Term Paper - Highway and Railway Engineering

Under Guidance of

Dr. Sunny Deol G.

Submitted by – Group 8

19114071- SHIVAM KUMAR SURYAWANSHI

19114072- SHRUTI SEHRA
19114073- SUBHANSHI AGGARWAL
19114074- SUMAN CHANDRAVANSHI
19114075- SYED UZAIRUDDIN
19114076- TANKESHVAR CHAKRADHARI
19114077- THADI SHANTU KUMAR REDDY
19114078- TOSHENDRA BOHRA
19114079- TOTTADI JAHNAVI SATYA SRIJA
19114080- TUSHAR SAHU

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 ACKNOWLEDGEMENT

We would like to express our gratitude to all those who gave us the possibility to
complete this project. We want to thank Dr. Sunny Deol G, Assistant Professor,
Civil Engineering Department, NIT Raipur for giving us such a golden
opportunity to commence this project in the first instance. We have furthermore to
thank the Faculties who encouraged us to go ahead with our project. We want to
thank them for all their help, support, interest and valuable hints. We are obliged
to over group members for their valuable participation and those who looked
closely at the final version of the report for English style and grammar, correcting
both and offering suggestions for improvement.

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S.NO SUBJECT PAGE NO.

1. Title page 1
2. Acknowledgement 2
3. Table of content 3

4. Introduction 4
5. Switch and it’s Types 5

6. Design of Tongue Rails 8

7. Crossing 9

8. Number and angle of crossing 12

9. Conditioning of worn-out crossings 14
10. Important terms used in describing the design of turnout 15
11. Special fittings with turnouts 15
12. Coles method 16

13. IRS method 18

14. Turnout with curved switches 19
15. Inspection and maintenance of points and crossings 20

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1. INTRODUCTION

Turnout is a track structure which permits movement of trains from one track to another.in simple word
Turnout is a facility which provides a railway track to divert the train from one track to 2 or more
tracks. Generally we provide it near the junction stations for various platforms.
Turnout is an important arrangement because we don't need to provide 2 or more separate tracks for the
same route that save money as well as the required area.When the train enters turnout that time the train
speed slows because of switch rails width is quite thin at starting of turnout. To maintain the speed, we
need high quality material for switch rails as compared to our general railway track.

Components of turnout -
- Point
- Stock rail
- Crossing (frog)
- Switch rod
- Closure rail
- Guard rail
- Hell block
- Switch opening device (switch motor)

Fig.1 Typical Turnout

Switch rail(tongue rail):switch rail are the movable rails which guide the wheels towards either the
straight or the diverging track.
Stock rail: It is the running rail against which a tongue rail operates.
Closure rail: Closure rails are the straight or curved rails that are positioned in between the heel of
switch and toe of frog.
Guard rail : it is a short piece of rail placed alongside the main (stock) rail opposite the frog.
Heel block : Heel block provide at heel of switch for resist lateral pressure closure rail.

REFERENCES USED:
1. TURNOUT °Laying °Inspection °Maintenance(book) published by indian railway institute of civil engineering.
2. Railway engineering, Satish Chandra, M.M.Agarwal - Page no 263
3. https://youtu.be/0ovfRPA9pT8

DIRECTIONS OF A TURNOUT
In right hand turnout Train from the main track is diverted to the right of the main route in the facing
direction. Whereas, Train from main track is diverted to the left of the main route in the facing
direction.

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 Fig.2 Left hand and Right hand turnouts

Facing Direction - One standing at the toe of switch and looks towards the crossing.

Trailing Direction - One standing at crossing and looks towards the switches

Facing Point of Turnout - Train passes over switch first and then over the crossing

Trailing Point of Turnouts - Train passes over crossing first and then over the switch

GEOMETRICAL DEFICIENCIES OF TURNOUT ARE:-

1. Weakness of tongue rail due to severe reduction of section by heavy machining . tongue rails are
further weakened by heavy wear and tear by traffic . so these are to be replaced frequently.
2. With increase in thickness at toe of switch or switch entry angle obstruction level increases. Hence a
jerk is experienced by vehicles on account on these obstructions.
3. As the turnout assembly is not provided with 1 in 20 cant , the wheel loads are concentrated over a
small strip near gauge face. Hence wear and metal flow is high on turnout.
4. Crossing are made straight ,hence when turnout is laid on curve, a small straight patch is introduced
on curved main line.

Because of the existence of these inherent geometricals deficiencies, running of train cannot be as
smooth as on normal track.In case turnout is not well maintained, roughness of train running increases.

