 degree to 70 degree to the river course and deflect the current towards the
opposite bank. They cause silting in still water on the upstream pocket.,
(ii)
Attracting spurs: Attracting spurs incline downstream and make the deep channel
flow continuously along their noses. They cause scour just on the downstream side of the
head due to turbulence. The river flow is attracted towards the spur.
(iii)
Normal spurs. Normal (holding or sedimentation) spurs are those which are built at
right angles to the bank to keep the stream in a particular position and promote silting
between the spurs. They have practically no effect on the diversion of the current and are
mostly used for training of rivers for navigational purposes.
(c) Spurs are also classified on the basis of height as full height spurs, where top level is higher than high
flood level, and part height spurs.
(d) Spurs are also constructed extending into the stream with a T-head or hockey stick shaped head,
properly armored to hold the river at a distance. A series of such spurs correctly positioned can hold the
- 110 -
river at a position away from the location intended to be protected. The edge of the T-head should be
curved somewhat in the manner of a guide bund to avoid swirls. The design of spurs and their spacing
should be determined preferably through hydraulic model studies.
(e) The maintenance procedures for guide bunds also apply to spurs.
2418
Other Types of River Training Measures
(a) Marginal Bunds. Marginal bunds are built to contain the spread of the river when the river in flood spills
over its banks upstream of the bridge site over wide area and likely to spill in the neighboring water courses
or cause other damages. The marginal bund should normally be built well away from the active area of the
river. The slope should be well protected by turf. Where a marginal bund has to be built in the active area of
the river, it should be protected with pitching and apron. Marginal bunds should be inspected every year
along with the annual bridge inspection and necessary repairs should be carried out before the onset of
monsoon. Cattle crossing and rodent holes across the marginal bund should be specially watched and
deficiencies made good.
(b) Closure Bunds. At times it may be necessary to entirely block one or more channels of the river in order
to prevent the discharge of such channels developing into a main river channel after the construction of the
bridge. This is done by providing a closure bund. The bund is designed as an earthen dam. The same is
generally constructed at some distance from the railway line. Special care should be exercised to watch out
on the closure bund because its failure will endanger the railway line.
(c) Assisted Cut-Offs. Sometimes when very heavy meandering develops near bridges and there is a
danger of its encroaching too heavily into the still water area or otherwise dangerously approaching the
railway embankment, it becomes necessary to dig a cut-off channel which will ultimately develop and help
in the diversion of water through it. To affect economy, a pilot channel cut is usually made when there is
low flow in the river and full development of the channel takes place during the flood.
2419
Design of River Training Works
(a) Construction of training and protection works in large alluvial rivers involve heavy financial outlays. The
designs of such works are finalized on the basis of model studies, which are conducted in laboratories that
support hydraulic systems so as to arrive at the most economic and effective solution.
(b) A register containing the history of various river training works and flood affected sites should be
maintained in each Divisional Engineers Office for every important bridge and all related training works.
2420
Procedure for Building River Training and Protection Works
(a) Before starting any bandelling or river training works it is necessary that the concerned Executive
Engineer of the Irrigation Department is consulted and his permission obtained before starting such works.
The Railway Administration has full authority to undertake such protection works at bridges or at ghats
under the Railway Act, Section 7 (1) b), which over rules the Canal Act, 1864 in this respect.
(b) Procedure. Should it be necessary in the opinion of the Railway Administration that bandelling works
should be carried out, the Divisional Engineer shall in all cases advise the concerned Executive Engineer,
Irrigation Department, of this decision and ask him to meet and discuss the matter. In no cases are
bandelling or training works to be undertaken without the approval of the authority quoted.
(c) With regards to river training works, the advice of the Executive Engineer of the Irrigation Department
should also be asked for by Divisional Engineers.
(d) To avoid any delay and confusion at the eleventh hour the Executive Engineers and Assistant Executive
Engineers should maintain an, up-to date list and jurisdictions of all Irrigation Executive Engineers
concerned with the rivers and canals falling within the Railway Division. It is the responsibility of the
Divisional Engineers and Assistant Executive Engineers to keep this list up-to-date.
- 111 -
Annex 2402(4)
Rivers and Floods
1. Rivers of Bangladesh - River Network and Morphology
1.1 The main rivers of Bangladesh are the Ganges and the Brahmaputra originating in
the south and north eastern Himalaya respectively as well as the Meghna, draining the
Sylhet basin in the north eastern part of Bangladesh. Together with numerous
tributaries and distributaries a dense network of some 700 rivers in Bangladesh is
formed, representing the lowermost alluvial deltaic reach of the fluvial system, which
is draining to the Bay of Bengal (see Figure A2402-1 below).
Figure A2402-1: Major Rivers of Bangladesh

1.2 One important hydrological aspect of the rivers of Bangladesh is that the rise and
fall of the river stages are only very weakly dependent on the local rainfall, because 92
percent of the river basins or catchment lies outside Bangladesh (Figure A2402-2, on
next page). The rivers have changed their courses frequently in the past, the
Brahmaputra switched from its eastward course in favor of a southward course
along its small former distributary, the Jamuna river, and the old Brahmaputra course
became a small distributary of the Brahmaputra/ Jamuna river itself. Previously, the
Ganges used to empty into the Bay through the Arial Khan river, but after capture of
the Brahmaputra/Jamuna river flow it shifted north-eastward joining the Upper Meghna.
- 112 -
Figure A2402-2: Map Showing Basins of the Brahmaputra and Ganges Rivers
Ganges Basin
Brahmaputra Basin
- 113 -
1.3 The Brahmaputra (called Jamuna in Bangladesh) has one major tributary on the
right bank, the Teesta, and two left bank tributaries, the Old Brahmaputra and the
Dhaleswari river. It is a wandering braided river with an average bank-full width of
approximately 11 km.
1.4 The Ganges is a widely meandering river with a bank-full width of about 5 km, with
one major tributary on the left bank, named the Mahananda. The right bank
distributary, the Gorai, carries part of the high stage flow of the Ganges to the Bay of
Bengal. The river Ganges rises from the southern flanks of the Himalayas in India.
Before meeting with the Brahmaputra/ Jamuna in Bangladesh, the river stretches
over 2,200 km, draining an area of about 1,000,000 km 2. After changing its course
about 500 years ago, the river is now in a dynamic equilibrium. The sinuosity of the
river is decreasing. It is behaving as a wandering river. in particular the part
downstream from Hardinge Bridge, changing its plan-form between meandering and
braiding. An active corridor of the Ganges has been identified, within which the risk of
bank erosion is high, but also some embankments and nodal points along the river
have been observed, in between which the river wanders. The erosion rate of the
Ganges is quite high with almost similar values as for the Brahmaputra/ Jamuna river.
However, the erosion rate is considerably reduced when the river attacks the highly
erosion resistant boundary of the corridor.
1.5 Geo-morphologically, the river Padma is still a young river. It is now in a dynamic
equilibrium. A stretch of about 90 km is almost straight and the river plan-form is a
combination of the meandering and braiding type indicating a wandering river swinging
within an active corridor. The boundary of this corridor is often attacked by the river
resulting possibly in widening of the corridor. The variation of the total width of the river
is quite high ranging from 33 km to 15 km. The braiding intensity of the Padma is low
and typically there are only two parallel channels in the braided reach. The shifting
processes of the channels are quite rapid.
1.6 Summarizing, it can be stated that the bank erosion rates of the three main rivers are
similar. However, at Ganges and Padma, the bank erosion is restricted to the boundary
active corridor, which consists of alluvial and deltaic silt deposits, whereas the floodplain outside of it is more resistant to erosion. At the Brahmaputra/ Jamuna the flow
attacks any of the banks and new channel courses outside the active flood plain are
created frequently.
1.7 The Upper Meghna, which originates in the Shillong Plateau and foothills, is a relatively
small river having a bankfull width of about 1 km only. The Ganges and the Jamuna
join near Aricha forming the Padma river, which flows south-eastward until it reaches
the Meghna near Chandpur. This reach of some 120 km is relatively straight with one
important right bank distributary, the Arial Khan river, which carries part of the Padma
flow directly into the Bay of Bengal.
2 Hydrological Aspects
2.1 The hydrology of the rivers of Bangladesh is governed by the surface and
subsurface runoff generated by the rainfall distribution in the respective catch areas. In
the winter (October until March), north-eastern monsoons occur due to the presence
of a high pressure zone in the Asian highlands. Therefore, Bangladesh experiences
relatively moisture free continental winds, whereas during summer a low pressure
zone develops in Central Asia generating moisture-laden winds from the Arabian Sea
and the Bay of Bengal, resulting in a distinct seasonal rainfall distribution. In
January/February there is only light rainfall of about 25 mm. During the period from
March to May early summer thunderstorms, known as North-westerlies, occur with a
rainfall of about 90 mm in the northwest and about 420 mm in the northeast. From
June to September the southwest monsoon occurs with heavy rains.
2.2 The annual average rainfall in the Brahmaputra/ Jamuna area is some 1,900 mm
and the water yield per km 2 of the drainage basin is about 0.03 cubic meters/second.
The Brahmaputra/ Jamuna drains an estimated volume of 620x109 m3 of water per
year into the Bay of Bengal with an annual average discharge of 19,600 cu
meters/second. Each year the river reaches a bank-full discharge at about 48,000
m3/second, with a maximum of about 100,000 cu meters/second during the 1988
- 114 -
flood. The average water surface slope is approximately 7 cm per km, decreasing in
downstream direction from 8.5 cm per km at the upstream end within Bangladesh and 6.5
cm per km near the confluence with the Ganges.
2.3 Dependant on the rainfall distribution, the river seasonal water level varies by about
6 meters. Regarding the hydrograph of the Brahmaputra/ Jamuna, seven phases can
be distinguished (see Table A2402-1, below for Jamuna at Bahadurabad). The most
important characteristic of the hydrograph is the existence of a long-lasting peak between
July and September.
Table A2402-1: Annual Hydrograph of the Brahmaputra/ Jamuna
Phases
Months
Variability Characteristics
1
March to May
Slow Rising
2
June
Rapid Rising
3
July and August
Varying Peaks
4
September
Very slow Falling
5
October
Rapid Falling
6
November and December
Slow Falling
7
January and February
Nearly Constant
2.4 The river Ganges has the lowest water yield per km2 among the main rivers of
Bangladesh. It is about 0.01 m 3 /s with an annual rainfall of some 1,200 mm. The
river drains 252 x 10 9 m 3 of water annually to the Bay of Bengal. The annual
average discharge of the Ganges is only about 56% of the Brahmaputra/ Jamuna,
varying from a minimum of 1,000 m3/s to a maximum of 70,000 m 3 /s over the year. A
seasonal water level variation of about 8 meter can be observed at Hardinge Bridge.
The water surface slope of the river is 5 cm per km.
2.5 The Padma, which is draining the combined flow of the Brahmaputra/ Jamuna and the
Ganges and the lower reach of which is weakly influenced by the tide during the period
from December to April, has an annual discharge of about 28,000 m3/s. The seasonal
water level variation is about 6 meters.
2.6 The Upper Meghna is representing one of the areas of highest rainfall in the world
(annual rainfall of approximately 4,900 mm), the water yield is about 0.06 m3/s per km2. The
annual average discharge is about 4,800 m3/s and the river drains some 151 x 109 m3 of
water per year into the Bay of Bengal. The lower reach of the river becomes tidal during the
period from December to April. The seasonal water level variation is about 5 meters.
2.7 The Lower Meghna is a tidal reach, which carries almost the entire fluvial discharge of
the Brahmaputra/ Jamuna, the Ganges and the Upper Meghna. The net discharge
varies from 10,000 m3/s in dry season to 160,000 m3/s in monsoon season.
2.8 The main hydrological characteristics of major rivers in Bangladesh are summarized in
the table below.
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Table A2402-2: Main Hydrological Characteristics of Major Rivers in Bangladesh

River
characteristics
Catchment
area (million
km)
Gradient
(m/km)
Average
discharge
(m3/s)
Bankfull
discharge
(m3/s)
Return Period
of bank-full
discharge
(year)
Width (m)
Average
depth (m)
Seasonal
water level
variations (m)
Tidal
influence
Major Rivers
Jamuna
Ganges
Padma
Upper
Meghna
Dhaleswari
Gorai
Arial
Khan
Old
Brahmaputra
0.57
1.09
0.077
0.07
0.05
0.04
0 to 0.02
0.045
0.04
0.07
19,600
11,000
28,000
4,800
600
1,400
2,600
500
48,000
43,000
75,000
1.00
1.40
1.05
11,000
5,000
7,000
1,000
256
330
5.0
4.5
4.7
9.0
7.0
none
None
In
winter
In winter
Lower
reach in
winter
Lower
reach
es
Entire
reach
None
3 Sediment Related Aspects

3.1 The country consists primarily of deltaic alluvial sediments of the three great rivers
Ganges-Padma, Brahmaputra/ Jamuna, Meghna and their tributaries. The basins of
the Brahmaputra/ Jamuna and the Ganges are bounded to the tectonically highly
active Himalayas mountain ranges, which are subject to severe erosion contributing
to the heavy sediment load in the Ganges and the Brahmaputra/ Jamuna. The entire
country of Bangladesh is a part of the Bengal basin, filled in the tertiary-quaternary
geological period. The basin is an area of subsidence, which is balanced by the
deposition of sediments supplied by its river system. The thickness of the sediment
cover above the basement rock increases from about 180 meters along the RangpurDinajpur axis to over 18,000 meters in the south eastern part of the country.
3.2 The rivers of Bangladesh are characterized by a fine sedimentary environment.
The consequence is that the threshold velocity for sediment mobility is low, about 0.2 m/s.
Hence the rivers are highly mobile with continuous reworking and deformation of their
beds and banks transporting huge quantities of sediment.
3.3 The floodplain of the three main rivers Brahmaputra/ Jamuna, Ganges and Padma
consist of recently deposited sediments. The oscillation zone of these rivers consists of
alluvial sand and is covered by alluvial silt or deltaic silt. The latter are expected to be
cohesive to some extent and exert a higher resistance against erosion than alluvial sand.
The extent of cohesion, however, depends on the clay and mineral contents as well as on
the age of the deposition. Such minerals are carbonate minerals from the limestone of
the Himalayas and the Pleistocene soil in northern India. Carbonate minerals are
present in the Ganges floodplain, but absent in the floodplain of the Brahmaputra/
Jamuna. Hence, the resistance to erosion is expected to be higher at the Ganges than
along the Brahmaputra/ Jamuna.
3.4 In general, alluvial sediments may range from fine silt to gravel, whereas a large
part (about 60 to 85% of the total volume) of the sediment load in all rivers of
Bangladesh consists of siltv materials.
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4 Flooding in Bangladesh
4.1 Increasing population pressure in the foothills of the Himalayas where the rain
contributes to the source of the River Ganges and Brahmaputra (which lie almost entirely
outside Bangladesh) has resulted in intense deforestation. Indeed deforestation in the
headwaters is also believed to be responsible for the increased soil erosion which has led
to large amount of silt being washed into the rivers and subsequently being deposited on
the river bed, reducing its channel capacity and increasing the likelihood of flooding. It is
believed that the reduction in interception has resulted in more water entering the rivers.
Bangladesh's proneness to flooding is exacerbated by population and environmental issues
in countries other than its own, making it increasingly difficult to target the problems.
4.2 Bangladesh is a very low lying country, with 70% of its land area being less than 1meter
above sea level and 80% of it being floodplain. Increasing population pressure in
Bangladesh itself has resulted in the sinking of many new wells resulting in the lowering of
the water table and the subsequent subsidence of land making it even more prone to
flooding.
4.3 Bangladesh has a monsoon climate and the annual torrential rains often result in the
rivers exceeding their capacity and flooding. In the spring, melting snow from the Himalayas
further increases the flood risks as torrents of water enter the rivers at their source. These
are some of the factors that have exacerbated the flood situation in the country.
5 Impact on Railway- Need for Knowledge of River Flow and Protection
5.1 As far as the Railway is concerned, it is most affected at places where the railway lines
cross the rivers and at other places where the lines parallel to or near the rivers, or where
the rivers so change their courses that they threaten to damage the lines. For this purpose it
is necessary that the Civil Engineers should have some experience of river training and
control and should have knowledge of the action of the water on the banks; and the best
way to meet it.
5.1 Practically the whole of the Bangladesh Railway is subject to flood, and when the floods
are heavy, it is always an anxious time for the staff. Floods cause most of the large
derangements to traffic, and hence are to be most carefully looked out for and guarded
against. They are nearly always caused by spill from the rivers but occasionally by heavy
rainfall.
5.2 The Civil Engineering staff of the Bangladesh Railway should get thoroughly acquainted
with the regime of the rivers both up and down stream of the railway bridges, and where the
river channels approach the line. If they come within dangerous distance, the bank should
be at once surveyed. Marks should be posted along the bank, and measurements taken
weekly or monthly as the situation may demand, and reported to the Chief Engineer. These
marks are generally four or five posts, 50 meters apart in lines at right angles to the bank,
well sunk in the ground with their heads above flood level The object of having several
posts is that those nearest the river are often washed away, and there are then others to
measure from. During the floods it is difficult to replace posts so here again a number are
required.
5.3 It is never certain where the line may be damaged by floods. Some instances of severe
damages to railway lines are enumerated below. The rivers are very changeable, and may
cut into low ground flooding portions of the line previously considered safe. Sharp bends
may occur in rivers, which head up the water delivering spill in unexpected places, and
consequently Civil Engineers sometimes do not know where the line may be attacked.
Under these circumstances it is always advisable to maintain reserves of pitching stone;
and when the flood becomes threatening, to keep ballast trains under load ready for
emergencies.
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Instances of Severe Damages by Floods

After the Kushtia terminus of the Bangladesh Railway as built, a short circuit was affected and the
station was left by the river, and the line had to be extended to Goalundo. Here a station, similar
to that at Kushtia was made only to be washed away a year or two after completion. A masonry
and concrete spur, 3.6 km long, was built partly to serve as jetty, and partly for protecting the
bank, and washed away, and the river 15 years later had cut into the country 10 km to the south
of the spur. It has now gone back and its course is some miles beyond and to the north of the
spur site.
During the floods erosion is very rapid. On one occasion at Goalundo it amounted to a 1.6 km in
one season, from the end of July to the middle of September and on several days, it cut 180
meters per day measured at right angles to the bank. This was many years after the spur had
been lost and the cutting was in no way influenced by the submerged spur.
6 River Protection Works
6.1 For railways, river protection works are an important component of the work of staff of
the Civil Engineering department for ensuring the safety of the rail lines and the train
operations on those lines. The river training works are required to be adequately
constructed so as to withstand the natural forces wrought by the varying flow in some of the
mightiest rivers in the world. More importantly, once built, these protection works are
required to be properly inspected and maintained. There are numerous examples where
such structures failed because of human failure to take preventive action when the first
danger signals were given by the failed structures.
6.2 The river protection works of approach embankments, guide bunds, spurs, and the
protection arrangements around them are required to be adequately designed for all kinds
of river discharge. If these are properly designed and correctly constructed, there is
normally no occasion to have any threat or a problem. Occasions, however, occur when a
river changes its course because of meanders and accordingly causes an attack on the
portion of unarmored/ unprotected embankment or even on the bridge itself. In such cases,
some protection works or measures are required to be taken in order to protect the works. It
may be necessary also to repair the works and thereafter provide suitable protection
measures according to the hydraulic design.
6.3 However, before a dangerous situation arises, the river gives enough of warning. Only
when they are not heeded or ignored, a grave situation may emerge causing for emergency
measures. Some useful actions in this regard are:
(a) History of flow/channel to be kept;
(b) Any important addition of hydraulic structure on the regime of the flow should be taken note of, both on
upstream as well as on downstream. On downstream side, effects are rarely beyond 5 kms. Such changes
may be in the form of additional spans/works provided by highways on upstream side. This may be also
due to construction of barrage/dam/water storage structures. These are considered as railway affecting
works and any change may cause serious implication on the railway bridge.
(c) Shift in flow channel because of meander, this should be studied particularly with reference to
acuteness of the meander; and
(d) Any large scale deforestation on upstream will cause heavy sediment load leading to change in flow
pattern.
6.4 River training measures comprise permanent and recurrent measures, which are built
either on the mainland, the flood plain, attached chars or which are built as floating
structures. A variety of traditional and low cost measures is existent, such as
bandals, bamboo spurs (spurs), porcupines, sills, floating screens, cut-offs, so-called
intelligent dredging scheme that are being used in Bangladesh and other countries.
- 118 -
6.5 River training measures are largely an effort to prevent erosion of river banks. The
counter measures may be single or combined structural and non-structural measures. In
general, three recognized concepts of erosion counter measures:
(a) River training measures, which are intended to influence the flow conditions or channel
properties downstream of the man-made intervention;
(b) Structures, which are aimed to decrease the hydraulic impacts directly in front of an area to be
protected (partly active and passive measures), e.g. spurs
(c) Structures to protect the actual bank-line without relevant active interference on the fluid (passive
measures), i.e. revetments
6.6 Either of these methods must be designed properly to resist hydraulic loads and to
prevent the river channels from uncontrolled changing. Unlike design/ construction of
concrete and steel structures for other than hydraulic purposes. There is a large variation in
the way hydraulic structures are designed or constructed compared with other structures
built in concrete and steel. Where as for other structures, basic loading and behavior
patterns can be determined with accuracy, it is not so in case of hydraulic structures. Even
parameters like discharge and bed slopes can vary and estimation of them are largely
empirical. Even for construction, the parameters can be different which must be appreciated
properly in order to succeed in the effort. Most importantly, there cannot be any surety of
the measures succeeding and there are chances of failures, cost of which at times can be
very high indeed. However, based on vast amount of experience already available it is
possible to tackle such problems more effectively.
7 Different Types of River Training Works
7.1 River training works generally built on railways for protection are of the following types:
(i)
Guide Bunds;
(ii)
Spurs;
(iii)
Marginal bunds;
(iv)
Closure bunds;
(v)
Assisted cut offs.
7.2 The choice of any particular type or a combination of river training works depends on
various factors specific to any particular site. River training works are costly, but the cost of
failure can be much higher. The design of major river training works is supported by
extensive model studies in hydraulic laboratories for comparing the efficacy of various
measures under controlled conditions. The various types of river training works are
described below.
8 Guide Bunds
8.1 The guide bund and apron method of protection is in almost universal use for bridge
guide bunds. Aspects of design of guide banks include their shape in plan, waterway
between them; their lengths upstream and downstream of the bridge axis; curved heads;
cross- sections; measures for their bank and toe protection against scour. The sloping face
of the guide bank as well as its nose are susceptible to severe erosion by the river flow,
therefore, they are protected by large size stones. Normally the thickness of such stone
pitching on the slope is estimated by empirical formula.
8.2 The guide bund arrangement comprises two bunds, heavily protected with stone
upstream from the bridge to a suitable distance, generally about as long as the river is wide
(typical layouts of guide bunds are shown in Figures A2402-3 and A2402-4, below for
- 119 -
general arrangement of guide bund see Appendix A2402-2 and A2402-3). To make the
channel at the upstream ends slightly narrower than the width at the bridge, generally by
the total widths of the piers so as to give the same water-way at the upstream ends of the
bunds as at the bridge site; to coat the river faces and ends of the bunds with stone or
bricks according to the strength of the current and depth of water and to lay an apron along
the toe of the slope of the bund wide enough to meet the effects of scour, and to protect the
slope below low water level as the current scours out the sand below the stone. This guide
bund system can be and is used, not only at bridges but also with modifications, for
prevention of erosion and for preserving works threatened by the river.
8.3 During the floods when erosion is taking place it will be noted that the bank is cut away
in slices, Cracks appear from a few cm from the edge to 20-30 meters away depending on
the depth and velocity of the water, and the piece of the bank between the crack and the
eddies slowly subside and disappear. When the water level falls after heavy erosion, the
edge of the river may be seen to have subsided in step or terraces, sometimes 300 meters
long and up to 20 meters wide. These indicate that there is a little, cutting of the upper
portion of the bank it all takes place in the depths, perhaps 50 meters down. The bottom is
scoured out, and the, earth of the bank, being unbalanced, slips away. Thus the place
where protection is most needed is very low down. As a rule, the upper portions of the bank
need but little protection against surface erosion only.
Figure A2402-3: Typical Arrangement of Guide Bund with Straight Shank
Figure A2402-4: Typical Arrangement of Elliptical Guide Bund

8.4 The apron portion of the guide bund is provided to protect the bank below low water
level. The apron is expected to sink evenly, and cover the new slope, made by the scour
- 120 -
with a sufficient thickness of material to prevent further erosion. Probes taken along existing
guide bunds show that the ultimate slope when the erosion stops and the stone comes to
rest, is very nearly 2H to 1V. It is necessary to ascertain the depth of scour likely to be met
which it is usual to find out by sounding the greatest depth of scour in the river, and to allow
for this depth. For instance, if the greatest scour be 20 meters below low water level, and
the slope of the bank below low water level 2H to 1V, and the thickness of protection on the
final slope 60 cm, then the amount of protection to be put in the apron would be about
20X1.44X0.6, or say 17.3 m3/meter run in the apron.
8.5 It is also necessary to know in what way the apron sinks properly on the scoured slope.
Sometimes if the current is not very strong, it goes down gradually and slowly to its final
slope in toe course of a few years (see Figure A2402-5 below). But if the current be strong,
it may go suddenly and in launches. Large portions of the bund give way, leaving the
backing of sand exposed. It is believed that these launches are caused by the water cutting
down almost vertically along the outer edge of the apron which suddenly gives way:
sometimes the whole section of the bund goes and if this occurs with a head of water at the
back it is very likely to cause the whole length of the upper portion of the bund to be swept
into stream. When the apron launch occurs to an extent which is not serious, it is evident
that the stone has made a short cut to the bottom of the river to where it is most wanted.
Soundings should be taken over the launch, and only sufficient material deposited on the
slope to prevent scour of the exposed sand and this material may comprise large shingle or
brick bats. The heads of guide bunds are generally curved back and well rounded, and are
sometimes, where very heavy scour is expected, made solid with stone or bricks from
ground level upwards.
Figure A2402-5: Guide Bund Pitching and Launching Apron

8.6 Stone used for pitching in aprons is generally man-size boulder of 35 to 55 kg so that
they cannot be easily displaced by the current. For small works, one stone thick pitching (25
to 30 cm) will suffice. The weight of the stone pieces of apron material will depend on the
speed of the current. Within or close to the foot of the hills, the stone must be of the largest
portable size, and may even have to be enclosed in heavy wire netting and made up as
sausages about 60 cm diameter, and of suitable length. It is necessary that all aprons
should have the voids between the pieces of stone well filled with small stuff to prevent
currents washing the sand out from below.
8.7 In laying guide bund aprons it is advisable to pitch them on the level and layout the
stone in site. To do this may require in some cases a considerable amount of excavation. It
is most necessary to get the proper amount of stone per meter run evenly laid. To this end,
template walls are built 8 meters apart across the section of the protection material and the
material filled in level otherwise, full section may not been obtained. If it is necessary to
pitch the material into the water, the greatest precautions must be taken, either by stacking
the stone to its proper section nearby and leading it out straight to site, or by stacking it in
boats or on barges, and by great care and continuous inspection throwing the proper
amount in the proper place. In all water-pitching of this sort, the work requires a careful
arrangements and constant inspection.
- 121 -
Figure A2402-6: Typical Guide Bund and Spurs for Protection of Rail Bridge and Track
8.8 The side slopes of guide bunds need protection against: (a) wave action on the
upstream side; (b) water current along the slopes; (c) wind action; and (d) rain cuts/ rain
water. On rear of guide bund, there can be heavy ponding of water. This water body is
particularly large in case of long guide bunds. Due to wind, there is heavy build up of water
wave causing severe splash, which causes washing away of core of the guide bund. On
upstream/river side, there is heavy water current. There will be large water current on the
rear side of guide bund when pond level goes down. This has also the same effect and
particularly toe of the banks are severely affected.
8.9 The slopes of guide bund need protection. Most common method is to provide stone
pitching. It is necessary to provide graded filter 20 cm to 30 cm thick below the pitching.
9 Spur or Groyne Structures
9.1 Spur structures can be considered as partly active and passive measures. The
decisive criterion in this regard is the structure permeability which will be discussed
below. Spurs are built perpendicular or at a certain angle to a riverbank, protruding
into the river. The main objective is to deflect the flow away from critical banks, i.e.
for controlling erosion, to establish and maintain safe navigation channels as well as to
reduce the flow velocity downstream from the structure to initiate silting in this area.
9.2 There is a large variety of spurs with regard to design, hydraulic properties as
well as to construction materials and methods. They can be classified based on (i)
inclination and shape, and (ii) permeability and submergence of the individual spurs.
9.3 Spurs inclined in upstream direction are called repelling spurs, because of their
ability to divert the flow away from the structure. In contrast, attracting spurs point
downstream and attract the flow towards the structure's head and thus to the river
bank. Therefore, this type of spur should be placed at the inner bend of a river
course to protect the outer concave bend. Single spurs provide local protection where
necessary. For that reason, several spurs are combined to form a spur field to
increase the efficiency and to enlarge the stretch of protected river bank.
9.4 Due to the fact that spurs act like a blockage to the river flow, the flow lines will merge in
front of the spur head resulting in high local velocities and scour. To reduce this
effect, which might destabilize the spur structure and normally requires massive scour
protection, and to further improve the performance (i.e. the protection capability), a
large number of differently shaped spur heads have been tested over the last decades.
Some alternative spur head designs are shown in the Figures below.
- 122 -
Figure A2402-7: Typical Designs of Spur Heads or Groynes

9.5 Straight spurs in Figure A2402-7(a) without any extra head protection as
compared to the trunk are most unfavorable regarding the head stability. To improve the
scour resistance a more extended round head (b), called mole-head, may be employed,
which provides extra volume of scour protection material and a gentler transition between
spur head and river bed. T-head (c) or L-head (d) spurs are introduced to give
additional guidance to the flow to improve the bank protection, to reduce the
scouring at the spur head and to increase sediment depositions downstream from the
spur. T-head and L-head spurs generally need strong cover layers. Spurs with curved
trunks are known as hockey shaped spurs (e). In particular if the spur is curved in
flow direction (inverted hockey shaped spur), this type allows a reduction of the scour
material required as compared to (c) and (d) if a strong attack at the head is expected.
9.6 In addition, many combinations and specific designs of spur heads are existent.
Impermeable spurs can be built of local soil, stones, gravel and rock with
suitable slopes at the shanks and the head or even vertical walls at the shanks,
using steel sheet piles or pre-stressed reinforced concrete sheet piles. In case of an
appropriately sloped earth-dam the trunk and the head have to be protected by a cover
layer placed on a suitable filter-layer. The main hydraulic disadvantage is the effect of
flow separation at the spur head, caused by the blockage of the flow. Therefore,
special attention must be given to the toe protection at the head of the spurs, where
extreme scouring occurs. In addition counter measures against the return currents,
possibly attacking the bank downstream of a spur must be considered. Failing or
launching aprons have to be provided in these areas.
9.7 Permeable spurs have been used more often for bank protection than for diverting the
flow. These spurs stabilize a reach of the river by inducing silting along the bank from which
they are projected. They are generally provided as a series of spurs projecting from the
bank, which requires protection against erosion. Design considerations include their crosssection, length and spacing, stability and protection against scour.
9.8 Permeable spurs decrease the near bank flow velocities, creating rapid deposition
in that area, in particular in alluvial rivers with considerable bed load and high sediment
concentration so as to achieve a gradual deceleration of the flow velocities towards
the river bank. Permeable spurs may be built of steel piles or reinforced concrete piles,
which are driven into the riverbed and the flood plain, consisting of a single pile row or
of several rows. In addition to current and wave attack, horizontal loads caused by
floating debris must be considered in the design (see Figure A2402-8 below).
- 123 -
Figure A2402-8: Typical Design of Permeable Spur with Protection

10 Details of the Protection Works for the Spur
10.1 As mentioned before, single spurs protect the bank against erosion only over a
restricted area in the vicinity of the structure and need to be rather long to be effective.
Further, due to their sensitivity to changing directions of flow attack, spurs should
preferable by used in series, if a certain reach of the river bank is to be protected.
Permeable spurs have the advantage of reasonably controlled and bank parallel flow
pattern within the spurs field. Properly selected spacing of the spurs will enhance the
effect of several permeable spurs on the reduction of the flow velocity near the bank.
11 Marginal bunds, Closure bunds and Assisted cut offs
11.1 Secondary channels in a braided river or river bends may be also closed by earth
dams, which are built during low water stages. Typical locations are at bifurcations or
at narrow areas of a channel. The slopes and the crest of the dam must be protected
against wave and current attack, in particular in case overtopping is allowed. The toe
of the slopes must be protected by suitable aprons and special attention must be also
given to the transition between earth dam and banks of the channel. Bypassing of the
closure dam by new channels eroding the transition zone must be avoided.
River training works, revetments, spurs, launching spurs do not accept any compromise in their design or
maintenance as such any work in these regards must conform strictly to the designs and specifications.
- 124 -
Annex 2416(1)
1
Jamuna Multipurpose Bridge River Training Works
1. The Jamuna, one of the world's major rivers, rises in the Himalayas and passes through Tibet, China
(where it is called Tsang Po) and India (as Brahmaputra) before entering Bangladesh and finally
discharging in the Bay of Bengal. It is a meandering braided river, consisting of numerous channels whose
width and course change significantly with the seasons. At the bridge site, for example, the width of the
river could vary from 5 km in the dry season to about 12 km during the flood season.
Figure A2416(1)-1: One of the Guide Bund at the Jamuna Multipurpose Bridge
2. Training the river, to ensure it would continue to flow under the bridge corridor was one of the most
difficult technical challenges of the construction of the project and the most costly of its components.
3. The bases of the river training works are two guide bunds, one on each side of the river, to lead the river
through the bridge corridor. The schematic diagram of the West Guide bund is shown in Figure A2416(1).
These augment the hard points at Sirajgonj (being undertaken as part of another project), and Bhuapur,
which has been strengthened as part of the Jamuna Multipurpose Bridge Project (JMPB).
4. The bunds are constructed of geotextile fascine mattresses overlaying dredged soil slopes (see Figure
A2416(1)-2 below. They are covered by rocks and overlaid with open asphalt surfacing. About 1.5 million
tons of rock from Bangladesh, India, Bhutan and Indonesia have been used to provide the coverage for the
guide bund slopes
The information on Jamuna Multipurpose Bridge is sourced from the following internet sources:
http://www.quzah.com.bd/Projects_CC.htm
icus.iis.u-tokyo.ac.jp/wwwe/publications/newsletters/nl-7-4.pdf
- 125 -
Figure A2416(1)-2: Work of Laying Geotextile Mattress on Guide Bund in Progress

5. To counter the considerable scour effects of the river the protection works on the guide bunds extend to
depths of 15 to 18 meters below datum, where a falling apron has been provided. The additional rocks
dumped in the falling apron should be able to cover the slopes in case of scour, which may go down to 30
meters below datum. The design of the falling apron was done on the basis of hydraulic model tests
- 126 -
Schematic Diagram of Guide Bank with Cross Sections of Shank and Bell (curved) Part
- 127 -
CHAPTER XXV
GHATS
2501
General Information
(a) A ghat station is one at which arrangements are made by jetties or other means to transfer passengers
and goods from river craft to the railway trains and vice versa. Presently two ghat stations are being
operated on Bangladesh Railway. These are Bahadurabad Ghat on the east bank of Jamuna river, and
Balashi Ghat on the west bank which went in to operation a few years ago after the former Fulchari Ghat
became inoperable due to change in the flow conditions in the river. In former times, the steamer services
operating between the ghat stations were the only means for trans-Jamuna traffic both passenger and in
goods wagons. The ghat crossings could not be totally dispensed with following opening of the Jamuna
Multipurpose Bridge for road and rail traffic, because of restrictions in operation of rail services and in the
types of goods stock permitted on the bridge. Thus the operation of ghat stations and the related rivercrossing services for rail traffic are expected to continue.
(b) The location of Bahadurabad Ghat station has remained more or less fixed except for changes in the
approach link from Dewanganj Bazar station which has been shifted depending on suitability of the transfer
point. However, the ghat station on the west bank is continually shifting to meet changes in the course of
the river.
(c) For the operation of the intermodal services, both segments of which, on rail and water, are operated by
Bangladesh Railway, it is important to maintain the link and transfer arrangements between rail and water
transport in an economic and efficient manner.
2502
Sites for Ghats
(a) In Bangladesh, the flow conditions in the river during the high water season are entirely different from
those during low water, it is often impossible to find a suitable site for an all the year round ghat.
(b) In the dry weather there is usually sufficient water for steamers in the main channel, on which the ghat
must be sited. In the flood season, however, the current at such site will be very strong and would render
mooring of flats and steamers difficult, if not impossible. Besides this the approach to such a site might get
flooded necessitating a shift.
(c) In the flood season a site on a subsidiary channel is preferable but in most cases it will have insufficient
water in the dry season. In fixing the crossing site the staff of the Marine Branch under the Mechanical
Department must be consulted. Besides, the Bangladesh Inland Water Transport Authority (BIWTA) which
is responsible for the development, maintenance and control of inland water transport and of certain inland
navigable waterways must also be consulted.
2503
Suitability of sites
(a) It is preferable to site a ghat on a cutting bank with provision for moving the yard back or sideways as
the bank is eroded as this presents no difficulty, when sidings are laid end on i.e. at right angles to the
bank.
(b) The bank is eroded owing to the current bearing against it and if it is on the main channel steamers
might not be able to use it during the monsoon necessitating a change of site.
(c) The main objection to siting a ghat on a non-eroding main bank is the probability of its shoaling due to
silting. When this occurs it involves long jetties to reach the point up to which river vessels can approach,
since the river vessels require a minimum working water depth of 2 meters. Such jetties and ghat
approaches are difficult to maintain specially due to fluctuations in water level and intensity of current,
besides the lead, delay, and extra costs in transshipment of goods.
(d) It is sometimes possible to maintain connection with the river vessel at a shoaling ghat by extending the
tracks across the chur. As a rule the highest point of the chur is always some distance from the bank with a
- 128 -
back-water inside it across which the track cannot be carried until long after river vessels have been
prevented by shoals from approaching the bank.
(e) The importance of proper citing of a ghat is reiterated to avoid later disruptions and additional costs for
removing and rebuilding the facilities. In July of 2004, the link tracks from Trimohoni to Balashi Ghat, on
Jamuna west bank, were badly damaged by floods and the movement of goods wagons was restarted only
after 35 days. The flood waters inundated railway tracks and substantial temporary arrangements had to be
made to restore one track to Balashi Ghat as can be seen in the figure below.
2504
Foresight
(a) It is essential that the Civil Engineering staff in-charge of ghats under Divisional Engineer, should make
careful inspection of the condition for several miles up-stream and down-steam of the ghat in order to
assess, as far as possible, the impending changes in the current. This is particularly necessary on a falling
river during September and October and rising river in May and June.
(b) The railways Marine Branch can give useful input and must be frequently consulted for their
assessment of the probable course of events based on the river behavior.
(c) Close co-operation with the railways Marine Branch and concerned Bangladesh Inland Water Transport
Authority (BIWTA) staff is imperative to review the siting of ghats before the end of October for the low
water level season. The Divisional Engineer and Divisional Mechanical Engineer must jointly ensure that all
preliminary arrangements for shifting of the ghat if required are made well in time avoiding any interruption
delay or restrictions to traffic on this account.
2505
Supply and Custody of Permanent Way Material
(a) Each ghat shall have stock of permanent way materials in accordance with the scale to be laid down by
Chief Engineer. The materials shall comprise in part of those laid in sidings under operation, and the
remaining part stocked in depot.
(b) The Assistant Executive Engineer must make frequent checks to ensure that:
(i)
the materials on the books actually exist on the ground in tracks and in the depot;
(ii)
requisite steps are taken promptly to replace all unserviceable materials; and
- 129 -
(iii)
at a ghat on a cutting bank, tracks are dismantled and materials are removed in
time to ensure that nothing is lost to the river.
2506
Formation Level at Ghat
(a) Low level ghats

