POINTS ANDCROSSINGS

Point and Crossings are peculiar arrangement used in permanent way (railway track) to guide the vehicle for directional change. Broadly point and crossing assembly consists of three main components namely Point, Lead and Crossing element. A point consists of one pair of tongue rails and Stock Rails with necessary fittings.Crossing is a device in the form of V-piece introduced in the track to permit movement of wheel flange at the inter section of two running lines.It has gap over which the wheel tread jumps.The track portion between point and crossing is is called lead.

Introduction
The points and crossing are the vital components of track asset; necessary for diversion of traffic from one track to another track, such diversion may be necessitated for giving precedence to faster trains in the same direction, giving passage to a train moving in the opposite direction or for connecting places not on the direct line of track. Hence the design, laying and maintenance of the points and crossing have a significant influence throughout the section. Historical Development i) Stub switch ii) Modified stub switch iii) Split switch Constituents of the points and crossing The switch assembly, the crossing assembly and the lead portion beyond the turnout, turn-in- curve is also important assembly.

i) Turnout- The term denotes points and crossing with the lead rails. ii) Tongue rail - It is tapered moveable rail, connected at its thickest end to running rail. iii) Stock rail It is the running rail, against which a tongue rail functions. iv) Switch A pair of tongue with stock rail with necessary connections and fittings. v) Points A pair of tongue rail with their stock rails are termed as points. vi) Crossing A crossing is a device introduced at the junction where two rails cross to permit the wheel flange of railway vehicle to pass from one track to another track. vii) Heel of switch It is an imaginary point on the gauge line midway between the end of lead rail and the tongue rail in case of loose heel switches In case of fixed heelswitches, it is a point on the gauge line of tongue rail opposite the centre of heel block. viii) Lead The track portion between heels of switch to the beginning of crossing assembly is called lead. ix) Turn in curve: The track portion between the heel of crossing to the fouling marks is called turn in curve.

Designation of the Turnout

Turnouts are called left hand or right hand, depending on the side, to which the rolling stock gets diverted. Similarly tongue, wing and stock rails are called LH or RH depending on their position, looking in the facing direction of the points.

INSPECTION AND MEASUREMENT OFPOINTS AND CROSSINGS

A. General 1. Condition of sleepers. 2. Condition of ballast and drainage. 3. Availability of (a) Ballast in shoulder and cribs. (b) Clean ballast cushion. B. Switch and Lead portion 1. Inspection for badly worn and damaged tongue rails. Measurement for classifying tongue rails as a badly worn and damaged. A tongue rail is classified as badly worn when

It is chipped/cracked over small lengths aggregating to 200 mm within a distance of 1000 mm from toe. Chipped length will be portion where tongue rail has worn out for a depth of more than 10 mm over a continuous length of 10 mm.

Has developed a knife edge tip over length of 100 mm anywhere within distance of 1000 mm fron its toe.The edge is defined as knife edge when thickness reduces to less than 2 mm. It is Badly twisted or bend and does not house properly.

2. Inspection of tongue rail for its replacement/reconditioning.

Measurement of tongue rails for vertical and lateral wear. verticle wear > 8 mm (For 60 Kg ) verticle wear> 5 mm ( For 52 Kg and 90 R ) Verticle wear is measured at points with 13 mm width or where tongue rail and stock rail are at the same level. Lateral wear > 8 mm (For 60 Kg ) Lateral wear > 6 mm ( For 52 Kg and 90 R )

Lateral wear is measured at points 13 to 15 mm below stock rails. 3. Inspection for wear of stock rails. -Measurement of wear on stock rail. -Limits for vertical wear: 13 mm (For 60 Kg ), 8 mm ( For 52 Kg ) and 5 mm ( For 90 R ) -Limits for lateral wear: For curve For straight

8 mm 10 mm 6 mm 8 mm

Gr. A and B route Gr C and D routes Gr. A and B route Gr C and D routes

4. Inspection for condition of fittings of switches. 5. Inspection of gauge and cross level. (a) Measurement of gauge and cross level 450 mm ahead of ATS. -Nominal gauge if SEA 0-20'-00 -Nominal gauge+ 6 mm if SEA > 0-20'-00. (b)Measurement of gauge and cross level at ATS between two stock rail. Measurement of gauge 150 mm behind ATS for straight and turnout. 6. Inspection of throw of switch. Measurement for throw of switch. - On BG for existing line minimum 95 mm and for new works minimum 115 mm. - On MG for existing line minimum 89 mm and for new works minimum 100 mm. 7. Inspection for diversion at heel block 8. Inspection for creep at toe of switch. 9. Inspection for packing condition under switch assembly.