Some Points on turnout:-

1. Points and crossing are special arrangements for this diversion. IT provides a facility for the safe
movement of trains in either direction on both tracks.
2. Provide flexibility of movement by connecting one line to another.
3. Frequent maintenance is required for these turnouts.
4. These are the weakest locations on railway tracks so these are made of good quality of rails (high
manganese rails).

REFERENCES USED:

1. https://www.brainkart.com/article/Railway-Engineering--Points-and-Crossings---Important-Terms_4235/

2. Railway engineering, Satish Chandra, M.M.Agarwal

3. https://www.iricen.gov.in/iricen/books_jquery/turn_out_english2019.pdf(PAGE NO :2-3)

2. SWITCH AND IT’S TYPES

A pair of tongue and stock rails with the necessary connections and fittings forms a switch.

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 Fig.3 A Typical Switch

 A pair of stock rails, AB and CD, made of medium-manganese steel.

 A pair of tongue rails, PQ and RS, also known as switch rails, made of medium-manganese
steel to withstand wear. The tapered end of the tongue rail is called the toe and the thicker end
is called the heel.

Switches are of two types, namely, stud switch and split switch.

Stud Switch
In a stud type of Switch, no separate tongue rail is provided and some portion of the track is moved
From one side to the other side. Stud switches are no more in use on Indian Railways.

Split Switch
These consist of a pair of stock rails and a pair of tongue rails. Split switches may again be of two
types—loose heel type and fixed heel type.

Loose heel type

In this type of split switch, the switch or tongue rail finishes at the heel of the switch to enable
movement of the free end of the tongue rail. The Fish plates holding the tongue rail may be straight or
slightly bent. All the fish bolts in the lead rail are tightened while those in the tongue rail are kept loose
or snug to allow free movement of the tongue. As the discontinuity of the track at the heel is a
weakness in the structure, the use of these switches is not preferred.

Fixed heel type

In this type of split switch, the tongue rail does not end at the heel of the switch but extends further and
is rigidly connected. The movement at the toe of the switch is made possible on account of the
flexibility of the tongue rail.

2.2 Toe of switches

The toe of the switches may be of the following types.

2.1.1 Undercut switch

In this switch the foot of the stock rail is planed to accommodate the tongue rail.

2.1.2 Overriding switch

In this case, the stock rail occupies the full section and the tongue rail is planed to a 6-mm (0.25”) -
thick edge, which overrides the foot of the stock rail . The switch rail is kept 6 mm (0.25”) higher than
the stock rail from the heel to the point towards the toe where the planing starts. This is done to
eliminate the possibility of splitting caused by any false flange moving in the trailing direction. This
design is considered to be economical and superior design.

A. Since the stock rail is uncut, it is much stronger.

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 B. Manufacturing work is confined only to the tongue rail, which is very economical.

C. Although the tongue rail has a thin edge of only 6 mm (0.25”), it is supported by the stock
rail for the entire weekend portion of it’s length.

2.1.3 Undercut Switch

Fig.4 Undercut Switch

2.1.4 Overriding Switch

Fig.5 Overriding Switch

2.3 Important Terms related to Switches

Switch angle - This is the angle between the gauge face of the stock rail and that of the tongue rail at
the theoretical toe of the switch in its closed position. It is a function of the heel divergence and the
length of the tongue rail.

Flange way clearance- it is the distance between the adjoining faces of the running rail and the check
rail/wing rail at the nose of the crossing. It is meant for providing a free passage to wheel flanges.

Heel divergence - This is the distance between the gauge faces of the stock rail and the tongue rail at
the heel of the switch. It is made up of the flange way clearance and the width of the tongue rail head
that lies at the heel.

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Throw of the switch - This is the distance through which the tongue rail moves laterally at the toe of
the switch to allow movement of the trains. Its limiting values are 95–115 mm for BG routes and 89–
100 mm for MG routes.

3. DESIGN OF TONGUE RAILS

Straight tongue rails have the advantage that they are easily manufactured and can be used for right-
hand as well as left-hand turnouts.Get jolted trains while negotiating with straight tongue rails turnouts
because of the abrupt change in the alignment. Straight tongue rails are normally used for 1 in 8.5 and 1
in 12 turnouts on Indian Railways.

Curved tongue rails are shaped according to the curvature of the turnout from the toe to the heel of the
switch. Curved tongue rails allow for smooth turning of trains, but can only be used for the specific
curvature for which they are designed.Curved switches are normally used for 1 in 16 and 1 in 20 IRS
turnouts on Indian Railways. Recently Indian Railways has also started laying 1 in 8.5 and 1 in 12
turnouts with curved switches.