Tracks leading to and the sidings at ghats which are intended for use only during the dry season, should be
linked on ground level with a rolling grade of 1 in 400. Adequate drainage for the watershed should be
provided. Such provision should be of a temporary type so that everything can be removed with the track
before the river rises.
(b) High level ghats
(i)
Tracks leading to sidings at ghats intended for use during the monsoon must be
above high flood level. The formation level of the bank should be 0.6 meter above the
highest flood level.
(ii)
Provision must be made in the approach bank for passing spillover from the river;
and openings must be strong enough to withstand the envisaged currents.
2507
Station Offices and staff quarters
(a) Since a ghat station is purely temporary, all buildings should be built using materials that are economic,
can be readily dismantled and reassembled at alternate location. Only the absolutely essential offices and
quarters should be constructed.
(b) The Traffic, Mechanical and other departments must be consulted and their demands should be
carefully scrutinized by the Divisional Engineer to ensure that only the bare essential accommodation is
provided at a minimum cost.
(c) In designing a passenger yard at a ghat station the relevant Schedule of Dimensions must be adhered
to in respect of all Engineering works. All Civil Engineering officers and supervisors should make
themselves thoroughly conversant with the updated standard dimensions.
(d) For ghat stations special checks should be exercised by Divisional Engineer and Assistant Executive
Engineer on the layout of tracks in yards and elsewhere, because these temporary facilities are permitted
to be opened without the inspection by the Government Inspector of Bangladesh Railway.
(e) Typical standard designs for various ghat stations and yards should be prepared by the Divisional
Engineer based on the known requirements and got approved by Chief Engineer. Part of the materials
should be kept removable. Thereafter, modifications may be made to suit any particular site requirements.
Advance preparations as above will help the Divisional Engineer and Assistant Executive Engineer during
the short time they usually get for making the shifting of tracks because of the river current situation. This
will also serve as a guide to staff and contractors.
2508
Material other than Permanent Way
At ghat stations in addition to the ordinary permanent-way materials, a large amount of materials such as
posts, bamboo planks, ropes and chains are required for making jetties. Sufficient stocks of these materials
as per Annex 2508 should be available at site or in depot. These proposed stocks may be modified as
necessary with approval of the Chief Engineer, These and other materials, such as sleepers should be
carefully safeguarded against theft. Where possible, they should be removed and stocked inland.
2509
River training for ferry work
The following instructions are issued, with the approval of the Chief Operating Superintendent, for future
guidance on the above subject:
- 130 -
(a) Executive Department will do River survey. Maintenance of the navigation channel, reporting on its
condition and taking of soundings are the responsibilities of the Marine Superintendent;
(b) The Marine Superintendent is solely responsible for deciding as to when and where bandalling works
are necessary for purposes of keeping ferry works open:
Note: Bandallings are commonly applied to improve or maintain the flow depths for navigation during low
water periods in alluvial rivers.
(c) Divisional Engineer concerned will supply all staff, labor and materials necessary for carrying out the
bandalling works under the supervision of the Marine-Superintendent.
(c) The Marine Superintendent will provide all necessary launches and barges required for carrying the
staff, labor and materials to the site of works and return;
(e) The cost of the work, excluding the cost of Marine Superintendent's labor bill and loan of launches or
barges, will be borne by the Engineering Department;
(f) The Engineering Department will advise the Marine Superintendent in good time of the date, time and
place at which, a launch will be required for transporting staff, labor and material to and from the site of
work. The place selected for bandalling works shall be one to which reasonable objection cannot be taken;
and
(g) For effectiveness, bandalling should be done while there is sufficient force in the current of the falling
river, so that scouring may take place. The Marine Superintendent should warn the Engineering
Department in good time if he considers bandalling necessary.
Note: Bandallings are commonly applied to improve or maintain the flow depths for navigation during low
water periods in alluvial rivers
2510
River Training works
Before starting any bandalling or river training works, the concerned Executive Engineer of the Irrigation
Department must be consulted and his permission obtained before starting any such work. However, the
Railway Administration has full authority to undertake such protection work at bridges or at ghats under
Section 7 (1) (b) of the Railway Act, which over rules the Canal Act 1864 in this regard.
2511
Records of Water Level at Ghats
(a) At each ghat a gauge will be erected such that zero on the gauge shall be fixed at the trigonometric
survey datum, so that the reduced level can be read direct from the gauge.
(b) The gauge reading should be taken daily, and reported to the Divisional Engineer and the Chief
Engineer as noted below.
(c) These readings will be plotted on a chart in all three offices, using a different color for each year and
plotting for six years or so, being done on the same sheet.
(d) Gauge readings will be recorded at the ghats and bridges given in Annex 2511(d), and shall be reported
as shown therein. In the event of a sudden or unusual rise, Chief Engineer as well as Divisional Engineer
must be advised by telegrams or by the earliest means in vogue on the railway.
- 131 -
Annex 2508
Scale of Materials for Ghat Stock
Balashi Ghat
(Lalmonirhat
Division)
Sl No.
Materials
A.
1
2
3
4
5
6
7
8
9
10
11
12
13
B.
1
2
3
4
5
6
7
8
9
Materials for Engineering Division

Sand
Bamboo Mat
Synthetic Bag
Bamboo (Bara)
Bamboo (Makla)
MS Wire
Jute string
Jute
Wooden Sleeper
Dog Spike
Hook Bolt
Fish Bolt
Fish Plate
Materials for Bridge Department
R. S Joist 14.33 m ( 47-0)
R. S Joist 10.67 m ( 35-0)
Girder 7.0 m ( 23-0)
Girder 3.66 m ( 12-0)
Girder 2.44 m ( 8-0)
C.C Crib
Bracing
C.C Clamp
Boulder
Bahadurbad
Ghat
(Dhaka Division)
Quantity and Unit
- 132 -
1,400 m3
1,500 m2.
40,000 nos.
500 nos.
500 nos.
30 kg.
50 kg
50 kg
10,000 nos.
40,000 nos.
500 nos.
1000 nos.
1000 nos.
60 nos.
12 nos.
6 nos.
4 nos.
4 nos.
750 nos.
80 nos.
500 nos.
1000 m3
1,400 m3
1,500 m2
40,000 nos.
500 nos.
500 nos.
30 kg
50 kg
50 kg
10,000 nos.
40,000 nos.
500 nos.
1000 nos.
100 nos.
32 nos.
12 nos.
6 nos.
4 nos.
4 nos.
500
80 nos.
500 nos.
1000 m3
Annex 2511(d)
Recording and Reporting of Water Level Gauge Readings
Divisions
Rivers
Place
Paksey
Ganges
Dacca
From 01 May to 15
November
From 16 November to 30
April
Divisional
Engineer
Chief
Engineer
Divisional
Engineer
Chief
Engineer
Goalundo
DT or CM
DT or CM
Daily by Post
Weekly by
Post.
Gorai
Gorai Bridge
-Do-
Daily by post
Do
Nil
Bhairab
Khulna
-Do-
-Do-
Do
Weekly by
Post.
Ganges
Hardinge Bridge
Daily by
hand
DT or CM
Do
Do
Brahmaputra
Balashi
DT or CM
Do
Do
Do
Atrai
Atrai Bridge
(main line)
Daily by
Post
Weekly by
Post. On
Mondays
Nil
Nil
Muradanga
Bridge on
PakseySerajganj
Railway
Do
Do
Do
Do
Brahmaputra
Bahadurabad
-Do-
-DO-
Do
Do
DT or CM = Daily telephone or Control Message
- 133 -
CHAPTER XXVI
CYCLONES AND NORWESTERS
2601
General Information
Bangladesh Railway operates in an area that is greatly affected by cyclonic storms and norwesters which
affect train operations. Such natural meteorological phenomena can be very destructive and cause loss of
life, severe lines of communications and affect the safety of operations. It is therefore important to be aware
of the mechanics of such phenomena and be in readiness to minimize the disruptive effects.
2602
Cyclones
(a) Cyclones in Bangladesh are large areas of low atmospheric pressure, characterized by inward-spiraling
winds, which occur in the Indian Ocean. Other than the key factors of temperature, strong winds, and large
bodies of water, Bangladesh and its surroundings have
specific geographical properties that tend help
cyclones do more damage to the area. One of
the factors is that the Bay of Bengal has a
funnel-like shaped (see map at right), which
causes the majority of cyclones to head
towards Bangladesh's way as soon as it enters
the steaming waters of the Bay of Bengal.
Furthermore, Bangladesh is a low lying area,
where most of the land is about 153 cm above
sea level, so even more damage is done when
a cyclone make landfall in the area.
Bangladesh has a very wide coastline, which is
580 km and this factor further exposes
Bangladesh to the paths of cyclones. Many of
these factors played a major role in the
formation and the intensification of cyclone.
(b) Cyclonic storms may be divided into two classes. Those which occur during March to May and October
to December, and those which occur during June to September. During the monsoon months from June to
September, the cyclonic storms are usually weak and are called depressions. On an average about two
depressions form in each of the monsoon months in the north Bay of Bengal and usually travel in a westNorth westerly direction. These cross the coast near Cuttack (on the east coast of India) and then move
north westwards in to Bangladesh.
(c) In the pre-monsoon period of March to May and the post-monsoon period from October to December,
two to three severe cyclonic storms or depressions form in the central Bay of Bengal and occasionally
move in a northerly to northeasterly direction causing hurricane winds and extensive damage to life and
property in Bangladesh.
- 134 -
(d) When the storms happen to cross the

coast at high tide, the storms are
accompanied with high tidal waves causing
inundation and great loss of life and property.
The eye of the cyclone (see figure at right)
causes a lot of damage when the cyclone hits
land because the area of low pressure in the
eye causes water to bulge up (known as a
storm surge). The major part of the surge is
usually caused by the strong onshore winds
which exert a stress on the sea surface,
causing the water to accumulate against the
coast. Additionally, the low atmospheric
pressure allows a hydrostatic rise in the water
level of approximately 10 cm for each 10
millibars by which the central pressure of the
cyclone is lower than the surrounding
pressure. A temporary local rise in sea level
above the expected tide level accompanies
cyclones. This is often called the inverted
barometer effect
(e) Cyclones tend to strike different areas at different times of the year, and it is dependent on the
temperature and wind formations. During last 125 years cyclone hit Bangladesh coast more than 80
times.The most deadly cyclones in recent times struck Bangladesh in 1970 and 1991. The 1970 Bhola
Cyclone killed approximately 500,000 people.
(f) On the night of 29 April 1991 a powerful tropical cyclone struck the Chittagong district of southeastern
Bangladesh with winds of around 250 km/hour (see figure on next page for storm path of the 1991
cyclone). The storm forced a 6 meter storm surge inland over a wide area, killing at least 138,000 people
and leaving as many as 10 million homeless.
- 135 -
2603
Getting to Know Storms
(a) In Bangladesh a cyclonic disturbance causes wind to blow from east or northeast. The wind strengthens
as the storm approaches. As the center of the storm comes nearer, the wind force increases accompanied
with very heavy rain. When the center of the storm has passed, the wind suddenly dies down for about half
an hour. Thereafter the wind picks up strength followed by heavy rain recurs with increased violence,
causing great damage in some cases.
(b) The rule for ascertaining the center of the storm in the northern hemisphere is that if the observer
stands with his back towards the direction from which wind is blowing, the center of the storm will be
approximately to the left side. If the center of the storm passes to the east of the station, the wind will veer
through north-cast, north, north-west, west to south. If it passes to the west, the wind will veer from north
east through east south east, and south to west.
(c) In severe storms the barometer may fall rapidly as the center approaches and passes, sometime falling
from 1000 millibar (mb) (750.1 mm) to 950 mb (712.6 mm) in a few hours and rising rapidly after the eye or
center has passed, which may be visually discernible from the hand of a large aneroid barometer. Thus if
heavy fall in the barometric pressure is recorded accompanied by a strong easterly wind and driving rain, a
cyclonic storm could be near at hand.
Note: The standard sea level barometric pressure is 1013.1 millibars equivalent to 760 mm (29.92 inches).
The lowest barometric pressure recorded on the surface of the earth was 870 mb equivalent to 652.6 mm
(or 25.69 inches) during a typhoon in the Pacific Ocean. In some technical literature millibar is also called
as hectopascals.
(d) The diagram below shows the normal direction of winds into cyclonic storm in the northern hemisphere.
If an observer stands with his back towards the direction from which wind is blowing, the center of the storm
will be towards his left side.
2604
Norwesters
(a) In the pre-monsoon period (March to May) and post-monsoon (September to November), storms of very
high intensity often occur. These locally severe seasonal storms are popularly known as Norwesters
(Kalbaishakhi - calamities of Baishakh, mid-April to mid-May)). Wind-speeds in Norwesters usually do not
exceed 113-130 km/hour, though often their speeds exceed 162 km/hour. Norwesters bring much needed
pre-monsoon rain. They can also cause a lot of havoc and destruction. Nor'westers occur predominantly in
the districts of Dhaka, Faridpur and Pabna.
(b) The main reasons behind the nor'wester is the warm and moist air coming from the southeast which
rises up to 2 km, mixes with the relatively cold and dry jet streams coming from the northwesterly and
westerly directions. The mixing of these two dissimilar air masses causes storms. The warm and moist air
rises due to the Chotanagpur Plateau, Himalayan ranges, and Assam Plateau. Thunder and lightning is
common with a nor'wester.
- 136 -
(c) Nor'westers are more frequent in the late afternoon because of the influence of surface heating in
producing convection currents in the atmosphere. In the western region of Bangladesh, nor'westers come
in the late afternoon and before evening but in the eastern side it comes generally after evening, moving
from a northwesterly to a easterly and southeasterly direction. In this season the morning remains calm.
Temperature begins to rise from noon creating a convective current and the storm is formed. The duration
of the storm is generally less than an hour but sometimes it may exceed an hour.
(d) Severe Norwesters are generally associated with tornadoes. When the winds become whirling with
funnel shaped cloud having speed at several hundred kilometers per hour, then they are termed tornadoes.
The tornado forms within the Norwester and moves along the direction of the squall of the mother storm.
The frequency of Norwesters usually reaches a maximum in April, whereas there are few in May, and
minimum in March. Norwesters and tornadoes are more frequent in the afternoon.
(e) Tornadoes are suddenly formed and are extremely localized in nature and of brief duration. Thus, it is
very difficult to locate them or forecast their occurrence with the present techniques available. However,
high-resolution satellite pictures, suitable radar, and a network of densely spaced meteorological
observatories could be useful for the prediction or warning of Norwesters and tornadoes.
2605
Storm Warnings
(a) As has been described in the fore-going paragraphs, because of geographical location, Bangladesh can
not avoid or control cyclones or norwesters. The country has to face these natural phenomena and bear
out its destructive power. However, it is important that these should be well managed so as to protect the
lines of rail communications, minimize damage to railway infrastructure and to see that appropriate actions
are taken to ensure the safety of train operations.
(b) Warnings against cyclonic storm and thunderstorms and squalls indicating the time of occurrence and
the maximum wind speed likely to be attained are issued by Bangladesh Meteorological Department. The
warnings also contain instructions for hoisting signals at river ports. These warnings should be given
prompt and serious attention, and all steps should be taken to safeguard railway property.
(c) The list of railway officials who are on the warning list of the Bangladesh Meteorological Department is
given in Annex 2605(c). These officials must ensure that the storm warnings permeate to all concerned
supervisory staff in the field through the control communication/ telephone channels, and their confirmation
is also taken.
(d) The railway already has necessary systems in place to address emergencies arising from natural
calamities; therefore timely dissemination of storm warnings among Civil Engineering staff is important.
2606
Actions to be taken in the Event of Storm Warnings
(a) When it appears that a cyclonic disturbance is approaching, everything possible should be done to
safeguard life and property. Patrolling should be organized as per the instructions given in this Manual.
Watchmen will need to be positioned at vulnerable bridges and spots having history of breaches, washaways, landslides and others. Staff and their families should be got out of harms way. Those on duty
should be fully protected. All wagons should be securely chained down, and all flotillas got away under the
lee of sands or river banks or even, in extremity run ashore. Any loose material liable to be blown away
should be secured by weights or lashings.
- 137 -
Annex 2605(c)
List of Railway Officials to be given Weather Warnings
by Bangladesh Meteorological Department through Regional Forecast Center, Patenga, Chittagong
1.
(i)
Executive Engineer, Hardinge Bridge, Bangladesh Railway, Paksey, District
Pabna.
(ii)
Divisional Engineer, Bangladesh Railway. Paksey, District Pabna.
(iii)
Divisional Engineer, Bangladesh Railway, Dhaka.
(iv)
Assistant Executive Engineer, Bangladesh Railway, Paksey, District Pabna.
(v)
Assistant Executive Engineer, Jamalpur.
(vi)
SSAE(Works), Hardinge Bridge, Bangladesh Railway, Paksey, District Pabna.
(vii)
SSAE(Way), Bangladesh Railway, Paksey, District Pabna.
2. Marine Superintendent, Bangladesh Railway, Tistamukhghat, Phulchari District Gaibandha.

3.
(i)
Assistant Executive Engineer, Bangladesh. Railway, Rajbari, District Rajbari.
(ii)
SSAE(Works), Bangladesh Railway, Rajbari, District Faridpur.
(i)
SSAE(Way), Bangladesh Railway, Chuadanga, District Chuadanga.
(ii)
SSAE(Way), Bangladesh Railway. Chuadanga, District Chuadanga.
4.
5. SSAE(Way), Bangladesh Railway, Sirajganj Bazar, District Sirajganj.
- 138 -
CHAPTER XXVII
BREACHES AND WASH-OUTS
2701
General
(a) Breaches usually occur due to the flood water over-topping the bank when the erosion starts from the
downstream end and ultimately takes away a portion or entire section of the bank in width depending on
the depth on the upstream of the bank and discharge of flood water. In some situations when there is
heading up of flood water on upstream of a bridge or culvert due to insufficient bridge opening, over-topping
of the bank may not occur but the flow and velocity of flood water may scour the bed below the bridge
foundations, particularly if these are shallow, resulting in collapse and wash away of the bridge structure
and breaching its approaches.
(b) Breaches are dangerous occurrences which could cut vital rail communications and affect the safety of
traffic operations. However, it is rare that breaches take place all of a sudden. In most cases the events
preceding an occurrence of a breach tend to give notice of the scenario that may follow.
(c) Officials responsible for the maintenance of track must be fully familiar with the history of their sections,
particularly with regard to the locations where problems have been faced in the past due to flooding. It is
important that the Divisional Engineer Assistant Executive Engineer and other permanent way officials take
adequate measures in a timely manner to protect tracks and also ensure that vulnerable spots are
adequately protected for the safety of train operations.
2702
Action in the Event of Heavy Flood
(a) When a bridge is attacked by heavy flood threatening to scour, the quantity of water and its velocity
should be roughly estimated to judge if the bridge foundations can stand the velocity and probable scour.
Soundings should be regularly taken around piers and abutments and approaches and wherever scour
goes below a safe limit it should be filled up with stones. Many times the current takes away the stones and
the scour remains unfilled. In such cases boats may be used for dropping stones at the required point,
alternately jute rope nets may be used. Such nets or spurs are filled up with stones or brickbats thus
increasing the bulk enough to be handled by three or four men so that the stones go down and deposit at
the proper place and are not swept away by the current. Such a measure when necessary must be carried
out day and night until the scour hole is filled up to a safe level.
(b) In some cases it may be possible to divert the flood water through some other bridge or channel. The
possibility of being able to do so must be carefully studied at site.
2703
Precautions when Overtopping of Bank is Expected
(a) In cases of slight over-topping, the embankment may be saved by raising and strengthening the
upstream side and pitching downstream slopes or toe in advance is cases where such occurrence is usual.
(b) For protecting the vulnerable places in an emergency it is advisable to keep stone boulders and
brickbats in reasonable quantity at site.
(c) All such vulnerable sites should be kept on record in the Flood Register by Assistant Executive
Engineer and SSAE(Way) and indication boards should be put up at site giving brief description of previous
occurrences.
Note: The duties of SSAE(Way) in this Chapter shall be discharged by SAE(Way) wherever he has
independent charge of a section.
2704
Precautions when Track is Submerged
(1) The following precautions shall be observed when the track is submerged:
(a) In all cases train shall be served caution of stop dead and allowed to proceed at a speed not exceeding
10 km/hour.
- 139 -
(b) If water rises over the top of the ballast but is below rail level, the track should be checked before each
train, by two men walking abreast one at either end of the sleepers, and only if the track has not been
disturbed, should the train be allowed over the track.
(c) When water overtops the rails, the SSAE/SAE(Way) shall pilot the train, after ensuring that the track is
safe, by walking over the track and checking by means of probing.
(2) SSAE(Way) should send immediate advice to the Assistant Executive Engineer, Divisional Engineer,
Divisional Railway Manager and Chief Engineer when water rises above ballast level and again when it
subsides. This should be followed up by special reports to the Assistant Executive Engineer and Divisional
Engineer. Records of such occurrences should be entered in the SSAE(Way)'s section register.
2705
Action in the Event of Breaches
(a) Protection of Track

The first and foremost action to be taken is the protection of track by the patrolman or railway staff using
hand signals for stopping train at a safe distance from the breach in the line. The protection shall be done in
accordance with the General Rules, 1981 (Chapter VII).
(b) Small breaches
(i)
Small breaches or wash away where intensity of flood water is less or where water
subsides, the breach can be filled up with stones, sand bags followed by ashes, earth or
kiln refuse depending on availability.
(ii)
In cases where the water current is fast, filling with stones or causing any
obstruction may invite further scour and consequent widening of the breach. In such cases
filling up is not advisable until the water starts subsiding.
(c) Major breaches
In cases where the entire area on upstream is flooded and is not likely to subside within a reasonable
period of time or the breach is deep and can not be filled with unreasonable time, the breached gap shall
be bridged by using temporary spans or rail clusters depending on their availability. In such cases sleeper
cribs shall be made to take girders, as described in the paragraphs below.
2706
Action in the case of Major Breaches
(1) Repairs to damaged track

Repairs to the track should in the first instance, be kept to the minimum necessary to restore traffic with the
least possible delay, the required materials being expeditiously arranged for. Soon after, the track should
be brought to its proper standard.
(2) Procurement and Arrangement of Labor
(a) Adequate labor is the very first essential for restoration of through running. Assistant Executive
Engineer and SSAE(Way) should acquaint themselves with all possible sources from which labor could be
readily obtainable in the event of a breach or a serious derailment on their section. Labor should, as far as
practicable, be conveyed to the site of accident by train.
(b) Labor should be obtained in one or more of the following ways:
(i)
By ordering temporary gangs such as relaying gangs, special gangs, construction
gangs, remodeling gangs, yard gangs, within a reasonable distance to proceed to the site;
(ii)
By ordering two or more men from each permanent gangs to proceed to the site;
- 140 -
(iii)
By obtaining labor from adjoining divisions, of considered necessary and possible;
(iv)
By calling on the Revenue authorities to supply labor;
(v)
By recruiting temporary labor locally or from known sources;
(vi)
By arranging labor through reliable contractors (wages should be fixed prior to
their engagement).
(c) In case contractor's labor is engaged, it is preferable to allot work in such a way that the departmental
labor and contractor's labor do not get mixed up. Settlement of claims should be prompt. Labor should be
organized in batches under the charge of SSAE/SAE. Proper muster sheets should be maintained.
(d) In emergencies, Assistant Executive Engineers/ SSAE(Way) may authorize Station Masters by
telegram/memo to issue proceed order for the journey of waymen/ labor required for the work along with
their tools and equipment from specified station to the nearest station from the site of accident. As far as
possible, all departmental labor shall move with complete tools and equipment.
(e) Adequate arrangements should be made for food, shelter, water and lighting.
(3) Diversion
(a) General
Should a diversion be decided upon, the work should be commenced as quickly as possible.
(b) Classification of diversions.
Diversions may be temporary or semi-permanent.
(i)
A temporary diversion is one which is not likely to be in use, for more than 10
days. All trains must stop before entering a temporary diversion and proceed at speed of
10 km/hour.
(ii)
A semi-permanent diversion is one constructed for the special purpose of
facilitating the reconstruction of the line and/or bridges likely to be in use for a period of
more than ten days. On a semi-permanent diversion, initially trains must stop before
entering the diversion. After the bank has been consolidated, trains may proceed at a
nonstop reduced speed.
(c) Curvature, Gradients and Length
(i)
As far as possible the radius of curve should not be less than 450 meters and 300
meters on the broad gauge and meter gauge, respectively. Gradient should not be steeper
than 1 in 100 and 1 in 80 on the broad gauge and meter gauge, respectively, compensated
for curvature.
(ii)
In difficult terrain it may be necessary to lay curves of radius not less than 225 and
125 meters on the broad gauge and meter gauge, respectively, and adopt grades up to the
ruling gradient on the section. There should be no super-elevation, in case of temporary
diversions.
(iii)
The length of the diversion should be minimum possible. The center line of the
diversion should be at the minimum possible distance from the existing bank, subject to
providing sufficient space for construction or to clear the obstruction. Between the reverse
curves minimum straight of 30 meters is provided. The diversion should be so laid that the
existing bank is not cut.
- 141 -
(iv)
In the case of semi-permanent diversion, the width of embankment should
normally be the same as that of the main line. However, if the diversion is laid for a very
short time as in the case of washaways, the width of the diversion may be less than the
existing bank. In such cases the width of the diversion embankment may be 4.88 meters
for broad gauge and 3.66 meters for meter gauge.
(d) Setting out diversion.
Calculation for setting out diversion may be done on the basis of the following formula:
L = (C2 + 4RD D2) + S/2
T = RD/(L S/2 + C)
Where:
AB = Portion of existing line to be diverted.
L = Length of half the diversion, measured along the original alignment.
D = Maximum distance of diversion from original alignment.
S = Straight portion of diversion.
C = Length of straight between reverse curves.
R = Radius of curves.
T = Length of tangent (all measurements are in meters).
An example of the setting out of a diversion is given in Annex 2706(3)(d).
(e) Opening for traffic
(i)
The diversion track should be adequately consolidated and tested by locomotive/
wagons before opening for traffic.
(ii)
The most vulnerable portion of the diversion is at the junction of the old bank with
the new bank. Care should, therefore, be taken to provide benching of slopes at the
junction. Cross levels should be checked after passage of every train and rectified till the
track gets stabilized.
(f) Issue of safety certificate
In an emergency the line may be opened to traffic on the safety certificate issued by the Engineer-incharge, without the prior sanction of the Government Inspector of Bangladesh Railway, but GIBR should be
kept informed by sending safety certificate on prescribed form. However if the use of temporary diversion is
likely to be extended to more than three days, the Government Inspector, may if he considers it necessary,
take the earliest opportunity of inspecting it.
- 142 -
(4) Transhipment
The decision, as to whether transshipment is to be done, is taken by Transportation/ Commercial
Department. If it is decided to provide gangways, footpath etc., purely for the purpose of transhipment,
these should, as far as possible, be laid away from the site of repairs, so that the progress of restoration is
not interfered with.
(5) Weight and Depth of Standard Girders
For reference the weight and depth of different spans of Standard Girders are shown in the table given in
Annex 2706(5).
2707
Temporary Bridging
(1) Sleeper Stacks

(a) A single stack will carry a 12.2 meter (40 feet) girder, but its height should not exceed 2 meters; for
height of 2 to 6 meters double stack should be used and joined by a layer of rails every 2 meters; and if the
height is 6 to 8 meters triple stacks or four stacks arranged in a square should be used.
(b) Sleeper stacks are used in dry situations. The bottom layer of sleepers in a stack should invariably be
laid parallel to the track and close together to give the maximum bearing on the surface of ground.
(c) If the stack or crib does not extent to the bottom of the excavation it must be kept back sufficiently to
allow at least 1 in 1 slope from front of stack to bottom of the excavation.
(2) Sleeper Cribs
Sleeper cribs may be used in 3 to 4 meters depth of water with a strong current. Cribs are the same as
stacks, except that the bottom is closed to retain the stone filling and the corners are threaded on steel rods
of 18 or 22 mm diameter. They may be launched with or without some stone filling and floated or dragged
to the site and sunk or placed in position with more stone inside and around. The launching may be done
from boats or by sliding out from the bank on rail skids assisted by ropes hauled by labor. The bottom of the
crib may be constructed to fit the bed of the river if there is a slope not exceeding 1 in 4. The crib may be
built up to be within a foot of the vertical. The top of the crib is leveled up and braced to the next crib by a
layer of rails. The girder or temporary bridge is then laid and the launching of the next span proceeded with.
2708
Clearing Wreck or Girders
(1) This can most readily be done with derricks and tackle or a crane, if one can be arranged.
(2) With the aid of a locomotive even the largest weights can be rapidly shifted on rail skids.
2709
Temporary Rail Girders
For temporary rail girder bridges one 75 lb/yard rail to meter gauge and one 90 lbs rail to broad gauge
should be provided for each foot of span in a cluster under each running rail. In a rail cluster, rails must be
clamped together, head and foot alternatively (also see paragraph 2715).
2710
Arrangements for Transshipping Passengers
(a) In the event of a major breach when rail communication is cut, the first priority will be restoration of
track. For restoration work, labor, materials and equipment will need to be rushed to site. Therefore it is
generally not advisable to run passenger train services which will require transshipment of passengers.
However this is a decision which should be left to the Transportation/ Commercial departments.
- 143 -
(b) In case arrangements have to be made for transshipment of passengers, a quick method is to make a
transshipment floating bridge of either 30x30 cm timbers or empty oil barrels. This may be done either by
using oil drums or by using timber baulks 300x300 mm (see Figures 2710(b)1&2 below).
(c) If oil drums are used, they are to be wired to the longitudinal rails by passing the fencing wires around
the drums, then over the rails and twisted. The cross sleepers are then wired to the rails and the planks
nailed down to the cross sleepers.
(d) The transshipping bridge will have to be anchored against flow of water through the breach. This may
be done by fixing wire ropes to, the centre and ends of the bridge and anchoring the ends of the wire rope
to upstream anchors. Anchors can be either screw anchors, or short length of rails driven into the ground at
an angle, or wire baskets of cattle fencing wire filled with pitching stone and lowered into the water on to the
ground.
(e) When, using 30x30 cm timber baulks, the baulks should be wired together in twos or threes, cross
sleepers placed on them and wired to them and the planks placed longitudinally and nailed to the cross
sleepers. The whole bridge should be anchored against the flood in the same way as in the case of barrels.
Figure 2710(b)-1: Floating Bridge using Oil Drums (all dimensions in millimeters)
Figure 2710(b)-2: Floating Bridge using 300x300 Timber Baulks (all dimensions in mm)
- 144 -
2711
Pile Driving and driving in strong Current
(a) For driving piles in water when there is a strong current, a proper pile driving plant should be arranged.
(b) When proper pile driving plant is not available, a quick method of driving piles is as follows: use a 30x30
cm derrick pole about 15 meter long with 6 guys. Anchors can be either mooring screws, short rails derived
into ground or made up of wire baskets filled with pitching stone capacity 250 kg approximate. Two
temporary piles 1 to 2 meters apart will have to be driven within easy reach of the derrick when the latter is
on the bank. After these have been driven, two Broad Gauge sleepers are to be placed on faces of the
piles and lashed; then place two 30x30 cm timbers with one end on the bank and the other on the cross
sleepers; then move the derrick forward on the 30x30 cm timbers to near the temporary piles. Piling may
thereafter be started. This procedure can be repeated for any number of 6 to 12 meter spans (see Figure
2711(b)).
Figure 2711(b): Piling for Temporary Bridge (all dimensions in millimeters)

(c) When driving piles in a strong current, use a raft made of 5 to 6 timbers of size 30x30 cm and about 10
meters long, lashed together. This raft should then be brought into position connected with ropes to two
anchors up stream and two anchors down stream. The anchor ropes should be kept pulled outwards to
steady the raft. The pile is then floated and lifted with derrick after previously marking the position required
for the pile. A rope should be looped about 1 meter above the shoe and held tight at an angle from the raft
pulling against the stream until the pile reaches the ground when it should, be removed by loosening end.
Then test pile for position and verticality, and then drive the pile. While driving the pile, if it starts to turn on
its axis, loop a rope round the pile and pass a stout short bamboo through the rope to act as a lever and
then pull the bamboo in the direction the pile is to be brought back; while this is being done continue
driving.
(d) Fixing bracings to pile under water: To fix bracings under water, two crossing sleepers should be used
on two outer faces of the pile. At one end, drill holes to take 25 mm bolt with washers. The centers of the
holes should be sufficient so that when the crossing sleeper bracings are at their proper angle, they just
bear on the two faces of the piles. This end is to be dropped and pushed down with a bamboo or timber
until it is tight and at the correct angle. The other end of the two sleepers should be bored to correspond
with holes bored through the center of the pile at the top and then bolted up. The bracings for the second
should be done in the reverse direction so that the two sets form a cross.
- 145 -
2712
Precautionary Measures against Damage by Floods
It is necessary to take certain precautions, and carry out certain essential works before the commencement
of monsoon, such as
(a) All catch water drains and side drains must be cleared of silt, vegetation and other obstructions to
ensure free flow and quick drainage of storm water.
The waterways of bridges must be cleared of vegetation and other obstructions. If silting is noticed in some
spans, it should be removed to ensure that the full waterway is available for the discharge of flood water.
During de-silting, care should be taken to remove the silt only up to the bed level.
(b) Protective and river training works must be maintained in good condition and repairs carried out
wherever necessary. Scour holes should be filled with boulders.
(c) The high flood level and danger level must be painted. The danger level mark shall be painted with
bright red band across each pier adjacent to the abutment so as to be clearly visible to the patrolmen,
watchmen and drivers. Flood gauges shall be painted on important bridges as specified.
(d) Water shall not be allowed to stagnate on the track. For this purpose, cross drains should be provided at
regular intervals. In yards, cross drains and longitudinal drains should be cleared/ provided to proper
grades.
(e) In hilly areas, where there is incidence of falling boulders, a survey should be carried out to locate loose
boulders. Such loose boulders should be dropped in a systematic manner.
(f) Selection of patrolman and watchman should be made in accordance with the requirements in this
Manual and they must be trained and tested for their knowledge of rules. The duties to be performed by
them should be clearly explained to them. The equipment of patrolmen and other watchman shall be
complete in all respects.
(g) Spare trolleys should be kept in readiness at the headquarters of the SSAE(Way) and at other stations
in the proximity of vulnerable locations. Motor Trolleys must be kept in working condition.
(h) Rivers in the upstream reaches should be inspected for guarding against possible change in water
course.
(i) The prescribed reserve stock of boulders, empty cement bags, wire netting and others should be kept at
specified locations for rushing to site in case of emergency, and should be made good, in case of
deficiency.
(j) Action should be taken as envisaged in the case of Railway affecting works.
(k) The temporary Engineering indicators must be painted and kept ready for use.
(l) The rain gauges should be inspected before the monsoon and it should be ensured that they are in
perfect working condition.
(m) Vulnerable locations/ kilometers should be reviewed jointly by Assistant Executive Engineer and
Divisional Engineer and on the basis of past history and pre-monsoon inspections and the register of
vulnerable locations should be brought up-to-date.
- 146 -
2713
Pre-monsoon Precautionary Measures
(1) Foresight
Divisional Engineers must be prepared for the possibility of damage by rain and floods to bridges and bank
rendering them unsafe for traffic. They must therefore make arrangements beforehand as far as possible,
so that repairs may be taken In hand without delay.
(2) Labor
A sufficient supply of labor is the first requisite and the number each local contractor can supply at short
notice, must be settled before the monsoon.
(3) Plant and Materials
(a) It is uneconomical to keep plant and material in stock on each Division, solely for a breach or damage to
a bridge.
(b) On every Division there are always considerable quantities of materials in stock for works in hand or
Projected, which are available at hand, provided their whereabouts are known.
(c) Before the monsoon, each Divisional Engineer should visit the nearest stores depot with a list of his
probable requirements, so that if any items are not available, he may select a substitute. This will avoid
delay by stores offering substitutes on receipt of demands for items which are not in stock.
(d) Divisional Engineers and the Bridge Engineer should arrange to have all the plant, which is in stock on
their length and is suitable for use in breaches and wash-outs, inspected, in April of each year with a view
to having the defective parts either repaired or replaced without delay. A certificate to this effect should be
given by the Divisional Engineer or Bridge Engineer when handing over charge that the-plant required in
case of emergency for repairs to breaches or serious damage, to line has been inspected and action taken
for repairs or replacements where necessary. A list of such Tools Plant with necessary remarks should also
be handed over.
2714
Materials for Emergencies
(a) Arrangements should be made to stock sufficient quantities of rails, sleepers, materials for cribs, ballast,
sand/quarry dust and boulders at suitable points near vulnerable locations, so that the materials may be
rushed to site as required.
(b) Before the onset of monsoon, specified number of wagons loaded with sand/quarry dust, ballast and
boulders should be kept at appropriate stations for quick movement to vulnerable locations (see Chapter
XXIVRivers and Floods).
(c) During monsoon, as far as possible, ballast train should be programmed to work in the vicinity of the
vulnerable zones so that they may be utilized without delay in emergency.
(d) Locations and quantities of reserve stocks should be made known to all Divisional Engineers and
Assistant Executive Engineers by the Chief Engineer. Reserve stock should not be used except in an
emergency. When it is used, it should be recouped.
(e) Divisional Engineer should send a certificate to the Chief Engineer to the effect that monsoon reserve
stock is in order as per the stipulated, by the prescribed date.
(f) Bridge Engineer/ Divisional Engineer should arrange to keep equipment like service spans, trestles,
cribs, derricks, compressor, equipment and materials required for blasting, pavement breakers, welding
sets and others ready for use in emergencies. These should be stocked at convenient places so that they
can be dispatched to the site of breaches without delay.
- 147 -
2715
Service Spans and Rail Clusters
(a) Service spans: Details of temporary service spans available on each railway should be listed and
circulated for the guidance of Assistant Executive Engineers and Divisional Engineers before the monsoon.
(b) Rail Clusters: It is sometimes necessary to provide rail clusters to pass traffic in emergencies (see
Figures 2715(b)-1 to -3) below. Rail cluster may be used as a temporary measure in emergency subject to
following conditions:(i)
Speed restriction shall be 10 km/hour.
(ii)
Rails forming clusters must be clamped together with head and foot alternatively.
Figure 2715(b)-1: Track Arrangement on Rail Cluster

(iii)
Rail cluster must extend over the full dimension of the sleeper crib and must be
spiked to the top sleepers. Drawings showing details of section of rail/ No. of rails/clear
span to be used under each running rail, shall be issued by the Chief Engineer of the
railway for the guidance of SSAE(Way) and Assistant Executive Engineer, who should be
in the possession of the same.
Figure 2715(b)-2: Two Designs of Rail Clusters for Different Spans
- 148 -
Figure 2715(b)-3: Arrangement of Rail Cluster on Sleeper Crib

