Rail Turnouts Crossings

GEOMETRIC
DESIGN OF TRANSPORT INFRASTUCTURE 315 – GTD711S
GEOMETRIC DESIGN OF TRANSPORTATION INFRASTRUCTURES 315 –
GDT 711S
TURNOUTS, SWITCHES AND CROSSINGS
GEOMETRIC DESIGN OF TRANSPORT INFRASTUCTURE 315 – GTD711S
TURNOUT
Geometric Design of Transportation Infrastructures 315 – GDT 711S 2
TURNOUT
TURNOUTS
• Turnout is an arrangements of points and crossings to allow trains to move (or divert)
from one track to another
• It is sometimes referred to as Point and Crossing (the main parts)
• The tracks connected to the turnouts may be;
– Parallel to each other,
– Diverging from one another, or
– Converging with each other
• Based on the direction of diversion, turnouts are classified as;
– Left Hand Turnout – diverts the train to the left
– Right Hand Turnout – diverts the train to the right
• There are two significant aspects of the turnouts to consider
– They form the weakest points on the track due to joints and movable fastenings
– They retard the movement of the trains
TURNOUTS
IMPORTANT TERMS
• Facing Direction:
o Is the direction from the toe of switch towards the crossing
• Trailing Direction:
o Is the direction from the crossing towards the switches
• Facing Points of Turnouts:
o When a train travels from the switch to the frog, the points are known as facing points of
turnouts
• Trailing Points of Turnouts:
o When a train travels in the direction from the crossing to the switches, the points are
known as trailing points or trailing turnouts
COMPONENTS OF A TURNOUT
• A pair of tongue rails – the tapered movable rail, made of high‐carbon or – manganese
steel to withstand wear
• A pair of stock rails – the running rail against which a tongue rail operates
• A crossing (or frog) – a device used at the junction where two rails cross each other to
allow the wheel flange to cross a rail of another track
• Four lead rails
• Two check rails
• Slide chairs
• Stretcher bar
• A pair of heel blocks
• Switch tie plate or gauge
• Parts for operating the points – Rods, Cranks, Levers etc
COMPONENTS OF A TURNOUT
• Locking system which includes;
– Locking box,
– Lock bar,
– Plunger bar, etc
SWITCH (OR POINT) DETAILS
DIVERSIONS IN TURNOUTS
DIVERSIONS IN TURNOUTS
RIGHT HAND TURNOUT
LEFT HAND TURNOUT
RIGHT-HAND TURNOUT
LEFT-HAND TURNOUT
EXAMPLES OF SIMPLE TURNOUTS
SYMMETRIC TURNOUT
THREE WAY SWITCH
TURNOUT WITH DOUBLE SLIP SWITCH
TURNOUTS AT OVERLAPPING JUNCTION LINE
TURNOUT ON TWIN GAUGE RAILWAY TRACK
SELECTION OF TURNOUT SIZE
• Location and Use
• Speed
• Type of Locomotive
CROSSINGS
• These are arrangements of rails, which enable the flanges of the wheels to cross a rail of
another track
TYPES OF CROSSINGS
• Based on the shape of crossing
– Acute angle crossing (the ‘V' crossing or Frog)
– Obtuse angle crossing (Diamond crossing)
– Square Crossing
• Based on the crossing assembly
– Spring or movable wing crossing
– Ramped crossing
• Number of crossing (N)
– This is defined as a ratio of the Spread at the leg of crossing and the Length of the
crossing from the TNC
ACUTE AND OBTUSE ANGLE CROSSINGS
COMPONENTS OF THE CROSSING
• Crossing lead rail:
• The heels of tongue rail are connected to the crossing with two rails, one straight rail and
other curved rail
• These two rails are called crossing lead rails
• Point rail:
• This is a rail that forms a V‐shape portion of the crossing (i.e. frog) and ends at the nose of
crossing
• Splice rail:
• This is a rail that forms a V‐shape portion of the crossing and ends a little behind the nose
of crossing
• Wing rail:
• These are the two bent up rails of the crossing which are connected to the ends of the
crossing lead rails (one straight and the other is curved rail)
• Toe of crossing:
• This is a line that joins the joints of the rail of the crossing assembly with the end of
crossing lead rails
• Heels of crossing:
• This is a line which joins the ends of the point rail and splice rail of the crossing
• Throat:
• This is the narrowest space between the two wing rails of a crossing
• Check Rail:
• It is the rail length provided on the opposite side of crossing to check the tendency of