Length of Tongue Rails

The length of a tongue rail from heel to toe varies with the gauge and angle of switch. The longer the
length of the tongue rail, smoother the entry to theswitch because of the smaller angle the switch rail
would make with the fixed heel divergence.

Table.1 Length of Tongue Rail

REFERENCES USED:

1. https://civilnoteppt.com/switch-angle-in-railway
2. Railway Engineering by Satish Chandra and M . M Agarwal
3. Turnout, An IRICEN Publication

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4. CROSSING

A device introduced at the junction where two rails cross to permit the wheel flange of a railway
vehicle to pass from one track to another track.

Fig.6 Details of a crossing

Fig.7 Point rail and splice rail

Components of crossing

(a) Wing rails: These are the two rails which start from toe of crossing. Wheel moves on wing rails up
to ANC and further for some distance after ANC. Thereafter, wheel load is progressively transferred to
nose of crossing.
(b) Throat of crossing: It is the point at which the converging wing rails of a crossing are closest to
each other.
(c) Toe of crossing: It is the joint where wing rail of crossing meets the lead rail. Fish plated joint (6
bolts) is provided at this location. The joint should be machined joint to reduce the excessive
hammering.

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(d) Heel of crossing: It is the last fish plated joint (6 bolts) at the end of crossing. This joint should
also be machined joint to reduce the hammering effect of the wheel. (In case of turnout on concrete
sleepers, the track going towards the turnout side is required to be made straight up to the centre of last
long sleeper).
(e) Crossing angle: It is the angle contained between the gauge lines of the crossing measured at the
theoretical nose of crossing.
(f) Number of crossing: The number of crossing is the cotangent of angle of crossing.
(g) Point rail: In case of built up crossing, it is the machined rail, which extends up to the actual nose
of crossing. Front end of point rail is machined but kept thick enough to take the impact (if any)
coming on it. Normally width of point rail is kept equal to the web thickness of the corresponding rail.
(h) Splice rail: It is the rail which forms a part of nose of crossing but does not extend up to ANC. It is
connected to the point rail with the help of bolts. Point rail and splice rail together form “V” of crossing.
In case of CMS crossing, there is no concept of point or splice rail since it is monolithic.
(i) Theoretical nose of crossing & actual nose of crossing: Theoretical nose of crossing is the
theoretical point of intersection of the gauge lines of a crossing, which is used as a reference point for
all layout calculations specially for the turnouts laid on. The actual nose of crossing is the point at
which the spread between the gauge lines of a crossing is sufficient to allow for adequate thickness,
from consideration of manufacture and strength. Normally, ANC is provided with a width equal to
thickness of web for the corresponding rail section.

4.2 Types of Crossings:

1. An acute angle crossing or ‘V’ crossing in
which the intersection of the two gauge faces
forms an acute angle.
2An obtuse or diamond crossing in which
the two gauge faces meet at an obtuse angle.
When a right or left rail crosses a similar rail,
it makes an obtuse crossing.
3. A square crossing in which two tracks
cross at right angles. Such crossings are rarely
used in actual practice.

Fig.8 Square crossing

Based on assembly of crossing -

Spring or Movable Crossing - In a spring crossing, one wing rail is movable and is held against the V
of the crossing with a strong helical spring while the other wing rail is fixed. When a vehicle passes on
the main track, the movable wing rail is snug with the crossing and the vehicle does not need to
negotiate any gap at the crossing. In case the vehicle has to pass over a turnout track, the movable wing
is forced out by the wheel flanges and the vehicle has to negotiate a gap as in a normal turnout. This
type of crossing is useful when there is high-speed traffic on the main track
and slow-speed traffic on the turnout track.

Fig.9 Spring crossing

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Diamond Crossing –
(i) Two tracks of either same or different gauges cross each other.
(ii) Two acute and obtuse crossings.
(iii) The length of gap at crossings between two noses of a diamond crossing increases with the
decrease in angle of crossing.

Derivation:-
Length AB = BC = CD = DA
In ∆CDF,
CD = G cosec
EB = DF
tan  G/DF
DF = G cot
Diagonal AC
AC = G cosec(
BD = 2HD
tan (  HD/AH
HD = AH tan (
HD = (AC/2) tan (
HD = [ G cosec(tan (] /2
HD = ½ sec (
BD = 2HD
BD = sec(
Fig. 10 Diamond crossing
Numerical 01:-
Design a diamond crossing between two BG tracks crossing each at an angle of 1 in 10.
Solution:-
Given- 1 in N = 1 in 10
So, N = 10
cot  
  5°42'38.14"
Length AB = BC = CD = DA = G cosec
= 1.676 cosec(5°42'38.14")
= 16.54m
Length EB = DF = G cotm
Diagonal AC = G cosec(cosec(5°42'38.14"/2)
 = 33.645m
Diagonal BD = G sec() = 1.676 sec(5°42'38.14"/2)
= 1.678m
On the basis of manufacturing purposes as follows

Built up crossing -Two wing rails and a V section consisting of splice and point rails are assembled
together by means of bolts and distance blocks to form a crossing.