2716
Railway Affecting Works
(1) Definition: The term Railway affecting Works may broadly be taken to mean any work which if not
constructed and maintained properly, or not operated properly may result in danger to railway line (bridge/
embankment). This may include tanks, storage works, canals, bunds, and others.
(2) Register of Railway affecting works: The Divisional Engineer/ Assistant Executive Engineer will maintain
an up-to-date list of railway affecting works on their section. The list shall invariably show the particulars of
the authority responsible for maintenance of each railway affecting work.
(3) Inspection of Railway affecting tanks: Where as per current practice the Public Works or Revenue
Department forwards to the Divisional Engineer every year, their inspection reports on the condition of
these tanks which are classified as railway affecting, action should be taken as follows:
(a) The Divisional Engineer should peruse the reports carefully and mark those tanks which he considers
are not in satisfactory state of repair. He should then forward the reports to the Assistant Executive
Engineer with instructions that the tanks so marked should be inspected and reported on.
(c) Copies of the inspection notes of railway affecting tanks as received from the Public Works or Revenue
Department with particulars of date of inspection and notes of action taken or proposed by him should be
included in the Register of Railway Affecting Works maintained by the Assistant Executive Engineer.
2717
Weather warnings and action to be taken
(1) General
(a) Arrangement should be made with the concerned meteorological centre for bad weather warnings.
(b) The bad weather warnings to be received should cover both high velocity winds and cyclones as well as
heavy rainfall and arrangement should be made for receipt of the same throughout the year.
(c) The list of Officers who should receive the bad weather warnings and their addresses should be
reviewed and updated every year.
(d) Detailed instructions should exist for prompt communication of bad weather warnings on receipt to the
line staff.
- 149 -
(2) Precautions to be taken by Station Master, Driver and Guard - Regarding controlling of trains
(a) When a weather warning message has been received forecasting heavy or cyclonic storm and there is
reasonable doubt that a severe storm and high winds are going to break through, that may endanger the
safety of passengers/ train, the Station Master may, in consultation with the Guard and Driver, detain the
train until the storm and high winds abate and it is considered safe to allow the train to proceed from his
station.
(b) In spite of the action outlined above should the Driver be still caught on run in a storm and high winds of
an intensity which in his opinion are likely to endanger the safety of passengers/ train, he should bring his
train with the least delay to a halt, avoiding such stoppage at places like sharp curves, high embankments,
cuttings and bridges. The train could be restarted in consultation with the Guard only after the storm and
high winds abate and it is considered safe to proceed.
(3) Action by the SSAE(WAY)
(a) The SSAE(Way) on receipt of weather/cyclone warning, should arrange to advise monsoon patrolmen/
watchmen and Gang Mates to be extra vigilant.
During the fair season, he should introduce monsoon patrolling as soon as possible and also post
watchman as required at all vulnerable locations and bridges by day as well as by night for a period
extending up to 48 hours beyond the period specified in the weather/ cyclone warning message.
(b) The SSAE(Way) should be out in his section as far as possible by trolley during the period of warning
and 48 hours beyond.
(4) Action by the Gang Mates
On receipt of advice from the Station Master the gang mate should take the following action:(a) During the fair season, the gang mate of station yard gang should depute two reliable waymen provided
with patrolmen's equipment for patrolling the block sections on either side and for alerting the intermediate
gang mates.
(b) During monsoon period also the gang mate of the station yard gang should send two waymen in
opposite directions to alert intermediate gang mates, patrolmen and watchmen.
(c) Should there be very heavy rain or severe storm weather during the monsoon or fair season, the gang
mate and waymen of all gangs on their own initiative should commence monsoon patrolling by day as well
as night. Similar action to carry out patrolling should be taken on receipt of bad weather warning for the
duration of warning and 48 hours beyond.
(5) Action by Inspecting officials
Inspecting officials should test the knowledge of gang mates and waymen about these instructions issued.
- 150 -
Annex 2706(3)(d)
Setting out a Semi-Permanent Diversion
1. Example: Calculate the length of a broad gauge diversion required to be laid for rebuilding a 3x15 meters
girder bridge. The embankment of the existing broad gauge line is on a level grade and its height is 5
meters. (All other data may be assumed).
2. Dimensions of diversion
(i)
Height On consideration of site conditions and the need to provide temporary
opening for drainage, the height of the diversion shall be 2.5 meters.
(ii)
Width: The width of the diversion may be kept at the minimum of 4.88 meters.
(iii)
Distance of Diversion: Due to obstruction of construction the diversion can be laid
only at 20 meters distance (D) from the center line of the existing track.
(iv)
Length of Diversion: Assume grade of diversion of 1 in 100, curve radius R= 450
meters and length of straight between tangents C= 30 meters. Also assume straight and
level portion required on approach of 3x15 meters of 30 meters.
Figure A2706(3)(d)-(a) to (c): Layout of a Diversion

3. Total length of straight:
S= 2x30 + 3x15 = 105 meters
Half length of Diversion:
L= L1 + S/2
L1 = (C2 + 4RD D2); where C=30 meters, R=450 meters, D= 20 meters
- 151 -
L1=191 meters (Figure A2706(3)(d)-(a))

L= 191+52.5= 243.5 meters
Tangent Length:
T= RxD/(L-S/2+C)= 450x20/(243.5-105/2+30)=40.7 or 41 meters.
Length of diversion along the diversion = 4T+C = 4x41+30= 194m
4. For ensuring that the existing bank is not cut, the gradient should start after divergence of the diversion
from main line = Gauge/2 + Formation Width/2
=1.676/2+6.1/2 = 3.88 or 3.9m
The distance on existing bank before the running out of the gradient is AB Figure A2706(3)(d) (c).
From the geometrical relationship in circular curve AB= v(2R-v), where v=versine (BC) = 3.9 meters,
R=450 meters.
Therefore, AB= 59 meters
Length of track in which gradient can be given= 194 59 = 135 meters
If gradient is 1 in 100, then compensation for 450 m radius curve shall be 0.04x1750/450= 0.16 percent.
(Figure A2706(3)(d) (b)).
Therefore, compensated gradient = 1.0-0.16 = 0.84 percent
Difference in height of bank that can be graded in length of 135 meters = 0.84x135/100 = 1.13m
Difference in height of two banks is (5.0-2.5) = 2.5 m
Remaining difference in height of bank to be graded off = 2.5 1.13 = 1.37m
Length along diversion required for grading 1.37m = 1.37x100 = 137m
5. Length of diversion along straight = 2(191 + 170 + 52.5) = 827 meters
Length of the diversion along the diversion = 2(194+170+52.5) = 833 meters.
- 152 -
Annex 2706(5)
Weight and Depth of Different Spans of Standard Girders
Spans
Types
Ft. In.
Standard B of
1903+25%
(BG)
Depth Weight
Ft
In
Tons
10 0 Deck
20 0 Do
30 0 Do
40 0 Do
40 0
Through
60 0 Deck
Old Standard.
Standard B of
Standard B.B.
1905+25%
& C.I.R. of
(MG)
1916 (BG)
Depth Weight
Depth Weight
Ft In.
Tons
Ft In.
Tons
Standard B.B. & C.I.R.

of
1916 (MG)
Depth Weight
Ft In.
Tons
New Standard.
Standard M.L. of
Standard H.M.
1926
of 1926
(BG)
(BG)
Depth Weight
Depth Weight
Ft In
Tons
Ft In
Tons
1.85
1.41
2.04
1.71
11
2.58
3.99
2.69
4.69
3.67
4.68
5.85
7.67
6.10
9.23
7.24
8.31
10
9.75
11.96
9.44
7-3/8
13.89
10
11.33
1-5/8
12.85
7-7/8
14.21
1-1/8
23.50
24.27
8-3/8
20.17
28.95
11
23.79
0-7/8
25.61
31.94
1-1/8
60 0
6
01/8
39.3

Through
Notes: (1) There is no girder to Standard M.L. of 1929 (MG) and Standard HM of 1929 (BG); (2) One foot = 304.8 mm, one inch = 25.4 mm
- 153 -
CHAPTER XXVIII
ACCIDENTS, OBSTRUCTIONS AND ENQUIRES
2801
Rules Relating to Accidents
(a) The Rules relating to accidents are contained in Chapter IV of Bangladesh Railway General Rules,
1981. The instructions contained in this chapter are in amplification of these rules and will not supersede
the General Rules. These rules must be fully understood and strictly observed by all Railway officials.
(b) Duty of Railway Staff. General Rule 161 lays down the duty of railway staff for securing safety. The rule
states that every railway staff shall:
(i)
see that every exertion is made for ensuring the safety of the public;
(ii)
promptly report to his immediate superior any occurrence affecting the safe or
proper working of the railway which may come to his notice ; and
(iii)
render on demand all possible assistance in case of an accident or obstruction.
(b) Every railway staff who observes:

(i)
that any signal is defective;
(ii)
any obstruction, failure or threatened failure of any part of the way or works;
(iii)
anything wrong with a train; or
(iv)
any unusual circumstances likely to interfere with the safe running of trains or the
safety of the public; shall take immediate steps, such as the circumstances of the case
may demand, to prevent accident; and, where necessary, advise the nearest Station
Master by quickest possible means
An excerpt of GR 161 and Subsidiary Rules there to are at Annex 2801(b).
(c) Reporting of accidents. The rules for the reporting of accidents are contained in Part I, Appendix VII of
the Bangladesh Railway General Rules (1981).
(d) Reporting of accidents in Engineering Workshops. The rules regarding the reporting of accidents in
Engineering workshops are given in Paragraph 29 of Appendix VII, Part 1 of the General Rules, 1981. In
case of accidents involving injuries to workmen attention is invited to paragraph 30 of Appendix VII of Part
1.
2802
Proceeding to site
(a) On the occurrence of an accident caused by slips, subsidence of the track, collision, flood, derailments,
failure or threatened failure of any part of the way and work or due to any cause whatsoever, resulting in
damage to the track and thereby affecting the safety of the public and the free passage of trains, it shall be
the duty of the Assistant Executive Engineer and the SSAE(Way) and SSAE(Works) to proceed by the
quickest available means to the scene of accident, and restore safe communication as quickly as possible.
(b) In the absence of the official in-charge of the section on which the accident has occurred it is the duty of
any way and works official present to take steps to restore communication and carry on until such time as a
more responsible official arrives and takes charge.
(c) In the event of a serious accident happening in one division where assistance can be more
expeditiously rendered by an adjacent division, that official together with the Assistant Executive Engineer
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and the Divisional Engineer concerned must be advised and it is the duty of these officials to proceed at
once to the scene of accident and render every possible assistance.
2803
Responsibility
(a) The Mechanical Department is responsible for arranging relief train/ tool van, whatever is necessary.
(b) The Mechanical Department is responsible for clearing vehicles blocking the line.
(c) The Traffic Department is responsible for making arrangements for controlling running of trains and
transshipment as necessary.
2804
Action to be taken at Scene of Accident
(a) The Assistant Executive Engineer or the SSAE(Way) whoever first reaches the scene of the accident,
shall on arrival and having taken immediate steps to succor the injured, and to protect the line or lines by
means of detonators, flags and banner flags in the prescribed manner, and having issued such orders and
made such other immediate arrangements as are necessary, make a survey of the situation and advise the
Divisional Engineer over the control phone or telephone communication of the details of the accident, and
the assistance and materials required to restore communication, stating also the approximate time by which
through traffic is expected to be restored.
(b) The Divisional Engineer will pass on the above information to the Divisional Railway Manager and Chief
Engineer on mobile phone or control phone.
(c) In all instances in which the means taken for the restoration of communication are likely to obliterate
marks on the road and other evidence needed at a joint enquiry, the senior official who arrives first on the
spot should carefully examine the track, train or vehicle and as soon as possible make notes, sketches etc.
and hand over the same to his superior or produce them at the enquiry.
(d) If the Assistant Executive Engineer at any time during the process of clearing the block and restoring
the track has reason to assume that the first estimation of the duration of the block is likely to be
appreciably exceeded, he shall takes steps to revise the statement already submitted, giving brief
particulars of the cause of the delay.
(e) The Divisional Engineer shall on receipt of such information, arrange for immediate supply of necessary
labor and materials and shall, if necessary proceed with them to the scene of the accident. The officials of
Mechanical Department will marshal relief train at previous stations so that it can start work immediately on
arrival and Traffic officials will issue orders regarding trains and arrange for a rake at either side for
transshipment, if necessary.
(f) Full use must be made of the Control communications or available telephone communication for giving
information from the site of the accident. The information should be passed on to Traffic and Mechanical
officers concerned and also to the Administrative officer over the, public telephone so that senior officials at
headquarters are posted with first hand details.
(g) The Engineer who first reaches the site must take photographs of the derailment, prepare a sketch of
the derailment and to locate the initial point of mount. He should also arrange to preserve all clues to
enable reconstruction of the scene of the accident as detailed as possible.
(h) Photographs showing the details of damage to track and rolling stock at the site of accident should be
taken wherever necessary; in case of suspected sabotage, the photographs of the site of the accident
showing the damage and possible clues should invariably be taken.
(i) An important point in connection with the accidents of passenger trains is to recall to the site,
independent witnesses i e, passengers on the trains involved who can bear testimony to the condition of
permanent way or to other factors germane to the accident which may provide a clue as to the cause.
- 155 -
(j) None of the activities mentioned above or hereafter should, however, interfere with the rendering of aid
to the injured which is the first and foremost activity in all accidents.
(k) The Civil Engineering Department should render assistance to the Medical Department in succoring the
injured by providing adequate labor to act as stretcher bearers or for such other duties as are required by
the Medical Department for the convenience of the sick in regard to weather protection etc. This labor will
work under the orders of the senior-most Medical Officer at site.
2805
Attendance of Police
(a) There must be no delay in informing the police of any obstruction placed on the line and the SSAE(Way)
shall, on receipt of information, arrange to meet the police official at the place of occurrence as soon as
possible and shall hold a joint enquiry;
(b) Arrangements must be made for police to attend the scene of accident in the case of a derailment of a
train carrying passengers or of any other train when it is considered necessary, as soon as possible, in
order that they may observe what disturbance of the line, if any has been caused, to keep guard over any
loose material which may he lying about, to keep guard over any other evidence affecting the cause of the
accident, and also to safeguard passengers luggage and mails as necessary. Evidence affecting the cause
of the accident, if due to the track, should not be obliterated till some definite conclusion has been reached
or until a complete and accurate record has been made of it and jointly accepted.
(c) In the case of a accident in which sabotage is suspected the removed sleepers, rails and all objects
which may afford clues to the police are to be kept untouched and undisturbed as far as possible, until the
police have had an opportunity of examining these thoroughly in respect of their position, condition finger
marks, etc, and no objects should be destroyed.
2806
Sketch of Accident
(a) The first representative of the Civil Engineering department to arrive at the site of accident should
examine the entire site inclusive of track over which the train has passed immediately before derailing,
noting down any unusual features observed, especially any parts of vehicles or other material lying on or
near the track.
(b) A dimensioned sketch should be prepared covering the entire site of accident, showing all relevant
features inclusive of track leading up to point of derailment, showing position of derailed vehicles, point of
mount and drop and other relevant details, including locating very carefully the exact spot where any
detached components were found and stating whether these are intact or damaged. The track
measurements as identified in Annex 2806(b) should be incorporated in the sketch.
(c) The position of rail joints with respect to the exact point of derailment should be shown in the sketch and
the type of rail joints specified i. e., square joints or staggered joints; if staggered, the pitch of the stagger.
(d) An examination of the derailed vehicle/ vehicles for defects not caused by the derailment but which may
have been the cause of the derailment should be made. He should make out notes for inclusion in the joint
report.
(e) He should examine the gang work order book to ascertain the date when track was last attended.
(f) Details of engineering works in progress, if any, at the site of accident, caution orders in force and nature
of protection should be noted.
(g) This sketch should be signed by senior officials of other departments attending the accident site. When
possible, the sketch should be signed by the senior police officer present at site of accident, particularly
when tampering with track/sabotage is suspected.
2807
Examination of Track after Accident
- 156 -
(1) When the cause of an accident or derailment is not obvious, it must be established as soon as possible
after the accident, whether any defects existed in the track or were contributory in causing the accident.
(2) In cases where the cause of derailment is not immediately present, the following investigations and
measurements among others must be invariably made 50 meters on either side of the point of derailment if
indisputably known. If not known, then in the neighborhood of where the derailment can reasonably be
assumed to have occurred, covering a distance of 100 meters. The measurement should, if possible be
taken in presence of an officer or a subordinate of another department.
(a) At 3 meter intervals the variation of gauge to the nearest millimeter must be measured and recorded. A
note should be made if it is evident that the gauge has been affected by the derailment.
Note. When submitting reports or giving evidence at an enquiry, staff of the Civil Engineering department
must avoid the use of such expressions as correct to gauge or slack gauge or tight gauge when referring to
the gauge of the track or to the gauge of the wheels or to similar measurements. In place of these
expressions, the measured dimensions must be stated in figures.
(b) Permanent way particulars as per Annex 2808(b) shall be recorded jointly with the representatives of
the other concerned departments. These records will inter alia include particulars of the track structures,
the condition of the track components, track geometry and other relevant details.
(c) Whether the track is on a straight or on a curve, the cross-levels must be measured to the nearest
millimeter at intervals of 3 meters, after the track has been loaded with a locomotive, a fully loaded wagon
or a passenger coach, unless operation conditions make such loading impracticable.
(d) If the track is on a curve, versines must be measured in mm on a 10/20 meter chord with stations at 3
meter intervals.
Note: Within limits, the amount of super-elevation on the outer rail of curves is not likely to contribute
towards a derailment, but any sudden change in the super-elevation is likely to influence the safe passage
of a vehicle which is unevenly loaded or which has defective springing or axle attachment, especially at low
speeds.
(e) The nature of the formation of track, e g black cotton soil, bank, cutting must be commented upon.
(f) If the drainage has any bearing on the accident, the condition and effectiveness of the drainage should
be recorded.
(g) When a derailment occurs on a straight, the condition of the alignment should be commented upon, as
for instance any perceptible track distortion in the vicinity of the point of derailment.
(h) In all cases, the condition of fish-plates, condition of joints, creep, sleepers out of square, and also any
change In the permanent way structure, such as level-crossings, bridges, change of rails or sleepers,
condition of packing and ballast, subsidence of the track, and any serious deviation from a reasonably good
road in the vicinity of the derailment, must be commented upon.
(i) In recording all available data and in giving evidence at accident enquiries, staff must remember that the
object of any enquiry is solely to ascertain the cause of the accident, whether it was human failure or failure
of materials or failure of equipment or any combination of these factors, so that remedial action may be
taken to prevent recurrence. Where the cause of the accident is staff negligence or disregard of instructions
then only it is necessary to fix responsibility and take necessary action against the offender.
2808
Report to the Chief Engineer
(a) The senior-most Civil Engineering official at the site of the accident shall after initiating measures for
restoring traffic, submit a brief report to the Chief Engineer with a copy to the Divisional Railway Manager
which will include the following particulars:
(i)
the nature of the accident;
- 157 -
(ii)
the cause, if known;
(iii)
particulars of loss of life and injuries to passengers and staff;
(iv)
extent of damage to way and works;
(v)
the steps taken for the resumption of traffic;
(vi)
the probable date and time when normal working is likely to be resumed;
(vii)
Whether transshipment is necessary and if so, for how long;
(viii)
whether diversion is necessary, and if so, when it is likely to be opened;
(ix)
details of any assistance required, such as additional staff or labor ballast trains,
bridging materials and others; and
(x)
sketch of site of accident showing initial point of derailment, all important
dimensions, position of vehicles, marking on rails, and every other information likely to be
of use in elucidating the cause of the accident.
(b) when a track bas been wrecked or has suffered damage due to slips floods or sabotage during the
hours of darkness, the report submitted should give full particulars of the type of patrolling if in force, the
patrolling diagram between the affected stations, and the movements of patrolmen immediately preceding
the occurrence, together with the approximate time when the patrol last passed the site; the approximate
time when the last train safely passed the site; on the double line, particulars should be given of both up
and down trains. In the event of such occurrence taking place during daylight hours, similar particulars
should be submitted but in case there is no patrolman on duty, particulars should be given with reference to
the movements of the keymen or any waymen or gatemen in the vicinity.
2809
Repairs to Damaged Track for Restoration of Through Running
Repairs to the track should in the first instance, be kept to the minimum necessary to restore traffic with the
least possible delay. The required materials should be expeditiously arranged. As soon as through running
has been resumed and resources are available, the repair work done should be improved and the track
brought up to proper standard.
2810
Procurement and Arrangement of Labor
Adequate labor is the very first essential for restoration of through running. Engineers and supervisors
should acquaint themselves with all possible sources from which labor could be readily obtainable in the
event of a serious derailment on their section. Labor should, as far as practicable, be conveyed to the site
of accident by train. The actions as detailed in paragraph 2706(2) shall be complied with as applicable.
2811
Transshipment
The decision as to whether transshipment is to be rests with the Traffic Department. Further action shall be
taken as detailed in paragraph 2706(4).
2812
Diversions around obstructions
Should a diversion be decided upon, the work should be commenced as soon as possible. Further action
shall be taken as detailed in paragraph 2706(3).
2813
Removal of Restrictions
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When removing block restrictions or speed restrictions, the message by SSAE(Way) to the Station Master
must give reference to the earlier message which imposed the restriction so that there may be no mistake
as to which restriction is referred to.
2814
Disclaiming responsibility
It should be noted that failure to disclaim responsibility within ten days is equivalent to accepting
responsibility and the Divisional Engineer will be held responsible if this failure occurs.
2815
Accidents not concerning Engineering Department
Accidents which in no way concern Engineering Department, such as deaths of passengers within railway
premises, engine failure and others are not to be reported to Engineering supervisors.
2816
Caution Orders
(a)
Attention is drawn to GR 206, 210, 212 and 213 of Bangladesh Railway General Rules (1981) and
the Subsidiary Rules there under regarding protection of line by display of Caution hand signals.
(b)
For the protection of engineering staff working on a bridge, especially when
trains are not
required to stop dead, a watchman must be detailed to keep a lockout for approaching trains from both
directions and warn the workmen in time for them to get clear.
2817
Procedure for conducting accident enquiries
(a)
Procedure
for conducting enquiries is given in Chapter II, Part J, Appendix VII of Bangladesh
Railway General Rules, 1981.
(b)
An enquiry should be held within a week of the date of accident and, proceedings submitted to
heads of departments within 21 days of the date of accident.
(c)
Within 48 hours at the latest of the occurrence of an accident which required to be enquired into by
a committee of officers, the enquiry should be convened giving a notice of five clear days to all concerned.
Once the date is fixed no postponement should be permitted except for a very grave cause. If a member of
any department fails to attend the enquiry after being duly notified, the enquiry should proceed without him
and his written explanation incorporated in the proceedings.
(d)
Once the enquiry has commenced it must be completed even, if it involves a continuous sitting of
two days or more and proceedings completed at the spot and not left over to be completed afterwards.
(e)
The Engineering representative of an enquiry committee must make it a point to receive a copy of
the essential portions of the report of the enquiry committee viz. history, description of site of accident, final
remarks and reasons for findings and recommendations and dispatch then to Chief Engineer within three
days of the enquiry being held.
2818
Accident Relief Trains
(a) The accident relief trains are in the charge of the Mechanical Department. There are two classes A and
B of relief trains and a relief van. Each accident relief train is provided with permanent way materials, tools
and plants, and consumable stores for use during restoration of track after accidents and other
emergencies. The list of equipment by class of relief train is at Annex 2818(a).
(b) The Divisional Engineer is responsible for seeing that the Engineering department equipment in the
accident relief train is complete and serviceable.
(c) Assistant Executive Engineer must exercise check once in three months.
(d) SSAE(Way) must check the Engineering equipment once a month.
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(e) The officials inspecting the Engineering department equipment in the accident relief train must record
their observations and comments in the relief train register. They must also ensure that any shortages of
materials and equipment are immediately recouped.
2819
Abnormal Occurrences - Bad riding of engines or displacement of track
(a) All cases of abnormal occurrences attributable to oscillations of locomotives are required to be reported
by the driver to permit immediate examination of the engine concerned and of the track, so that any fault
discovered in either or both, which may have contributed to rough riding, can be eliminated. The driver
must carefully note the kilometer at which rough riding occurs, and report to the Station Master of the next
stopping station, the kilometer, nature of rough riding, and his engine number (Paragraphs 74 to 79,
Chapter II, Part I, Appendix VII of Bangladesh Railway General Rules, 1981).
(b) In case of bad riding of exceptional severity, which in the opinion of the driver indicates a condition of
track which is liable to endanger following trains, it is the duty of the driver to stop at the next station and
report exceptional circumstances requiring immediate action. In all such cases the Station Master will issue
caution order to all trains.
(c) On receiving a report regarding rough riding of engine, the SSAE(Way) must inspect the track at site
without delay. SSAE(Way) will submit reports as follows:
(i)
In case of abnormal occurrence SSAE(Way) must submit a report on the
prescribed Form A (see Annex 2819(c)(i)) in quadruplicate to the Assistant Executive
Engineer who will endorse his remarks and send it in triplicate to the Divisional Engineer,
who will give remarks and send the report in duplicate to the Chief Engineer. The Chief
Engineer will request the Chief Mechanical Engineer for examination of the concerned
engine.
(ii)
In all other cases SSAE(Way) will submit report in duplicate on prescribed Form C
(Annex 2819(c)(ii)) to Assistant Executive Engineer, who will give his remarks and submit
the report to Divisional Engineer.
(d) The Caution Order issued by the Station Master on receipt of the drivers report must remain in force
until the SSAE(Way) or Assistant Executive Engineer has issued a message advising that track defect, if
any, has been put right and that the speed restriction can be removed.
(e) In order to establish precisely whether bad riding is due to the engine or to a particular length of track, it
is important that the examination of track at the place reported for rough riding should be thorough and any
defects must be accurately noted and recorded.
- 160 -
Annex 2801(b)
Duty of Railway Staff for Securing Safety
Note: This Annex has been excerpted from Bangladesh Railway General Rules, 1981, Chapter IV
ACCIDENTS, of GR 161)
161. Duty for securing safety:
(a) Every railway staff shall:
(i)
see that every exertion is made for ensuring the safety of the public;
(ii)
promptly report to his immediate superior any occurrence affecting the safe or
proper working of the railway which may come to his notice; and
(iii)
render on demand all possible assistance in case of an accident or obstruction.
(b) Every railway staff who observes:

(i)
that any signal is defective;
(ii)
any obstruction, failure or threatened failure of any part of the way or works;
(iii)
anything wrong with a train; or
(iv)
any unusual circumstances likely to interfere with the safe running of trains or the
safety of the public; shall take immediate steps, such as the circumstances of the case
may demand, to prevent accident; and, where necessary, advise the nearest Station
Master by quickest possible means.
Note: See Appendix VII for detailed instructions.
S. R.161a Notification of special restrictions.
(i)
Engineering officials notifying restrictions of speed over a given length, should
address their telegrams only to Station Masters on each side of the restricted portion of the
line, with copy to the DTO/DTS. These Station Masters will warn the Drivers of trains
stopping at their stations by means of the usual caution order, and in addition, the Station
Master, nearest to the portion of the line on which speed is restricted will be responsible for
sending a telegraphic notice giving particulars of the restriction to all officials of all
departments concerned in accordance with lists to be furnished to each Station Master by
the DTO/DTS. If the station is one at which any passenger train is booked to run through,
the Station Master of the station on each side of the restricted portion will also be
responsible for advising the last station in his direction at which such trains stop, and the
Station Master of such stopping station will then be responsible for issuing the necessary
caution order. The Station Masters on each side of the restriction, who receive the original
engineering notice shall get acknowledgment of the last stopping station, and until such
acknowledgment is received, or if any trains have already left such stopping station before
it was possible for the Driver to have been notified of the restriction there, they shall stop a
running through train in order to give the Driver a caution order. The lists of officials
furnished by the DTO/DTS shall be entered in the station working rules of each station to
be available for constant reference. A list of temporary restrictions shall be published in the
Gazette on information supplied by Divisional Engineers, and in this will be mentioned
whether the portion of the line, on which the restriction is in force, has been protected by
fixed signals. Caution order shall not be issued in connection with restriction over a portion
of the line protected by fixed signals after the restriction has been notified in the Gazette as
having been so protected (see G.R. 304 and 347 and their subsidiary rules).
- 161 -
(ii)
Restrictions that have been notified in the Gazette shall be removed by the item
being omitted in a subsequent issue of the Gazette, and shall remain in force until so
omitted.
In the case of temporary restrictions that have not been notified in the Gazette, an engineering official will
advise the Station Master on either side of the restricted portion of the line that the restriction has been
removed, and the Station Master will advise the persons notified when the restriction was imposed.
S. R. 161b Notification of special restrictions: The Locomotive Foremen at engine-changing stations are
responsible for posting up in the running sheds, /on receipt, all notices of special instructions issued under
subsidiary rules 49a and 161a and for having them brought to the notice of Drivers.
S. R 161c Getting into or out of train in motion: Passengers shall be prevented from entering or leaving a
train when in motion, and railway employees shall not, under any circumstances, open the door of a vehicle
in motion, or in any way assist a passenger about to enter or leave it. If a passenger, about to enter a
vehicle in motion, has approached so near to it as to make interference with him dangerous, he shall be left
alone; but if he succeed in entering the train unhurt such particulars shall be telegraphed forward, as will
facilitate his detection and punishment. If the passenger, while attempting to enter the train, misses his
footing or be otherwise in imminent peril, the train shall be stopped immediately and the passenger
assisted, if possible, to a position of safety, but until the peril be imminent, nothing shall be done to confuse
him, or in any other way, add to the risk he runs. Similarly when prompt action will stop a passenger
alighting from vehicle in motion without adding to the danger of his position, such action may be taken; but
if he be about to alight, and be in no imminent peril, he shall not be interfered with till the train has stopped
when the steps necessary for his prosecution shall at once be taken.
S. R. 161d Lighting of lamps at places under repairs: Whenever platform buildings, approach roads, etc.,
are under repairs, and there is any possibility of passengers or others falling into openings or against
temporary obstruction, lamp shall be placed to light up those parts, and Station Masters shall see that this
is done either by the Engineering Department, or by themselves.
S R. 161e Sleeper on fire: Guards and Drivers on seeing a sleeper or any part of the woodwork of the line
on fire, shall stop at once and extinguish the fire, taking care that it is done effectually, and that nothing is
left to smolder when they leave the spot. The nearest permanent-way gang shall be advised of the
occurrence, and it shall be reported at the first station at which the train stops. In cases of emergency, the
train staff may ask assistance from any passer by or from an adjacent village to obtain water and generally
assist in the extinction of fires, and may pay or promise to pay fair remuneration for such services (see G.
R. 205)
S. R. 16If Report of obstructions by Guard and Driver: The Guard and Driver shall report obstructions, etc.,
to the Station Master of the next station. At the end of the journey, the Guard will report to the DTO/DTS by
an entry in his journal, and the Driver to the Locomotive Foreman by an entry in his ticket.
S. R. 16lg Duty of railway staff in cases of accident: In cases of accident, it is the duty of all railway staff on
or near the spot, whether on duty or not to. exhibit the necessary signals for protection of trains and render
every assistance in their power.
S. R. 161h Medical assistance in case of injury: In case of any serious injury to passengers or employees,
medical aid shall be afforded as soon as possible to the sufferers. They shall be properly and carefully
attended to until removed to hospital, or until handed over to their relatives or friends. Every facility shall be
afforded to the police and medical officers, to enable them to proceed to the scene of a serious accident To
save life and to convey a Medical Officer to the sufferers, or the sufferers to a Medical Officer, persons in
charge or trollies may send them out, trains may be detained and the engines ordered back, or the load of
a goods train may be reduced and the train ordered to run at mail train speed. In serious cases, if there are
passenger trains in the vicinity, Station Masters and Guards shall ascertain if there are any medical
practitioners among the passengers who could render assistance.
S. R. 161i Clearing the line: In case of an accident, the duty of clearing the line, i.e., of removing all
damaged engines and vehicles, lie primarily with the Locomotive Department, all other departments doing
their utmost to assist.
S R. 161j Restoration of line:
(i)
If a break occurs on the line, if the permanent-way becomes damaged owing to an
accident on the line, it is the special duty of the Engineering Department to restore the line,
- 162 -
and if outside the outer signals, to protect it by signals in the meantime. The line is not to
be considered clear again until a responsible officer of the Engineering Department
intimates the same in writing to a responsible officer of the Transportation Department.
(ii)
In the case of goods sidings within station limits, serially numbered books are
provided for mistries from which a page shall be detached and handed to the
transportation staff as a certificate that the damage has been repaired and the siding is fit
for use. The signature of the transportation official, to whom the certificate has been
delivered, should be obtained on the counterfoil.
S. R. 16lk Relief trains:
(i)
Locomotive Foremen and others in charge of relief vans and accident trains are
responsible for seeing that they are always fully equipped and in running order and that in
all cases, Class A accident vans contain a medical chest (see Annexure B to Appendix
VII).
(ii)
The Divisional Engineer shall be responsible that the engineering tools and stores
are of suitable pattern and complete, and in good condition, and shall arrange for their
quarterly inspection by an officer or Permanent-way Inspector.
(iii)
The Divisional Mechanical Engineer of the Division shall personally inspect the
train and its equipment every quarter, and also satisfy himself that deficiencies are made
good after use at every accident.
(jv)
The Medical Officer concerned shall be responsible for seeing that the prescribed
stock of medicines and surgical appliances is maintained in the chest, and that the
instruments are in perfect working order.
S. R. 161(1) Fires in trains:
(i)
In the case of a fire occurring in a passenger train, the safety of the passengers
shall first be attended to; should a postal van be discovered to be on fire, every effort shall
be made to save the government mails.
(ii)
Should a fire be discovered in a running train, the Driver shall at once bring the
train to a stand, the vehicles behind the one on fire detached; the front portion of the train
shall then be moved forward, so as to prevent the possibility of other vehicles in rear
igniting. As soon as the front portion of the train has moved a sufficient distance forward to
secure the object aimed at, the burning vehicle shall be detached, and those in front of it
shall also be moved onward to a safe distance. Every effort shall then be made to
extinguish the fire and to save the contents of the vehicle; but if such efforts are unavailing,
the fire shall be allowed to burn itself out. The wheels and other iron work shall be
removed from the line as soon as it is possible to do so, and the train shall then be
connected.
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Annex 2806(b)
Track Measurements at Site of Accident
No
1
2
3
4
5
6
7
8
9
10
11
12
Item of Observation
Station No.
Distance apart in meters
Gauge slack or tight from
the exact
Cross Level (mm)
Under no load condition
Under load condition to be
measured with a
locomotive/fully loaded
wagon/coaching stock bogie
Marks on sleepers or rail
top
Grinding or rubbing marks
on rails
Examination of alignment
for perceptible kinds of
track distortion in the
vicinity of the point of
derailment
Subsidence of Track
Versine in mm
On 20 m. or 10 m. Chord
depending on practice
prevalent on the Railway for
flat curves more than 600 m.
radius.
On 10 m or such shorter
chords as considered
necessary for sharp curves
(less than 600 m. radius on BG
and MG)
Remarks regarding length of
transition, degree of curve and
specified super elevation
general alignment etc.
Longitudinal level to be
recorded in the case of MG in
case of sags and curves
Observation
2
-9
10
Notes: (1) The point of mount should be marked station no. 0 and the stations numbered serially as (+) for
measurements ahead of site of derailment and (-) for measurements in rear.
(2) The cross level will be measured on the left rail only as determined from the direction of movement.
(3) Normally measurement will be taken at station 3 meters apart for a distance of 50 meters on either side of
0 station if the cause of derailment is indisputably known, otherwise they will be taken for a distance of 100
meters in rear and 50 meters ahead of zero station.
(4) Where necessary measurements for rows 2, 3, and 4 may in addition be taken at individual sleepers.
(5) This pro forma need not be filled when the cause of derailment is obviously established as due to
sabotage, obstruction on track, broken axle, and / or spring having fallen off prior to point of derailment.
(6) Longitudinal levels should be recorded for 300 meters on rear and 100 meters in front, in case of straights
at the middle of each rail and at versine recording points on curves @ 20/10 m intervals.
- 164 -
Annex 2807(b)
Particulars of Permanent way to be collected in case of Accident
No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Soil
Type of Formation
Rain fall
Ballast
Width of shoulders
in cm from outside
of rail
Sleepers
Rail
17
18
Rail fastening spikes, keys, loose

jaws, ERCs etc
19
20
21
Rail Joints
22
24
25
General remarks
about cracks or
fractures
Anti-sabotage
measures
Location of points
of mount
26
27
Location of points
of derailment
23
Item of Observation
Type e.g. Sandy, Loamy clay, Moorum,
Black cotton etc.
Condition Firm, wet, slushy etc.
Observation
Type/stone, Moorum, Sand, Ash etc.

Depth below sleeper bottom in coms.
Stating whether clean or caked
Drainage
Left
Right
Type-Wooden, Steel trough, PSC
Condition New, Second-hand, Damaged,
Unserviceable etc.
Outside of Density
Square or not
Packing loose or sound
Weight 90A/75R etc.
Condition of wear (attach rail profile if wear
is heavy)
Number per sleeper seat
Condition: Tight or loose or missing (in
each sleeper)
Condition: Hogged, battered, low
Staggered or square
Creep-Direction and extent, type of creep
anchors used with numbers per rail in the
affected section.
Cracks or fractures of fish-plates, fish bolts
and other components
Description of anti-sabotage measures like
welded rails etc
Whether on straight, curve or transition
Whether on a falling grade, level or rising
grade and or on sag
Whether on straight, curve or transition
Whether on a falling grade, level or rising
grade and or on sag.
Notes: (1) Left and right are with respect to direction of train involved in accident.
(2) The data in rows 2 to 22 need not be collected when the defect is obviously and indisputably on account
of sabotage and / or obstruction on track.
(3) Only broken track material which is not indisputably to be broken after the accident should be included in
row 22 and should be preserved.
(4) Row 23 need be filled in only when there is a suspicion about sabotage being the cause of derailment.
(5) Sag extends 90 m on either side of theoretical junction of the grade lines row 25 and 27.
- 165 -
Annex 2818(a)
Permanent Way Imprest of Relief Train
Class-A- Materials
Sl. No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Description of Tools & Plants

Quantity
Rail 75 lbs. A 12.8m long
10 Nos.
Fishplates 75 lbs-A
20 Nos.
Rail 75 lbs. R 12.8 m long
6 Nos.
Fishplates 75 lbs. R
12 Nos.
Fish Bolts 75 lbs. A & R
150 Nos.
Rails 60 lbs. R 11.9 m
10 Nos.
Fishplate 60 R
20 Nos.
Fish bolts 60 R
150 Nos.
Compound Fishplates:
a) 75 lbs. A & 75 lbs A
2 Sets.
b) 75 lbs. A & 60 lbs. A
2 Sets.
c) 75 lbs. R & 60 lbs. R
2 Sets.
d) 60 lbs. R & 50 lbs.
2 Sets.
10.
Tongue Rail for 75 lbs. R in 12 Points.
1 No.
11.
Tongue rail for 75 lbs R in 12 points and
1 No.
crossings.
12.
Tongue rail for 60 lbs. R in 12 points in
1 No.
crossings.
13.
.Wooden sleepers (new)
200 Nos.
14.
Steel trough sleepers (New) without boring
300 Nos.
15.
Steel trough sleepers.
50 Nos.
16.
Elastic spikes Double Shank
400 Nos.
17.
Screw Spikes
100 Nos.
18.
Steel Keys
300 Nos.
19.
Steel Jaws.
300 Nos.
20.
Joggled Fishplates
8 Nos.
21.
Slotted Fishplates
8 Nos.
22.
Points & Crossing 1 in 12, 75 lbs A & R
1 set.
23.
Points & Crossing 1 in .8, 75 lb/yard rails A & 1 set
R
24.
Sleepers of sizes for points & crossings
38 Sets.
25
Diesel Power Generator with arrangements for
lighting the site of accident.
Note: For the BG relief train the permanent way materials shall be for 44.7 kg/m or 90lb/yard
rails, instead of for 37.2 kg/m or 75 lb/yard or 60 lb/yard rails and fittings shown in the above
table.
- 166 -
Annex 2818(a) (continued)

Sl.
No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21
22.
23.
24.
25.
26.
27

Class-B- Tools
Brace Ratchet 450 mm(18 in) long.
Drill Twist 19, 24, 27 mm
Claw for Ratchet Brace.
Jim crow for 37.2 kg/m (75 lbs/yard) for MG
and 44.7 kg/m (90 lb/yard) Rails for BG.
Lever wooden
Chisel Cold set.
Spanner Clyburn 30 and 38 cm
Oil cane feeder
Hacksaw frame
Blades for Hacksaw 300x13mm
Rail cutting hand machine
Wire basket
Bar crow clawed
Hammer sledge 10 lbs.
Rail drilling machine
I qt weight Power
Dip lorry.
HRS Elastic Spike Extractor Machine
(Portable)
Hydraulic Rail Bender
Hammer type 1 & 2 for driving Electric
Augur
Hammer Ball pane 4 lbs
Pad lock large size
Jack simplex (5 tons)
Jigs for Elastic Spikes (75 lbs. A)
Precision gauge with level.
Diesel Power Generator with arrangements
for lighting accident site.
Quantity
1 No.
6 Nos.
1 No.
1 No.
2 Nos.
6 Nos.
2 Nos.
2 Nos.
2 Nos.
2 Doz.
1 No.
6 Nos.
6 Nos.
1 No.
1 No.
1 No.
1 No.
1 No.
1 No.
2 Nos.
12 Nos.
2 Nos.
4 Nos.
4 Nos.
1 No.
1 No.
1 No.

Class A & B- Consumables
Sl. No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.