wheel to climb over the crossing
• Crossing angle:
• This is the angle between the gauge of the rail and splice rail
• The size of the crossing is designated by this (crossing) angle
• Theoretical nose of crossing(T.N.C):
• This is a (theoretical) point where the gauge sides of the point rail and that of the splice
rail intersect
• It is slightly away from the actual point where the nose of the crossing is
• Actual nose of crossing(A.N.C):
• This is the actual point where the point rail ends
• The crossings can be made in the following three ways;
• Built up crossing – important to note the components and their appropriate arrangement
• Cast steel crossing – Cast as one block
• Combined rail and cast crossing
THE CROSSING
ACUTE ANGLE CROSSING
OBTUSE ANGLE CROSSING
SPRING OR MOVABLE CROSSING
VARIOUS TYPES OF CROSSINGS (FROGS)
1. SWING NOSE CROSSING • The nose of the crossing moves (swings) to allow
for the train wheel to pass through the turnout
supported by the rail throughout
• This makes the turnout track to be uninterrupted
from entrance to exit
• This type of the crossing has the following
features;
• No need for check rails as the rail wheel is
supported throughout
• Wear to the components is minimised as there is
no impacts from wheel transition
• Suitable for high speed and high axle loads tracks
• Amount of noise is reduced
• It has a better wheel transfer
• The wheel is supported by the wing rail for a
longer transition, this reduces wear and
Geometric Design of Transportation Infrastructures 315 – GDT 711S maintenance required on the point
34
rail
2. MONOBLOCK CROSSING • This is cast as a single unit and usually
hardened
• As a result, there is no need of bolting the
components
3. RAIL BOUND CROSSING • These use manganese steel casting in the
areas with high wearing
• They can be cast as one piece, which will
result in having no components that are
bolted together
3. RAIL BOUND CROSSING
4. COMPOUND CROSSING
These type have no specific patterns
As a result, they can be made in variable
sizes
Compared with other types, these offer low
cost solutions
THE TERM “CROSSING”
RAILWAY CROSSINGS
RAILWAY CROSSINGS
G.
90° CROSSING SKEW CROSSING
CONFIGURATION FOR RAILWAY CROSSING AT 90°
18 INTERLACED TURNOUT
CHICAGO TRANSIT AUTHORITY SWITCH TOWER
RAIL BOUND
CROSSOVERS
LEFT HAND CROSSOVER
LEFT HAND CROSSOVER
LEFT HAND CROSSOVER
LOCOMOTIVE TURNTABLE
MANUALLY OPERATED LOCOMOTIVE TURNTABLE
RAILWAY SIGNALLING
SIGNALS
• Signals are systems or devices or means by which;
– Trains are operated efficiently, and
– Tracks are used to the maximum extent,
While the safety of the passengers, rolling stock and the staff is being maintained
• Objectives of the signalling include;
– To control trains in a safe manner for the conditions ahead
– To maintain a safe distance to any train ahead or dead end ahead
– To prevent the setting of conflicting movements
– To ensure that points are locked in the correct position
– To enable trains to operate to the scheduled speed with minimum disruption consistent
with safety
– Indicate the direction of train movement at diverging junctions
– Protect the trains from collision and derailment at converging junctions
SIGNALS
• Objectives of the signalling include;
– Ensure safety (and provide efficiency) during shunting operations
– Managing train movements during maintenance and repairs
• Railway signals can be placed;
– At the start of a section of track
– In advance of other signals
– On the approach to a level crossing
– At a switch or turnout
– Ahead of platforms or other places that trains are likely to be stopped
SIGNALS
• They can be classified as follows
1. Based on the Operating Characteristics
• Audible
• Visual
– Hand Operated ‐ Used by Station Masters, Train Guards, Gang Men, etc.
– Fixed Installation ‐ Mechanical or electrical devices erected beside a railway line to pass information
to train drivers on the condition or state of the line ahead
2. Based on the Functional Characteristics
• Hand signals
• These display their indications using any of the following three methods;