Cast steel crossing - It is a one-piece crossing with no bolts.

Combined rail and cast crossing - It is a combination of a built-up and cast steel crossing.

CMS Crossing-It is free from bolts and other components that normally tend to get loose due to traffic
movement. It possess higher strength, less wear and tear and longer life.

REFERENCES USED:
https://www.brainkart.com/article/Railway-Engineering--Points-and-Crossings---Important-Terms_4235/
Railway engineering, Satish Chandra, M.M.Agarwal
https://www.iricen.gov.in/iricen/books_jquery/turn_out_english2019.pdf(PAGE NO :2-3)

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5. Number and Angle of Crossing

Crossing angle is basically the angle which is formed by the gauge faces of the Vee. The number and
crossing angle are important characteristics of a crossing and are particularly useful for designating or
differentiating between different types of crossings more commonly by the crossing number N. A
crossing with a crossing angle of less than 90 degrees is referred to as Acute Crossing and crossing
with a crossing angle of greater than 90 degrees is referred to as obtuse or diamond crossing as shown
in figure 1.7. A square crossing is the one in which the angle between the gauge faces is 90 degrees.

Fig.11 Crossing Assembly

Fig.12 Acute and Obtuse Crossing

Crossing Number N is the distance from the Theoretical Nose of Crossing (TNC) at which the spread
between the legs of rails is equal to unity.

Crossing No. = Spread of Legs at Heels of Crossing/Length of Crossing from TNC to heel

There exists different types of methods for determining the crossing number and the value significantly
depends on the method adopted for this calculation.

Centre Line Method

This technique is utilized in the United Kingdom and the United States. N is measured along the
crossing's centre line in this approach.

 1
cot N
2 2
Or
1 
N  cot
2 2

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 Fig .13 Centre line method for N

Right Angle Method

On Indian Railways, this strategy is employed. N is measured along the base of a right-angled triangle
in this manner. Coles technique is another name for this procedure.

Fig.14 Right angle method for calculating N

N
cot  
1
Or
N  cot 

Isosceles Triangle Method

N is considered to be one of the equal sides of the isosceles triangle for this method.

 1/ 2
sin 
2 N
Or
1 
N  cos ec
2 2

Fig .15 Isosceles triangle method

The right angle approach, in which N is the cotangent of the angle created by two gauge sides, is
employed by Indian Railways and yields the shortest angle for the same value of N.
The point where the offset gauge face of the turnout track is 1 m is indicated to ascertain the number of
crossings (N) on site. N is the distance between this location and the putative nose of the crossover (in
metres).

REFERENCES USED:
1. Number and Angle of Railway Crossing (brainkart.com)
2. Railway engineering, Satish Chandra, M.M.Agarwal pg . 263
3. https://youtu.be/6GCvIVmz3rM
4. https://www.slideshare.net/VijaiKrishnanV/railway-engineering-turnouts

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6. CONDITIONING OF WORNOUT CROSSINGS

The above term refers to the process of correcting or repairing the parts of track which are subjected to
wear and crossing the allowable limits of damage by various techniques so that we can increase service
life, performance as well as safety requirements. Generally parts involved in turnout are more
subjected to wear and tear. Most commonly used technique is gas welding.

What are the reasons behind wear and tear of the crossing parts?

Wear and tear of track parts involved in crossing are much more as compared to the rest of the track
because of continuous hammering and heavy flange forces in the switch as well as crossing area.
Results of these forces may lead to accidents if they are not reconditioned immediately. Such a heavy
impact loading causes over stressing and subsequently failure of point and crossing components. Hence
it is very important to periodically recondition points and crossing articles to achieve optimum life.

Why do we need to recondition instead of replacing?

Here Cost is the main factor to be consider because the cost of components are more costly than the
other materials used in permanent way considering it should fill certain requirements.
State of material to be considered before reconditioning means the wear and tear as well as the
damages present in the components should not exceed certain limits if it exceeds we will not select for
reconditioning. As per data by RDSO Wear on wing rail and nose of crossing should not exceed 10mm.
The limit of vertical wear for 60 R and 75 R rails is 6 mm and that of lateral wear is 5 mm.