Hurricane Lantern.
Bucket Galvanized 15 liter
Lamp wick for Hurricane
Waste Cotton
Kerosene Oil Gr. II
Castor Oil
Match Box
Fog Signal
Petromax x 300 x 500 Cap.
Mantel
Glass
Jug large
Umbrella
Crockery (plate, balti, dekchi, teapot etc)
Hand torch
Rain coat
Diesel oil
- 167 -
Quantity
3 Nos.
6 Nos.
6 Nos.
5 lbs.
4 Gals.
1 Gals.
1 Doz.
1 Doz.
1 Doz.
3 Doz.
4 Doz
2 Nos.
1 Nos.
2 set
3 Nos.
10 Nos.
20 liter
Annex 2819(c)(i)
Rough Riding Inspection Report by SSAE (Way)
S. M. 's
wire No.
and
date
1
Km and
section
2
Train
No.
and
Engine
No.
3
Nature
of
rough
riding
4
Date of
Inspection
by SSAE
(Way)
5
(In case of abnormal occurrence)

Form A
Ballast (a)
Width of
top (b)
Formation
Depth
(a) Level
above
Rails
or grade
Sleepers bottom of
(a)
(b) Height
sleeper
(a) Type
Type
of Bank
(C) Depth
(b) Age
and
(C) Depth
below
(c) No.
Weight
of Cutting
bottom of
per rail,
(b)
sleeper (d) (d) Class
Length
(d)
of soil
Class
(c) Age Spacing
6
7
8
9
- 168 -
Alignment
(a)
Straight
(b)
Degree of
curvature
if curved
10
Type of
Bridge
11
Last
date of
(a)
Through
(b)
Slack
packing
12
Remarks
by
(a)
SSAE
(Way)
(b) AEN
(c) DEN
13
Annex 2819(c)(ii)
(In all cases other than abnormal occurrence)
Form C
SM's wire No.
and date
Mileage and
Section
Train No.
and Engine
No.
Nature of
rough riding
Date of
Inspection by
SSAE (Way)
- 169 -
Detailed
remarks by
SSAE (Way)
regarding defect
in track or subgrade.
6
Action taken by
SSAE (Way) for
removing the
defect
mentioned in
column 6.
7
Remarks by
(a) AEN
(b) DEN
8
CHAPTER XXIX
BALLAST TRAINS
2901
General Instructions
(a) Definition. A ballast train is a train intended solely or mainly for the carriage of ballast, stone, rails,
sleepers, fittings, materials and fuel, with or without necessary labor when picked up or put down either
between stations or within station limits. It is sometimes referred to as material train.
(b) Rules. The Rules relating to Ballast Trains are contained in Section H, Chapter III of Bangladesh
Railway General Rules, 1981. The instructions contained in this Chapter are supplementary to and in
amplification of the Rules and will not supersede the General Rules. The relevant Rules are excerpted in
Annex 2901(b) for ready reference.
(c) Efficiency. The Divisional/Executive Engineer and the Assistant Executive Engineer must see to it that
the ballast trains operating on their division/sub-division are worked efficiently and economically. In order to
appreciate the actual work conditions and the difficulties encountered in the working of ballast trains, the
Assistant Executive Engineer should occasionally accompany the ballast train so that the delays in working
can be traced to their source and remedies applied as necessary. During such trips the Divisional
Transportation Officer should be requested to depute an assistant to accompany the Assistant Executive
Engineer.
(d) It is emphasized that continuous monitoring on the part of the Assistant Executive Engineer and
Divisional/ Executive Engineer can save a lot of wasteful expenditure, both on actual ballast train working
and the measurements of work done.
2902
Requisitioning of Ballast Trains
(a) The Divisional Transportation Officer has the authority to order a ballast train. The ballast train is to be
requisitioned by Divisional Engineer or Assistant Executive Engineer. The requisition should be given at
least one week before the date on which the ballast train is required. Based on the requisition the Divisional
Transportation Officer will advise the staff concerned detailing the composition of the ballast train, the
section of the line on which the train will work, the station at which the rake will be stabled, the probable
length of time for which it will be required and the engineering official in-charge of the train. The Divisional
Transportation Officer will arrange for the requisite number of vehicles, engine with crew and guard.
(b) If the Divisional Transportation Officer is unable to supply the train, the matter should be referred to the
Chief Engineer for intervention at the zonal headquarters.
2903
Cancellation of Ballast Train
(a) When the ballast train is no longer required, the Divisional Engineer must give at least seven days
notice to the Divisional Transportation Officer for cancellation of the train.
(b) The train may be handed over to the Station Master at the nearest station or at the station from which
labor were obtained. The ballast train Guard must advise the Station Master concerned, Divisional
Transportation Officer, and Divisional Engineer by message of the date when train will arrive for
cancellation.
2904
Ballast Train in Emergencies
In case of breaches or other serious emergency, the Station Master concerned may be instructed by
Divisional Engineer to give precedence to ballast trains over goods trains or all trains as the situation may
require. A copy of this message must be sent to Divisional Transportation Officer, Chief Engineer and Chief
Operating Superintendent. This must be resorted to only when the precedence of ballast train is of the
utmost importance as in the case of materials for accident and/or breaches.
- 170 -
2905
Taking over Vehicles for use on Ballast Train
(a) When vehicles are requisitioned by the Civil Engineering department for ballast train, other than in
emergency, the vehicles shall, before being taken over, be examined by train examiner in the presence of
the train guard and a supervisor of the Civil Engineering department assigned for the purpose by Divisional
Engineer. A list of the deficiencies or damages in each vehicle should be made in triplicate by the train
examiner and signed by those present. One copy of the survey of the vehicles will be kept by the train
examiner, one by the train guard, and one copy will be made over to the Civil Engineering department
along with the vehicles.
(b) The guard of the ballast train will at once bring to the notice of the Divisional Engineer any deficiency or
damage which he may notice, and which may have escaped the notice of train examiner. The train guard
will also keep a record of all damage caused to the vehicles during work and report to the Divisional
Engineer the circumstances under which it occurred.
(c) When the vehicles are returned to the Traffic Department they will be resurveyed by the train examiner
in the presence of the train guard and a representative of the Civil Engineering department. A comparative
statement shall be prepared showing the state of each vehicle when made over and returned, which will be
signed by those present and submitted to the Divisional Engineer through his representative. The guard of
the ballast train will be called upon to explain any damages noted by the train examiner on return of the
vehicles, but which have not been reported by the train guard to the Divisional Engineer as having occurred
during the working of the train. If the explanation is not considered satisfactory, the cost of repairing such
damages may be deducted from the allowances paid to the train guard by the Civil Engineering
department. If the explanation is satisfactory, the damages are debitable to the Carriage and Wagon
department as fair wear and tear.
(d) The cost of repairing all damages to the vehicles which have been reported by the train guard as having
been caused by the Contractor's labor will be deducted from the Contractor's bills.
2906
Engineering Official in-charge of Ballast Train
Whenever a ballast train is worked it shall be accompanied by a guard. As the guard is not qualified to carry
out such duties as working of hoppers, distribution of ballast/ materials, supervising loading and unloading,
maintaining muster rolls and daily reports of labor and preparation of daily reports on ballast train working,
a qualified engineering official should be deputed on the train to ensure working of ballast train to the
program specified by Assistant Executive Engineer.
2907
Equipment
Every material train guard must have with him while on duty the following equipment:
(a) Hand signal lamps;
(b) A watch;
(c) Two red flags and a green flag;
(d) A whistle;
(e) Not less than 12 detonators in a tin case;
(f) A carriage key;
(g) Padlocks as prescribed by special instructions;
(h) A set of clamp for point locking and/or other locking devices;
(i) First aid box;
(j) Sprags and chains;
(k) A tail lamp/ last vehicle board;
(l) Portable telephone (on controlled sections), and any other equipment and stores prescribed by special
instructions;
(m) A copy of the General Rules 1981, or others as relate to his duties; and
- 171 -
(n) An up-to-date copy of working time table with correction slips and appendices, relating to the section of
the railway over which the material train is to be worked.
2908
Testing of Brake Power
(1) Before starting from a station, the guard should ensure that the train is equipped with requisite brake
power prescribed for the load.
(2) Each vehicle of material train whether or not provided with vacuum brake, must be provided with an
efficient hand brake capable of being fastened down.
2909
Speed of Ballast Trains
(1) When running between block stations with the engine leading, the speed of material train shall not
exceed that prescribed for a goods train with a similar load.
(2) When the engine is pushing the ballast train and when as in the case of emergencies the brake-van is
not leading:
(a) The speed must not exceed 10 km/hour.
(b) The guard must travel on the leading vehicle and exhibit hand signals to the driver.
2910
Daily Reports by Train Guard
The guard of a ballast train must submit daily reports to the Assistant Executive Engineer and Divisional
Engineer on the pro forma given at Annex 2910.
2911
Cooperation with Station Masters
(a) Guard of ballast train must keep the Station Masters concerned well informed of the work their trains
have to do, so that the Station Masters may arrange to facilitate the work. The Station Masters must obtain
and intimate to the train guard the latest information as to the whereabouts of through trains, and must
advise him as to the best manner of avoiding detention.
(b) The caution order issued by Station Master to the driver of the ballast train must be countersigned by
the train guard. This caution order should give the time by when the line has to be cleared and the guard
must adhere to that time. On a ballast train returning to the station, the train guard must countersign the
arrival message.
(c) Station Masters may detain a goods train up to a maximum of half-an-hour, in consultation with the
controller on duty, to allow a ballast train to complete its work on the line between stations, where such
detention of the goods train would avoid much longer detention (at least double) to the ballast train. The
guard of the ballast train must give the time required to work in the section between stations. The time
allowed must not be exceeded irrespective of whether the work is finished or not.
2912
Precautions for Safety of Labor
(a) Guards of ballast trains must remain in charge of their trains so long as labor is in the trucks or any
shunting is to be done. During shunting train guards must be especially careful that all labor are seated on
the floor of the trucks.
(b) The train guard is responsible that no labor take rest or shelter beneath vehicles or close by alongside
the track and must insist on the driver sounding the whistle for at least half a minute duration, three or four
minutes before he moves a train after it has once come to a stand in order that all labor in trucks may sit
down.
- 172 -
2913
Driver's Hours of Work
The ballast train drivers duty hours on the foot-plate may extend to a maximum of 12 hours subject to the
regulations in force. In case longer working period on the section is envisaged and it is not possible for the
locomotive crew to return in time to the rest station, arrangements of a rest van and spare crews should be
made through the Divisional Transportation Officer and Divisional Mechanical Engineer.
2914
Pay and allowances of Train guard
(a) Ballast trains will be worked by Traffic guards who have been especially selected for fitness to do ballast
train work. In addition to having a thorough knowledge of all rules, ballast train guards must be intelligent
and hard working, of good standing, sound and robust health, good temper and steady habits, and must
possess a good working knowledge of the local language.
(b) The pay, allowances including that in lieu of kilometers, overtime and payment for working on holidays
admissible to guards working ballast trains shall be determined in accordance with the rules and
regulations in force.
(c) The whole or any portion of the allowance in lieu of kilometrage will be disallowed if the work done is not
considered satisfactory, and any decision passed by the Divisional Engineer in consultation with Divisional
Transportation Officer in this connection should be taken as final;
(d) Train guards' pay bills will be prepared by the office of Divisional Transportation Officer. The Divisional
Engineer under whom a train guard is working will submit to the Divisional Traffic Superintendent a muster
roll showing the attendance of the Train guard together with a statement showing in detail what allowances
are due, and the necessary allocation statement. He will also submit certificates to that effect to the Traffic
department. The pay and allowances of ballast train guards are debited to the Civil Engineering department
or Projects department.
2915
Hire of Engines and Vehicles
(a) Rates for hire of locomotives and rolling stock for open line and construction are given in Table 2915
below.
Table 2915: Hire Charges for Locomotive and Rolling Stock
Hire Charges
(Taka Per Day or Part of Day)
Open Line
Project
Item
BG
MG
BG
MG
Four-wheeler covered wagon
75
50
150
100
Brake-Van
57
38
113
75
Open Wagon (BFT, BU, BFR, BKU

BKC, BKL etc.)
113
75
225
150
20,000
14,000
20,000
14,000
Locomotive
Note: The rates of hire charges given in this Table are subject to revision and the rates in force
should be referred to.
(b) For purpose of calculations, the department engine hours should include the whole of the time the
engine is in service, counting from the time the engine left shed until it returned to shed on completion of its
duty.
- 173 -
2916
Relief Engines
To avoid work being held up it is essential that arrangements are made with the Mechanical Department to
supply a fresh Engine before withdrawing the old engine for maintenance or other requirements.
2917
Ballasting Orders
(a) It is important that ballasting orders are daily signed, with all entries complete in all respects. The order
should be made over to the driver of the ballast train daily after completion of the day's work. Delay in the
preparation of engine hire bills by the Mechanical Department is attributed to incomplete information on the
ballasting orders, particularly the details of Works chargeable to and Divisional Engineer to whom the bill
is to be submitted.
(b) The number of vehicle on the train must be entered by the train guard on the back of the ballasting
order.
2918
Code letter and Number of Ballast Train
A ballast train will not change its code letters and number if it is running through divisions other than that in
which the ballast train originates.
2919
Precautions during stormy Season
During the stormy season the guard of ballast train must take special precautions to secure the vehicles
with chains pad locks and sprags while stabled, to prevent their movement on the line.
2920
Daily labor
The working of ballast trains by daily labor should only be done under exceptional circumstances, such as
in the case of repairs to flood damages.
2921
Wagon load or Smaller Consignments
(a) It is usually economical to use the ballast train only for transporting materials in complete train loads and
to move less than wagon load consignments by traffic trains.
(b) Consignments in other than train loads. The ballast train, should normally be utilized only for full trainloads. Ordinary wagon-load or smaller consignments of engineering materials should be offered for loading
to the Station Master concerned. On arrival of the consignment at destination, the Station Master will
contact with and serve notice of arrival on the consignee in order to get the wagon released with least
possible delay.
(c) The consignee is responsible for releasing the wagons within the free time allowed, i.e., six hours of
daylight from the time the vehicle is placed in position for unloading or loading.
(d) When the Station Master does the unloading, the Civil Engineering supervisor will prepare the bill and
hand it to Station Master to sign and forward to the Divisional Engineer, through the Divisional
Transportation Officer, for payment.
(e) At stations at which Civil Engineering supervisor is stationed, the rule in force for levy of demurrage to
the public will also apply to engineering consignments.
(f) Except in very exceptional cases, no explanation for incurring demurrage will be accepted and even in
such cases, the explanation must be forwarded through the Assistant Executive Engineer to the Divisional
Engineer at the earliest without waiting until such time the demurrage bill is presented for acceptance.
- 174 -
2922
Materials required for Work between Stations
(a) Sometimes the material is required to be unloaded between stations, as for example lime in wagon
loads needed for formation treatment. In such cases the Divisional Engineer, when placing the order for the
materials, must advise the Station Master at the destination station not
to unload
the contents and to put the wagon on the hire system until unloaded at the site of work. A copy of such
advice should be sent to the Divisional Transportation Officer concerned.
(b) The Station Master will advise the consignee by wire of the arrival of the consignment.
(c) The Divisional Engineer or Assistant Executive Engineer must make arrangement of a ballast train
engine or a special pilot to take the wagon(s) to site and to ensure that it is released without delay.
2923
Ballast Train Returns
The debiting of charges for ballast train freight to the works or heads of expenditure concerned is to be
done in accordance with paragraph 1759-E (excerpt of which is at Annex 2923). A monthly or fortnightly
return in the stipulated form shall be prepared, which will be processed for effecting the necessary
adjustment.
- 175 -
Annex 2901(b)
Rules for Working Ballast Trains
(Note: This Annex includes excerpts of BANGLADESH RAILWAY GENERAL RULES, 1981. Section H:
BALLAST TRAINS, Chapter III)
154.
Working of Ballast train: A ballast train shall be worked only with the permission of the Station
Master on each side and in accordance with special instructions.
Note.Instructions for working ballast trains will be found in Para. 24 of Appendix I, Para. 31 of Appendix
III and Para. 10 of Appendix IV of the GSR.
(Excerpts of these three paragraphs are given at the end of this Appendix)
S. R. 154a
Protection of working ballast train: When a ballast train is authorized on an authority to
proceed to work between stations, it will not be necessary for the Guard to protect his train, except when
the engine has for any cause to be detached from such train and be run to the next station.
See G. R. 168.
In such case, the Guard is responsible for protecting his train in the direction the engine will return, as also
in the rear of the train. Before detaching his engine from the train, the Driver shall give the Guard a written
memorandum of his intention to do so.
S. R. 154b
(i) In all cases, the Engineering Department will issue programme of working definitely
laying down skeleton timings.
Normally, the working day for all the train staff shall not exceed 12 hours and the Guard of the ballast train
is responsible for observance of this rule. In the case of engine crews this period is exclusive of the time
occupied in lighting and drawing fires.
In emergent circumstances, however, this period may be extended to 15 hours by the Guard-in-Charge of
the train, who shall immediately report the case -and the circumstances by letter to the Executive Engineer
concerned.
In cases where the programme of work is likely to cause the 15 hours limit, as laid down in S.R. 154b (ii)
above, to be exceeded, the Guard-in-Charge of the train is responsible for arranging, in due time, for a
relief engine crew and Guard.
The staff will not receive any payment for any period worked in excess of the 15 hours limit as laid down in
S.R. 154b (ii).
Ballast Train Guards shall be experienced men and shall be personally approved both by the DTO/DTS
and the Divisional Engineer concerned.
S. R. 154c
Dividing working ballast train: Ballast trains should only be divided between stations
when absolutely necessary to facilitate work and never on a grade steeper than 1 in 300.
S. R. 154d
Securing vehicles of divided ballast train: The Guard of a ballast train is responsible for
securing the vehicles of his train if the engine is detached for any reason or if the train is divided. Vehicles
disconnected from the engine shall first be secured, brakes being screwed on or pinned down. At least half
the number of each group of vehicles on a divided train shall have their brakes pinned down, and one
wheel of each group spragged.
S. R. 154e
Loading and unloading: Train guards are responsible for keeping ballast and material
clear of the line for running trains, when they have been working with trains loading or unloading ballast or
other material.
S. R, 154f
Ballast trains shall not be unloaded while in motion except in case of hopper trucks.
S.R. 154g
Loose shunting: Loose shunting of vehicles with coolies in them is strictly prohibited.
See G. R. 150.
S. R. 154h
Ballast trains being pushed; conditions and speed: An engine working a ballast train
between stations on the single line may push back the train into the station from which it started, provided
the distance does not exceed four miles, and provided distance to the station in advance is greater than the
distance to the station from which it started. Should the distance from the station in rear exceed four miles,
or the distance to the station in advance be less than the distance from station in rear, the train shall
proceed on to the station in advance, in order to allow the engine to run round the train and return to the
- 176 -
starting station pulling the train ; or the engine may similarly push the train out from a station, provided the
distance does not exceed four miles, but in this case a written order shall be given to the Driver by the
Inspector in charge of the ballast train or by the Guard when acting as Inspector.
(i)
Ballast trains working on the double line shall proceed on to the next station, in
advance, and shall, under no circumstances, be pushed back on the wrong line to the
station from which they started.
(ii)
When a ballast train is being pushed by an engine, the speed shall not exceed 15
miles an hour(equivalent to 24 km/hour) if the leading vehicle is a brake-van; and 5 miles
an hour if the leading vehicle is not a brake-van (S. R. 91f).
S. R. 154i
Carriage of others than coolies prohibited: Guards of ballast trains shall not allow any
but Engineering Department coolies and staff, who are working with their trains, to travel by such trains,
unless proper passes are held.
S. R. 154j
Speed of ballast trains: When a ballast train is intended to run through from one station to
another without stopping, it shall be treated as a special train.
The speed of a ballast train running as a special train is subject to the limits of speed prescribed in the
Working Time Table for goods trains.
S. R. 154k
Running of non-working ballast train: If a ballast train is running through after sunset,
the Guard is responsible that the coolies do not travel in loaded trucks, the sides of which are Jess than
twelve inches above the material in them.
S. R. 154L
Securing of vehicles on sidings: When ballast wagons are left on a siding outside station
limits, the Guard or other person in charge of the train shall secure the wheels of the wagon nearest to the
points of the siding, and shall see that the wagons are otherwise properly secured, and that scotch blocks,
where provided, are fastened. The wheels of the vehicles nearest the points shall be chained and locked
and the brakes of all other vehicles pinned or screwed down.
S. R. 154m
When a ballast train is left on a siding in station limits, the Guards shall securely put down
all brakes and fasten to the rail the wheels of the vehicle nearest to the points of the siding with the
prescribed safety chain.
S. R. 154n
Ballast train shall not be stabled at stations other than those enumerated in the Working
Time Table except under special instructions of the DTO/DTS.
155.
Warning before moving a ballast train: Before a ballast train is moved, the Driver shall give two
clear whistles at an interval of half-a-minute, as a warning to the coolies that the train is about to move.
S. R. 155a
It is the duty of the Guard-in-Charge of the ballast train when on the line or in station yards
to see that no coolies take shelter under the wagons, and when leaving the train at night to see that no
coolies are allowed to remain under the wagons.
156.
Coolies on ballast train: Guards-in-Charge of ballast trains shall, before giving the signal to start,
'See that all coolies are on the train, and warn them to sit down.
S. R. 156a
The most experienced Guards must be employed to work in charge of ballast trains.
157.
Protection of ballast train when stabled: When a ballast train with coolies is stabled at a station,
it shall be protected in the following manner:
(a) The Guard-in-Charge of the train shall have, as part of his equipment, two clamps or other locking
devices for securing points. He shall satisfy himself that all necessary points have been correctly set
against the train by the station staff, and secure such points with his clamps. He shall then inform the
Station Master in writing that this has been done.
(b)
The Station Master shall then lock the clamps on the points with his own padlocks in the presence
of the Guard, and personally hand over the keys to the Guard, who shall give a receipt for them, and keep
them in his possession.
(c)
When the train is ready to leave the siding the Guard shall inform the Station Master in writing and
the Station Master having received back the keys from the Guard and returned the receipt for the same,
shall arrange for the correct setting of the points.
- 177 -
S. R. 157a
At the conclusion of the day's work, the Guard of a ballast train must personally see that
his train does not foul the points at either end of the yard, that his brakes are hard on, and that a sufficient
number of the truck brakes -have been pinned down.
S.R. 157b
A ballast train is not to be stabled at any roadside station unless there is a loop or siding
capable of receiving the ballast train, in addition to the main line and crossing loop, except under special
instructions of the DTO/DTS.
S. R. 157c
clamps.
Where bolt locks are fitted to the points, these should be used instead of the special
Excerpt of Paragraph. 24, Appendix I, General and Subsidiary Rules (1981)

Line Clear Enquiry for Ballast Train Stopping in Section.
24.
(i)
When a Ballast train is required to stop in the Block Section for engineering
purposes, the "Line Clear Enquiry of Ballast Train Stopping in section" (two-pause-four)
shall be sent to the Cabin in advance.
(ii)
The Driver of a Ballast train shall not start his train until he has received a Caution
Order issued in accordance with the procedure laid down in Subsidiary Rule 304 b.
Excerpt of Paragraph. 31, Appendix III, General and Subsidiary Rules (1981)
Ballast Train Stopping in Section.
31.
(i)
When a Ballast train is required to stop in the Block section for Engineering
purposes, full information to that effect shall be sent to the station ahead (on the
telephone) when asking for ''Line Clear''.
(ii)
The Driver of such Ballast train, when receiving the Token, shall also receive a
Caution Order (From OPT. 80) and on this Caution Order the Station Master shall enter
whether the Driver has to proceed to the next station, or has to return to the station at
which the Token was issued, and at what time the Section shall be cleared, as laid down in
S. R. 347b.
(iii)
If the train returns to the Station from which the Token was issued the Station
Master there shall after satisfying himself that the train has arrived complete, return the
Token to the Instrument, and give the "Cancel Last Signal" signal to the Block station in
advance.
(iv)
When a Ballast train is returning to the station from which the Token was issued,
the Station Master at that station is responsible for seeing that the rules regulating the
shunting in face of approaching trains are strictly adhered to.
(v)
When a Ballast train, the Driver of which is in possession of the Token is at work
on the line it will not be necessary to protect his train by Detonator or Danger signals.
Excerpt of Paragraph. 10, Appendix IV, General Rules (1981) Ballast Train Stopping in Section.
10.
(i)
No ballast train shall be allowed to work on a Block section between two stations,
unless "Line Clear Enquiry" has been asked, and an "Authority to Proceed" has been
received from the station in advance as in the case of ordinary trains.
- 178 -
(ii)
In the "Line Clear Enquiry'1 and the "Authority to Proceed" it shall be distinctly
stated whether the ballast train, when clearing the section is to proceed to the station in
advance, or to return to the station from which it started.
(iii)
In the "Line Clear Enquiry" it shall be distinctly mentioned up to what hour the
section is required to be blocked, and if the station in advance can allow the section to be
occupied up to the hour mentioned in the "Line Clear Enquiry", he will in his reply, distinctly
mention it or, if not, mention the hour up to which the authority is given.
(iv)
The "Authority to Proceed" for a working ballast train is the Line Clear ticket. In
addition, the Driver shall have a Caution order. And on this order the time at which the line
is to be cleared as per the authority given by the station in advance is to be distinctly
mentioned, and the Guard is responsible for seeing that this is done.
(v)
If a ballast train returns to the station from whence it started instead of proceeding
onto the station in advance, the Station Master of such station is responsible for clearing
the section by sending the "In Report" to the station in advance after having satisfied
himself that the train has arrived complete.
(vi)
In such a case, the "Authority to Proceed', i.e., the "Line Clear Ticket", which was
given to the Driver when the train proceeded out, shall be ; handed back to the Station
Master by the Guard, who shall obtain same from the Driver, and the Station Master is
held personally responsible for seeing that the authority has been returned to him, and has
been cancelled before giving the In Report" and the fact that the "Authority to Proceed"
has been received back and cancelled shall be signaled as part of the "In Report"
message of the train.
(vii)
The Cancellation of the "Line Clear Ticket" mentioned in the preceding para
consists in writing the word "Cancelled" across the face thereof, and putting the time and
date, and this shall bear the signature of the Station Master. '
(viii)
All such cancelled Line Clear tickets shall be pasted to the counterfoil of the
Enquiry book relating to such ticket.
(ix)
When a ballast train is returning to the station from which it started, the Station
Master of that station is responsible for seeing that rules regulating the shunting in face of
approaching trains are strictly adhered to.
- 179 -
Annex 2910
DAILY REPORT OF BALLAST TRAIN WORKING
Ballast Train Report of . train, ordered
vide
Divisional Engineers / Assistant Executive Engineers No. ... working
from
Km ...... To
Km....
Engine No. Class Composition of train ....
Labor ...Head Mate/ Mates/ Works Mistry .
Name of Contractor:....
Trains
Crossed
LOADED
Contractor
Or his
authorized
agent
13
SSAE
(Way)
.
Section
14
15
Ballast train
Guard/
Engineering
Official inCharge
10
UNLOADED
Trip No.
Contents
Wagon
12
At kilometer
Quantity
11
Contents
Description
Trip
No.
Wagon
At
Kilometer
Allocation
Head of
Account
Work
Done
16
17
18
19
Quantity
To
Trip
No.
Description
From
Hours
Occupie
d
Name of
Work
To
Time
From
Station
20
Assistant Executive
Engineer
Divisional Engineer
Sub-division.
Division
- 180 -
Annex 2923
Ballast Train Return
Excerpt of Paragraph 1759-E for the preparation and submission of ballast train returns:
1759. Ballast Train Returns. A monthly or fortnightly return in the form given below, showing the working
of each ballast train will be prepared for the purpose of debiting the necessary charge on account of ballast
train freight to the works or heads of expenditure concerned. This return will originate from the office which
control the movements of engines and drivers and will be sent to the Executive Engineer for completion
and transmission to the Account officer for effecting the necessary adjustment. The ballast train charges
should be adjusted by debit to the works and accounts heads concerned and credit to Traffic Earning.
.
Ballast Train Return (Form E.1759)
12
13
Remarks
11
Amount *
10
Head of account
chargeable to
Minutes
Hours
Weight in tons
Kilometers **
Engines
To
No and Type of Trucks
Distance
between
stations
From
class
No
Date
Name of the driver
Engines
works
Statement showing the working of ballast trains for the month of/ Fortnight ending.200..
14
Notes. *To be filled in by the Accounts office. The hire charges for the trucks and engines should be
separately shown.
**These columns should be filled in by the office of the Executive Engineer.
- 181 -
CHAPTER XXX
WATER SUPPLY
3001
Sources of Supply
On the Bangladesh Railway water supply for railway establishments is obtained from outside sources
(Public Works Department and/or municipal sources), and by railways own water supply sourced from:
rivers or bheels; artificial ground tanks; deep tube-wells; brick percolation wells; shallow tube-wells; and
ring wells. All these sources are liable to surface pollution except deep tube wells, which may contain
injurious salts. It is, therefore essential to arrange for analytical and bacteriological tests of the water from
which the supply is to be drawn to determine its suitability for the purpose for which it is required.
3002
National Policy for Water Supply
(a) In 1998, the Government of Bangladesh adopted the National Policy for Safe Water Supply and
Sanitation (NPSWSS) with the objectives to improve the standard of public health and to ensure improved
environment. This policy is supported by the railway by ensuring that the water supply and sanitation works
carried out by the railway conform to the national goals. The specific goals under the policy are:
(i)
increasing the coverage of safe water in rural areas;
(ii)
one sanitary latrine for each household in rural areas;
(iii)
sanitary latrines within easy access of urban households through technology
options;
(iv)
making safe water available in urban areas;
(v)
supply of arsenic free drinking water; and
(vi)
removal of solid and liquid waste in urban areas.
(b) The importance of improved water supply, sanitation and hygiene (WASH) is recognized by their
inclusion as specific targets in the framework of the Millennium Development Goals (MDGs) (see note
below). In that respect the GOB has taken a step further that countrywide 100 percent sanitation should
have been achieved by 2010, ahead of the MDGs.
(c) In the context of the National Policy and the MDGs it is important that wholesome and safe water is
supplied for the use of public at railway stations and for railway staff in railway residential areas. The
Medical Department should be referred to for advice regarding necessary steps to be taken to protect
existing as well as new sources of water supply from contamination.
Note: The Millennium Development Goals (MDGs) are an ambitious agenda for reducing poverty and
improving lives that world leaders agreed on at the Millenium Summit in September 2000. For each goal
one or more targets have been set, most for 2015, using 1990 as a benchmark.
3003
Requirement of Water
(a) The Civil Engineering department is responsible that the water supply meet the estimated requirement
of the railway for its services, domestic and any other purposes.
(b) The Divisional Engineer will assess the requirement of water for station areas including train watering
and washing, service requirements in station buildings and on platforms, and domestic requirements. The
yardstick in Table 3003(b) below may be taken as a guideline for the assessment of total requirement of
water. This yardstick is subject to changes as mat be approved by the Chief Engineer.
- 182 -
Table 3003(b): Yardstick for Assessing Requirement of Water

Particulars
Liters per day
(a) Domestic
200 per household .
(b) Offices
45 per staff
(c) Workshops
30 per head
(d) Station washing
10 per square meter
(i) Passengers on railway station
25 per passenger1
(ii) Washing of carriages on washing lines
3600 & 2600 per BG & MG carriage
(iii) Cleaning of carriages
500 per carriage
(iv) Carriage watering
As per actual requirements2.
(e) Miscellaneous
As per estimated requirement3.
Notes:(1) Number of passengers for estimating requirement at a station shall be equal to passengers
entraining at the station plus half of the passengers detraining. (2) Quantity of water required for train
originating station shall be equal to the full capacity of tanks for all the coaches. For trains scheduled for
watering on other stations, only 75 percent filling capacity may be considered. (3) This will include water
required for hospitals, fire-fighting, gardens and nurseries, etc.
(c) All schemes for supply of water to staff quarters must include provision for adequate drainage.
3004
Water Supply from Outside Sources
(a) Wherever possible all efforts should be made to obtain supply of water from existing sources developed
by the Governments Department of Public Health Engineering (see note on next page) and municipalities.
When water is obtained for railway purposes from such sources, the agreement should specify:
(i)
term or duration of agreement;
(ii)
rate of payment for water;
(iii)
mode of measurement and location of meters;
(iv)
maximum and minimum quantities to be supplied daily;
(v)
minimum pressure to be maintained in the mains at points of supply;
(vi)
in case of bulk supply, point or points at which water is to be supplied; and
(vii)
in case of distributed supply, details of the layout of distribution mains and
conditions for extensions or extra connections.
(b) Copies of such agreements should be available in the offices of the Divisional Engineer and Assistant
Executive Engineer.
Note: Department of Public Health Engineering (DPHE), a national agency under the Ministry of Local
Government, Rural Development and Co-operatives (MLGRD&C), is entrusted to provide safe water
supply, environmental sanitation and hygiene education as mandated throughout the country except three
cities namely Dhaka, Narayanganj and Chittagong.
3005
Development of Railway Sources for Water Supply - Brick Percolation Wells
(a) Brick percolation wells are carried down into water bearing stratum and rely on inflow upwards through
the bottom of the well. Care must be taken to ensure that water is not withdrawn at a rate that will cause
- 183 -
serious damage by blowing. Blowing is caused by water being drawn through the sub-soil at a rate that is
sufficient to disturb the finer particles of sub-soil. In average conditions of subsoil the critical speed is
between 750 and 1200 mm per hour and is obtained with a head of 2 to 3 meters. The safe yield of open
wells is limited by the critical speed and for practical purposes the yield may be obtained by multiplying the
critical speed by the area of the floor of the well. Also the foot valve of the suction pipe must not be more
than 2.5 meter below the lowest static of water level in the well. The yield of the well in 8 hours must be
equal to the total consumption in 24 hours.
(b) The safe-yield from open wells is generally estimated as follows:
Diameter in meters
3.0
3.5
4.5
6.0
Liters per hour

5,400
7,000
11,000
20,000
(c) In sandy soil if the yield with a drop of 2 meters is insufficient, then a larger diameter well is needed.
Alternatively, a tube well may be sunk in the open well to supplement the yield. Any increase in the drop will
increase the critical velocity and blowing of the sandy soil and subsidence of staining may occur.
3006
Shallow Tube-Wells
(a) Tube-wells to a depth of 7.5 meters to 12 meters are found useful for tapping a shallow water-table.
Where only small quantities of water are required, these are cheaper than open-wells and may be
constructed at wayside stations, gang quarters and gate-lodges between stations if the water-table could
be tapped at a reasonable depth. Quality of water of these wells is generally not reliable and disinfection is
essential.
(b) Shallow tube well can be operated either electrically or manually depending upon the convenience. At
unimportant stations and wayside stations where water table is within about 10 meters of the ground level,
hand pumps should be installed in colonies. Shallow tube wells can be useful for providing water supply for
carriage and wagon washing requirements.
3007
Deep Tube-wells
(a) Percolation wells tap the water bearing stratum at the level of the curb. A tube-well taps it in depth.
Where the normal water-table is at greater depth, it would be economical and preferable to sink deep tubewells instead of open-wells.
(b) Sinking of Tube Well - Trial boring. Before deciding on the site and size of a percolation or deep tubewell, it is necessary to sink a trial boring. The acceptance of a sample of water obtained from the trial
borings as suitable is necessary before the installation of the well is commenced. The stages of work for
trial boring are as follows:
(i)
During sinking of pipes, samples of strata are examined for yield and samples of
water taken for analysis.
(ii)
From the results obtained, the area of strainer necessary for the quantity of water
required and the strata in which the strainers should be located are decided upon. If the
intention is to install a tube-well up to 75 mm diameter 125 mm casing pipes should be
used for the trial boring so that the tube-well can be installed without making another
boring when suitable water bearing strata has been found. This size will be found
convenient for all trial borings up to 60 meters depth. For greater depths larger pipes will
be necessary.
(c). For a large water supply scheme, samples of water for analysis should be drawn from as great a depth
as possible to eliminate the danger of bacteriological contamination which can be expected in water drawn
from the upper strata. Water drawn from deep ground is likely to be bacteria-free. As the water obtained
- 184 -
from deep wells may contain certain dissolved impurities, the chemical analysis of water to determine its
suitability for drinking is always necessary and samples should be sent to the Divisional Medical Officer for
testing. If necessary testing may also be got done from the local public health department which has the
necessary facilities.
(d) Tube-well installation
(i)
Initially the casing pipes are sunk to required depth. Strainers and plain pipes of
tube-well proper are then lowered to correct depths.
(ii)
In suitable cases, pebbles or gravel is let down between the casing pipes and the
tube-well as shrouding during casing-pipe extraction. This is essential when the strainers
are located in fine sand.
(iii)
Brass, galvanized iron, special alloy steel, high density polythene or PVC and
metal combined strainers of the requisite size with gravel/sand shroud may be used. The
total area of the openings in the screen should be such that the velocity of inflowing water
is sufficiently low to avoid disturbance to the smaller particles of the water bearing stratum.
(e) Testing yield of tube-wells. A tube-well should be tested for yield by experienced staff of the tube well
organization of the Railway.
(f) Checking Verticality of Tube-Wells. Tube-wells must be perfectly vertical. A simple method is to use
plumb disk. Whereas absolute verticality is ideal but a deviation of 100mm per 30 meters of boring is
generally acceptable where submersible pumps are not to be installed.
3008
Types and Selection of Pumps
(a) The types of pumps in general use are reciprocating, centrifugal, airlift and vertical spindle deep well
turbine pumps. Hydraulic rams are useful and economical in perennial streams for supply of comparatively
small quantities of water.
(b) Reciprocating pumps have nearly a uniform efficiency over a large range and therefore greater flexibility
in operation. Reciprocating pumps may be duplex, triplex or quadruplex accordingly to the number of watercylinders and are suitable for pumping from open wells. They are, however, not suitable for tube-well
operation as the intermittent suction has a damaging effect on the strainers.
(c) Centrifugal pumps are efficient, economical and require little attention. The suction lift is, however,
limited as in the case of reciprocating pumps. In tube-wells where centrifugal pumps cannot be installed
sufficiently close to the water-table, airlift pumps may be used. Their efficiency is, however, low and should
not normally be used for capacities in excess of 35,000 liters per hour.
(d) Vertical spindle deep well turbine pumps are suitable for tube-wells of large size; they are easy to
operate and have a high efficiency. They should be used in tube-wells which are free from grit and where
competent supervisory staff is available, as adjustments during repairs require skilled attention.
(e) Submersible pump is suitable for comparatively smaller installations. It consists of an electric motor and
pump both submerged in water; the vertical spinning shaft is dispended with, the water being pumped
through a vertical pipe.
(f) Pumping units should be so selected that they could be operated continuously at rated load, as the units
are operated most efficiently at the rated load.
(g) Pumping capacity should not exceed the yield of the source, so as not to damage the strata through
which filtrates into the source.
3009
Pump Installation
While installing a pump, the following points should be paid attention:

- 185 -
(a) The foundation should be sufficiently strong to absorb vibrations and to form a permanent, rigid support
for the base plate. The foundations shall be designed for the loads as per the manufacturers
recommendations or standard specifications.
(b) The suction lift, which should be made as low as possible; the greatest suction-lift that may be expected
at sea-level is about 7 meters.
(c) The suction pipe should be air-tight, laid with as few bends as possible and equipped with foot-valve.
(d) Near the pump, a non-return (reflux) valve and a delivery valve (sluice or butterfly valve) should be
provided. The non-return valve should be between the pump and the delivery valve. The size of the valve
should match the size of pipe.
(e) The delivery pipe shall be of such size that the velocity of water is about 2.5 meters per second.
(f) A dismantling joint must be provided between the pump and the valves. The design of the dismantling
joint should be such that no pull or push is transmitted to the pump.
(g) Sufficient space for generating sets should be available in the pump house to locate the pump, motor,
valves, pipes, control panels in a rational manner with easy access and with sufficient space around for the
maintenance and repairs. The minimum space between two adjoining pumps or motors should be 0.6
meter for a small or medium units and 1 meter for large units.
(h) Space for control panels should be planned as per extant regulations.
3010
Driving Units
The driving unit may be an electric motor, or an oil engine. Where power is available:
(a) The prime mover should preferably be an electric motor, being economical;
(b) The stand-by where provided may be an electric generator so that in case of failure of electric supply,
pumping is assured.
(c) Where power is not available, oil engines may be used.
(d) Non-return valve at the discharge pipe, supplemented by a sluice valve shall not be closed while the
pump is running.
3011
Capacity of Pumping
(a) The pumping system should be capable of supplying the following requirements of water supply:
(i)
In 12 hours or less, the normal quantity required in 24 hours;
(ii)
In 16 hours or less, the present maximum quantity required in 24 hours; and
(iii)
In about 20 hours, the estimated maximum future requirements in 24 hours.
(b) For small pumping systems, generally of capacity less than 15 million liters per day, two pumps (one
duty and one standby of full capacity) should be provided. Alternatively, two duty and one standby, each of
50 percent capacity may be provided. Although this alternative would need larger space, it facilitates
flexibility in regulating the water supply. Also in an emergency of two pumps going out of order
simultaneously, the third helps to maintain at least partial supply.
(c) In the case of medium and large pumping stations, at least two standbys should be provided.
- 186 -
3012
Pump Capacity
(a) The capacity of pump may be determined by the following equation for pump horse power
(PHP) = Lx(H+h)/4560,
where ,PHP is the pump horse power (in metric units): (One metric horse power = 75 kilogram
meters/second),
H is the vertical height in meters from suction-level to highest point of discharge; L is the liters of water per
minute, and
'h' the head lost in friction in meters. Allow 8 percent extra for incrustation in the case of cast iron pipes
while calculating PHP.
(b) The relation between the pump horse power and the indicated horse power or brake horse power of the
engine working the pump depends on the type of engine and type of pump and their efficiency. The
relationship between pump horsepower and brake horsepower is explained in the box below.
Pump Horsepower: The purpose of a pressure pump is to convert mechanical power supplied by an electric
motor or an engine to water power. The pump adds power to the flow of water as depicted in the sketch
below.
The amount of horsepower a pump adds to a stream of water is given by the hydraulic horsepower formula
in sub-paragraph (a) above. Because some power is wasted inside the pump due to friction and other
losses, therefore, more horsepower input to the pump is needed than its output. Therefore, pump
calculations involve two sets of horsepower figures, i.e., firstly, the water horsepower desired at the pump
outlet, and secondly, the mechanical (shaft) horsepower required at the pump shaft to obtain the desired
water horsepower. The ratio of the two horsepowers is called the efficiency of the pump. Pump efficiency
may be expressed as a decimal (for example 0.85) or a percent (for example 85%).
Brake Horsepower: Brake horsepower is the amount of power being delivered by a rotating shaft that is
driving a load as for example, a water pump. It is the horsepower actually delivered by the shaft of an
electric motor or an engine to drive a pump.
The name of the term comes from the traditional way it is measured: a friction brake called a prony brake is
clamped around the shaft. The pony brake works much like an automotive drum brake. The brake is fitted
with a projecting radial torque arm of specified length (L in the diagram). With the shaft rotating, the brake is
tightened and the force at the end of the torque arm and the shaft rpm are measured.
3013
Responsibilities for Pumping Plant
(a) Electrical department is responsible for installation and maintenance of electrical machinery/equipment.
- 187 -
(b) Electrical department will prepare a layout of the pumping plant and determine the sizes of the pump, if
required.
(c) The estimated costs of plant and equipment, and the specifications for foundations and buildings should
be advised to the Divisional Engineer. This will be included in the detailed estimate.
(d) For diesel and electric driven pumps full particulars and specification in each case may be obtained
beforehand. The design of the pump house and foundation should be prepared in consultation with the
Electrical Department.
(e) The installation of all pumping machinery will be undertaken by the Electrical Department. The cost of
such work should be included in the estimate.
(f) The work will be deemed to be complete and fit for handing over when the yield test has been
satisfactorily completed.
(g) The suction head should not exceed 6.5 meters measured from the centre of the pump barrel to the
lowest infiltration level, i.e., the lowest level to which the water sinks in the dry, season when the pump is
working full. If the figure of 6.5 meters is likely to be exceeded, the pump must be placed in a separate
sump at the required depth. It should not be mounted in the well itself, whenever practicable as the
vibration in the latter case causes the steining to sink and crack.
3014
Water Treatment - Quality of Water
It should be ensured that the water supplied is clear, potable, free from pathogenic organisms and odor.
Water should be of reasonable temperature and free from minerals which could produce undesirable
physiological effects. The physical and chemical standards as per Annex 3014 may be adhered for drinking
water supply.
3015
Water Samples for Analysis
Whenever the quality of water from any source of supply or from taps is to be tested and samples are
required to be collected by the Engineering staff, the following procedure should be followed:
a) Sterilized glass-stopper bottles available with the Divisional Medical Officer should be obtained. Bottles
separately available for bacteriological or chemical examination have to be appropriately used.
(b) The paper cover of the stopper should be removed just before taking the sample. The stopper should be
removed just before filling the bottle and replaced immediately after. The stopper should be held from the
top while the bottle is being filled. Contamination while filling the bottle must be avoided. There should be
no external contact with the mouth of the bottle or the part of the stopper that goes into it. The bottle should
be filled to about 25mm below its neck.
(c) When samples of water are taken from a tap, the mouth of the tap should be heated by a spirit lamp for
3 minutes. Water should then be allowed to flow for 5 minutes before the sampling bottle is filled.
(d) If the sample is to be obtained from a tank or a reservoir or a river, the unopened bottle is to be held in
water about 300 mm below the surface and away from the edge without disturbing the bed. The stopper
should then be removed, the bottle withdrawn when full, a few drops of water poured out, and the stopper
replaced and tied down.
(e) Well water should be collected by lowering the bottle (tied with a piece of weight) into the well by a
string attached to the neck-; the stopper should be removed by another string tied to it and the bottle filled
in with water, not from the surface but from a point a meter or two above the bottom of the well. If collected
from a tube-well with a pump, the water should be allowed to flow for about 20 minutes.
(f) Bottles containing samples of water should be properly labeled, packed around with ice and saw-dust
and sent without any delay to reach the Divisional Medical Officer. Satisfactory packing and expeditious
dispatch are essential for a proper bacteriological examination.
- 188 -
3016
Method of Treatment
(a) The objective of water treatment is to produce and maintain water that is hygienically safe, clean and
potable in an economical manner. Treatment should ensure the desired quality at the end points of
consumption.
(b) The method of treatment to be employed depends on the nature of raw water and the desired standards
of water quality. The unit operations in water treatment constitute aeration, flocculation (rapid and slow) and
clarification, filtration, disinfection, softening and water conditioning, and treating water for ferrous metals
and fluorides. Different combinations are possible to achieve the required quality of water. The choice of
any particular sequence of treatment will depend not only on the quality of the raw water available but also
on the comparative economics of alternative treatment steps to get desired quality.
(c) In the case of ground water storage which are well protected, where the water has turbidity below 10
NTU (see note (1) below) and water is free from odor and color, plain disinfection by chlorination is adopted
before supply.
(d) Where ground water contains excessive iron, dissolved carbon dioxide and odorous gases, aeration
followed by flocculation and sedimentation, rapid gravity or pressure filtration and disinfection may be
necessary.
(e) Conventional treatment including pre-chlorination, aeration, flocculation and sedimentation, rapid gravity
filtration and post-chlorination are adopted for highly polluted surface waters laden with algae or other
micro-organisms.
(f) Water with excessive hardness (see note (2) below) will need softening by conventional method or by
ion exchange method.
Notes. (1) Turbidity is the amount of particulate matter that is suspended in water. Turbidity is measured by
shining a light through the water and is reported in nephelometric turbidity units (NTU). (2) Hardness of
water is determined by the amount of dissolved calcium and magnesium in water. Where the water is
relatively hard, it may be difficult to get a lather up when washing hands or clothes. Hard water can damage
equipment, and can even shorten the life of fabrics and clothes.
3017
Disinfection of Water
(a) Water treatment processes described in paragraph above remove micro-organisms to varying degrees.
For utmost safety of water for drinking purposes, disinfection of water has to be done to remove disease
producing organisms before it enters distribution system. Disinfection is also required to prevent
contamination of water during its transit from the treatment plant to the place of its consumption. The
efficiency of disinfection depends on the nature of disinfectants. For treatment on larger scale, chlorination
is generally used as treatment for disinfection. Chlorine can be applied in water by using bleaching powder,
chloramines or as free chlorine gas. A minimum of 30 to 60 minutes contact time must be provided before
delivery of water to the consumer.
(b) Utmost care shall be taken for storage and use of disinfectants. All safety precautions as laid down in
relevant codes shall be taken.
(c) Sufficient number of chlorinators in working conditions should be available with the Inspectors of works.
To decide the quantity of chlorine to be added SSAE(Works) should find out breakpoint chlorination and
accordingly chlorinate the supply.
3018
Residual Chlorine
(a) Minimum residual chlorine available at the farthest end shall be 0.2 mg per liter. However, where
distribution is long and complex it may be difficult to maintain the minimum residual value and in such
cases re-chlorination may be carried out in the distribution system.
- 189 -
(b) During monsoon months or if specific complaints are there, super-chlorination more than 2 parts per
million (ppm) of chlorine may be resorted to effectively get rid of bacteria.
(c) The SSAE(Works) should frequently check the concentration of residual chlorine at the consumer point
by orthotolodine test. In this test 100 milliliters of chlorinated water sample is collected in the test tube. 1
milliliter of orthotolodine solution is added to it. The color formed is noted, value of the residual chlorine is
directly determined by comparing the color so obtained with the standard chart of colors of non-chlorine
residuals. Divisional Engineer should ensure sufficient number of equipment with all the field units.
3019
High Service Tanks
(a) The capacity of high level storage tanks should be equal to one third of the total consumption in 24
hours. Local conditions should however be considered when deciding on the storage capacity. Each tank
may be partitioned to facilitate cleaning or repairs.
(b) For the inspection, maintenance and painting of steel-work of high level storage tanks shall be as laid
down by the Bridge Branch.
(c) All RCC storage tanks will be maintained by SSAE(Works).
(d) Cleaning of tanks. Tanks used for the storage of drinking water should be rubbed and cleaned at such
intervals as specified by the Divisional Engineer. The cleaning of water tank and disinfection should be
carried out as per recommended procedure. All high service tanks will be cleaned at least once every six
months by the Engineering Department. More frequent cleaning shall be arranged if necessary. In all cases
the date of last cleaning shall be, clearly marked at a prominent place on the tank or staging.
(e) Reports on cleaning of tanks should be submitted to the Assistant Executive Engineer by the
SSAE(Works) who shall maintain a register with complete particulars for the purpose. The periodical
reports should include information regarding the condition of external and internal painting and corrosion, if
any. The dates of cleaning and of both external and internal painting should be painted on one side of the
staging in such a manner that these are readily visible.
(f) All high service tanks must he provided with a corrugated iron roof wire netting between top of tanks and
rafters for ventilation and avoiding access to birds. Necessary access door in the wire netting should be
provided for the use of cleaning staff.
(g) All high service tanks must be provided with suitable de-sludging arrangements to enable local staff to
clean out silt as often as necessary.
(h) The cleaning of overhead tanks shall be done as per the following schedule:
3020
A. Tanks filled
unfiltered water
with
B. Tanks filled
filtered water
with
When used for drinking

When not used for drinking
When used for drinking
When not used for drinking
Once a month
Once in two months
Once in three months
Once in six months
Float Gauges and Scouring Sluices
(a) Every high level storage tank should be provided on the outside with a float gauge with a scale marked
in meters divided into 5 parts to indicate the water level in the tank.
(b) Every storage tank whether at high level or at ground level should be provided with a sluice at its sill
level to facilitate the cleaning of the tank.
3021
Size of Service Pipes
(a) The per capita rate of water supply indicate only the average consumption of water per day. To take into
account fluctuation in consumption due to season, month, day, and hour, the average demand should be
- 190 -
multiplied by a peak factor for purpose of designing distribution system. A peak factor of 2.5 is
recommended.
(b) The number and size of service pipes that can be supplied from a properly designed distribution-main
may be assumed as shown below; exceptional cases will depend, however, on actual conditions:-
Distribution
Main
Diameter of service pipes

15mm
20mm
25mm
Number of service pipes
40mm
12
50mm
20
10
65mm
39
20
10
80mm
65
32
18
90mm
88
43
24
100mm
115
56
32
Note: To avoid dead ends, the main shall be arranged in a grid formation or in a network.
3022
Water Distribution Plans
(1) Distribution System

(a) The distribution system is important in a water supply scheme for wholesome and adequate supply of
water at required pressures in sufficient quantity. The distribution accounts for 40 percent to 70 percent of
the outlay of the water supply scheme. Proper provision of configuration of pipes, pumping arrangements,
and location of valves and pipe specials are very important and adequate attention should be paid to the
functional and hydraulic purposes to be served by the system. For general convenience of distribution, a
grid where different mains are interconnected is recommended. This system facilitates supply of water to
any point from two directions. The tree system of distribution will be adequate only in small water supply
distribution system on wayside stations.
(2) Layout of Distribution Systems
(a) Distribution systems should be laid out in the form best suited to conditions at site. The economical
diameter of a pipeline is based on considerations of head loss and velocities under conditions of maximum
flow including fire demand. The design of the distribution system should be based on the maximum
estimated daily consumption being supplied in 10 to 16 hours as may be prescribed.
(b) A diagram of mains, branch mains and distributaries should be prepared and on it the points of supply,
the lengths of pipes and the reduced levels of all junctions noted. Starting at the end farthest from the
points of supply, the supply in liters per minute that each pipe must be able to accommodate, is worked out
for its length and noted on the diagram. From the heads and longitudinal sections, the diameters are
arrived at; a reserve of at least 3 meters head should be ensured at the tail-end of every service line under
conditions of maximum discharge.
(c) Where there are separate mains for drinking water and water for other purposes. Water unfit for drinking
purpose can be in many cases economically used for purposes such as carriage washing, washing aprons,
platforms, etc.
(3) Protection against Pollution near Sewer and Drains
a) Horizontal Separation. A water main should be laid such that there is at least 3 m separation, horizontally
from any existing or proposed drain or sewer line. If local conditions prevent this lateral separation, a water
main may be laid closer to a storm or sanitary sewer, provided that the main is laid in a separate trench, or
on an undisturbed earth shelf located on one side of the sewer at such an elevation that the bottom of the
water main is at least 0.5 meter above the top of the sewer.
- 191 -
3023
Responsibilities for Maintenance of Water Supply Installations
(a) The Engineering Department shall be responsible for:

(i)
the adequacy of water supply at all sources, permanent and auxiliary;
(ii)
the dispatch of samples of water if so required to be done, from water supply
sources, storage-tanks or taps for chemical and bacteriological analysis to the Medical
Department;
(iii)
the maintenance and operation of water purification plants;
(iv)
the maintenance and periodical cleaning of all storage tanks;
(v)
the maintenance of all pipe lines and specials, hydrants and water-taps in station
yards and colonies, fire hydrants at stations, goods sheds and loco sheds;
(vi)
the maintenance and periodical testing of all water meters wherever installed. The
testing should be carried out at least once a year;
(vii)
the periodic testing and joint-recording of consumption in meters at such points
where supply to the railway is made by outside bodies.
(viii)
wastage and leakage detection survey should be carried out and action taken to
reduce the losses; and
(ix)
Ground tanks. All ground tanks are under the Engineering/Estate Departments
who are responsible for the issue of fishing licenses therefor.
(b) The Mechanical Department is responsible for the operation and maintenance of carriage-watering and
carriage-washing hydrants.
(c) The Electrical Department is responsible for:
(i)
all planning installation maintenance and operation of electrical pumps shall be
done by electrical department; and
(ii)
all water coolers provided in offices and stations shall be cleaned once a month to
prevent contamination. Water coolers shall be disinfected properly before putting into use.
3024
Inspections by Assistant Executive Engineer and Supervisors
(a) The Assistant Executive Engineer and SSAE(Works) should frequently inspect all water supply
installations and pipelines and ensure their maintenance in efficient condition. The SSSA(Works) should be
equipped with an adequate imprest of materials such as pipes and specials and water taps of requisite
sizes and the necessary tools to facilitate immediate attention on repairs as and when required.
(b) Storage tanks for drinking water and for flushing purposes over offices, bungalows and quarters should
be inspected frequently by the SSAE(Works) and their cleanliness ensured. Complaints from residents
should be promptly attended to.
- 192 -
Annex 3014
STANDARDS OF QUALITY OF DRINKING WATER
Physical and Chemical Standards
S.No.
Characteristics
Requirement (Desirable
limit)
Permissible limit in the

absence of alternate
source
(2)
(3)
(4)
(1)
1.
Turbidity (NTU scale) 5.0
10
2.
Colour Haten units 5.0
25
3.
Taste and odor
4.
pH value**
5.
Unobjectionable
6.5 to 8.5
No. relaxation
Total dissolved solids(mg/l) max.
500
2000
6.
Total hardness as CaCo3(mg/l) max.
300
600
7.
Chlorides as CI2(mg/l)250
1000
8.
Sulphates as SO4 (mg/l) max.
200
400
9.
Fluorides as F (mg/l) max.
1.0
1.5
10.
Nitrates as No3 (mg/l) max.
45
100
11.
Calcium as Ca (mg/l) max.
75
200
12.
Iron as Fe (mg/l) max. 0.3
1.0
13.
Zinc as Zn (mg/l)max.5.0
15.0
14.
Mineral Oil (mg/l)max.0.01
0.03
15.
Copper as Cu (mg/l) max. Toxic materials
0.05
1.5
16.
Arsenic as As (mg/l) max.
0.05
No relaxation
17.
Cadmium as Cd (mg/l) max.
0.01
-do-
18.
Lead as Pb (mg/l)max.0.05
-do-
19.
Residual free chlorine (mg/l)max.
0.2*
Source: Drinking water - specification (First Revision) IS: 10500-1991 by BIS

*When protection against viral infection is required, it should be min. 0.5 mg/l.
**pH value: pH is a measure of how acidic/basic water is. The range goes from 0 - 14, with 7 being neutral.
pH of less than 7 indicates acidity, whereas a pH of greater than 7 indicates a base.
- 193 -
CHAPTER XXXI
LEVEL CROSSING AND GATEMEN
Note: This Chapter should be read in conjunction with Bangladesh Railway General Rules, 1981, Chapter
VIII GATEMEN.
3101
Responsibility of Assistant Executive Engineer
(a) Assistant Executive Engineer is responsible that all gatemen on the sub-division are physically fit and
well acquainted with safety rules to perform the duties required of them. He must ensure that only
responsible and intelligent waymen are selected as gatemen.
(b) He is also responsible to see that gates are equipped with all necessary tools and safety equipment and
that the level crossing barriers, road approaches, signals and caution boards are properly installed and in
good order.
3102
Control of level-Crossing
(a) The manning and operation of gates at level crossings within station limits are under the control of the
Traffic department. The level crossings and structure pertaining thereto shall, however, be maintained by
the Civil Engineering department. The operation of such gates will be done as per the station working rules.
The concerned officer of the Traffic department will ensure that competent staff is posted as gateman.
(b) Level crossing outside station limits are under the control of the Civil Engineering department, both for
operation, safety and maintenance.
3103
Classification and Standard of Level Crossings.
(a) Classification. The classification of level crossings should be settled in consultation with the local
government concerned keeping in view the class of the road, visibility conditions, the volume of the road
traffic and the number of trains passing over the level crossing.
(b) The classification of level crossings shall be as follows (SR 227(a) refers):
Class of Level Crossing
Special
A Class
B Class
C Class
D Class
Type of Road
For Roads
For Roads
For Roads
For Roads
Cattle Crossings
(c) Standards of Level Crossings. The standards to be followed (within the railway limits) for the various
parameters in respect of different classes of level crossings will be as given in Annex 3103(c). These
standards shall be applicable to all new constructions and also in the case of upgrading of the existing level
crossings. The existing level crossings which are of a lower standard than that given in the table above
need not be altered or modified merely to suit these standards.
3104
Equipment of Gateman
(a) For all gate lodges. The following equipment shall be provided:
(i)
Hand signal lamp (tri-color) one;
(ii)
Hand signal flags (Red and green) one;
(iii)
Red Banner flag two;
- 194 -
(iv)
Chains and padlocks for locking the gates two;
(v)
Fog signals one can (18 each in a tin case);
(vi)
Tommy bar (for cleaning check rail spacing for wheel flange) one;
(vii)
Kodali and durmat (for metalled road surface only) one;
(viii)
Bucket one;
(ix)
Lamp oil and wicks for all lamps sufficient quantity;
(x)
Staff (suitable for exhibition of red lamp or red flag along the track) one (2 meter
long); and
(xi) Tool list, Book of Rules in vernacular, Duty Roster, and medical examination and vision
test report, and level crossing inspection register.
(b) In addition to the equipment listed in (a) above, gate lamps shall be provided as mentioned in paragraph
3104 (c).
(c) At level crossings with metalled roadway, one ballast hammer. There should be sufficient supply of
kerosene oil, wicks and matches at the gate lodge. The gateman should always keep the hand signal
lamps clean and ready for lighting and use at short notice for track protection.
(d) At every manned level crossing there should be distinct indication at 400 meters and 800 meters on
either side, to guide the gateman for placing detonators in case of obstruction at the level crossing. This
indication may be in the form of a rail post.
3105
Locking arrangement
(a) Lifting type barriers, swing gates or chains when closed against road traffic shall be securely locked.
(b) At swing gates, when the locking arrangement of the hasp and staple type with padlocks goes out of
order, two chains with loops at both ends should be used for locking the gates.
(c) In all Special Class level crossings one set of extra lifting barrier to be kept installed as standby
arrangement in case of failure of the existing barrier.
3106
Skew level crossings
(a) All roads should preferably cross the railway line at right angles. In special cases, when modification is
required to suit road approaches, the angle of crossing should not be less than 45.
(b) At all level crossings, the gate posts shall be fixed square to the road and colored white and yellow.
3107
Normal position of gates
(1) Subject to such Special Instructions in that behalf as are permitted by these rules, all gates at level
crossings shall be kept constantly closed and securely fastened across the thoroughfare on both sides of
the railway and shall only be opened when it is necessary and safe to open them for the passage of road
traffic; provided that any Railway Administration may from time to time issue special instructions for any
particular level crossing or class of level crossing and may by such special instructions permit the gates at
any level crossing or class of level crossings to be normally kept open to road traffic and may therein
prescribe the conditions under which gates are to be kept closed against road traffic for the passage of a
train or trains or for the purposes of any other railway operation (General Rule 227).
- 195 -
(2) At all level crossings over which trains are required to pass, the normal position of gates may be as
under:
(a) Level crossings provided with gates and protected by signals:
(i)
The gates must normally be kept open to road traffic and may only be closed
against the road traffic for the passage of trains or for any other railway operation by taking
off the signals.
(ii)
The signals must be interlocked with the gates.
(b) Level crossings provided with gates and not protected by signals:
(i)
Level crossings with only one gateman shall remain normally closed and securely
fastened to road traffic and may only be opened for the passage of road traffic, when it is
safe to do so.
(ii)
The railway administration may under special instructions permit gates of level
crossings not protected by signals to be normally kept open to road traffic prescribing the
conditions under which they may be kept closed against road traffic for passage of trains
or any other railway operation (see paragraph (1) above). Accordingly, the following
categories of level crossings shall remain normally open to road traffic and will be closed to
road traffic only when required for the passage of trains:
a) Special class level crossing with four gatemen and open to road traffic;
b) Level crossings with three gatemen - Open to road traffic;
c) Level crossings with two gatemen -Open to road traffic during day and also by
night unless otherwise authorized;
d) Level crossing with only one gateman shall remain normally closed to road traffic
and will be opened only when required for the passage of road traffic;
e) Unmanned level crossings shall remain open to road traffic throughout 24 hours.
f) All gates closed at night must be opened for road traffic as required.
(c) The normal position of gates at level crossings between station limits shall be as paragraphs (a) and (b)
above, fixed station signals not being regarded as affording any protection unless the gates are interlocked
with signals. However, special instructions duly incorporated in the Working Rules may require the gates at
any level crossing or class of level crossings to be normally kept open to road traffic and the conditions
prescribed under which gates are to be kept closed against road traffic.
3108
Lamps at Level Crossing Gates
(a) The provision of light on level-crossing gates at night is essential in the case of Special, A and B Class
level crossings. Lamps are to be provided and fixed to the gates at C Class level crossing used by fast
moving vehicular traffic. No lamps are required at D Class level crossings.
(b) The disposition of lamps should be so arranged that when the gate is closed to the road it is the red light
that should be observed by the road users and no light or white light only should be observed by the drivers
of approaching trains. In order to ensure this, the inner side red lens of each lamp, if existing should be
removed and the opening permanently closed. Also a cowl consisting of an iron plate 450 x 450 mm
suitably fixed to a rail post and located so as not to interfere with the gate in its open position, is to be
provided to mask the red light on the outer side of the lamp. The white light visible to a driver, when the
gate is closed to the road traffic, is to be ignored.
(c) All Special and A Class level crossings are to be equipped with solar based road approach and rail
approach signals, duly interlocked with each other, and also provided with telephone connection to the
stations on either side in the case of Engineering level crossings, and to the station on one side only in
case of traffic level crossings.
- 196 -
(d) Maintenance of lamps at traffic level Crossings:

(i)
Traffic department will maintain the lamps at level crossings within station limits.
(ii)
The control of such gates and the supply of oil for such lamps will remain under
the Traffic department.
3109
Gardening and Cultivation by Gateman
(a) Gardening
(i)
Gateman may use the front portion of the gate lodge for gardening. All trees plants
and shrubs that may obstruct in any manner are to be completely uprooted and removed
and the shoulders of the bank must be made up. This should be done during the dry
months each year and the gate-keepers must arrange turf to protect this new earthwork
during the monsoons.
(ii)
SSAE(Way) shall encourage gatemen to take pride in the general upkeep and
appearance of their gate lodge and surroundings.
(b) Cultivation of land
(i) Gateman should not be allowed to cultivate land, or do any other work which would take
him away from his gate.
(ii) Gatemen should endeavor to be on friendly terms with the neighboring villagers. Those
having difficulty should be adjusted at other gates on the section.
3110
Track Structure at Level Crossings
(a) In level crossings durable category of wooden sleepers should preferably be used.
(b) All sleepers used in level crossings should be provided with suitable bearing plates.
(c) At all Special and A Class level crossings double check rails are to be provided (see diagram at Annex
3110(c).
(d) Rail joints should be avoided in check rails and on the running rails, within the level crossings and up to
6 meters on either side approaches from consideration of isolated attention to such joints not being
possible without disturbing the road surface. In case of single rail track, this will not be possible when it
shall be advisable to use one three rail panel at the level crossing.
(e) In each rail seat, four spikes should be provided.
(f) Short welded rails may be continued through level crossings, avoiding fish-plated joint on the level
crossing and within 6 meters from the end of level crossing.
(g) The level crossing should not fall within the breathing length of LWR, as per the provisions contained in
the Manual of Instructions on Long Welded Rails.
3111
Level Crossing Indicators
(a) At the approaches of all unmanned level crossings or where the view is not clear on either side of a
manned level crossing, whistle boards should be erected at 400 meters from the level crossing, on the left
of the line, to enjoin the drivers of approaching trains to give audible warning of the approach of a train to
road users. The drivers of approaching trains should whistle continuously from the time they pass the
whistle board to the time they cross the unmanned level crossing. A sample design of whistle board is
shown in Figure 3111-(a) below.
- 197 -
(b) On the road approaches, level crossing caution boards should be provided at 20 meters from the gate
post on the road on either side of the level crossing at suitable points within the railway boundary. The
design of caution board is given in Figure 3111-(b) below.
(c) At level crossings on metaled roads, speed breakers may be provided on either side of the level
crossing gate in order that vehicles may reduce speed on approaching level crossing. At the speed
breaker, a caution board is displayed (at about 10 metyers from the gate post for warning road vehicles.
The design of the caution board to be displayed at speed breaker is given in Figure 3111 - (c) below (see
next page).
(d) The general arrangement of providing speed breakers and caution boards shall be as displayed in
Annex 3111(d).
Figure 3111: Whistle Board (a) and Caution Boards (b) & (c) for Level Crossings
3112
Inspection and Maintenance of Level Crossing
(a) Obstruction of view

All trees, bushes or undergrowth that interfere or tend to interfere with the view from the Railway or
roadway when approaching level crossings should be cut down taking care to comply with the procedure
laid down in this Manual and the Railway Act 1890.
(b) Opening out of Level Crossing
Each level crossing except those laid with pre-stressed concrete sleepers must be opened out and the
condition of sleepers and fittings, rails and fastenings inspected at least once a year or more frequently, as
warranted by conditions. However, level crossings laid with pre-stressed concrete sleepers should be
overhauled with each cycle of machine packing or more frequently as warranted by conditions and in no
case shall opening be delayed by more than two years. In all cases, rails and fastenings in contact with the
road shall be thoroughly cleaned with wire brush and a coat of coal tar/anti-corrosive paint applied. Flange
- 198 -
way clearances, cross level, gauge and alignment should be checked and corrected as necessary, and the
track packed thoroughly before reopening the level crossing for road traffic.
(c) Check Rails:
(i)
Check rails of level crossing are required to be removed for tamping operations,
overhauling of level crossings, destressing of LWR or track renewals. Check rails should
be re-fixed as quickly as possible and preferably before leaving site.
(ii)
Should a situation arise where check rails cannot be re-fixed for any reason and
trains have to be passed, a speed restriction of 30 km/hour should be imposed besides
ensuring that road traffic is diverted till the check rails are put in place. In case such
diversion is not possible, temporary arrangements should be made for passage of road
traffic till the check rails are put in place. However, in both these cases, the check rails
should necessarily be provided latest by close of next day. In such cases, a stationary
watchman shall be posted to ensure safety.
(d) Inspection and maintenance of track at level crossings:
(i)
The SSAE(Way) should inspect the level crossing once a month and check the
equipments, examine the gateman for safety rules and check track as per details below.
SSAE(Way) should also carry out surprise inspection of level crossings to ensure
presence and alertness of gateman on duty. In addition, SSAE(Way) should inspect once
a year rails, sleepers, fittings and fastenings after getting the level crossing fully opened
out.
(ii)
Assistant Executive Engineer should inspect the equipment at every level crossing
on the sub-division once in six months and examine the gateman in safety rules.
(iii)
The top table of the running rail and the check rail should be in the same plane or
coplanar.
(iv)
Gauge, cross levels and alignment of track in the level crossing portion and on
approaches to the level crossing should be well packed. Drainage should be good so that
water does not collect in the track at the ends of the level crossing.
(v)
The clearances between check rails and depth of check blocks should be checked
at the time of inspection of the level crossing. The flanges of check rail should be kept
clear of dust and dirt. The clearances should be maintained as per Table 3112(d)(v) below.
Table 3112(d)(v): Clearances at Level Crossings (millimeters)
Item
Minimum clearance of check rails at level
crossing
Maximum clearance of check rail at level
crossing
Minimum depth of space for wheel flange
from the rail level
Broad Gauge
Meter Gauge
51
51
57
57
38
35
(vi)
All implements, equipment and registers should be available at the level crossing
and well maintained.
(vii)
At every level crossing there should be a duty roster and the gateman on duty
should be as per the roster.
(viii)
The gateman should be aware of his duties and should be well versed in the rules
for protection of trains. The gateman should be medically fit as per prescribed standards.
- 199 -
(e) Painting
The level crossing gates, gate posts and fencing on approaches must be painted white and gates must
have a red disc in the centre. Level crossings should be painted at regular intervals.
(f) Repairs to road surface
(i)
Gate keepers shall be responsible for the maintenance of the roadway at the level
crossing up to the railway boundaries. Where the roadway after the level crossing takes a
tortuous course to the railway boundary and where the road surface is of special nature;
special arrangements may be necessary for an occasional overhaul.
(ii)
Maintenance of roads with black top shall be done by SSAE(Works) after receiving
necessary report from gateman or SSAE(Way).
(g) Unmanned level crossings
At unmanned level crossing the keyman of the section shall be responsible for cleaning the space between
the running and the check rails.
3113
Gate Lodges
Normally gate lodges should be so sited that a clear and unobstructed view is obtained of all approaching
trains and road vehicles, care being taken that allowance is made for all future extensions e. g. doubling of
line or widening the roadway. Where the level crossing is on a curve, the gate lodge should be built on the
outside of the curve. Level crossings, in cuttings or near cuttings should be avoided as far as possible.
3114
Roster of hours of duty
(a) When two gate men are employed at a level crossing, they should alternatively be put on 12 hours
shifts. When three gatemen are employed, they should be put on 8 hours shifts. The roster detailing the
hours of duty and rest for each gateman shall be maintained at the gate lodge
(b) SSAE(Way) should ensure that only competent men are selected as gatemen. Gatemen must at all
times satisfy the medical fitness (including vision testing) requirements stipulated for the job. Full particulars
regarding the periodical medical examination and vision test of each Gateman shall be maintained at the
gate lodge. Gatemen must be well conversant with safety rules.
3115
Duties of Gateman
(a) Knowledge of Safety Rules and Signals. The gateman must be fully conversant with safety rules for
the protection of trains. He must have good knowledge of signals.
(b) Keep Sharp look-out. At all level crossings, during such times as the gates or chains are open
for road traffic to pass, the gateman shall keep a sharp lookout for trains and be prepared to close
and lock the gates or chains against road traffic to permit the passage of trains.
(c) Protection of trains. The gateman shall be prepared, whenever the level crossings is open to road
traffic, to show a danger signal to any approaching train.
(d) Flange-way to be clear. The Gateman on duty shall be responsible for seeing immediately after he
has closed the gates to the passage of road traffic that the channel for the flange of the wheels is
clear before the passage of each train.
(e) Report of defects. If any gate, or the fastenings thereof or any fixed signal pertaining to the gate
becomes out of order the gateman shall as soon as possible report the fact to his immediate superior
or to the nearest Gang Mate.
- 200 -
(f) Obstructions. A gateman, on noticing any obstruction on the line, shall at once remove it or if
unable to do so, shall show danger signals and do his best to stop approaching trains.
(g) Parting of a train. If a Gateman notices that a train has parted, he shall not show a danger
signal to the driver, but shall endeavor to attract the attention of the driver and guard by shouting
and gesticulating.
(h) Trespassing. Every Gateman shall, as far as possible, prevent any trespassing by persons or cattle.
(i) Transfer of charge of gate. Except in accordance with special instructions, no gateman shall leave
his gate unless another gateman has arrived to take charge of it.
(j) Remaining off-duty. No Gateman shall be absent for longer than the period allowed him to remain off
duty unless he has previously obtained sanction from the SSAE(Way), or in the case of traffic crossing
from the Station Master.
(k) Locking of Gate. The gateman, while on duty, shall not leave his post without relief for any period,
however short, without first closing and locking the gates or chains to road traffic. In the case of
crossings within station limits, relief shall be arranged for by the Station Master outside station limits,
relief shall be arranged for by the SSAE(Way), except in the case of emergency when it shall be arranged
by the Gang Mate of the permanent way gang in whose length the crossing lies.
(l) The gateman shall see that the equipment supplied for the gate is in good order and ready for immediate
use.
(m) The gateman shall ensure that the gate lamps are lighted and kept continuously burning from sunset to
sunrise and during foggy weather when visibility is limited.
(n) The gateman shall keep watch that the solar-based color light road approach and train approach signals
are working properly.
(o) He must keep the road surface well watered and rammed. The approaches of the level crossing must
be kept clean and tidy at all times.
(p) When handing or taking over charge the gatemen and their relievers should jointly check all equipment
to see that they are complete and in order.
3116
Alertness of Gateman
SSAE(Way) must ensure that gatemen are always on the alert, and prepared to take necessary action
should danger be apprehended. For this purpose they should impart on the job training to gatemen in
respect of the following:
(a) Gateman shall display the flags and lamps for signals to every trolley that passes by;
(b) Gateman shall stand on the driver's side of an approaching train so as to be prepared to repeat any
signal which the guard may have occasion to be given to the driver.
3117
Action in an Emergency
(a) On Double line

On double line, if both lines are obstructed during day, he shall plant a red banner flag at a distance of 5
meters from the end of check rails on the line on which a train is expected to arrive first, then plant another
red banner flag on the other line at the site of obstruction. He shall then pick up red hand signal and
showing it, proceed on that line towards the direction of an approaching train to a point 400 meters from the
level crossing and place one detonator on the line, after which proceed further to not less than 800 meters
and place 3 detonators on the line about 10 meters apart. Having thus protected the line on which a train is
expected to approach first, he should return to the level crossing, picking up the intermediate detonators on
- 201 -
his way back. He shall then proceed on the other line showing red hand signal, place detonators similarly
and return to the site of obstruction to warn the driver of an approaching train (see schematic diagram in
Figure 3117(a) below)
Figure 3117(a): Protection in Case of Obstruction At Level Crossing on Double Line

(b) Single Line
On single line, if the line is obstructed during day, he shall plant a red banner flag at a distance of 5 meters
from the end of check rails towards the direction from which a train is expected to arrive first, then plant
another banner flag towards the opposite direction at the site of obstruction. He shall then pick up red hand
signal and as in paragraph (a) above, protect the line in the direction from which a train is expected to
approach first, return to the site of obstruction, and proceed with all haste in the other direction to protect
the line. Having protected the line on both sides, he should position himself at the place of obstruction to
warn the Driver of an approaching train as per schematic diagram in Figure 3117 (b) below.
Figure 3117(b): Protection at Level Crossing on Single Line

3118
Gate left open while train is passing
A censure should be recorded in the service of the gateman guilty of this offence for the first time, his
increment to be stopped for one year for the second offence and he should be removed from service for the
third offence after duly observing the procedure laid down by the railway administration.
3119
Responsibility of SSAE(Way)
(a) SSAE(Way) shall be responsible for ensuring that Rules 225.to 233 in Chapter VIIIGatemen of the
General Rules, 1981 are strictly followed. He must ensure that all gatemen are fully conversant with safety
rules.
- 202 -
(b) SSAE(Way) shall ensure that every gateman on his section has a knowledge of signals and is fully
conversant with his duties.
(c) SSAE(Way) shall inspect the equipment of gateman at least once a month and ensure that it is
complete in all respects and is usable. He will record his remarks in the level crossing inspection register at
the gate lodge.
(d) SSAE(Way) shall ensure that the gateman has a correct knowledge of rules by examining them
periodically during his trolley inspection and on appointment, promotion or transfer. He should not only
educate them in rules, but also conduct practical demonstration of protection of level crossing in case of
emergency.
(e) Surprise day/night inspection of level crossing should be carried out to ensure presence and alertness
of Gateman.
(f) SSAE(Way) must ensure at all times that only such staff who meet the medical fitness standard
stipulated for gateman are posted in that position; it will be his responsibility to see that all gatemen on his
section are sent for medical fitness examination at the stipulated time period.
(g) Level Crossing Inspection and Repair Register. SSAE(Way) should keep a Level Crossing Inspection
Book at every manned level crossing on his section. This inspection book should show the date of opening,
the condition of sleepers with their age and time, the date and type of each sleeper changed and other
requisite particulars along with the record of inspection by various officials. A format for the Level Crossing
Inspection Book is at Appendix 3119(g).
(h) SSAE(Way) shall also maintain complete particulars of all level crossings in serial order in a level
crossing register as per pro forma in Annex 31i9(h). Whenever additions alterations or improvements to
level-crossings are made, the level crossing register should be updated.
Note: In the above left and right refer to sides from center of track in the direction of increasing
kilometers.
3120
Inspections by Assistant Executive Engineer
(a) The Assistant Executive Engineer should inspect the equipment of every manned level crossing of the
subdivision once in six months, initial the tool list and examine the gatemen in rules.
(b) He should also scrutinize the level crossing inspection and repair register maintained by SSAE(Way) at
every level crossing, record his observations under his signatures with date.
(c) He shall inspect as many level crossings as possible when they are completely opened out during the
year.
- 203 -
Annex 3103(c)
Details
Special
STANDARDS OF LEVEL CROSSING GATES

Dimensions, etc. for Various Class of Crossing
A Class
B Class
C Class
D Class
1. Minimum length of
guard rail (for a
square crossing).
9 or 11 m (30 or 36
ft)
7.5 m (24 ft)
5.5 m (18 ft)
4.5 m (15 ft)
--
2. Minimum width of
gates at right angles
to the center line of
the road
7.5 or 9 m (24 or 30
ft).
5.5 m (18 ft)
4 m (12 ft)
3 m (9 ft)
(2 m) 6 ft.
3. Minimum distance
of gate posts from
center line of nearest
track for broad
gauge/ meter gauge.
3 m (9 ft 6 in)/
2.5 m (8 ft).
3 m (9 ft 6 in)/
2.5 m (8 ft)
3 m (9 ft 6 in)/
2.5 m (8 ft)
3 m (9 ft 6 in)/
2.5 m (8 ft)
3 m (9 ft 6
in) /
2.5 m (8 ft)
- 204 -
Remarks
In the case of a skew crossing; the
length of the guard rail must be
increased in accordance with the
formulaX = L / Sin O; Where X is the required
length, L is the minimum length
measured at right angles to the center
line of the road, and O is the angle
between the center lines of the road and
railway.
(a) Gates shall be provided at Special
A and B Class crossings (b) Gates or
chains shall be provided at C and D
Class level- crossing only in the following
cases; (i) When the line is on a curve
and the road and rail view is not clear. (ii)
When speed of trains and volume of
traffic are great. (iii) When the level
crossing is within those limits at a station
between which shunting is normally likely
to be carried out. (iv) On portions of the
line which are fenced throughout on one
or both sides except when efficient cattle
guards are provided.
Details
4. Position of gates
when open to road
traffic
5. Provision of wicket
gates for foot
passengers.
Special

A Class
B Class
C Class
Across or towards
the line.
Away from or
towards but not
across the line.
Same as for A.
Class
Away from or
towards but not
across the line, if
gates are
provided.
To be provided,
except where foot
over bridges are
provided.
Same as for
Special
Same as for
Special
Not to be
provided.
Red when closed to

the road. White
when open to the
road.
Same as for
Special
Same as for
Special
Same as for
Special
No light.
No light.
D Class
Remarks
Lifting gates or movable barriers of
approved design may be used in place of
swing gates. (c) D class level crossings.
(i) Within station sections D class level
crossings shall be provided for the use of
pedestrians only and a turn-stile shall be
provided between the posts. Maximum
distance between the posts will be 1.25
m (4 ft). (ii) Outside station sections D
class level crossing shall be provided for
the use of pedestrians and cattle. Stakes
shall be fixed between the posts to
prevent passage of road vehicles.
Maximum distance between the posts
will be 1.75 m (6 ft).
Not to be
provided.
Wickets should be of such design that

cattle cannot easily and readily pass
through them.
6. Provision of lights
on gates at night.
(a) Lights as
observed by road
users.
(b) (i) Light as
observed by drivers
of approaching
trains.
6. (b) (ii) Lights as

observed by Drivers
of approaching trains
Red when gates

closed across the
track.
Not to be
provided
--
No light.
No light.
---
---
- 205 -
Not to be
provided
Where level crossing is inside station

limits, it should preferably be beyond the
advance starter or should be at an
adequate distance (i. e. about 245 m
(800 ft) ahead of the starters and trailing
points of a stations.
Details
7. Interlocking of
gates with signals, or
other protection
against trains
running through a
crossing when open
to road traffic.
Width of metalling
(a) Between gates
(b) Outside gates up
to the Railway
boundary.
9. Formation width of
road surface outside
gates.
10. Gradient of
roadways (a)
Between gates.
Special
All gates, if within
station limits, shall
be inter locked with
station signals or if
outside station
limits with special
signals provided at
an adequate
distance on both
sides of the
crossings, except in
special cases
under rules
approved by the
Government
Inspector of
Bangladesh
Railway.
(a) Same width as
gates
(b) Same width as
metalling on the
road outside the
Railway boundary.
Same as the rest of
the road outside
the Railway
Boundary.
(a) Level
(b) Level for 8 m
(25 ft) and
thereafter not
steeper than 1 in
14.