– Green and Red Flags ‐ visible and used only during the day
– Green, Yellow and Red Lights ‐ hand held lamps used at night times
– Hand Indications ‐ visible and used only during the day
SIGNALS
2. Based on the Functional Characteristics
• Fixed Signals
– Stop Signals
These signals have danger (STOP) as their most restrictive indication
o Receptions Signals ‐ Home Signal and Outer Signals
o Departure Signals ‐ Starter Signal and Advance Starter Signal
– Distant Signals (also called Warner or Approach Signals)
These do not compel a stop when in their most restrictive position
– Shunting signals
Mounted at lower level for shunting operations (Ground Signals)
EXAMPLES OF HAND SIGNALS
1. STOP SIGN
2. PROCEED SIGN
• Fixed signals are usually fixed on a post on the sides the track and can be of;
– Movable Arm Type (Semaphore),
– Coloured Light Type, or
– Disc Type
STOP SIGNALS
• Stop Signals are also differentiated by their locations along the track
– Receptions Signals
• These are used to receive a train from a block section to a station
Outer Signals
Home Signals
– Departure Signals
• These are used to control the train departure from a station
Starter Signal
Advance Starter Signal GDT 711S
Geometric Design of Transportation Infrastructures 315 – 57
1. OUTER SIGNAL
• This is the first Stop signal a train meets on entering a station
• It indicates the train entry to a station from a block
• It is located at an adequate distance outside the point up to which the line
– may be obstructed after Line Clear has been granted
• Normally it has one STOP arm and a warner signal on same post 2m below it
PROCEED OR CLEAR POSITION
STOP POSITION
The driver must stop train at a
The driver can take train at normal
distance of 90m before outer signal speed
and Proceed to home signal with Assuming home signal is also in
caution proceed position
2. HOME SIGNAL
o If Outer signal is provided this becomes the second Stop signal of a station
o It is located at the door of station (and hence called home signal)
o It is mainly used to protect the lines that are already occupied
o It is located not more than 180m from start of switches
o It may have bracketed arms to indicate which line is to be used
• Other places where STOP signals can be used include protection of;
– Junctions
– Points (or Switches)
– Level Crossings
– Platforms
– Block sections
• In such places, STOP signals may not be divided into Outer and Home signals
DEPARTURE SIGNALS
• These are Stop signals that control the movement of trains leaving a station
• These are divided into two types;
– Starter Signal
– Advance Starter Signal
1. STARTER SIGNAL
• These are signals provided for each line to control the movement of trains leaving a
station
• This becomes the last Stop signal if departure of a train from the station is controlled by a
single starting signal
• A train cannot leave a station unless starter signal is in a Proceed position
DEPARTURE SIGNALS
2. ADVANCE STARTER SIGNAL
• This becomes the last Stop signal if departure of a train from the station is controlled by
more than one starting signal
• It indicates that the train had left station and is no more the responsibility of station
master
DISTANT (OR WARNER) SIGNALS
• These are signals used to provides advance warning of a stop signal ahead
• Their operations do not compel a stop when in their most restrictive position
• They are located on the approach to the corresponding stop signals by at least the braking
distance
• This is very important especially on high speed routes
EXAMPLE OF SIGNAL BOX LAYOUT
• The crossover and level crossing are protected by the Stop Signal
• The Starting Signal guards the entrance to the next block section
SEMAPHORE SIGNALS
• These are mechanical signals used worldwide
SEMAPHORE SIGNALS – STOP AND DISTANT SIGNALS
COLOUR LIGHT SIGNALS
ROUTING SIGNAL

Rail Turnouts Crossings

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GEOMETRIC

EXAMPLES OF SIMPLE TURNOUTS

EXAMPLES OF SIMPLE TURNOUTS

EXAMPLES OF SIMPLE TURNOUTS

90° CROSSING SKEW CROSSING

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