Various methods of RECONDITIONING -

1. Single Electrode System : in this type of welding only one type of electrode is used to make up for
the entire worn out portion of the crossing. As per RDSO approved H3 series of electrodes to be used
for reconditioning of points and crossing.

2. Flux cored continuous wire welding Process: in this type of welding system Flux cored arc welding
uses the heat generated by an electric arc to fuse base metal in the weld joint area this system runs
under continuous supply of dc sources.

How are we going to examine reconditioned points?

1. The points which have been resurfaced after cooling and finishing we perform visual inspection,
dimensional measurement.

2. If the examined points found to be free from any defect during visual inspection than magnaflux or
dye-penetrant test to ensure that there is no presence of any surface crack, which may not be detected
during visual examination. CMS crossings cannot be inspected by magna flux; it can only be checked
by dye penetration test.

3. If any type of defect found by magnaflux or dye-penetrant test than the defective portion shall be
removed either by pneumatic gouging or grinding and the remaining portion shall be re-examined by
dye penetration test before undertaking further repair. If the DPT test indicate presence of any crack the
portion shall be rewelded, ground, and again inspected as per above criteria to ensure it is free from
defects.

REFERENCES USED:
1. https://rdso.indianrailways.gov.in/works/uploads/File/Booklet%20on%20Reconditioning%20of%20Points%20&%20Crossi
ng(1).pdf(page 1,page 2)
2. https://www.iricen.gov.in/iricen/books_jquery/turn_out_english2019.pdf(Page no 120,121)

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7. IMPORTANT TERMS USED IN DESCRIBING THE DESIGN OF TURNOUT

1. Curve Lead(CL):It is the distance from the tangent point to the point of intersection of the gauge
line of a crossing (TNC -Theoretical nose of crossing) measured along the length of the stock rail.

2. Switch Lead(SL):It is the distance from the tangent point to the heel of the switch measured along
the length of the stock rail.

3. Lead of Crossing(L): It is the distance difference between curve lead and switch lead measured
along the length of the stock rail.
Lead of crossing (L) = Curve Lead (CL) - Switch Lead (SL)

4. Gauge(G): It is the minimum distance between the inner sides of two tracks.

5. Heel divergence(D): It is the distance between the gauge faces of the stock rail and the tongue rail at
the heel of the switch.

6. Angle of Crossing(α): This is the angle between the stock rail and the tangent of the turnout line (Or)
The angle which is formed between the gauge faces of the V shape is known as the angle of crossing.

7. Radius of turnout(R): It is equal to the sum of radius of centre of line of turnout (R1) and half of of
gauge width,
R = R1 + 0.5G
R can be sometimes taken equal to R1,because of the high value of radius of curve.

Fig.16 Turnout from straight track

7. SPECIAL FITTINGS WITH TURNOUTS

Some of the special fittings used with turnouts are -

Distance blocks : Special types of distance blocks with fishing fit surfaces are provided at the nose of
the crossing to prevent any vertical movement between the wing rail and the nose of the crossing.

Flat bearing plates : As turnouts do not have any cant, flat bearing plates are provided under the
sleepers.

Spherical washers : These are special types of washers and consist of two pieces with a spherical point
of contact between them. This permits the two surfaces to lie at any angle to each other. These washers
are used for connecting two surfaces that are not parallel to one another. Normally, tapered washers are
necessary for connecting such surfaces. Spherical washers can adjust to the uneven bearings of the
head or nut of a bolt and so are used on all bolts in the heel and the distance blocks behind the heel on
the left-hand side of the track.

Slide chairs : These are provided under tongue rails to allow them to move laterally.These are different
for ordinary switches and overriding switches.

15
 Fig.17 Slide Chair

Grade off chairs : These are special chairs provided behind the heel of the switches to give a suitable
ramp to the tongue rail, which is raised by 6 mm at the heel.

Gauge tie plates : These are provided over the sleepers directly under the toe of the switches, and
under the nose of the crossing to ensure proper gauge at these locations.

Stretcher bars : These are provided to maintain the two tongue rails at an exact distance.

Fig.18 Stretcher bar

REFERENCES USED:
1. Railway engineering by Satish Chandra and M.M.Agarwal - Page no 267
2. https://www.iricen.gov.in/iricen/books_jquery/turn_out_english2019.pdf
3. https://www.lawtontools.co.uk/)
4. :https://www.iricen.gov.in/ModelRoom/C13_Slide%20Chair.html

8. COLES METHOD

This method is used for designing a turnout taking off from a straight track.The curvature begins from
a point on the straight main track ahead of the toe of the switch at the theoretical toe of switch (TTS)
and it ends at the theoretical nose of crossing (TNC). The heel of the switch is located at the point
where the offset of the curve is equal to the heel divergence.