A Class
B Class
C Class
D Class
Same as for
special if within
station limit. If
outside station
limits gates
should be
coupled and a
warning bell,
controlled from
the adjacent
station may be
provided.
No special
provision to be
made unless the
line is on a curve
and the view is
obstructed.
Same as for B
class.
(a) & (b) same as

for Special
(a) & (b) same as

for Special
(A) & (B) same

as for gate.
(a) & (b)

same width
as gates.
4 m (12 ft) wider

then the
metalling.
3 m (9 ft) wider
than the
metalling.
5 m (15 ft)
3 m (10 ft)
(a) Level
(b) Level for 8 m
(25 ft) and then
not steeper than
1 in 30.
(a) Level
(b) Level for 5 m
(15 ft) and then
not steeper than
1 in 30.
(a) Level
(b) Level for 3.5
m (10 ft) and
then not steeper
than 1 in 20.
(a) Level
(b) not
steeper
than 1 in
10.
- 206 -
Remarks
It is very desirable on busy level

crossings to couple both the gates on
each side.
Where A class of B class level
crossings are outside station limits, the
clear distance between the crossing and
an outer signal should not be less than a
full train length.
In the case of D class crossings, the

metalling need not be carried beyond 3
m (10 ft) outside the gates.
Details
11. Angles of
crossing between
gates.
Special
Not less than 450
between center
lines of Road and
Railway.

A Class
B Class
C Class
Same as for
Special
Same as for
Special
Same as for
Special
D Class
Same as
for Special
12. Minimum length

of straight portion of
road outside gates.
12 m (40 ft)
10 m (30 ft)
6 m (20 ft)
3 m (10 ft)
Nil
13. Minimum radius

of center line of road
on curved
approaches within 45
m (150 ft) of the
center line of the
Railway.
60 m (200 ft)
45 m (150 ft)
30 m (100 ft)
22 m (70 ft)
8 m (25 ft)
14. Minimum Number

of gate-keepers
Three
Two
One
One
- 207 -
Remarks
On important roads except in hill

sections, these dimensions should when
the cost will not be too great, be
increased to 30 m (100 ft) for Special
and A, 25 m (75 ft) for B and 15 m (50 ft)
for C Class level crossing.
Gate-keepers will not be provided at (C)

& (D) class crossing where gates, or
posts and chains, are not provided.
Gate-keepers may be dispensed with at
C Class level crossings on canals which
are provided with gates if the following
conditions are fulfilled.
1. The gates are normally closed to the
road and locked.
2. The roads are the property of the
Irrigation Department and are not public
thoroughfare.
3. The keys to the gates are only issued
to a few responsible Government
officials.
4. The traffic over the Level crossing is
very light.
Gate-keepers may be dispensed with at
gates within station limits which are
operated by station staff.
Details
Special

A Class
B Class
C Class
15. Minimum
Distance of gate
lodge from
(a) Center line of the
nearest track.
(a) 6.1 m (20 ft)
(a) 6.1 m (20 ft)
(a) 6.1 m (20 ft)
(a) 6.1 m (20 ft)
(b) Edge of road.
(b) 6.1 m (20 ft).
(b) 4.6 m (15 ft).
(b) 4.6 m (15 ft).
(b) 3.1 m (10 ft).
16. Fencing on lines

which are not fenced
throughout their
length.
Minimum length of
15 m (50 ft) from
each gate post.
17. Warning to road

traffic of the proximity
of a level crossing.
Conventional signs
will, where
considered
necessary, be
erected by the road
authorities on posts
90 m (300 ft) from
each gate, and
should be replaced
close to the edge of
the road o the left
of vehicles
approaching the
crossings.
Minimum length
of 15 m (50 ft)
from each gate
post.
Same as for
Special
D Class
If the line or approach road is on a curve

at or near a crossing, the gate lodge
must be built on the outside of the curve.
If a C & D class crossings falls within

station limits and is provided with gates
or chains, fencing must be provided up
to 15 m (50 ft) at least from each gate
post.
Minimum length
of 15 m (50 ft)
from each gate
post.
Same as for
Special
- 208 -
Remarks
Where gate or
chains are
provided, the
gate posts must
be painted white.
Where gates or
chains are not
provided, posts
must still be
provided the
position at
prescribed for
gate posts and
must be painted
white.
Posts must
be painted
white.
Gates should be painted white with a red

disc, not less than 0.6 m (2 ft) in
diameter in the center.
Annex 3110(c)
Schematic diagram of double check rail at Special and A Class level crossings
- 209 -
Annex 3111(d)
Schematic Diagram of speed breakers and caution boards at level crossings for road traffic
- 210 -
Annex 3119(g)
Level Crossing Inspection Book
SECTION:-..BETWEEEN STATION:-
GATE NO:-.CLASS:-NAME OF
LOCALITY..
NUMBER OF GATE MAN.ROAD WIDTH UP..DNNUMBER OF ROAD LANESISLAND WIDTH:...
LENGTH OF BARRER UP.DN..LENGTH OF GUARD RAIL UP.DNTYPE OF ALIGNMENT..
NUMBER OF BARRIER UP.DN..NUMBER OF BARRIER STAND UPDNTYPE OF LEVEL CROSSING....
NUMBER OF GATE LODGE UP......DN....NUMBER OF GUMTY..UP....DN..
DATE OF
INSPECTION
NAME
OF
LINE
Clearance of Guard Rail

HORIZONTAL
VERTICAL
TRACK
GAUG
E
TRAC
K
LEVEL
- 211 -
Number of
Unserviceable
Fittings
CHECK
CHECK
BLOCK
BOLT
7
8
DATE OF
SLEEPER
RENEWA
L
9
DATE OF
THROUGH
PACKING
OF
TRACK
10
Remarks
Signature
Designation
and Date
11
Annex 3119(h)
LEVEL CROSSING REGISTER
Level-Crossing No. .Km ..Class of Level Crossing .inside Station limits of
Station
Manned or Unmanned.. If manned, No. of gatemen .. No. of gate lodges
Type of barrier moveable / lifting/ gate or Chains.Roaster-classification of Gatemen when

manned .
1. Length of guard or check rails.
2. Width of road way at right angle to centre of road.
3. Width of metal-ling of road-way between gate.
4. Angle of crossing of road-way, if skew.
5. Length of straight portion of road outside gates.
6. Radius of centre line of road, if approaches are
curved.
7. Distance of gate lodges from centre line of track.
8. If on a curve, gate lodge inside or outside of curve.
9. Type of fencing and length
10. Whether wicket gates or stiles provided for
pedestrians.
11. Distance of clear view of level-crossing for road
user.
12. Type and distance of warning signs provided for
road users by road authority.
13. Whether posts are painted white and are
conspicuous at unmanned level-crossings.
14. Distance of clear view for approaching trains.
15. Distance of whistle boards if provided, from levelcrossing.
16. (a) Whether barriers or gates interlocked with
station or special signals. (b) Whether working
instructions are posted at the level-crossing.
17. Distance of the gate signals from level-crossing
and warning boards, if any.
18. Whether bell-communication provided at gateledge with treadle or connected to station.
19. Visibility of trains for road users at unmanned
level crossing from 10 meters off centre line of track.
Left sideRight side

.
Left side .. Right side
..
Left side ... Right side
.
Left side ... Right side
..
Left side Right side
..
Prior ...
Prior.
After . after ..
.
Up direction . Down Direction
..
Up direction . Down Direction
(a)..
(b)
Up direction Down
Direction
Up direction Down
Direction .
Left side Down Direction Up
direction .
Right side Up direction .. Dn.
Direction.
Note: In the table above, left and right refer to sides from center of track in the direction of increasing
kilometers
- 212 -
CHAPTER XXXII
TROLLEYS AND LORRIES
3201
Rules for Working
(a) General and Subsidiary Rules

The Rules for working trolleys, motor trolleys and lorries are contained in paragraphs 215 to 224 of Chapter
III of Bangladesh Railway General Rules (1981). The instructions contained in this chapter are in
amplification of these rules and will not supersede the General Rules. These rules must be fully understood
and strictly observed by all Railway officials when in charge of trolleys.
(b) Definition of Trolley/Motor Trolley/Lorry
(i)
A vehicle which can be lifted bodily from the line by four men, shall be deemed
to be a trolley and any similar but heavier vehicle shall be deemed to be a lorry (see
figures below). A trolley which is self-propelled, by means of a motor, is a motor trolley.
(ii)
A trolley shall not, except in cases of emergency, be used for the carriage of
permanent-Way or other heavy material; and, when a trolley is so loaded, it shall be
deemed, for the purposes of these rules to be a lorry and shall be worked under the rules
for lorries in this Chapter.
3202
Authority to use Trolley/Motor Trolley/Lorry
(a) No trolley, motor trolley or lorry shall be placed on the line except by a qualified person appointed in this
behalf by special instructions.
(b) Such qualified person shall accompany the trolley, motor trolley or lorry and shall be responsible for its
proper protection and for its being used in accordance with special instructions.
(c) Trolley Permit
Only qualified staff shall have the authority to use a trolley. The authority will be given by the Chief
Engineer in the form of a trolley permit, which shall be produced when required. The trolley permit will
- 213 -
be issued for a specified period and renewed periodically. Any addition or alternation or correction to a
trolley/ lorry permit shall only be done by the permit issuing authority to whom an application must be made.
(d) Staff qualification
Staff in whose favor a trolley/ lorry permit is issued should be literate, having knowledge of the local
language, should have passed the prescribed medical test and should be conversant with the rules for
working of trolleys, motor trolleys and lorries, as the case may be.
(e) Authority to use a Lorry
(i)
No lorry must be placed on the line in the absence of the SSAE(Way) or
SAE(Way) -in-Charge or without written permission of these officials on each occasion.
Such written permission is not to be given to any man below the rank of Head Mate except
by orders in writing from the Divisional Engineer. Such permission to Head Mates
conversant with trolley rules shall be given for specific works only.
(ii)
Supervisors to accompany lorry: A qualified supervisor as described in subparagraph (i) above, must accompany a lorry during the whole time it is on the line. He will
be responsible for the proper protection and use of the lorry.
3203
Responsibility of Officials for safe working of Trolleys and Lorries
(a) Responsibility for safe working

The official-in-charge of trolley/ motor trolley/ lorry is responsible at all times for its safe working. When
more than one person holding trolley permit travel in a trolley, the official working the trolley is responsible
for its safe working.
(b) Responsibility for Trolleys
(i)
It shall be clearly understood by officials in charge of trolleys that they are to take
every possible precaution and protection against accident. In the event of an accident
there is always a strong opinion that it is due to the neglect of rules arid precautions on the
part of the official in charge of the trolley. This is viewed as a very serious lapse which may
result in dismissal from job.
(ii)
As part of the precautions, when entering a cutting or proceeding over a long
bridge or curve, the official-in-charge will make sure that no train is likely to be met. While
approaching a level crossing the official-in-charge, should look out for road traffic and
ensure safe passage of his trolley over the level crossing.
(c) Responsibility for Lorries
The person in charge of a lorry on the line is under all circumstances responsible for its use, particularly for
having the information as to when trains are due. As a special precaution against accidents with light
engines and trains, the official in charge of the lorry must, when passing a station, enquire from the Station
Master whether the line is clear and whether any train is expected in either direction.
3204
Equipment of Trolley/Lorry
(a) Trolley
Each trolley/motor trolley shall have the following equipment:
(i)
Two hand signal lamps;
(ii)
Two red and one green hand signal flags;
- 214 -
(iii)
Detonators 12 each;
(iv)
A chain and a padlock;
(v)
One special mast head lamp;
(vi)
A copy of the working time table and all correction slips and appendices, if any, in
force on that section of the railway over which the trolley, lorry or motor trolley is to run;
(vii)
every trolley must be fitted with brackets in which the hand signal lamps can be
fitted on either side, and also with a 1.5 meter standard in a socket fixed to the frame of the
trolley to carry the special mast head light by night and a red flag by day, All lamps on the
trolley must show red both ways when running on the single line. On the double line all
lamps must show red in the direction from which trains may be expected on the same line
and white in the opposite direction;
(viii)
A motor horn and a search light (for motor trolley only).
(b) Lorries
Each lorry shall have the following equipment:
(i)
Two hand signal lamps; and one special mast head lamp; all three lamps shall
show red both ways on the single line, and on the double line, red in the direction from
which trains may be expected on the same line and white in the opposite direction;
(ii)
One red and one green hand signal flags;
(iii)
Two red banner flags;
(iv)
Detonators 12 each;
(v)
A chain and a padlock;
(vi)
Proper standards or brackets must be provided on the lorry for exhibiting the red
flag by day and double faced lamps by night.
Note: The official-in-charge of the trolley/motor trolley/lorry shall also be in possession of a watch, in
addition to the prescribed equipment.
3205
Manning of Trolley
(a) Head Trolleyman

(i)
Each trolley must be manned by a head trolleyman who is thoroughly conversant
with the trolley rules and is eye-sight certified.
(ii)
The head trolleyman shall be issued a certificate to the effect that he is conversant
with the trolley rules and has passed the eye-sight test. This certificate shall be prepared in
triplicate on the form given in the box at right (Form No. EBE 45) and signed by the official
in charge of the trolley. The inner foil shall be retained as the office record, the middle foil
shall be sent to the Divisional Officer concerned for record, and the outer foil shall be
issued to and carried by the head trolleyman when on duty.
- 215 -
Bangladesh Railway
I
hereby
certify
that
I
have
examined..in the Trolley/Lorry rules
as laid down in the General and Subsidia r y
Rules Book, and find that he is thoroughly
c o n versant with the same. He has also
passed the eye-sight test.
He is qualified as a Head Trolleyman.
Signature...
Designation...
Station. Date.
(b) Trolley Crew

No trolley must be run on the main line until it is accompanied by enough men to readily lift it off the track,
and in no case shall this number be less than three.
3206
Working of Trolley
(a) Use of Trolley by authorized person

(i)
No trolley shall be placed on the line except in the charge of an officer or
supervisor specially authorized to use the trolley as stated in the paragraphs above.
(ii)
In case where a person authorized to use a trolley is unable to trolley with it the
trolley may be sent over the line in charge of the head trolleyman. In such cases the trolley
must he accompanied by three trolleyman in addition to the head trolleyman. Officials,
when not able to accompany the trolley, must give the head trolleyman a written pass
stating what verbal instructions have been given.
(iii)
The permission as in paragraph (ii) above, only applies in daylight for short
distances under exceptional circumstances and to sections of the line with flat gradients
and easy curves. It does not apply to night running.
(b) Protection of Trolley
(i)
The person in charge of trolley must under all circumstances be held responsible
for its use and for knowing when trains are due, and as a special precaution against
accidents from light engines must, when passing a station, enquire from the Station Master
whether the tine is clear, and whether any train is expected in either direction. He is
however, responsible at all times for safe working of the trolley. When there are two or
more competent officials on the trolley, the official working the trolley shall be responsible
for its safe working.
(ii)
When it is not possible to obtain a clear view of the line in front and rear for a
distance of 800 meters by reason of curves, cuttings, fog, storm or any other cause, such
trolley shall be preceded or followed or both, as the case may require, at a distance of 800
meters by a man showing a red signal, being a red flag by day and a red light by night.
(c) Use of trolley by other persons
(i)
Normally, trolleys must not be used for the conveyance of persons other than
railway officials. In emergent cases, magistrates, police, medical officers or a person
requiring surgical or medical aid, and other persons in special circumstances (such as, for
assisting the railway in doing outsourced work that can be checked only on trolley) may be
allowed on a trolley, provided the trolley is in the charge of an official authorized to use it.
- 216 -
(ii)
Should the pay clerk wish to trolley to pay gangs at the site of work, he must be
accompanied by the SSAE(Way)/ SAE(Way) or SSAE(Way)/ SAE(Works). No trolleys
carrying cash should run after sunset.
(d) Trolleys traveling together
When two trolleys are running together in the same direction, particular care must be taken that they are
kept at a sufficient distance apart to allow of the rear trolley being stopped in time if a trolleyman should slip
from the front trolley, or if the front trolley should be stopped suddenly for any reason. On a level or on a
rising gradient, the distance between two trolleys should not be less than 80 meters, and on a falling grade
or with a strong wind from behind, the distance between two trolleys should not be less than 150 meters.
(e) Removal of trolley/ motor trolley from line
As soon as a trolley/ motor trolley is removed from the track and placed clear of it, the red flag or light
signal shall be removed, but care should be taken to see that this signal is not taken off before the lines
have been cleared of all the obstructions
3207
Trolley Design and Identification
(a) Brakes
All trolleys must be fitted with efficient brake gear, and the person in charge will be responsible that the
brake is in proper working order.
(b) Trolley Numbers
All trolleys must be plainly marked with a number and with the official designation of the person for whose
use they are supplied. Such trolley numbers will be allotted by the Chief Engineer, on application by the
Divisional Officers. A trolley and its load must not be heavier than one which can be lifted off the line by four
men with its wheels attached, and by two men without the wheels, otherwise it must be treated as a lorry.
All trolleys must be of an approved design.
3208
Attaching Trolleys to Trains
No trolley shall be attached to a train.

3209
Parking Trolleys
(a) A trolley, when not in use, must be placed clear of the line, and the wheels must be secured to the
frame with a chain and padlock.
(b) Every person authorized to use a trolley must have, at his headquarters, an allotted place for his trolley.
No trolleys may be kept on passenger platforms.
(c) As soon as a trolley has been removed from the rails and placed clear of the line, the red flag or lamp,
as the case may be, must be removed; but care must be taken that this is not done before the line has
been left clear of all obstructions and until the line has been so cleared, the flag or lamp must be
conspicuously displayed.
(d) When trolleys are placed on platforms at night to be loaded in to a train, they must be in charge of the
trolleymen with a lighted lamp, and kept in a place where they will not be in the way of passengers, or traffic
staff.
(e) A trolley should be taken off the line when he official-in-charge stops to take measurements or inspect
work. If it is necessary to utilize all the trolleymen, leaving nobody with the trolley, the trolley must be
securely chained and padlocked.
- 217 -
3210
Carriage of Trolley by a Train
(a) The pass granted by the Chief Engineer will authorize the holder to have his trolley and men conveyed
in any train within the limits specified on the pass, provided that there is room on the train, and that the train
is not detained thereby.
(b) Normally only one trolley will be carried by any passenger train, unless there is ample room for more in
the brake-van without inconvenience. No trolley must be loaded on the top of luggage or parcels in the
brake-van.
(c) Guards unable to take on a trolley will, if asked to do so, give their reason in writing.
(d) In the case of accident or an emergency, trolleys may be carried by mail and express trains on which
restrictions regarding the carriage of trolleys are normally placed.
3211
Accident to Trolleys
In the case of an accident to a trolley, a department enquiry is to be held at once, and the proceedings
submitted to the Chief Engineer without any delay.
3212
Motor Trolleys
(a) The above instructions refer to trolleys and include light motor trolleys which can be lifted off the line by
four men. Motor trolleys which do not fulfill the conditions for a trolley must be run in all respects like a train,
i.e., with proper line clear, in and out reports, and movement controlled by station signals, same as for
trains.
(b) The Officer-in Charge of the trolley is responsible for observing all the rules and regulations required to
be observed by drivers and guards of trains. The rules to be observed by Officials in-Charge of motor
trolleys are contained in Part I, Appendix VI of the General and subsidiary Rules (see Annex 3212(b)).
3213
Lorry Crew
No lorry must be run on the line, unless it is accompanied by enough men readily to lift it off, and in no
case, shall this number be less than six.
3214
Design and Identification of Lorries
(a) Design of Lorry

A lorry must be provided with efficient brake gear.
(b) Marking of Lorries
(i)
All lorries must be marked with a number and with the name of the division on
which they are deployed.
(ii)
The lorry numbers shall be allocated by the Chief Engineer on application by the
Divisional Officers.
3215
Working and Protection of Lorry on Line
(a) Working of lorry

Whenever it is proposed to place a lorry, whether loaded or empty on the line, the line shall be blocked
under the rules for working trains.
- 218 -
(b) Blocking line for lorry

When the line is to be blocked for the running of a lorry, the Official-in-Charge of the lorry must receive from
the Station Master a written memorandum for which signature must be given, stating up to what time the
line can remain blocked, and he is then responsible for clearing the track and informing the Station Master
in writing that he had done so, within the specified time.
(c) Working without blocking line
As an exception to rule in sub-para (a) above, on lines which carry light traffic and the block sections are
long, a lorry may be worked without blocking the line subject to the following conditions being complied
with:
(i)
The light traffic lines as defined in (a) above, shall be specifically designated by
the Chief Engineer.
(ii)
Daylight running. A lorry shall ordinarily be run only by day, and when the weather
is sufficiently clear for a signal to be distinctly seen from a distance of 800 meters.
(iii)
If the visibility is reduced due to fog, dust-storm or other cause while a lorry is on
the road, the lorry must be immediately removed, unless it is running on a blocked section.
(iv)
When it is necessary to place a lorry on the line at night, or during foggy or
tempestuous weather or it is loaded with rails, girders or especially heavy material which
will cause delay in unloading, the line must be blocked.
(v)
The lorry must be protected as described in sub-paragraph (d) below.
(d) Protection while working without blocking line

When the line has not been so blocked and a lorry, whether loaded or empty is placed on the line, the lorry
must be protected as follows:
(i)
On a double line, by a man either following or preceding the lorry at a distance of
not less than 800 meters in the direction from which trains may approach and showing a
danger hand signal; or
(ii)
On a single line, by a man following and a man preceding the lorry at a distance of
not less than 800 meters and showing a danger hand signal;
(iii)
The men so following or preceding the lorry who are equipped with detonators
must place three detonators on the line 3 meters apart as soon as the lorry comes to a
stop for the purpose of either unloading or loading; and must continue to show the danger
hand signal and keep the detonators on the line until a messenger arrives with an order
from the Head Mate or other person in-charge of the operations to withdraw the signal; and
(iv)
In case a train is approaching, must immediately place the detonators on the line
unless they have received orders to withdraw the danger signal.
(e) Removing lorry from line
As soon as lorry has been removed from the rails and placed clear of the line, the red flag or lamp, as the
case may be, must be removed; but care must be taken that this is not done before the line has been
cleared of all obstructions, and until, the line has been so cleared, the flag or lamps must be conspicuously
displayed.
3216
Attaching to Train
- 219 -
No lorry shall be attached to a train.
- 220 -
3217
Parking Lorries
A lorry, when not in use, must be placed clear of the line, and the wheels must be secured with a chain and
padlock.
3218
Accident to Lorry
Staff entrusted with the working of lorries must take every possible precaution and work according to
Bangladesh Railway General Rules, 1981 and the rules outlined in this Chapter to obviate the occurrence
of an accident. In case of an accident with a lorry the general presumption is that it must be due to non
observance of rules and precautions on the part of the official in-charge of the lorry. Such an incident is
construed as very serious dereliction of duty with severe consequences.
- 221 -
Annex 3212(b)
RULES FOR THE RUNNING OF MOTOR TROLLIES
(Note: This Annex comprises of excerpts from Bangladesh Railway General Rules, Part IAppendix
VI)
General
1. Motor trollies are issued to certain specified Officers of the Railway, and shall not be used by any other
person without the permission of the Head of the Department to which the Officer belongs.
2. Motor trollies are of two classes. Heavy (namely, those that cannot be lifted off the line by the staff in
charge), and Light (those that can be so lifted.)
2 (a). The Divisional Mechanical Engineer will decide in every case, to which class a Motor trolley
belongs.
2 (b). Each Motor trolley shall have marked on it a number and the code designation of the person
authorized to use it, as well as the code initials of his headquarters station.
3. All Motor trollies are to be furnished with efficient brakes.
4. Persons in-charge of Motor trollies are responsible for ascertaining the running of all trains and light
engines, and of any change from double to single line working, and Station Masters shall give such
information promptly.
5. Trains carrying passengers shall not be detained for Motor trollies, nor shall goods trains be detained
more than 5 minutes for a Motor trolley.
6 In case of a complete breakdown of a Motor trolley running on Line Clear (that is, if the trolley cannot be
propelled even by hand), the person in-charge will have it removed from the line at once, and will take
steps to advise the nearest Station Master, if possible, in writing that the trolley has been cleared
from the line.
6 (a). On receipt of this advice, the Station Master will wire the station at the other side of the block
section, advising him that the trolley has been removed.
6 (b). The Motor trolley shall not be put on the line again until after the order to proceed mentioned in
para. 11 below has been obtained.
7. On the double line, Motor trollies running on Line Clear shall, except within station limits, run in the
same direction as the trains.
8. Nothing in these rules shall relieve the person in-charge of a Motor trolley from the responsibility of
keeping out of the way of all trains.
Heavy Motor Trollies
9. All Motor Trollies shall be worked by properly qualified driver' who holds a certificate from the
Mechanical department that he is acquainted with rules for working engines on the open line and under
no circumstances the Motor Trolley should be driven by other than authorised Motor Trolley driver.
10. Heavy Motor trollies shall, except as provided in para. 11, be treated in every respect as light
engines, and carry the same lights at night, and a red flag by day. Line Clear Enquiries, Line Clears,
In and Out Reports are to be recorded and signals used as for trains.
- 222 -
Note: In the case of a Heavy Motor trolley with a roof and a glass front, a red flag shall be carried by
day.
11. In case it is required to stop a Heavy Motor trolley between stations for inspection purposes, either
Line Clear as for a ballast train shall be obtained, the authorised Motor trolley driver being given the usual
Caution Order, or the trolley shall be allowed to follow a train out into the section, the line remaining
blocked until the trolley clears the section, which it shall do by running to the station ahead if on
the double line ; this is only permissible during daylight when the Block instruments at both ends of
the section are worked by a Station Master or Cabin Assistant who will issue a message to the next
station, advising the Block, and on receipt of an acknowledgment, will give authority to the Officer-incharge of the trolley using the form No. OPT, 402 described below.
OPT.402
OPT. 402
Bangladesh Railway
Bangladesh Railway
MOTOR TROLLEY PROCEED ORDER
MOTOR TROLLEY PROCEED ORDER

Serial No..
Serial No..
Station ..
Date ..
Station ..
Date ..
From: SM
To: SM.
No. . After departure of ..
line will be blocked for Motor trolley which is
due to clear section at at .
Hrs.. mts.
SM. or Cabin Assistant .
Date ..
From: SM
To
The official in-charge of Motor Trolley
No.
You may follow No. .. from .. ;
without line clear and the line will be kept
blocked until you clear the section. You are
due to be at. .. by .. hrs.
. Mts.
Private no. .
To: SM.
No. . Your no ..
received and understood. Private no.
SM or Cabin Assistant .
Date ..
From: SM
To: SM.
No. . Your no .. Motor
trolley arrived here at hrs mts.
Block removed. Private no. .
.
S. M. or Cabin Assistant
Date .
SM or Cabin Assistant .
(a) The same Form will be used, both for sending and receiving messages.
(b) Where the Block Instruments are worked by Block Signalmen, the Station Master shall remain in the
Cabin.
12. Motor Trolley Drivers, working on the authority of Form OPT. 402 vide para. 11 aboveshall be
responsible for piloting themselves into the next station.
Light Motor Trollies
13. In all cases, four Trolleymen shall be carried on light Motor trollies.
- 223 -
14. Light Motor Trollies may run without Line Clear during daylight, except on the sections noted in the
Annexure. On these sections Line Clear shall be obtained, or the trolley shall follow train on authority of
Form OPT. 402 where its use is permissible under para. 11. Where it is necessary for a Motor trolley to run
between the hours of sunset and sunrise, or during a fog, or a dust storm, it shall invariably run on the
Block system or on the Line Clear Ticket or token system precisely as if it were a train.
15. If it is intended to remove a Light Motor trolly, which is running without Line Clear, from the line in a
Block section, the Cabin staff (or Station Master if there is no Cabin) shall be informed verbally before the
section is entered. If the trolley is running on line Clear, the procedure described in para. 6 shall be
followed.
16. The following lights shall be carried by Light Motor trollies at night:
(a) On the single line: Two side lights, showing red in both directions and efficient white headlight.
(b) On the double line: Two side lights, showing white in front and red in rear, and an efficient white
headlight.
17. In all other respects, the rules for light hand pushed trollies, as laid down in Part IChapter VII of the
General and Subsidiary Rules, will apply to Light Motor trollies.
Annexure to Rules for the running of Light Motor Trollies.
LIST OF SECTIONS ON WHICH LINE CLEAR OR PROCEED ORDER (IN FORM OPT. 402) SHALL BE
OBTAINED.
BROAD-GAUGE
1. JagatiCharaikole.
2. PangsaBelgachi.
3. RajbariGhats at Goalundo.
4. Pachooria JunctionKhankhanapur.
5. Jhikargacha GhatNowapara.
6. TilakpurAkkelpur.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
METRE-GAUGE
1. MirbagKaunia
2. NasaratpurTalora
3. KahalooTistamukh Junction
4. Badia Khali RoadKamarpara.
5. NaldangaBamandanga.
6. AnandanagarKaunia.
7. ParbatipurChirir Bandar
- 224 -
KauniaMohendranagar
NarayanganjJagannathganj
ChittagongFeni
ChittagongNazirhat
ChittagongDohazari
FeniLaksam
LaksamChandpur
LaksamNoakhali
LaksamAkhaura
AkhauraKulaura
KulauraShahbazPur
KulauraChhatak Bazar
AkhauraBhairab Bazar
Bhairab BazarTangi
Bhairab BazarMymensingh
KaugaonDinajpur
CHAPTER XXXIII
PRESIDENTS SPECIAL TRAIN
3301
(a) When a President Special Train (Special Train) is to run, the Railway Administration is responsible for
the safe journey of the President on rail. The responsibility for safe passage of the Special Train over the
track traveled by it falls on the permanent way officials in-charge of the section or sections. The
requirements and responsibilities detailed in this Chapter must be complied by the concerned staff.
(b) Because of the overarching importance of the safe movement of the Special Train, other railway
departments and national security agencies will also be involved as may be directed by the Government.
The concerned railway officials must comply with any instructions issued by the Government and the
Railway Administration. They should also maintain close liaison with these entities and their field personnel
to ensure safe and incident free passage of the Special Train.
3302
Responsibility of Divisional Engineer
The Divisional Engineer of each Division traveled over, will be responsible for the safe condition of the track
traversed by the Special Train.
3303
Patrolmen
(a) Waymen will be posted as patrolmen at intervals along the line to secure it from obstruction of any kind.
The waymen shall be so posted that each wayman has a clear view of his beat and of the wayman on
either side of him.
(b) Only permanent waymen must be assigned patrolman and watchman duties.
Note: In case of shortage of permanent waymen on the section, SSAE(Way) shall seek assistance of
Assistant Executive Engineer and Divisional Engineer as necessary.
3304
Guarding loose materials
All loose materials spread along the line, including any rolling stock parts, must be collected and taken to
the nearest station or level crossing and placed under the safe custody of responsible staff. Where this is
not possible or practicable, the material left on the line must be guarded by special watchman from the
permanent way gangs.
3305
Danger Signal
On sections which are traveled over by night, each wayman will be provided with hand signal lamps. All
waymen, whether on night or day duty, must be instructed and rehearsed in the proper use of the danger
signal for the protection of trains, which in the day time is given by showing a red flag, or in the absence of
such a flag by holding both arms up with the hands open above the head. The danger signal at night
consists in the display of a red light.
3306
Special Measures at Level Crossing
(a) Special steps should be taken at level-crossings and other places to prevent trespass by men and
cattle.
(b) At unmanned level crossings waymen should be deputed as watchmen with necessary equipment for
the protection of trains.
- 225 -
3307
Discovery of Obstruction
Waymen discovering any obstruction or danger will show the danger signals described above, which will be
passed on by successive waymen in the direction of the approaching special train, and maintained until the
latter is brought to stop. The special train will then proceed with caution to the spot from which danger was
first reported.
3308
Trolley Patrol by Officials
On the day of move of the special train the Assistant Executive Engineer and SSAE(Way) will divide the
section to be covered by the special train, and each will trolley over his part of the section in advance of the
special train, arranging to arrive at the end of the section one hour ahead of the special train, and ensure
that all gangs and gatemen are on the alert, and that they have the necessary hand signal lamps and oil for
night work.
3309
Travel on Locomotive
SSAE(Way) will not travel on locomotive unless there is a special reason, as for example a diversion on
part of the line that has restriction of speed, to which it is necessary to call the train drivers attention.
3310
Engineering Department Trains
On the day of movement of the special train, no Engineering ballast or material train is to work on the
section and all work on the permanent way should be stopped. All renewals, lifting and packing must be
stopped beforehand; and the line packed and boxed in good order. No speed restrictions shall be in force
except those which are absolutely necessary. These being either permanent in nature or because particular
works, such as reconstruction of bridges, cannot be completed in time or because the temporary and
unavoidable condition of any portion of the line makes it unfit for full sectional speed.
3311
Closing of level crossing gates
(a) Level-crossing gates must be closed shut and locked 30 minutes before the special train is due to pass,
and should not be re-opened until the train has passed. Level crossings not provided with gates will be
adequately guarded.
(b) In order not to interfere with the traffic over large and important surface crossings which are within sight
of signals, special precautions will be taken so that the traffic need only be detained for a minimum length
of time.
3312
Temporary Restrictions
The Divisional Engineer will warn the Divisional Transportation Officer and Divisional Mechanical Engineer
of any restrictions which may be necessary at the time of running of the special train.
3313
Stock of Signal Lamps.
(a) The Divisional Engineer should have sufficient stock of signal lamps for issue to patrolmen in normal
circumstances. Additional lamps, if required, should be obtained from the nearest Divisional Engineer and
alternatively from the nearest Divisional Transportation Officer.
(b) When the signal lamps are returned to the store, every lamp should be inspected and if not in working
order, it should be repaired or replaced with a new lamp without delay.
3314
Special precautions
In addition to the requirements and responsibilities detailed in the foregoing paragraphs, Divisional
Engineers should also comply with other secret instructions that may have been issued in this regard by the
competent authority.
- 226 -
CHAPTER XXXIV
STAFF QUARTERS
3401
Provision of Quarters
Ordinarily quarters for subordinates will be built only for station and running staff, gate-keepers, watchmen
and permanent way employees. Other persons must occupy any quarters which may be available, though if
their liability to duty is not continuous, they are not bound to live on the railway premises. Persons however,
who live on the railway premises, are required to occupy quarters sufficiently near to render their services
readily available when needed.
3402
Allocation of Quarters
(a) Allotment of railway quarters

(i)
The quarters built along the line of railway or at stations will be allocated to
departments i.e., Engineering, Mechanical, Traffic and Stores by the General Manager in
consultation with their Heads of Departments. Station and running staff will, as a rule, have
preference in the allocation of quarters.
(ii)
Quarters allocated to a department must not be transferred permanently to
another department without the previous sanction of the General Manager, and should be
shown in the rent-roll of the department concerned until such sanction is received.
(iii)
The allotment of quarters to railway staff is done on the basis of entitlement of staff
as per Government prescribed rules. The form for allotment of railway residential
accommodation is at Annex 3402(a)(iii).
(b) Vacancy of railway quarters
Any vacancy of quarters, temporary or permanent, should be reported to the Civil Engineering department,
which will at once take over the quarter(s) for necessary repairs and will be responsible for their safe
custody and condition until such time as the repairs are completed and the quarters are handed back again
to the owning department, which will then be responsible for their safe custody and condition until they are
transferred permanently to some other department, under orders of the General Manager. A minimum of 48
hours notice should be given by the vacating department to the Civil Engineering department to enable that
department to take over the vacant building for safe custody after proper scrutiny of the fixtures and fittings
of the buildings.
3403
Water Supply and Sanitation Policy
(1) Governments Policy

(a) In 1998, the Government of Bangladesh adopted the National Policy for Safe Water Supply and
Sanitation (NPSWSS) the objectives of which are to improve the standard of public health and to ensure
improved environment. Specific goals of the National Policy are the following:
(i)
Increasing the coverage of safe water in rural areas;
(ii)
One sanitary latrine for each household in rural areas;
(iii)
Sanitary latrines within easy access of urban households through technology
options;
(iv)
Making safe water available in urban areas;
(v)
Supply of arsenic free drinking water; and
- 227 -
(vi)
Removal of solid and liquid waste in urban areas.
(b) Specific targets for improved water supply, sanitation and hygiene (WASH) are included in the
framework of the Millennium Development Goals (MDGs).
(c) The Government has also targeted that countrywide, 100 percent sanitation would be achieved by 2010,
ahead of the MDGs.
(2) Water Supply and Sanitation in Railway Houses
(a) The standards of water supply and sanitation in railway houses must conform with the goals and targets
of the National Policy.
(b) The planning and execution of new works and provision of these essential requirements in existing
railway houses and quarters must be implemented accordingly.
3404
(a) Numbering of Quarters and Buildings