10. Inspection for housing of stock and tongue rail. 11. Inspection for sitting of tongue rail on sliding chair. 12. Measurement of distance between gauge faces of stock rail at JOH. 13. Measurement for distance between web to web of tongue rail at respective stretcher bar locations. (a) Leading stretcher bar. (b) First following stretcher bar. Second following stretcher bar. 14. Measurement for gap between top edge of stretcher bar and bottom of rail foot at (a) Leading stretcher bar. (b) First following stretcher bar. Second following stretcher bar. 15. Measurement for versine in switch and lead portion at 3 m interval on 6 m chord length commencing from heel of switch for straight switch and from ATS for curvedswitches. C. Crossings portion 1. Inspection for condition of crossings. (a) Sign of propagation of crack if any in crossings assembly. (b) Burring on top surface at nose. 2. Inspection for vertical wear on crossings and wing rails.

-Measurement for vertical wear on crosssings (wing rails and nose ). -Measured at 100 mm from ANC. 1. Rajdhani and shatabdi routes:Limits for wear for reconditioning for Built-upcrossings 6 mm and for CMS crossings 8 mm. 1. Other routes 10 mm. In case of CMS crossings 2 mm in case of 52 Kg section and 2.5 mm in case of 60 Kg section should be deducted from observed wear measurements to accounts for cross slope.

3. Measurement for Clearance of wing rail opposite to nose of crossings and up to 450 mm towards heel end for both LH and RH. 4. Measurement for gauge and cross level at following locations. (a) 1 m ahead of ANC on straight road and turnout. (b) 150 mm behind ANC on straight road and turnout. 1 m behind ANC on straight road and turnout. 5. Inspection for condition for check rail fittings e.g. bearing plates, keys, blocks, bolts, and elastic fastenings. 6. Measurement for clearance of check rails. (a) Opposite to ANC both left and right-limit 41 to 45 mm. (b) At following locations w.r.t. centre of check rails(I) 500 mm ahead towards toe of crossings. (II) 500 mm behind heel of crossings. At the flared end towards heel and towards toe.

Inspection and maintenance of Pointsand Crossing

1. It should be laid without the 1 in 20 Cant 2. In marshalling yards,large lay out of sidings,terminal stations etc,regular cycle of maintenance covering all Points and crossings should be organised. 3. Cess should be low enough to permit efficient drainage and adequate depth of ballast cushion should be provided 4. Correct spacing of sleepers should be ensured according to the standard lay out drawings. 5. There should be no junction fish plates at stock rail joints or at the heel ofcrossings.At least one rail on either side of adjoining of this should be left. 6. Use of spherical washers at appropriate places in this assembly is very important.It is provided to obtain flush fit of the head of the nut of bolt with the web of the rail,in the switch and crossing assembly the use of it is necessary where the shank of the bolt is not at right angles to the axis of rail.It is used on skew side.

Methods of Laying
1. IN SITU LAYING-In open line,construction and yard remodelling (sometimes) 2. Assembly-shifting-laying-complete renewal/laying: mechanised renewal laying/by parts,either manual or mechanised. 3. Prefabrication in depot-Assembly can be done using road crane. 4. As per para 410 turn outs on passenger lines should not be laid with ST.SW.sharper than 1 in 12,if there is constraint of space,1 in8.5 t/o with curvedswitch may be laid.However t/o sharper than 1 in 12 may be used when the turnout is taken off from outside of a curve restricting the radius of lead curve within following limitsB.G. M.G. N.G. 220 M 165 M 350 M

POINTS AND

CROSSING

TURN-IN CURVE MAINTENANCE

The parameters like gauge,XL & Versines are to be measured,and compared with theoritical values and corrected at the following location, i.e.)beyond the crossing upto the next crossing/Derailing switch. BECAUSE i)the variation in longitudinal level turns to twist at these locations ii)cant is changed gradually at these locations when cant in ML & LOOP /SIDING varies iii)change in EI rigidity of the track at these locations affects the alignment due to temperature variation also differential loading in ML & LOOP /SIDING IRPWM.para.415. The outer track shall be raised so that both roads lie in the same inclined plane in order to avoid change in cross level on the cross over road.