Now, theoretically when there is a curvature from TNC up to the end, then there should not be any
kink in the layout. But, what happens is that, since we are observing that in actual, there are three
locations where the kinks will be remaining. Since tongue rails and wing rails are not curved generally,
we can find the following three kinks in this layout.

(a) The first kink is formed at the actual toe of the switch.
(b) The second kink is formed at the heel of the switch.
(c) The third kink is formed at the first distance block which is provided at the crossing.

The following notations are used in this method:

Curve lead (CL) = AE = TE'
Switch lead (SL) = TL
Lead of crossing (L) = LE'
Gauge of track (G) = AT = EE'
Angle of the crossing (α) = ∠CEA = ∠ECE'
Heel of divergence (d) = LM
Number of the crossing (N) = cotα

16
Radius of outer rail of turnout curve (R) = OE = OT
(O is the centre of the turnout curve)

Calculations:
Curve lead (CL) :
In ∆ATE ,
AT= G and ∠AET= α/2
tan α/2 = AT/ AE = G/ curve lead
Or,
Curve lead = G cotα/2
Also,
Curve lead = E'C + CT
= E'C + CE (as CT = CE)
= G cot α + G cosec α
= GN + G√(1+N^2) (as cot α = N)
or
= 2GN (approximately)

Switch lead (SL) :

TL is the length of the tangent with an offset LM = D = heel divergence.
From the properties of triangles,
SL × SL = d(2R – d)
or
Switch lead = √(2Rd - d^2)

Lead of crossing (L) :

L = curve lead – switch lead
= G cot α/2 - √(2Rd - d^2)

Radius of curve (R) :

In ∆AOE ,
OE = OT = R, OA = R – G
OE^2 = OA^2 + AE^2
OE2 = (R – G)^2 + (curve lead)^2

Or,
R^2 = (R-G)^2 + [ GN + G√(1+N)^2 ]
= R^2 – 2RG + G^2 + G^2N + G^2(1 + N^2) + 2 G^2N √(1 + N^2)

2RG = 2G^2 (1+N^2) + 2G^N √(1+N^2)

Or
R = G (1 + N^2) + GN √(1 + N^2)
= 1.5G + 2GN^2 (approximately)

Summarising all the derived formulas,

Curve lead (CL) = G cotα/2 or 2GN approx.
Switch lead (SL) = √(2Rd - d^2)
Lead of crossing (L) = G cot α/2 - √(2Rd - d^2)
= 2GN - √(2Rd - d^2)
Radius of curve (R) = 1.5G + 2GN^2
Heel divergence (d)
= (SL)^2 / 2(R+G/2)

Example:
Let us consider a 1 in 12 BG turnout with a heel divergence of 11.4 cm.
Now for the design we have,
Gauge(G) = 1.676m, N = 12,
Angle of crossing (α) = 4°45'49", and Heel divergence (d) =11.4cm = 0.114m.

17
Curve lead (CL) = GN+G√(1+N^2)
= (1.676*12) + √(1+12^2)
= 20.112 + √(145)
= 40.293m

Radius of curve (R) = 1.5G+2GN^2

= (1.5*1.676) + (2*1.676*12^2)
= 485.202m

Switch lead (SL) = √(2Rd - d^2)

= √[(2*485.202*0.114) -(0.114^2)]
= 10.5172m

Lead of crossing (L) = CL - SL

= 40.293 - 10.5172
= 29.775m

The curve lead is 40.293m and Radius of curve is 485.202m are known and at the same time the
tangent point is known. Therefore with the considered and calculated data, we can easily design the
curve of the turnout.

REFERENCES USED:
1. https://www.scribd.com/document/342550237/Turnouts-DESIGN
2. https://www.brainkart.com/article/Railway-Engineering--Turnouts_4241/#:~:text=an%20exact%20distance.-
,Coles%20method,nose%20of%20crossing%20(TNC)
3. Railway engineering, Satish Chandra, M.M.Agarwal - Page no 267
4. https://www.iricen.gov.in/iricen/Track_Manuals/NEWIRPWM.pdf

9. IRS METHOD

In this method, the curve begins from the heel of the switch and ends at the toe of the crossing. This is
the standard layout used on Indian Railways. The calculations involved in this method are somewhat
complicated and hence this method is used only when precision is required.