(i)
Each set of quarters, dwelling house or separate room will have a distinguishing
number, approved by the General Manager. The numbers will be painted prominently on
the wall. These numbers will be quoted in all official papers relating to staff quarters. Outhouses of a building should bear the same number as the building with a distinguishing
number below it, thus out-houses of T 14 would be marked T 14/1, T 14/2, and so on.
(ii)
The completion report of buildings will be accompanied by detailed drawings or a
dimensioned sketch, which will bear the proposals of the Divisional Engineer in regard to
the numbering of buildings.
(b) Siting of Buildings and Quarters
The siting of buildings or other structures inside curves must be avoided. The sites must be very carefully
considered so as not to interfere with the view particularly at level-crossings or with the architectural beauty
of the locality or other buildings in their vicinity.
(c) Drainage Schemes
A comprehensive drainage scheme must be made in conjunction with any new building or staff quarters.
Sanitized latrines will be provided in conformity with the National Policy.
(d) Unauthorized Constructions
Unauthorized structures or additions to buildings are not allowed and must be dismantled wherever found.
(e) Protection against Fire
When building temporary staff quarters or sheds using materials that are inflammable in nature, appropriate
fire protection zones should be set up depending on the local conditions. Site plans for such proposals
should clearly show the proposed zones.
Note: When railway quarters are occupied by the subordinate staff of the other government department
attached to the Railway, rent for the same should be recovered under the existing rules for the assessment
and recovery rent from railway subordinates generally.
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3405
Handing over of Staff Quarters
(a) The Civil Engineering department will make over staff quarters (including those for superior officers) that
have been allocated to the various heads of departments, taking a receipt that such buildings were in good
order at the time of being handed over. At the time of handing over the completion drawings and list of
fittings and fixtures will also be provided.
(b) The allotment of quarters to staff will be done by his head of department out of the allocated pool of
quarters.
(c) On any staff occupying a quarter, the head of department will require the staff to sign a form stating that
the quarter occupied was in good order and that the fixtures were complete.
(d) When a staff vacates a quarter, the head of department will depute someone to examine the quarter so
vacated and if any damage, other than fair wear and tear, has been done, the head of department will call
on the Civil Engineering department for an estimate of such damage, and take steps to recover the amount
of the damage from the vacating staff.
Note: Under normal conditions, the Divisional Officer of the department concerned will grant the necessary
receipt to the Divisional Engineer.
3406
Remission of Rent
Remissions for rent due for the occupation of a Government building may be sanctioned when the building
is rendered uninhabitable by reason of extensive repairs being in progress, or from any other cause,
provided that if the occupier finds that the house has become uninhabitable, he shall at once report the
matter to the Divisional Engineer in-charge of the building who will immediately inspect it and forward a
report on the subject to the Chief Engineer. The latter will take such steps in the matter as he considers
necessary, reporting the action to the General Manager, who will then decide whether partial or total
remission of rent is to be allowed. No remission of rent can be considered for any period prior to the date
on which the occupier reported to the Divisional Engineer that the house was uninhabitable.
3407
Hire of Private Buildings
(a) Hiring of building for residential use: The hiring by the railway administration of a private building for use
as residence by a gazetted officer requires the prior sanction of the Director General.
(b) The General Manager may hire private buildings for use as residence by non-gazetted staff subject to
the following conditions being satisfied:
(i)
It is necessary in the interest of the Railway for the employee to reside in a
particular locality and suitable accommodation owned by the Railway does not exit in that
locality; and
(ii)
The hired house does not provide a scale of accommodation in excess of that
usually allowed to the employee in question.
(c) In such cases the employee shall pay rent under the rates of the railway irrespective of the rent paid by
the railway to the owner of the private property.
(d) Hiring of building for office use: There is no restriction on the powers of the railway administration or the
Chief Engineer to rent office accommodation.
3408
Temporary Buildings
Temporary buildings constructed during the construction of a line, e.g., as accommodation for the staff
pending the completion of permanent building, will ordinarily be dismantled, as a matter of course on the
completion of the permanent buildings, or when the purpose for which they were erected, has been served.
If such temporary buildings are required to be retained by the open line their depreciated value may be
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debited to open line. The Open Line administration should provide for funds well in advance in their Annual
Development Program. The life of such buildings and any improvements required to increase their life may
be assessed beforehand and included in the estimates by the Open Line Administration.
3409
Cleanliness of Quarters
(a) All tenants are under obligation to keep their quarters in a clean and wholesome state. Defects in
drainage or other defects affecting sanitation, and beyond his own power to remedy, should be reported by
the tenant to the Civil Engineering department through his Controlling Officer. The railway will renew
window glasses and other fittings as required, provided that in all cases where damages exceed legitimate
wear and tear recoveries shall be made as per the rule mentioned above.
(b) Quarters which, have been, or are, occupied by persons suffering from contagious disease will be
promptly cleaned and disinfected in such manner as may be ordered by the medical officer concerned.
3410
Maintenance of Staff Quarters
(a) Staff quarters other than officers bungalows

(i)
Internal white-washing should be done once in 2 years.
(ii)
Class IV staff quarters should be white-washed once every year.
(iii)
Kitchen in staff quarters shall be white-washed once every six months.
(b) Officers Bungalows

(i)
Ordinarily, the living rooms and bedroom may be color-washed or distempered
with light shades.
(ii)
The interval of white washing and distempering should normally be once in two
years except in special circumstances like change of occupancy infectious diseases and
quicker deterioration due to dampness, in which cases white-washing and distempering
may be done at shorter intervals.
(iii)
Kitchen shall be white-washed once every six months.
(c) Periodic Overhaul of Buildings

(i)
Only such repairs as are essential shall be done at the time of white-washing or
distempering. Cleaning steel and wood-work should be done after white-washing or
distempering, but will not be paid for, unless oiling or painting is done. Painting and oiling
should be necessary only at every third repair.
(ii)
The verandahs of subordinate staff-quarters are to be enclosed with wooden
jaffrey work. In the case of officers bungalows, heavy verandah chicks will be provided
once in four years.
(iii)
On change of occupant only white-washing will be done, if necessary.
(d) Oiling and Painting of Wood Work

(i)
Oiling of interior wood should normally be done once in 2 years and painting once
in 5 to 7 years.
(ii)
Doors, windows and ventilators of kitchens and pantries may be painted once
every 2 years.
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(e) Special Repairs

Where special occurrences, either local or general or any other causes, make it necessary for the safety of
the building to carry out repairs at an intermediate period these facts as well as the fact that it is an
intermediate repair should be stated in the monthly list of revenue works under which the abstract of the
estimate is submitted.
3411
Inspection of Quarters
(a) The Engineer in-charge and his subordinates are entitled to inspect all quarters at reasonable hours,
and after due notice (which should not be less than four hours) to the occupant.
(b) The inside of staff quarters should never be inspected except in the presence of, and by permission of
the occupants. Should there be any difficulty in obtaining such permission, the Assistant Executive
Engineer will give the occupant 24 hours warning (through the superior officer of the occupant) and shall
then have authority to carry out the necessary inspection. In such cases the occupant should be asked
(through his superior officer) to state his reasons, in writing, for refusing permission to have his quarters
inspected. If the Assistant Executive Engineer considers the excuse given to b be unjustifiable he should
report the matter to the Divisional Engineer, who will refer the matter to the Divisional Officer concerned.
(c) To ensure adequate and economical maintenance each building, structure and road must be inspected
by a responsible subordinate annually. The subordinate shall prepare estimates for repairs and submit
detailed report to the Assistant Executive Engineer, drawing attention to important points that require
inspection and necessary action by him. The Divisional Engineer should also see these annual reports at
the time of preparing annual budget and estimates for works.
(d) Besides the annual detailed inspections as per paragraph (b) above, the subordinates and officers
should carry out regular inspections of all buildings and other engineering assets under their charge and
ensure that these are maintained to requisite standard commensurate with the availability of funds.
3412
Rent of Quarters
The incumbent, whether permanent or temporary, of a post for which a quarter has been allotted, shall be
held responsible for the prescribed rent during his incumbency in terms of Paragraph 1917-E.
3413
Assessment of Rent
The rules regarding assessment of rent and grant of rent free quarters or allowance in lieu thereof are
contained in Paragraphs 1908-E to 1927-E.
3414
Responsibility for Rent Rolls
(a) In submitting rent-rolls in accordance with Paragraph 1969-E, together with the monthly salary bills,
Divisional Officers are responsible for seeing that the name of every employee liable for rent appears on
the rent roll and that the necessary recovery is shown in the rent deduction column in the salary bill.
(b) Departmental officers are primarily responsible for the recovery of the rent of rent-returning buildings
under their charge. Rent-Rolls in Form E-1969 showing the following particulars should be prepared by
each departmental officer in respect of all buildings under his charge:
(i)
Location,
(ii)
No. of building,
(iii)
Name of occupant,
(iv)
Designation of occupant,
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(v)
Rate of emolument of occupant and date of appointment,
(vi)
Number of days occupied,
(vii)
Assessed rent,
(viii)
Rent recoverable, and
(ix) Remarks.
(c) A copy of the rent roll should be submitted to the Accounts Office together with the pay bills of the staff
concerned. In the Rent Rolls, the amount of rent actually recovered through the pay bills should be
indicated. Remarks as to changes in occupants and causes for quarters remaining vacant etc., should be
shown in the remarks column of the Rent Rolls.
3415
Retention of accommodation after death of employee
(a) In the event of death of an allottee, the accommodation shall normally be vacated by the widow of the
allottee on the expiry of 6 months.
(b) If the deceased allottee leaves behind children having no house of their own and no sufficient sources
of income, they may, on application be allowed by the General Manager to retain accommodation up to
two years from the date of the death of the allottee. The Railway however, shall reserve the right to shift
such families to a smaller accommodation.
3416
Alterations and Additions to Quarters
No additions or alterations shall be made to any quarter without the prior approval of the Chief Engineer.
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Annex 3402(a)(iii)
APPLICATION FORM FOR ALLOTMENT OF RESIDENTIAL ACCOMMODATION
(TO BE FILLED IN DUPLICATE)
1. Full name (in block letters) of railway employee: ...
2. Rank or designation (Gazetted or Non-Gazetted): ..
3. Ministry/Division/Department:
Name (in case of female applicant) of father/husband: ...
Occupation: .
Present posting: ..
Government/ Non-Government service: .
4. Emoluments
Present basic pay:
Special pay/ Allowance/ Deputation pay/ non-practicing allowance, etc: ...
Scale of pay: ..
Date of next increment
Date of entitlement of: ...Type: .present pay: .
5. Date of Birth
6. Date of joining Government service
7. Whether married or single
8. Detail of family members:
Name Age.Relationship.
9. Whether transferable/Non-transferable.
(a) Date of first appointment in Government service and pay on that date.
(b) Date of last joining in service at Dhaka.
10. (a) Particulars of Government Accommodation, if any, allotted at the last station of posting.
(b) Date of vacation of Government Accommodation at the last station.
11. (a) Present Accommodation: Government owned that is, Govt. hired, requisitioned. Abandoned,
Government flat/Rest House, Circuit House, etc.
(b) Private arrangement:
I certify that the information given above is correct to the best of my knowledge and belief. I agree to abide by the
rules framed or which may be framed by Government for allotment of residence in Dhaka.
If a Government residence is allotted to me, I undertake not to sublet the residence or the out-houses attached
thereto. For the breach of any rule or condition of allotment I undertake to abide, by any decision given by the
competent authority.
Signature or thumb impression of the railway employee
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CHAPTER XXXV
MUNICIPAL, UNION BOARD AND CHOWKIDARI TAXATION
3501
General
This Chapter of the Bangladesh Railway Way and Works Manual deals with municipal and local authority
taxation of railway properties, persons, water supply, electric supply to houses and others.
3502
Railway Act Provisions
As per Section 135(1) of the Railway Act.1890, the Railway Administration shall not be liable to pay any tax
in aid of the fund of any local authority. Secondly, the Railway owned land for the erstwhile colonial
government, which declared such land as Neskara i.e., free and the land records reflected this position.
3503
Status of Payment of Local Taxes
(a) On these grounds, presently the Railway is not paying the taxes demanded by different local bodies
including municipalities.
(b) This issue has been under correspondence between the Railway Administration and the Government. A
inter-ministerial meeting on 29 April 1999 decided to keep the matter of collection of taxes from railway by
the local authorities in abeyance.
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CHAPTER XXXVI
BOOKING OF RAILWAY MATERIALS AND STORES
Note: This Chapter should be read in conjunction with Chapter I of Bangladesh Railway Traffic Manual Part
II.
3601
Railway Material Consignment Note
(a) No railway materials may be conveyed by rail except on the authority either of railway material
consignment note (RMC Note) or an invoice subject to the condition that the stores or materials shall be for
the construction, revenue or stock purposes of the railway and be consigned by and to a recognized official
of the railway covered by a letter of authority for their dispatch, which must be produced at the sending
station.
(b) The use of these consignment notes is not permitted in the case of stores sold or consigned to other
government departments or to outsiders. Such consignments should be dealt with under the ordinary rule
and booked on forms used for public traffic. Similarly, stores or materials supplied by contractors are not to
be booked on this form.
(c) When railway material is required to be sent to contractors for use on railway works under construction
by them it should be booked to a railway official in-charge of those works, by whom the material will be
made over to the contractor concerned.
(d) The use of railway material consignment notes is also not permitted in the case of special trains
including ballast trains. The charges for such trains, which will be ordered to run on receipt of instructions
from the Divisional Office, will be adjusted through monthly or fortnightly statement to be prepared by
Divisional Office and submitted to the Traffic Accounts office (see Chapter XXIX Ballast Train).
3602
Consignments of over 20 kilograms
(a) Railway materials and stores, weighing over 20 kilograms, booked to a station for use of the railway, will
he carried under railway material consignment (RMC) note to be prepared by the consigning supervisor. All
particulars required in the form should be carefully filled up duly following the procedure set out by the
railway administration.
Note: The Procedure as set out under Chief Commercial Managers letter No. RJ/RMC-3/CRD-2 dated 143-1990 to be followed.
(b) The Station Master will personally endorse the tariff rate on the railway material consignment note
according to the prescribed rate.
(c) The receipt granted to the sender by the dispatching station should be forwarded at once by the sender
to the consignee to enable the latter to take delivery.
(d) Materials under railway material consignment note will be received by an authorized person as
mentioned in the railway material consignment note, which person will put his signature, name and
designation and will handover the same to the Station Master. Station Master will send the same to
Financial Adviser and Chief Accounts Officer/ Traffic Accounts, Chittagong for realization of freight charges
from the concerned department.
(e) The officials who are authorized to issue railway material consignment notes will prepare monthly
statement which is sent to the Chief Engineer, Chief Commercial Manager, Financial Adviser and Chief
Accounts Officer/ Traffic Accounts, Chittagong.
3603
Procedure for Fare Adjustment for Railway Material Consignment
For the adjustment of fare for railway material consignment the following procedure (as laid down in Chief
Traffic Manager, Chittagongs letter No. RJ/RMC/CRD-2/P-4 dated 12-09-2008) shall be followed:
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(a) The railway material consignment note issuing unit will ensure that adequate funds are provided in the
budget.
(b) Against every railway material consignment the total fare to be paid is to be recorded in the allocation
register of the Division, which is to be subsequently adjusted against the railway material consignment bill
to be received from the Traffic Accounts office.
(c) Concerned Station Master will record the details of railway material consignment in a register, fill up the
total tariff charges and record the same on the RMC note. From the register, a statement of RMC notes is
prepared by the Station Master and sent to the Divisional Commercial Officer.
(d) The Divisional Commercial Officer will compile all such statement received from all stations and will
send it to the Traffic Accounts office within 20 days.
(e) The Traffic Accounts office on receipt of the same will prepare bill and send it to the respective
department for adjustment against their respective head of allocation within 15 days, under intimation to
Traffic Accounts.
(f) The Stores department for transporting railway materials from one depot to another and also for clearing
imported materials from Port will ensure adequate provision in their budget.
(g) The railway material consignment issuing unit will prepare a detailed statement of railway material
consignments sent during the past month and send the same to the respective accounting unit.
3604
Inspection by Traffic staff
(a) Materials loaded departmentally in open trucks or covered wagons to be hauled by Traffic trains must
be inspected by the Traffic staff at the dispatching station. It is the duty of the Traffic staff to check such
material with the railway material consignment note to see that the consignment is correct, and that the
materials have been fully and correctly described in the railway material consignment (RMC) note. Traffic
staff must also see that the loading has been properly done before accepting and signing the RMC note.
(b) When owing to the nature of the materials or the manner of loading, consignments cannot be checked
by the Traffic staff, an endorsement to this effect must be made on the consignment note, and this must be
signed both by the Traffic and the dispatching staff. Such endorsement should only be made when it is
impossible to check; the Traffic staff must check where it is possible to do so.
3605
Dispatch of Railway Materials without Inspection by Traffic staff
Materials loaded departmentally in wagon loads in covered wagons, when not for transshipment at a ferry,
should be sealed by the dispatching station staff in the presence of the dispatching official. Such wagons
can only be received by the Traffic Department in regard to condition, as Wagon said to contain and after
sealing the wagon the consignment note should be endorsed accordingly and signed. In the latter case
where the checking is not possible the official consigning the wagon should also put his own seal on the
wagon as safeguard against tampering.
3606
Claims for Loss and Damage
(a) A large percentage of claims for loss or damage arise because the consignee and the station staff at
destination do not carry out the taking over and giving over of railway consignments in each others
presence. It is important to have this done for railway consignments as for public consignments.
(b) Railway consignments must be made over to the Department in the presence of the station staff and
while doing so, the railway receipt portion of the RMC note is duly collected, and the acknowledgement of
the delivery taken on the duplicate foil.
(c) Any shortage or damage must be noted by the consignee on the foil of the Form when signing for
receipt of the materials. In the case of materials received in sealed covered goods wagons, the consignee
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must be careful to see that the wagon seal is intact before taking over the wagon or allowing it to be
opened.
Notes: (1) If the seal on the wagon is damaged, the wagon should be opened in the presence of the Traffic
staff, Police and Nirapatha Bahini representative, and its contents should be checked and compared with
the receipt. The Engineering subordinate taking delivery must make a note of the fact with details of
shortages, if any, on the form and get it countersigned by he Traffic staff as also the other witnessing
officials of Police and Nirapatha Bahini. In such cases claim should be preferred against traffic department
through Assistant Executive Engineer and Divisional Engineer. (2) If the seals are intact and on checking a
shortage is noticed the consignee official should accept the issue note in full with necessary remarks and
submit Red Issue Note to adjust the shortage bringing the facts immediately to the notice of the Assistant
Executive Engineer and the consignor by telephone, facsimile or control message.
3607
Procedure in the event of Loss or Damage
The consignee in every case of shortage or damage must at once advise the consignor, i. e. the Divisional
Controller of Stores, the Assistant Executive Engineer and Divisional Engineer to take up the question of
loss or damage with their staff or the Traffic department, as the case may require.
(a) Provided that, if the loss or damage exceeds 2.5 percent in quantity, losses or damages will, in the first
instance be debited to an account Stock taking adjustment account. Hence, in accepting debit schedules
for stores, departments will accept the amount of the debit schedule in full, but the allocation will be as
follows:
(i)
To Works for quantity actually received; and
(ii)
To Stock-taking adjustment account for balance not received or damaged.
(b) In regard to freight on stores lost or damaged, no adjustment will be made, as these will be petty
amounts in most cases.
(c) The amount allocated to Stock-taking adjustment account will be borne on the books of the Accounts
Office, but the clearance of such sums as are allocated to this suspense account must in every case be
taken up by the departmental consignor or by the Divisional Controller of Stores with his own staff or with
the Traffic department as follows:
(i)
With own staff in every case in which a conditional receipt was given by the Traffic
department; and
(ii)
With the Traffic department in all other cases.
(d) Recovery in the case of sub-para (c) (i) above, would be made by deduction through the salary bill, and
such recovery must be shown in the deduction column of the salary bill as creditable to stock-taking
adjustment account for the guidance of the Accounts office.
(e) In case of (c) (ii), a claim must be preferred against the Traffic department, and if admitted, the Traffic
department will accept a debit, and the amount will be credited to stock-taking adjustment account by the
debit to compensation Abstract G. II of the revenue accounts.
3608
Avoidance of Delay to Stock
(a) At stations where there is no Civil Engineering supervisor, the Station Master will arrange for unloading
at the expense of the Civil Engineering department or with the help of other Civil Engineering staff available
at that station.
(b) If consignment appears to be damaged or Station Master cannot arrange for handling he will advise
consignor urgently, and the latter is responsible for releasing the wagons within 24 hours.
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(c) At stations at which a Civil Engineering supervisor is stationed, the rules in force for levy of demurrage
against the public will apply to the Civil Engineering department consignments, i.e., 9 hours of day light is
allowed free for unloading from time of placement of wagon. In such cases however the Station Master will
advise the Engineering supervisor concerned through memo regarding the arrival and obtain placement
instructions well in time, and for demurrage purposes the day light hours after the actual time of placement
will be counted.
(d) In case of vehicles to be unloaded outside station limits, prior advice will be sent to Station Master not to
unload contents of wagon for which the supervisor concerned will make prior arrangements.
3609
Taking Delivery of Consignments
When taking delivery of consignments of materials from the Traffic department, a remark as to the condition
of the consignment must be made on the Railway Receipt by the Engineering supervisor concerned, before
handing over the receipt to the station staff.
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CHAPTER XXXVII
BULK OIL INSTALLATIONS
3701. General Requirements
(a) Bulk oil installations may need to be set up on railway land at stations with siding facilities in order to
facilitate bulk transportation of oil products by rail and their subsequent distribution by road. The proposal
for setting up a bulk oil installation in the country is processed at the Government level since the
production, processing, refining and marketing of petroleum products in the country vests exclusively with
the government under the Bangladesh Petroleum Act 1974. On behalf of the Government this business is
undertaken by the Bangladesh Petroleum Corporation.
Note: The Bangladesh Petroleum Corporation is government-owned and deals in importation of crude oil
and refined oil, lubricant, refining of crude oil, and distribution and marketing of fuel oils, lubricants and
other petroleum products in the country. It was established by a Presidential Ordinance in 1976 (No. 88,
13/11/1976) in compliance to the Bangladesh Petroleum Act 1974.
(b) The terms and conditions for license of railway land for setting up bulk oil installations at stations, for
erection of mineral oil tanks, warehouses and depots and for laying pipe lines, shall be governed by special
agreements between the Railway Administration and the licensee. Each document shall be accompanied
by a detailed site plan and drawings showing structural details. Such agreements are usually long-term
agreements and shall be executed by the commercial department on behalf of and with the approval of the
railway administration.
(c) The setting up of bulk oil installations on railway land shall be guided by the Bangladesh Petroleum Act,
1974 (Act. No. LXLX of 1974) as amended to date. The proposal should be considered with due regard to
the various classes of petroleum, based on their flash points. The construction of the bulk oil installation
and its operation should also conform to the Bangladesh Environment Conservation Act, 1995, and any
additional environmental requirements for conservation of the environment, improvement of environmental
standards and control and mitigation of environmental pollution.
(d) The plan or plans relating to all new petroleum storage works, or alterations to the existing ones must
be signed by the licensing authority in token of approval. No work on a storage installation or a storage
shed is to be permitted, on or close to railway land unless plan or plans and specifications for the work are
duly signed by the Chief Explosive Inspector and licensing authority are received by Divisional Traffic
Superintendent and Divisional Engineer/ Executive Engineer.
3702. Selection of Sites of Bulk Oil Installations
(a) Safety
The minimum clear distance (safety area) between a storage shed or an enclosure wall of a storage in an
installation (as apart from the installation perimeter) and any other storage tank, building or protected work,
as laid down in the petroleum rules, must be provided in every case.
(b) Siting Bulk Oil Installations
In siting bulk oil installations, in addition to the requirements under applicable rules and regulations, the
following conditions should be fulfilled:
(i)
It should be located as far away as possible from goods sheds, station buildings
and residential areas;
(ii)
It should have a siding from which the oil wagons can be efficiently unloaded, and
a road access for local distribution of the oil products by road transport. The installation
may be located near a traffic dead-end, which can be used for stabling oil wagons while
being unloaded and not to interfere with the general working of the station. If such a siding
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cannot be found even though one exists already serving existing oil installations, the
provision of a special siding should be considered;
(iii)
The siting of the installation should not interfere with any future extension of the
station; and
(iv)
Oil installations should be spaced sufficiently far apart, so as to be safeguard
against spread of fire from either installation.
3703. Approach Road and rent for land
Licensees of bulk oil installations on railway land must develop the approach roads and pay license fee for
the land.
3704. License Agreement
The license agreement shall conform to the format approved by the Ministry of Communications that is also
acceptable to the licensee.
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CHAPTER XXXIII
PLANTING OF TREES
3801
General Information
(a) The Civil Engineering department is responsible for tree plantation and maintenance of horticulture in
common areas in stations, colonies, offices, community parks etc. Staff of other departments should also
be encouraged to associate in these activities.
(b) Divisional Engineer should refer to the Superintendent, Government Botanical Gardens, Dhaka for
advice regarding the selection of quick growing trees suitable for their local areas.
3802
Tree Planting
(a) Divisional Engineers and Assistant Executive Engineers and the works supervisors should take more
interest in tree planting on railway land along existing railway lines, on new lines, in station yards and
platforms, compound and common areas of staff quarters.
(b) Trees should not he planted where they are likely to interfere with existing infrastructure of cables and
wires, nor should they obstruct the view of track on the inside of curves and the view of station signals and
level crossings.
(c) Tree planting day is observed in the first week of July each year. Sufficient number of saplings from the
Forest department and local resources should be procured well in time so that maximum number of
saplings may be planted. Railway staff and their families should be encouraged to participate.
(d) Planting of saplings
(i)
Before planting, a pit normally 60 cm square and about 1 meter deep should be
dug, the soil broken up and the pit well watered. The earth removed from the pit should
then be mixed with a mortar pan full of manure and the mixture replaced in the pit and
flooded with water.
(ii)
When planting it should be seen that the roots are not exposed to the sun more
than necessary, water should be fed to the young tree daily until it is strongly rooted, the
top surface of the soil being broken up about once a week.
(iii)
Soon after planting the young tree should be supported firmly with a strong and
straight bamboo or stake about 3 meters in height and the trunk tied to the stake, by
means of a cord over sack cloth. A tree guard or protection should then be fixed around it.
(e) Tree Guards
(i)
The tree guards should be of simple and economic designs using locally available
materials as well as local ingenuity. These could be made of thorny bushes, split bamboo,
bricks, old bitumen drums, and other materials.
(ii)
The top should be allowed to grow up to a height of 3 meters. When side shoots
appear, four or five strong ones should be saved at different levels on the trunk above the
3 meter stake (to prevent forking), the remaining side shoots should be removed flush with
main trunk. When the top leaders have grown fully, they should be pruned moderately to
cause them to branch out and produce a bushy top.
(iii)
The tree guard should be removed when the tree has been firmly established and
there is no risk of molestation by goats or cattle.
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3803
Plant Nurseries
(a) Every Division should have one or more nurseries for growing young plants and saplings; and when
they are finally planted out, care should be taken that they do not die from neglect. The resources of Forest
Department and nurseries in the public/ private sector may be tapped to meet the requirements of the
railway.
(b) Locating of plant nurseries on the land available in rest houses and offices will have advantages in that
the caretaking staff and the gardener could take care of the nursery.
(c) Railway nurseries should be encouraged to participate in local flower and plants shows. This will give
recognition and much needed impetus to such activities.
3804
Hedges on platforms, Flower and Vegetables gardens
(a) Hedges with standard wire fencing at the back form an economical and suitable protection for the back
of platforms; being less costly to install and maintain than palisade fencing.
(b) Authorized flower and vegetable gardens maintained by the Railway must be worked in the best
possible manner, the former so as to give an attractive appearance and the latter to produce a maximum
output. It is important that such gardens should be given proper manure before the end of the rains.
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CHAPTER XXXIX
ENVIRONMENTAL AND SOCIAL CONSIDERATIONS
3901
Background
(a) It is universally accepted that rail transport has environmental advantages with respect to other modes,
particularly road and air. The benefits of rail are clear: less fuel used for transport and lower greenhouse
gas emissions and air pollution as a result, reduced road congestion and better safety. The increase in fuel
prices in recent years has further tilted the scales in favor of rail transport for financial as well as economic
reasons. Increased use of rail to absorb the growth in passenger and freight demand over the next 20
years will reduce the countrys transport energy consumption, thus reducing the forecast increases in
greenhouse gas emissions from road transport. Therefore, greater reliance on rail transport is an expected
and desirable outcome of government policies that aim to improve air quality and transport planning, and
integrate land-use planning. The rail system can play a vital part in efforts to achieve sustainable cities and
preserve the environment.
(b) The Government is committed to enhancing the capacity of the railway system in order to manage
future adverse effects on the environment and social issues. The development of railways in Bangladesh is
seen to take place in the context of a more balanced modal split within the transportation system in the
country. In this regard it is important that the environmental and social impacts of works and operations are
systematically assessed to improve and enhance management of these effects and bring railway
operations in line with acceptable national standards.
3902
Railways Development Impact
(a) Railways development is guided through the Annual Development Plans (see Chapter IX). Any
development project that introduces significant changes in the patterns of use of land, water, or other
natural resources may entail some adverse impacts on the environment and people who are currently using
such resources and associated economic, social, and cultural facilities. Railway development projects are
no exception. These may be crucial importance to regional and national development. However, they may
also give rise to conflicts between long-term national development goals and environmental concerns and
the interests of local communities and individuals who may be immediately and adversely affected.
(b) Environmental considerations, including natural resource management, are key elements in sustainable
economic growth because growth will be threatened if the natural environment and resources are not well
managed. The environmental assessment of a proposed project must include an analysis of the project's
social dimensions, covering the key elements of human perspectives in development which are aimed at
avoiding or mitigating the adverse effects of development interventions on groups that do not have the
capacity to absorb such effects.
(c) Railway development projects including new railway lines, double lines and gauge conversions/ dual
gauge projects involve the construction of embankments across the lay of the land; bridges, river training
works and embankments for the protection of track alignment; and other structures. These constructions,
particularly when a new alignment is followed different from the existing right of way corridor, require
acquisition or redirection of use of lands that are owned or utilized by individuals and communities. This
may involve significant environmental and social impacts. In addition projects may require involuntary
displacement of people in which homes are abandoned, production systems are dismantled, and
productive assets and income sources are lost. These actions generally have adverse economic, social,
and environmental impacts on the displaced people.
(d) Redevelopment of existing railway lines: Redevelopment does not cover minor works such as
crossovers, sidings, turnouts, yards, loops, realigning curves where these works will not leave footprints
which may result in environmental issues. Redevelopment shall, however, cover large scale renewal works,
yard remodeling works and other major works involving dismantling of existing rail lines, structures and
other works which would have impacts similar to those on new lines.
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3903
Regulatory Requirements
(a) The Government is aware of the critical role of the environment and social dimensions in the design and
implementation of railway development projects. The requirements to the protection of the environment are
legislated under the Environmental Conservation Act of 1995.
(b) The Environment Conservation Rules of 1997 (the Environment Rules) have been framed under the
Environmental Conservation Act of 1995. So far there have been three amendments to this set of rules February and August 2002 and April 2003.
(c) The Environment Conservation Rules of 1997 have categorized projects and identified types of
environmental assessments needed against the respective categories of projects. The Environment Rules
have set out the following:
(i)
The National Environmental Quality Standards for ambient air, various types of
water, industrial effluent, emission, noise, and vehicular exhaust;
(ii)
The requirement for and procedures to obtain environmental clearance; and
(iii)
The requirement for initial environmental examination (IEE) or Environmental
lmpact Assessment (EIA) according to categories of development interventions (relevant
excerpts from the Rules is placed at Annex 3903(c).
(d) Besides the national standards, the projects also need to comply with and specific requirements for
impact assessment, protection, mitigation and monitoring of environment and social dimensions as may be
agreed to by the Government with external funding agencies. These requirements will need to be complied
on a case by case basis.
(e) During construction of railway projects and their subsequent operation, the environmental and social
impacts need to be properly assessed and mitigation and monitoring measures taken, as necessary, to
meet regulatory requirements for protection of environment. It is imperative that the national Environmental
Conservation Rules and other agreements made in these regards be complied with in all respects.
3904
Environmental Impacts of Railway Projects
The environmental impacts of railway projects will depend on the specific project configuration and location.
In general, the construction and operation of rail infrastructure may cause various environmental and social
issues and impacts, some of which are listed below. These would need to be assessed in each case, as
relevant.
(1) Impact on Surface Water regime
(a) Right-of-way construction involving construction of embankments along a railway alignment may
adversely affect the characteristics of existing topographic features, and waterways, disruption of water
regime, watercourses and others.
(b) When rail crossings of watercourses are unavoidable, water flow conditions shall be maintained by
utilizing clear-span bridges and culverts, or other appropriate methods. The waterway of bridges is not only
necessary to cater for the drainage of the watershed but also to maintain ecological balance as it existed
before the construction.
(c) In this regards reference is made to a research paper titled Railways and the water regime of the
Eastern Bengal Delta (c. 1905-1943) that has analyzed the impact of interaction between Eastern Bengal
deltaic landscape (covering the water regime in the present area of Bangladesh) and railways built in the
early twentieth century. A summary of this research paper is given at Annex 3904(1)(c). The findings and
conclusions of this research paper point to the environmental, ecological and social issues caused by
infrastructure development in the medium to long terms. Some impacts/ issues attributed to the
construction of railways in the early part of the twentieth century are summarized below.
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(i)
In most cases railway embankments without generous outlays for free flow of
water current helped water-logging and consequently destroyed standing crops and
cropping pattern.
(ii)
This resulted in productive lands being turned in to wastelands. Statistics show
that culturable waste land in the Bengal Delta increased over the first few decades of the
twentieth century. The Western and Central Bengal regions lost population growth due to
the moribund (declining) state of the regions and to the spread of malaria, caused by
stagnation of flood waters in borrow pits along the long embankments.
(iii)
Railways often caused diversion of watercourses towards unexpected terrains,
resulting in more land being eroded away by the changing flow conditions in the river.
(iv)
The north-western segment of the Eastern Bengal Railway or the areas covering
most of todays Rajshahi Division, the water regime was destabilized by the way railway
exposed itself to the Chalan beel drainage basin.
(v)
At places railway embankments and inadequate waterway caused formidable
obstacles to the natural arrangement of drainage of the water regime.
(vi)
Local people mostly engaged in agrarian occupations were uncomfortable with
embankments.
(vii)
The report of the Royal Commission on Agriculture devoted some attention to the
question of waterways of present Bangladesh and observed that embankments
deteriorated rivers by heightening their beds.
(viii)
It has been alleged that the railway caused curious cleavages within the agrarian
society. For instance, during 1938-1939, 36 people were convicted for piercing the
embankment during the flood in 1939 on the Kalukhali-Bhatipara and MadhukhaliKamarkhali branch lines of the Eastern Bengal Railway. The accused said that they did not
intend to dismantle the railway line, but that they had a right to cut the embankment,
because it prevented the free flow of flood water and thus caused serious damage to their
crops.
(ix)
As to the impact on public health the officials-in-charge (C.A. Bentley, a Bengal
Public Health chief) supported the argument on the detrimental effects of embankments on
public health, evidenced by the rising incidence of malaria in the region.
(x)
The Report of the Royal Commission on Agriculture, (volume VIII, 1928, p.360-61)
noted: where bunds prevent the river from overflowing its banks, the flood of each
succeeding season bring a further deposit of fertile silt to wide areas of territory; while, at
the same time, the flood waters cleanse purify the surface of the land, sweeping away
decaying vegetable and animal matter and purging the streams, ditches and ponds of
insects and impurities, Inevitably the bunding of such rivers must, to some extent, includes
both to arrest this natural regeneration of fertility and give rise to a deterioration in the
health of the population of the riverine tracts. There can be little doubt that certain districts
have tended, as a consequence of the interference by man with the forces of Nature, to
decline in natural fertility and to become the breeding ground of malaria and their diseases.
This process is occasionally, and sometimes seriously, aggravated by the construction of
railway and road embankments across the lines of natural drainage.
(xi)
The study points to the possibility of dislocations by the operations of railways of
the elementary ecological ingredients for agrarian production process, in the highly fluid
terrain of present Eastern Bangladesh.
Note: These findings and conclusions have been sourced from Railways and the water regime of the
Eastern Bengal Delta, c. 1905-1943: a reappraisal by Khondker Iftekhar Iqbal, Fitzwilliam College,
Cambridge CB3 ODG, UK.
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(2) Impact on Air

During the construction phase, the atmospheric pollution sources include airborne dust from earthworks,
and tail gases from construction equipment and vehicles. The dust will settle on trees and crops, and can
cause respiratory problems for local residents. On some railway systems there were claims made due to
the deterioration of crops caused by dust nuisance. Mitigation measures may include frequent spraying of
water in construction sites and on exposed earth surfaces, covering of transportation vehicles with
tarpaulins, and training of equipment operators and drivers in fuel efficiency and anti-idling which measures
can effectively reduce the air emissions.
(3) Waste Water
(a) Construction Impacts
During the construction phase, the wastewater will entail domestic sewage from construction camps and
staff quarters, and industrial wastewater from washing of construction equipment and vehicles. Wastewater
from all sources should be managed according to applicable regulations and local laws enforced by cities.
(b) Mitigation measures
(i)
The construction contractors should be required to adopt water-saving
construction practices and conduct training of construction workers to minimize the
discharge of wastewater.
(ii)
Where feasible, domestic sewage from staff quarters should be discharged to local
urban sewerage systems for treatment in local treatment plants.
(iii)
The construction sites should be located at least 100 meters away from water
bodies; and settlement ponds of sufficient sizes should be used to treat the sewage from
construction camps and from washing of vehicles before it is discharged. The effluent
should meet the national standards.
(c) Operation stage: In the operation stage, passenger coach maintenance and refurbishment typically
involves a high-pressure water wash which may contain residues from transported materials, paint, oil and
grease, and other contaminants. Caustic solutions are often used to remove grease and dirt. Acids and
caustics may also be used for rust removal. Locomotive coolants are usually water-based with corrosion
inhibitor additives. Passenger trains also generate domestic wastewater, which is sometimes discharged
directly to the land surface.
(d) Water-saving technologies (e.g., low-volume flush toilets, automatic taps, and high-pressure train
washing) should be adopted for staff quarters, passenger stations, trains.
(4) Solid Wastes
(a) During the construction phase, two types of solid wastes may be generated: spoils and domestic refuse.
These should be estimated and mitigation measures proposed.
(b) Spoils produced will need to be disposed. Generally, there is shortage of available unused land. The
first is to maximize the use of spoils as refill materials for the sub-grade. The sites for disposal of unused
spoils should be determined. Retaining walls and re-vegetation should be adopted for each disposal site to
minimize erosion and safety risks.
(c) Small quantities of domestic refuse from construction camps should be collected and disposed of in the
nearest landfill sites. The impact of construction spoils and domestic refuse on water bodies and the
landscape should be minimal.
(d) During operations, depending on the number of passengers handled and the services provided, trains
and passenger train terminals may generate solid, non-hazardous, food waste from food establishments, in
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addition to packaging materials from retail facilities, and paper, newspaper, and a variety of disposable food
containers from trains and common passenger areas. Waste management strategies may include:
(i)
Instituting a solid waste recycling program, depending on the existence of local
facilities, involving the placement of labeled waste containers in passenger terminals for
recycling.
(ii)
Food establishments should segregate compostable and other food waste for
recycling.
(iii)
Cleaning contractors should be encouraged to segregate waste in the trains by
separating the collection of newspapers / papers, plastic, and metallic containers. All of the
solid wastes would need to be transported for centralized treatment by the local
environmental sanitation department or disposed of in designated landfill sites.
(iv)
The garbage littered by passengers, if uncontrolled, would have a significant
impact on the environment and landscapes along the railway line.
(v)
It is also generally helpful to implement a new training and public awareness
program along with development of the garbage collection and disposal systems.
(e) The maintenance and upgrade of rail infrastructure may also result in the generation of non-hazardous
and hazardous waste including lubricants from field maintenance equipment and steel and wood from rails
and rail ties.
(5) Noise and Vibration
(a) The main noise sources during the construction phase may include blasting (if resorted to), heavy
equipment, and transportation vehicles. To minimize the impacts, construction sites should be planned at a
safe distance from villages and schools. Appropriate engineering practices and management measures
should be adopted so that there is no significant disturbance to local communities from construction-related
activities.
(b) During operations, railway noise is generated from a variety of sources, each contributing to the total
noise output. Sources include rolling noise generated by the contact between wheel and rail during normal
movement and braking; aerodynamic noise; and traction noise generated by the engine and cooling fans;
from passenger operations, freight trains, whistling of locomotives, and stations and depots. It is important
the noise levels are kept within the national standard.
(c) Noise mitigation measures shall entail implementation of noise reduction or prevention measures at the
source, including:
(i)
Reducing the roughness of running surfaces through regular maintenance of
wheels and tracks;
(ii)
Consideration for replacing traditional jointed track with continuously welded rail;
(iii)
Depending on the location of noise-sensitive areas, noise and vibrations should be
considered in the design, construction, and operation of railways (e.g. through alignment
choice, relocation of nearby buildings, and soundproofing, such as noise barriers, along
railways or next to buildings);
(iv)
Establishing of greenbelts by planting bushes and evergreen trees with a height of
over 5 meters, along the rail tracks of all sensitive spots;
(v)
Sound-proof windows of sensitive receptors, such as schools and hospitals, so
that the sound levels do not exceed the national standard. In addition, locomotive
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operators shall be required to avoid whistling when passing schools in the day and when
passing villages during late-night hours; and
(vi)
During the planning stage, local municipalities should be required to restrict the
expansion of the existing sensitive schools and residential quarters, and prohibit the
construction of new schools and residential quarters within 200 meters of the railway line.
(6) Soil Erosion
(a) The destruction of vegetation from excavation and the dumping of spoils may cause soil erosion. Soil
losses during construction as well as during operation stages should be estimated.
(b) Appropriate mitigation measures should be planned. These may include:
(i)
Optimizing horizontal and vertical sections of the line for reducing erosion;
(ii)
Maximizing the use of spoils as refill materials;
(iii)
Re-vegetating and reforesting exposed areas immediately upon completion of the
earthworks; and
(iv)
Establishing retaining walls for retaining spoils so that erosion is not caused.
(7) Impact on Forest Resources