Fig.19 Turnout details

Lead of crossing (L)

In ∆BMH,
BM = MH (as both are tangents)
∠MHB = ∠MBH = α - β / 2

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BC = AD – (AB + CD) = G - ( d + h sinα)
Therefore, crossing lead
L = (G - d - h sin) cot(α - β / 2) + h cosα

Radius of Curve (R)

In ∆OBH,
∠BOH = α - β
BH = 2 R sin (α - β / 2) -------------(i)

In ∆BHC
BH = BC / sin (α + β / 2 ) = G - d - h sin / sin (α + β / 2 ) --------(ii)

Equating equation (i) & (ii)

2 R sin (α - β / 2) = G - d - h sin / sin (α + β / 2 )

R = G - d - h sinα /cosβ - cosα

Example
A turnout is to be laid off a straight BG track with a 1 in 12 crossing.
Given data:
heel divergence (d) = 133 mm
crossing angle ( α ) = 4° 45' 49''
switch angle ( β ) = 1° 8' 00''
straight length between the theoretical nose of crossing and the tangent point of crossing (h) = 1.418 m.

Here, N = 12

(i) Radius R = G - d - h sinα /cosβ - cosα

R = 1.676 - 0.133 - 1.418 sin 4° 45’ 49” / cos 1° 8’ 0” - cos 4° 45’ 49”
R = 437.38 m

(ii) Lead Crossing L = (G - d - h sin) cot(α - β / 2) + h cosα

L = 1.418 cos 4° 45' 49'' + (1.676 – 0.133 – 1.418 sin4° 45' 49'') cot 2° 56' 54''
L = 1.418 × 0.9965 + 1.425 × 19.415
L = 29.084 m

REFERENCES USED:
1. https://www.iricen.gov.in/iricen/Track_Manuals/NEWIRPWM.pdf
2. Railway engineering, Satish Chandra, M.M.Agarwal - Page no 270
3. https://www.youtube.com/watch?v=ZuR5QTlfOzk
4. https://www.brainkart.com/article/Railway-Engineering--Crossing_4238/

10. Turnout with Curved Switches

Following are the formulae for the calculation of turnouts with curved switches:
R = (G – t – h sinα ) / 2 sin[(α+β )/2] sin[(α-β)/2]
R = (G – t – h sinα) / (cos - cosα)
l = R sin - (G – t – h sinα)cot[(α+β)/2]
V = G – {hsinα + R(1 – cosα)}
Switch lead = [2R(d – y) – (d – y)^2 – 1]
Lead = (G – t – h sinα) cot[(α +β)/2] – SL – h sinα

Where,
R = radius of the outer lead rail,
G = gauge,
h = lead of the straight leg of the crossing ahead of TNC up to the TP of the lead curve,

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t = thickness of the switch at the toe,
I = distance from the toe of the switch to the point where the tangent drawn to the extended lead curve
is parallel to the main line gauge face,
V = distance between the main line gauge face and the tangent drawn to the lead curve from a distance
l from the toe,
y = vertical ordinate along the Y-axis,
= crossing angle, and
= switch angle

11. INSPECTION AND MAINTENANCE OF POINTS AND CROSSINGS

Points and crossings should be thoroughly examined, since their upkeep has a significant impact on the
experience of a railway trip. Turnouts should be properly maintained because the quality of these
transition facilities has a great impact on passenger comfort and safety overall. A frequent and
comprehensive inspection of all main-line turnouts is required in order to undertake the appropriate
maintenance work when needed. A periodic maintenance is a must for all turnouts and should be done
following the schedule for various components of this complicated assembly. The regularity of
inspections will vary depending on the type of service and the volume of traffic. On high-traffic-
density high-speed main tracks, detailed inspections may be required every other day, although weekly
detailed inspections may be acceptable on lines with lower traffic density. Even on low-speed branch-
line tracks, a complete examination of each turnout in the main track should be performed at least once
a week, because the level of maintenance and the class of materials used are often not as high as on
more significant lines. The inspections must be scheduled in such a way that their frequency will allow
us to significantly reduce or even eliminate the possibility of unsafe conditions to arise without warning.

In order for these methods to be effective, the inspection must be thorough and the engineer/technician
must pay attention to all the details regarding the safety and serviceability aspects of all the
components of the facility. The inspector should keep a close eye out for changes in the line and
surface, evidence of incorrect anchoring, drainage in the turnout area, and any signs of unusual wear
developing on the switch points, frog, particularly at the frog point, and guard rail. Each component of
the turnout should be examined to ensure that it is in perfect working order, with special attention
devoted to the guard gauge.

Condition of tongue rails and stock rails

The following critical points must be examined. The top of the tongue rail, as well as the gauge face
side, should be free of wear. Rails that are badly worn out should be replaced. It is important to ensure
that the turnout side stock rail has the required bend before of the switch toe; otherwise, the alignment
at this point would be disturbing.