(a) At first ingress in to forest lands should be avoided.
(b) The permanent loss of forest land is irreversible. This should be adequately compensated by planting
the same acreage of trees along the project corridor.
(c) Temporarily occupied forest land should be restored to its original state as soon as construction
activities are completed. Existing tree species indigenous to the project area will be planted. The residual
impacts are expected to be minimal.
(8) Protected Areas and Archaeological Artifacts
Protected areas such as nature reserves and others must be avoided. Any known cultural and historical
sites must also be avoided. In case some new sites are uncovered during project implementation, these
should be dealt with in consultation with the appropriate government agency responsible. Such issues
could always hold up the progress of work as well as increase the cost of the project.
(9) Toxic and Hazardous Chemicals
The facilities for locomotive repair and maintenance may involve the use of toxic and hazardous chemicals.
Also in operation, may be required to load/unload, store and transport toxic and hazardous chemicals.
Appropriate arrangements for these will need to be made. Emergency plans should also be in place for
accidental release or spillage of hazardous materials (hazmat).
3905
Impacts from use of Natural Resources in Construction
(1) Use of Natural resource Materials

(a) For the construction of projects large amounts of materials such as earthwork, stone, ballast, timber,
sleepers and others will be required. The traditional method of borrow pits for earthwork will need to be
considered in the context of environmental and ecological impacts. As experience with old constructions
has shown this could result in serious public health problems. Therefore appropriate mitigation measures
will need to be planned and implemented.
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(b) The arrangements for procurement of natural resources based materials must take consideration of the
environmental impacts of exploiting the natural resources.
(c) Adequate environmental requirements shall be incorporated in the contracts such that all construction
materials (stone for ballast, sand and gravel) will be taken or mined in an environmentally sound and
acceptable manner.
(d) When procuring wooden sleepers for rail line construction, consider their source to ensure that it has not
originated from unsustainable harvesting of forest products.
Note: In this Manual it has also been mentioned that because of the decimation of forest resources in the
country, it will be good economic and environmentally sustainable policy for Bangladesh Railway to give up
the use of wooden sleepers altogether, in favor of technically superior and longer lasting concrete sleepers
which could be procured to meet demand. It is proposed that the use of new wooden sleepers and timbers
for special locations shall be totally stopped after 31 December 2014.
(2) Waste from Field Operations
Recycling of concrete sleepers may involve crushing for recovery of the steel rebar and reuse of the
crushed material in road construction. Wood crossties may be recycled, and chipped for reuse. Disposal of
wood sleepers by incineration or recycling should take into account associated air emissions and
secondary product residues of preservative chemicals.
3906
Environmental Considerations during Execution of Works
(1) Responsibility of Divisional Engineer

In the execution of works (or projects), Divisional Engineer must ensure that the project is undertaken and
all project facilities are operated and maintained in compliance with all applicable laws, rules, and
regulations including the governments Environmental Conservancy Rules of 1997.
(2) Provisions in Tender Documents
(a) Environmental provisions in Bidding documents and Contracts: Appropriate provisions shall be made in
all contracts with civil contractors to ensure that negative environmental and social impacts are mitigated
and monitoring is done during construction, as required.
(b) Appropriate provisions should be incorporated in the bidding documents and contracts to ensure that all
construction materials (sand and gravel) will be taken or mined in an environmentally sound manner.
(c) Provisions will be built into all contracts with civil works contractors to ensure that negative
environmental and social impacts are mitigated during construction. These should include the requirements
to comply with the resettlement plan.
3907
Environmental Monitoring
(a) Environmental monitoring programs should be implemented to address all activities that have been
identified to have potentially significant impacts on the environment. Environmental monitoring activities
should be based on direct or indirect indicators of emissions, effluents, and resource use applicable to the
particular project.
(b) Monitoring frequency should be sufficient to provide representative data for the parameter being
monitored.
(c) Monitoring should be conducted by trained individuals following monitoring and record-keeping
procedures and using properly calibrated and maintained equipment.
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(d) Monitoring data should be analyzed and reviewed at regular intervals and compared with the operating
standards so that any necessary corrective actions can be taken.
3908
Resettlement and Social Considerations
(1) Social Assessment

Social assessment would need to be carried out to assess the impacts of project related interventions on
poverty and social impacts, both positive and negative, and examine their distributional impacts on different
stakeholder groups, with a particular focus on the poor and vulnerable.
(2) Resettlement and Compensation
(a) In the case of projects involving acquisition of land, the Divisional Engineer will ensure that the
resettlement and compensation of project-affected persons is done as per the extant rules of the
Government. The Acquisition and Requisition of Immovable Property Ordinance of 1982, together with
amendments thereto, and the Immovable Properties Acquisition Manual of 1997 give the procedures
regarding payment of compensation for acquired land, and payment of compensation for all types of losses
to projectaffected persons.
(b) In general the following guidelines should be followed during acquisition of properties for the project:
(i)
avoid or minimize adverse project impacts where possible;
(ii)
consult with affected people in project planning and implementation;
(iii)
disclosure of resettlement action plan and project-related information to the
affected persons;
(iv)
payment of compensation for acquired assets/properties at the market or
replacement value as provided in the relevant rules;
(v)
resettlement assistance to project affected persons;
(vi)
income restoration and rehabilitation program; and
(vii)
special attention for vulnerable groups.
(3) Community Consultation

(a) The railway network is geographically extensive. Large cross-sections of the community come into
contact with the network as commuters, residents neighboring the rail corridor, and communities reliant on
freight rail services. In this sense the rail network can be said to have many interactive partnerships. As
with all partners, the activities of one can inherently affect or impact on the other. The management of
these impacts requires effective public involvement and communication strategies that will assist in
determining the impact of rail activities on the community.
(b) This involvement shall be is consistently, transparently and equitably factored into rail activities
appropriate to both the potential impact and the benefit that can be gained from public involvement.
(4) Responsibilities of Divisional Engineer
(a) The Divisional Engineer will ensure that relocation, resettlement, and compensation for all persons who
are adversely affected by the project or who will be relocated as a consequence of the project (projectaffected persons) will be promptly and efficiently carried out in accordance with the resettlement plan and
other documentation prepared in compliance with the safeguard policies of the Government and such
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agreements as may have been made between the Government and the funding entities, so that projectaffected persons will improve or at least maintain their pre-project standard of living.
(b) The Divisional Engineer will take all necessary actions as per the rules in force and/or cause actions to
be taken to ensure that compensation for acquired land and all other benefits will generally be paid to
project-affected persons prior to their dislocation from the acquired lands, properties, and other immovable
assets.
(5) Poverty
(a) It shall be necessary to conduct surveys to develop a profile of transport services and costs, and assess
whether access is affordable to low-income groups. This information will also serve as a baseline for
performance monitoring of the projects benefits.
(b) Assessment shall be done as to how the proposed railway will help improve peoples incomes and
livelihoods. Measures shall be recommended to enhance benefits and minimize adverse impacts,
particularly on the poor.
(c) Project design and implementation must maximize employment of local poor persons who meet the job
and efficiency requirements for construction of the project railway. Such workers will be provided with
adequate on-the-job training, as necessary.
Note: For social analysis work, including poverty assessment and analysis, it may be necessary to take the
assistance of social scientists specializing in that field.
(6) Indigenous People
(a) Adverse impacts on ethnic minorities should be considered as part of the social assessment. These
should be avoided or adequately mitigated in a timely manner; and
(b) Ethnic minorities shall be provided opportunities to benefit from the economic development generated
through the Project in an equitable and sustainable manner.
(7) Public Health Issues
(a) The operation of the railway may have an impact on the transmission of HIV/AIDS and sexually
transmitted infections (STIs) due to a large number of workers during construction, expansion of the travel
industry, and lack of adequate knowledge about HIV/AIDS.
(b) As mitigation measure information should be disseminated at worksites on the risks of sexually
transmitted diseases and HIV/AIDS as part of the health and safety measures for those employed during
construction.
(c) Public awareness campaigns should also be carried out as to the risks of sexually transmitted diseases
and HIV/AIDS.
(8) Gender
(a) Consistent with the national policies, there shall be no discrimination based on gender.
(b) Equal opportunity shall be provided to all persons irrespective of gender.
(c) Contractors shall not differentiate between mens and womens wages for work of equal value.
(d) Civil works contractors shall comply with all applicable labor laws, do not employ child labor for
construction and maintenance activities, and provide appropriate facilities for children in construction
campsites where women labor is employed.
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3909
Safety
(a) General rail operational safety

The most significant safety issue potentially affecting both crew and passengers is the threat of serious
injury or the potential loss of life due to train collisions with other trains or with road vehicles, as well as the
possibility of derailment due to these or other operational causes. Management actions shall, inter alia,
include:
(i)
Implementation of rail operational safety procedures aimed at reducing the
likelihood of train collisions;
(ii)
Regular inspection and maintenance of the rail lines and facilities to ensure track
stability and integrity in accordance with the track safety standards; and
(iii)
Implementation of an overall safety management program.
(b) Train/worker accidents

Railway workers in the vicinity of rail lines are exposed to moving trains. Recommended management
strategies include:
(i)
Training workers in personal track safety procedures; and
(ii)
Blocking train traffic on lines where maintenance is occurring or, if blocking the line
is not feasible, use of an automatic warning system or, as a last resort, positioning
signalmen as lookouts; and other measures depending on local and visibility conditions.
(c) Level crossings safety
Level crossings (at-grade road/rail intersections) represent high-risk accident locations for railways. These
risks are also increasing as more areas (many unplanned) are urbanized. The following measures shall be
taken to achieve high standard of safety:
(i)
The railway already has rules and regulations in place to ensure the safety of
road-rail traffic. These must be complied with in full;
(ii)
Automatic warning lights and bells and/or closable gates which barricade the
roadway are more commonly used. The gates are intended to be complete barriers against
intrusion of any road traffic onto the railway;
(iii)
Un-gated crossings present the greatest potential risk. Recommendations to
prevent, minimize and control risks associated with level crossings include;
(iv)
Use of road under/ over bridges in place of level crossings would be the best
alternative, but such works are expensive and be processed through the Annual
Development Programmes of the railway. The removal of crossings may also improve train
performance since most crossings have low speed limits to minimize risks to road traffic;
and
(v)
The installation of automatic gates at all level crossings, and regular
inspection/maintenance to ensure proper operation.
(d) Pedestrian Safety
Trespassers on rail lines and facilities may incur risks from moving trains, and hazardous substances,
among other issues. Measures to minimize, prevent, or control trespassing include:
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(i)
Posting of clear and prominent warning signage at potential points of entry to track
areas (e.g. stations and level crossings);
(ii)
Installation of fencing or other barriers at station ends and other locations to
prevent access to tracks by unauthorized persons; and
(iii)
Local education, especially to young people, regarding the dangers of trespassing.
(e) Safety and convenience of public in the execution of works

(i)
In the execution of works, every care should be taken that the safety and
convenience of the public are duly attended to, and that all operations are carried on in
such a manner as to interfere as little as possible with the traffic or ordinary pursuits of the
people.
(ii)
Temporary roads and bridges should, when necessary; be provided; and the
occupation of land, when practicable, be so timed as not to lead to the destruction of
standing crops.
(iii)
Brick and lime kilns should not be erected so close to the inhabited part of any
town or cantonment as to be a nuisance.
(f) Staff Safety
(i)
A large number of workmen, skilled and unskilled, are employed in the numerous
works, big and small, in the railway. These include railways own staff and other workers
brought in by contractors, to whom railway works are being increasingly outsourced. The
imperative need for ensuring safety of the staff and labor while engaged in the execution of
works either departmentally or through a contractual agency cannot be over-emphasized.
It is necessary to ensure that all the safety measures are taken not only for the safe
execution of work but also for safety of the staff/ labor engaged in the work.
(ii)
Staff concerned with the carrying out of repair or construction work must be
frequently warned to ensure safety first, as well as warned of the dangers associated with
careless work.
(g) Enhance railway safety
The aim of a safe and secure transportation system is to avoid events that result in the loss of or damage in
life, health, and property. It also enables the efficient flow of people and goods;
3910
Energy Conservation
(1) Global Warming and Climate Change

(a) Science has confirmed that the future impacts of global warming and climate change will have severe
and far reaching consequences for todays generations and many more to follow. Bangladesh is recognized
worldwide as one of the countries most vulnerable to the impacts of global warming and climate change.
This is due to its unique geographic location, dominance of floodplains, low elevation from the sea, high
population density, high levels of poverty, and overwhelming dependence on nature, its resources and
services. The country has a history of extreme climatic events claiming millions of lives and destroying past
development gains.
(b) Scientists say the world needs to cut emission of global warming gases by 50 to 70 percent just to
stabilize the level of gases already in the atmosphere. In this context one key factor is energy conservation,
and energy efficiency assumes importance, worldwide.
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(2) Energy Efficiency

(a) Improving energy efficiency
(i)
The energy efficiency should be continuously improved through energy
conservation and reduction of carbon emissions. This needs to be followed at all levels of
activity in the railway sector.
(ii)
With a view to conserve energy and to reduce carbon emission Divisional
Engineers must ensure the use of only energy efficient products on the railway. The
equipment to be procured must use energy efficient technologies. As for example energy
efficient pumps for water installations, and the tools and plant for SSAE(Way) and for
SSAE(Works) must satisfy the norms for energy efficiency.
(iii)
Use of solar water heating systems should be encouraged in order to promote
non-conventional sources of energy. Solar water heating systems should be used, where
required, for running rooms, rest houses, hospitals and base kitchens.
- 254 -
Annex 3903(c)
Procedure for issuing Environmental Clearance Certificate
(Note: This Annex is based on the Governments Environment Conservation Rules of 1997 as applicable to
projects. For more information reference should be made to the Rules)
Classification of Projects
(1) For the purpose of issuance of Environmental Clearance Certificate, the projects, in consideration of
their site and impact on the environment, have been classified into the following four categories:(a) Green;
(b) Orange A;
(c) Orange B; and
(d) Red.
(2) Projects included in the various categories as above have been described in Schedule1 of the Rules
see excerpt in the box below).
SCHEDULE 1: Classification of industrial units or projects based on its location and impact on environment.
[ See Rule 7(2) ]
(C) ORANGE-B Category
..63. Construction, re-construction and extension of road (feeder road, local road).
64. Construction, re-construction and extension of bridge (length below 100 meters).
(D) RED Category
60. Engineering works: capital above 10 (ten) hundred thousand Taka. ..
66. Construction/reconstruction/expansion of flood control embankment, polder, dike, etc.
67. Construction/reconstruction/expansion of road (regional, national & international).
68. Construction/reconstruction/expansion of bridge (length 100 meter and above).
(3) For projects falling in the Orange A, Orange B and Red categories, firstly a Location Clearance
Certificate is issued and thereafter an Environmental Clearance Certificate is issued:
(4) The following documents need to be submitted with an application made under the Rules in respect of
projects under Orange-B and Red categories, which would cover new line railway projects involving
construction of embankments that do not follow the existing right of way corridor.
(c) For Orange B Category:
(i)
feasibility report of the project;
(ii)
report on the Initial Environmental Examination of the project;
(iii)
report on the Environmental Management Plan (EMP);
(iv)
no objection certificate from the local authority;
(v)
emergency plan relating adverse environmental impact and plan for mitigation of
the adverse effects;
(vi)
outline of the relocation, rehabilitation plan (where applicable); and
(vii)
other necessary information (where applicable).
(d) For Red Category:

(i)
report on the feasibility of the project;
- 255 -
(ii)
report on the Initial Environmental Examination (IEE), and the terms of reference
for the Environmental Impact Assessment of the project; or Environmental Impact
Assessment report prepared on the basis of terms of reference previously approved by the
Department of Environment;
(iii)
report on the Environmental Management Plan (EMP);
(iv)
no objection certificate of the local authority;
(v)
emergency plan relating adverse environmental impact and plan for mitigation of
the adverse effects;
(vi)
outline of relocation, rehabilitation plan (where applicable); and
(vii)
other necessary information (where applicable).
(5) If an application is made according to the Rules, then in the case of an Orange- A Category project,
within thirty days of the receipt of the application, and in the case of an Orange-B or Red Category project,
within sixty days of the receipt of the application, a Location Clearance Certificate shall be issued or the
application shall be rejected mentioning appropriate reasons for such rejection.
(6) Upon receiving Location Clearance Certificate, the project proponent:
(a) may undertake activities for land development and infrastructure development;
(b) may install machinery including ETP (applicable for projects of Orange-A and Orange-B Category only);
(c) shall apply for Environmental Clearance Certificate upon completion of the activities specified in clauses
(a) and (b), and, without the Environmental Clearance Certificate, shall not operate the project (applicable
for Orange-A and Orange-B Category projects only);
(d) shall submit for approval of the Department the EIA report prepared on the basis of program outlined in
IEE Report along with time schedule and ETP design (applicable only for Red Category projects);
(7) Where an application is received under clause (c) of sub-rule (9), Environmental Clearance Certificate
shall, within fifteen working days in case of project of Orange-A Category and within 30 working days in
case of project of Orange-B Category, be issued or the application shall be rejected mentioning appropriate
reasons.
(8) Where an application is received under clause (d) of sub-rule (9) in relation to an industrial unit or
project of Red Category, the EIA report along with the time schedule and ETP design shall, within sixty
working days, be approved or the application shall be rejected mentioning appropriate reasons;
- 256 -
Annex 3904(1)(c)
Impacts of the Construction of Railways in Bangladesh in the early-Twentieth Century
(Note: (1) This ANNEX is based on a research paper titled Railways and the water regime of the Eastern
Bengal Delta, c. 1905-1943: a reappraisal by Khondker Iftekhar Iqbal, Fitzwilliam College, Cambridge CB3
ODG, UK. (2) The excerpts of this paper have been summarized below to provide the reader first hand
information on the possible impacts and effects of infrastructure construction on the ecological balance
which would be passed on to the peoples. It is indeed instructive how some of the effects may show up
only in the mid to long term, long after the infrastructure was built.)
1. Background
1.1 This paper examines the way how railways generated a domain of contestation and cleavages in its
encounter with the gradually declining g water regime of the Eastern Bengal Delta (roughly the plains of
todays Bangladesh). This paper is an attempt to join the old debate of railways in a view to reconstruct
aspects of early twentieth-century agrarian history of this region.
1.2 The Bengal Delta is formed by three major rivers of the Himalayan ranges: the Ganges, the
Brahmaputra and the Meghna. In the thirteenth century, the Ganges was running towards the Bay of
Bengal through the river Hooghly. It gradually swung to the East over the next few hundred years and
finally met the River Brahmaputra in the early nineteenth century in Goalundo, near Dhaka. The joint flow
then met the river Meghna in modern Chandpore district, forming, for a distance of about 170 kilometres,
the second largest river in the world (after the Amazon). This, in turn, formed the heart of the largest delta
of the world. Various tributaries and distributaries of all the three major rivers, as well as other water
courses like canals and creeks, played around in the Delta like so many snakes in a flat basket. In an area
of about 56,000 square miles there were thus more than 600 watercourses of varying types with a total
length of at least 24,000 Kilometres.3 This fluvial hegemony presented a metaphor for the unending
intricacy and difficulty that confronted everyday life of the people of the Delta. But instead of being so, this
came to be known as one of the most significant water systems in the world.
1.3 Most historians of Bengal now agree that Eastern Bengal Delta (henceforth Eastern Bengal) in the
nineteenth century was economically and socially better off than Western or Northern Bengal and such
assertion is mainly based on the evidences of the formative role of the water regime of the region. The river
networks of Eastern Bengal brought down millions of cubic feet of silt from the upcountry and created fertile
lands in the form of chars and islands.
1.4 In Eastern Bengal, waterways were often taken as rival to railways as means of communication and
there was a feeling that with the completion of railway system, transport and communication would be
faster and reliable and this could have been done at the expense of the slower mode of water transports.
This idea proved successful in the short term as it was reflected in the bulk of traffic in goods on the
railways, but it proved injurious in the mid and long term. Though railways provided transport to public and
goods to a certain extent, in Eastern Bengal it was the water regime that was more important than any
other means of transport because it provided genuine impetus to cropping arrangement in addition to
providing transport.
1.5 By 1928 it was reported that the Eastern Bengal Railway (EBR) had been treated rather more
generously than some lines and had received about two-thirds for the total sum asked for in the year 192530, while other lines had received less than half their demands. Though, at any rate, conditions in Bengal
were more favourable for the improvement and extension of such navigation facilities than in any country in
the world, the bias for railways in Eastern Bengal continued. Like the major rivers entering the active
Bengal Delta from Northwest and North and Northeast, the Eastern Bengal Railway and Assam Bengal
Railway (ABR) gradually penetrated Eastern Bengal and by 1918 major district and thana headquarters
were linked by railways.
- 257 -
2. Impacts of the Eastern Bengal Railway (EBR)

2.1 Report of the Royal Commission on Agriculture in India, vol.VIII, 1928, p.360-61.
The report noted: where no bunds prevent the river from overflowing its banks, the flood of each
succeeding season bring a further deposit of fertile silt to wide areas of territory; while, at the same time,
the flood waters cleanse purify the surface of the land, sweeping away decaying vegetable and animal
matter and purging the streams, ditches and ponds of insects and impurities, Inevitably the bunding of such
rivers must, to some extent, includes both to arrest this natural regeneration of fertility and give rise to a
deterioration in the health of the population of the riverine tracts. There can be little doubt that certain
districts have tended, as a consequence of the interference by man with the forces of Nature, to decline in
natural fertility and to become the breeding ground of malaria and their diseases. This process is
occasionally, and sometimes seriously, aggravated by the construction of railway and road embankments
across the lines of natural drainage.
2.2 Impact on public health
A number of historians have quoted C.A. Bentley, a Bengal Public Health chief, to support their argument
on the effects of embankments on public health, .., Bentley .. cautioned against disastrous
consequences of the policy and practice of embanking Eastern Bengal. Bentleys assumption proved
correct in the thirties and in the forties though it was nevertheless also true that things were no better at the
time of Bentleys writing of the report in early 1920s.
2.3 Destabilization of the water regime of the region
To begin with the north-western segment of the EBR, or the areas covering most of Rajshahi Division, the
water regime of this region was destabilized by the way railway exposed itself to the Chalan beel. The
Chalan beel was a vast deep hollow lying in the districts of Rajshahi and Pabna where a very large portion
of the drainage comprising the water of a number of rivers and other minor waterways of Northern Bengal
converged. The Ganges water was also introduced into this beel area by the Boral river through its
distributaries, the Nandakuja, and Godai rivers. An estimate taken in 1945 found about 47 rivers and other
waterways throwing themselves up in the Chalan beel which comprised a watershed of about 1547 square
miles.12 Besides being a giant junction of numerous waterways, the beel also served as a springboard
from where many rivers flowed further south and east to meet finally with Padma and Brahmaptura
respectively. Thus the Chalan beel with the waterways that converged in it from the north and northwest
and with those that exit from it towards east and southeast altogether formed a water regime that first
reserved and then cleared the drainage of almost half of the active Delta.
2.4 Formidable obstacles to the natural arrangement of drainage of the water regime
With the beginning of the new century the beel began to be bounded approximately by the EBR main line
on the west and by the Santahar-Bogra branch line on the north. Since the beel filled from the north-west
and south-west, the feeding was intersected by the Bogra-Santahar line and the EBR main line and since
the beel drained in a south-easterly direction mainly to the Brahmaputra, the drainage was intersected by
the Sara-Sirajganj Branch line of the EBR. The natural arrangement of drainage of the water regime of this
part of the active Delta thus met with formidable obstacles in the form of railways since railways in these
low lands had to be built on embankments. Such situation of hindrance put against the waterways was
further aggravated, for instance, by the reduction of the number of spans on the bridges of the EBR since
the broad gauge line was constructed. In this area the total existing outlets in early 1920s was reported to
be 440 feet as compared with 967 in this part of the railway when the line was first constructed.
2.5 Inadequate waterway
Coming down to the southern branches of the EBR, it was found that, for instance, between Dadshi and
Pachuria Railway Station in Khulna, the combined catchment area of the waterways was 1.5 square mile.
But there were only four openings. Though the government officials thought the opening adequate the
actual measurement of the four openings informs that there were two pipe culverts of 1.6 feet diameter
each and two girder bridges of 1x12=12.0 feet and 1x20=20.0 feet diameter for the entire catchment area
of 1.5 miles. There is evidence that such arrangements of inadequate openings were found in almost every
mile of the railways that ran across the Eastern Bengal.
- 258 -
Note: the original units in FPS have been retained.

2.6 Starving local markets
At Goalundo or Damukdia Stations, where one sees tons of fish being brought in, one can get a fish by
begging, but never by purchase. There is no doubt that along the railway line and the steamer routes, the
local markets are all being starved for the higher prices fetched in the distant markets. The growing influx of
people into towns increases the demand and to meet the demand the interior of the country is robbed of its
local supply.
2.7 Local people mostly engaged in agrarian occupations were uncomfortable with embankments, but in
spite of opening up inlets in some places and in spite of theoretical justification on the part of the railway
authorities of the adequacy of the openings they provided, the local people were always uncomfortable
with embankments. It so happened, for instance in Dhulia itself in 1938, when local people assembled and
appealed for cutting the embankment for draining out the water through the line to the West. The authorities
insisted, disregarding the suggestion of the Director of Public Health, they would not open up and insisted
on their modern knowledge of things: whatever may the old people of the locality believe, more railway
openings cannot be the solution.
2.8 Embankments deteriorated rivers by raising their beds
The report of the Royal Commission on Agriculture in India devoted some attention to the question of
waterways of Bengal and observed that embankments deteriorated rivers by heightening their beds.
2.9 Rejection to construct high embankment railway line due to interference with drainage and adverse
impact on public health
The decision of the government in not sanctioning the high-embankment railroad connecting Dhaka and
Archia steamer station of Padma on the ground that this would interfere with the local drainage and public
health, therefore, generated angry reaction. The Amrita Bazar Patrika vehemently supported the proposal
and attacked the colonial government for ignoring the project and observed that so long as the country
remained in a state of subjection there was no help except to put up with that kind of injustice.30
2.10 Railways causing curious cleavages within the agrarian society
An interesting episode of a complex relationship in which a khal (narrow water body), local elite and poor
peasantry were caught up could be placed here for illustrating how railway and its apparatus could even in
a very remote and indirect way cause curious cleavages within an agrarian society. In 1909, inhabitants of
47 villages of Ullapara Police Station of Pabna petitioned to the Government requesting for the reexcavation of a khal called Ghatina. According to the petition, during monsoon floods water used to find its
way to these places mainly through the Ghatina khal which opened into the Fooljore river at a place called
Ghatina. As the floodwater left layers of fertile silt in the fields, the khal was considered an important boon
to the area. But the khal was recently silted up and with steeping of jute in the khal things were taking a
worse turn as it affected health of the people. The steeping made the scanty water foul and turned it into a
hot-bed of malaria. However, the steeping of jute could not be stopped as the country was an important
jute producing one. So long as there was no obstacle to the free flowing of a current of river water through
these villages by the said khal, the water rendered foul by the steeping of jute could not stand and the
people never knew what malaria was. The remedy was therefore the bringing up of free flow of water in the
khal. Along with the public health issue, the petition also noted that in consequence of the gradual closing
of khal to boats, the people of neighbouring villages could not carry their jute to the nearest jute markets,
nor could the jute merchants conveniently approach these villages and the villagers were, therefore,
compelled to sell it at a discount of 8 annas or even more to the maund, compared with the current market
prices at the neighbouring jute marts.
2.11 In this context the petitioners requested the government to sanction Rs. 3000 for the purpose of reexcavation of the khal. The government, however, was not prepared to sanction the sum but recommended
the petitioners for taking a government loan called Land Improvement Loan. But the zamindars of Salap,
the actual movers of the petition, were not prepared to undertake such loans. Since then nothing happened
regarding this petition and after about 12 years, in 1923, following another petition from the zamindars of
Salap, it was proposed by the government that if the people of the area could raise Rs. 750 for the purpose
- 259 -
of excavation, then the Government would take up the cause. However, when the money was raised in
subscription in January 1924, the Chairman of the District Board informed the petitioners that objections
had been filed by some people against the proposed re-excavation of the khal and that the works would be
taken up after the objections were settled. This counter-petition was what brought the entire course of event
in a different light.
2.12 Referring to the movement of the zamindars and other petitioners, the new counterpetition put forward
to the District Board several point in relation to their objection to re-excavation of the khal. Referring to the
fact that they were poor peasant community with little lands, the counter-petitioners requested the
authorities to come and see the area in person and take a decision accordingly. The petition noted that
during the construction of the Sara-Sirajganj railway a lot of their lands were acquired by the Railway Board
and that they had been harmed enough by this. But the little lands that were left had then gone into the
river Korotoya and still kept going into it as the main current of the river had been falling through this village
since the Ghatina bridge was built over the river.
2.13 The petitioners feared that if a khal was excavated then a substantial land remaining to these poor
cultivators would be lost too. At that time the current of the river Korotoya was running towards their village
to such an extent that at one point this proposed khal could turn into the Korotoya river itself. Consequently,
the petitioners feared that they would lose even their bastuvita and turn into street beggars. The petitioners
also mentioned that the price of land in that area was so high and these were so unavailable that even if
they were given compensation, that would not be of any use to them, because land was something of a
great matter of great difficulty. For all these reasons the petitioners were against the excavation of the khal.
2.14 At a meeting on 24 March 1924, the District Board resolved to take up the work of re-excavation under
the Bengal Agricultural and Sanitary Improvement Act 1920. But until 11 August 1926, no excavation took
place. In absence of further documentary evidence in the archives, it was not possible to know whether the
khal was eventually excavated or not, but the very fact of submission and the content of the counter-petition
exposed the extent of danger that came from railway establishment to the actual cultivators and also the
way these cultivators responded to this kind of existential threat. While resistance as cited above were
made though institutional means as set up by the colonial administration itself, there were other members
of agrarian society who had other ideas to assert their right.
2.15 Local Residents acting out of Desperation
For instance, during 1938-1939, 36 people were convicted for piercing the embankment during the flood in
1939 on the Kalukhali-Bhatipara and Madhukhali-Kamarkhali branch lines of the EBR. The accused said
that they did not intend to dismantle the railway line, but that they had a right to cut the embankment,
because it prevented the free flow of flood water and thus caused serious damage to their crops.
3 The paper sums up as follows:
Ultimately, the construction and other related issues relating to railways depended on financial justification,
not on ecological or agricultural consideration.
- 260 -
CHAPTER XL
DIVISIONAL OFFICE ROUTINE
(Note: The work procedures and duties and responsibilities of staff detailed in this Chapter shall be based
on the directives in force).
4001
Working Hours
(a) The daily office working hours are based on Government orders issued from time to time. An example
of enforced working hours is from 9.00 AM to 5.00 PM, with a break from 1.00 to 2.00 PM for lunch and
prayers, Sunday through Thursday, with two weekly rest days on Friday and Saturday.
(b) The Divisional office will remain closed on all holidays notified by the Government and/or Railway
Administration. In case of emergent work, Divisional Engineer may keep any office open and require
attendance of concerned staff for performing such emergent nature of work.
4002
Head of Office
In the Divisional Office, the senior-most suitable Head Assistant, as determined and nominated by the
Divisional Engineer, shall function as Head Assistant In-Charge, responsible for the maintenance of office
discipline. All office assistants are subordinate to him, except that in the Drawing section Head Assistant InCharge is responsible for office discipline, whereas the Senior Sub Assistant Engineer (Drawing) is
responsible for the technical work. Should the Head Assistant In-charge be away on short leave, for which
no substitute is provided, the Office Assistant (UDA) or the senior-most Office Assistant will be responsible
for the discipline of the office as nominated by Divisional Engineer.
4003
Stock-taking and Preservation of Records
(a) Head Assistant must arrange for a complete stock taking of all records once a year inventory register is
to be maintained for this purpose.
(b) All official books and records, including note books are the property of the Railway and must be
carefully preserved unless their destruction is approved by the Chief Engineer. Office records should be
kept free from unimportant correspondence which has no use for future reference and should be destroyed
under the instructions of the Divisional Engineer.
4004
Use of Official stationery and Stamps
(a) Official stationery and service stamp should not be used in correspondence relating purely to matters of
a personal nature. Letters, post cards and packets posted by railway officers in their official capacity
addressed to private individuals or associations will, even when they relate to the private interests and
concerns of the individuals or associations addressed, be sent as official postal articles prepaid by means
of service stamps.
(b) Indent for postage stamps. Service postage stamps are to be purchased from Post Office obtaining
cash from Accounts Officer concerned by issuing Pay Order.
4005
Endorsements on the back of Documents
The practice of writing orders and making notes of importance on the back of messages and other
documents should be avoided, as such notes are likely to be overlooked.
4006
Use of Half-margin Forms
Half margin forms are not to be used for regular correspondence needing record. They should however, be
used in matters of a trivial and temporary nature or for gathering information for embodiment in a report or
letter.
- 261 -
4007
Important Points in Correspondence

(i)
The subject matter of each letter must be quoted at the top.
(ii)
The number and date of the letter under reply must be quoted.
(iii)
Each letter must refer to one subject only.
(iv)
Only letters of a really urgent nature which require an early reply are to be marked
Urgent.
(v)
Correspondence with the headquarters office is to be on paper of foolscap size or
other standard sizes.
(vi)
All signatures on letters should to be dated with full name.
(vii)
Each paragraph of a letter is to be numbered to facilitate reference.
(viii)
If there is likelihood of delay in replying to a letter, acknowledgement of receipt
should issue at once, with an interim reply where practicable.
4008
Circulars from Chief Engineer
Chief Engineers circulars file containing all printed circulars must be kept up to-date. The officials
concerned will be personally responsible to keep these up to date, tidy and handy for reference while in
office or on tour. A register is to be maintained for recording circular number, subject matter and brief
contents of circular.
4009
Sale of stores
No stores may be sold, except in terms of Chapter XXIII & Chapter XXIV of the Bangladesh Railway Stores
Code.
4010
Temporary Speed Restrictions
(a) A statement of traffic speed restrictions proposed must be submitted by Divisional Engineer, fortnightly,
so as to reach the Chief Engineer's Office on 10th and 25th of each month. The approximate period for
which restrictions are required and the reason for their imposition must be given.
(b) It must be ensured that requests for deleting a speed restriction from the Bangladesh Railway Gazette
reach the Chief Engineer in time, so that the restriction does not appear in the Gazette after it has actually
been removed.
4011
Contractors Bills
No bills should be submitted to the Accounts officer for payment without the contractors signature thereon.
Also, under no circumstance should the full signature of the officer preparing or passing the bill appear on
any but the original. Duplicate copies should only be initialed.
4012
Letter Dispatch Service
The following are the rules regarding the dispatch service:

(a) Letters are classified as Ordinary and Registered.
(b) As an aid to the safe delivery of ordinary letters, and to minimize the sorting and delivery work, office
should as far as practicable, enclose all letters for the same addressee in one large cover instead of using
one cover for each letter.
- 262 -
(c) A letter intended (or registration should be entered by the sender in his Peon Book. The cover should be
super-scribed Registered and marked with two heavy transverse lines drawn in red ink both on the face
and reverse.
(d) It is essential that only really important documents and letters should be Registered.
4013
Messaging by Fax/E-Mail/Telephone Control Message
(a) The communications technology has undergone significant changes in Bangladesh in the past decade
and railway is no exception. The telegraphic mode of communication has given way to instant messaging
systems based on the telephone network, such as facsimile (fax), telephone control message (TCM) and emails.
(b) The following rules are to be strictly carried out with reference to the dispatch of Fax/ E-Mail:
(i)
Every member of Engineering Department is held personally responsible to ensure
that the use of the Facsimile/E-Mail/Telephone control message is strictly limited to
messages of a really urgent nature;
(ii)
Facsimile/E-Mail/Telephone control message messages should be brief, short and
to the point and should display only the essential courtesy;
(iii)
Only short reference numbers should be used for Facsimile/E-Mail/ Telephone
control message;
(iv)
Except in cases of sickness or on personal matters in connection with their
journeys when traveling on duty, all facsimile messages relating to relief, leave, promotion,
non receipt of salary and allowances, personal disputes and personal matters of any
description must be paid for;
(v)
Care should be taken that only facsimile and telephone control message of great
urgency are classed Urgent.
4014
Duties of Head Assistant In-charge
The duties of the office assistants in a Divisional Office may be decided as appropriate by the respective
Divisional Engineer. The Head Assistant In-Charge is responsible for:
(a) general discipline and smooth running of the office;
(b) budget estimates (Capital and Revenue), Project Estimates, List of Open Capital Sanctions, Schedule
of Demands, Authorization Rolls, and other occasional returns and statements required to be submitted to
the Chief Engineer on financial matters;
(c) establishment matters, including leave, transfer, increments, dismissal or discharges and other
important matters;
(d) opening of the incoming daily correspondence (dak), unless the Divisional Engineer personally does so,
and after initialing the letters send them to the Office Assistant for registration;
(e) ensuring that completion reports are not delayed, and jointly with Head Assistant Accounts:
(i)
check the postings of final bills;
(ii)
test-check a percentage of other items during the month;
(iii)
see that the gross total of sub-heads agree with the total outlay booked; and
- 263 -
(iv)
bring to the notice of Divisional Engineer any heads of account not operated and
any excesses, whether of quantity or amount in the sub-heads; and
(f) endorsing on the completion report a certificate that all materials charged to the work, but not used up,
have been issued to other works or returned to Stores, and the accounts of the work credited with their
value.
4015
Absence of Head Assistant
During the absence of Head Assistant In-charge on short leave, the Head Assistant Accounts or General
(whoever is Senior) shall be responsible for discipline of the office as decided by Divisional Engineer.
4016
Allocation of Duties of Assistants
It must be distinctly understood by all office assistants that their duties are not confined solely to the post
they occupy at any time, but they are liable to give assistance in any other section depending upon the
nature and requirements of official work as per the directions of the Divisional Engineer. It must be
understood that the Divisional Engineer, at his discretion may reallocate duties and responsibilities among
various office staff at all levels as the official work may demand.
- 264 -

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Part B. Turnouts and their Maintenance

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TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

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.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

2901 General Instructions, 2902 Requisitioning of Ballast Trains, 2903 Cancellation of