Condition of fittings of tongue and stock rails

The fittings should be snug, and the spherical washers should be positioned correctly. For proper
operation of the points, the sliding chairs should be cleaned and oiled with graphite. The loose heel
joint on the fish plates should be given with the appropriate degree of bend. If there are no facilities for
a gauge tie plate, one should be provided.

Gauge and cross level at switch assembly

The accuracy of the gauge and cross levels should be verified at the following locations: For the
straight track and turnout side, I the stock joint, (ii) 150 mm (6") behind the switch's toe, (iii) the mid-
switch, and (iv) the switch's heel.

Condition of crossing and tongue rail

It is necessary to inspect the condition of the crossings and fittings. A point or wing rail's maximum
vertical wear is 10 mm, and they should be reconditioned when the wear reaches 6 mm. The burrs from
the burns should also be removed, and the fittings tightened. A tongue rail's maximum vertical wear is
6 mm, whereas the maximum lateral wear is 8 mm for 90 R and 52-kg rails and 5 mm for 60 R and 75
R rails. Before this value is reached, the tongue rail should be replaced or reconditioned. The Railway

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Board has determined that maximum vertical wear on wing rails and the nose of crossings on the
Rajdhani and Shatabdi lines should be limited to 4 mm, and 6 mm on all other routes. CMS crossings,
on the other hand, have wear restrictions of 5.5 mm for Rajdhani and Shatabdi roads and 7.5 mm for all
other routes.

Clearance between stock and tongue rails at the heel of switch

These are the proposed values for the clearance values.

Throw of the Switch

The throw of the switch should be as above.

Check Rails
It's important to examine the condition of the check rails. The following rail clearances should be
checked:

Table 3 Rail Clearance Values

Maximum Minimum
BG 48 44
MG 44 41

Cross levels on straight tracks and turnouts

Cross levels on straight tracks and turnouts should be checked regularly to make that they are correct in
all places.

Sleepers
The integrity of the sleepers and their connections should be examined, and any sleepers that are no
longer functional should be replaced. Sleepers should be properly squared and spaced, and they should
be firmly packed.

Ballast and drainage

Enough quantity of ballast should be available so as to provide an adequate cushion. The drainage
should be proper.

Any other defects

If there are any other defects in the layout, these should be checked and corrected. Below are some
common defects of turnout components which may be corrected with timely inspection and
maintenance.

Fig.20 Lipping Failure in switch and stock rail assembly.

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This Fig.12 shows a flaw as a plastically distorted lip in the wheel transfer area of the switch/stock rail
and crossing nose/wing rail. Material breakouts from the stock and switch rail, as well as the crossing
nose, might occur as a result of this flaw.

Fig.21 Incorrect lateral attachment of switch rail.

A minor gap (incorrect lateral attachment) between the switch and stock rail, as well as the crossing
nose and wing rail, characterizes this problem. The issue might result in high dynamic loads, causing S
& C components to deteriorate more quickly.

Schedule of Inspection

Table 4 Schedule of Inspection

PWI (Permanent Once in 3 months in rotation for passenger lines and once in 6
way Inspector) III months in rotation for other lines. The interval between two
and PWI (in inspections of a turnout in passenger line should not exceed 4
charge) months.
AEN (Assistant Once in 12 months for all passenger lines and test checking of
Engineer) 10% of other points and crossings
DEN (Divisional Test checking of certain number of points and crossings,
Engineer) particularly in running line and those recommended for
renewals.

It should be noted that the road-master of the track has to be checking the condition of the crossing and
point at-least once a month in addition to the detailed inspection by the section foreman or other
designated employee. This is to ensure that any mistakes that might have escaped the eyes of the
inspector may be caught by a second check. This examination by the roadmaster should be thorough,
and it should not be confused with the roadmaster's running inspections while travelling by rail or
automobile.It is standard practise to replace all turnouts when a line's rail is changed, and this practise
is in keeping with excellent maintenance practices. Replacements of damaged and worn sections are
then made piecemeal as needed during the rail's operational life.

REFERENCES USED:
1. http://www.capacity4rail.eu/IMG/pdf/c4r_-_d131_-_operational_failure_modes_of_scs_public_.pdf
2. https://www.iricen.gov.in/iricen/ipwe_seminar/2016/2.pdf
3. https://www.arema.org/files/roadmasters/1952/1952_Maintenance-and-Inspection-of-Turnouts.pdf
4. http://db-instructionbook.de/Chapter9.pdf
5. https://youtu.be/6GCvIVmz3rM

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