Unit - 10

RAILWAY ENGINEERING
Lecture Number 46
Turnout Design & Maintenance
RAJAT RASTOGI
CIVIL ENGINEERING
1
Discussed in Previous Lecture
• Number of Crossings
• Turnout Design
– Coles method
– Method 2
– IRS method
2
Today’s Discussion
• Turnout Design
– Numerical
– Curved turnout
– High-speed turnout
• Inspection and Maintenance
– For switches
– For points
– For crossings
3
Turnout Design – IRS method
• Design:
– TL = (G – d – h*Sinα)* Cot (α+β)/2 + h*Cos α
– R = (G – d – h*Sinα) / [Cos β – Cos α]
Railway Engineering by Chandra and Agarwal
4
Turnout Design – IRS method: Numerical 1
• Consider the data: BG track, 1 in 8.5 turnout,

straight switches, turnout curve ends
864mm ahead of TNC, heel divergence
136mm, switch angle 1o34’27”. Calculate
length of lead and radius of turnout.
• Solution Railway Engineering by Chandra and Agarwal
– G = 1.676 m, d = 136mm, h = 864mm, N = 8.5, β =

1o34’27” = 1.5742
– Angle of crossing α = Cot-1N = Cot-18.5 = 6.7098o
or 6o42’35”
5
• Solution
– TL = (1.676 – 0.136 – 0.864*Sin 6.7098)*Cot
(6.7098 + 1.5742)/2 + 0.864*Cos 6.7098
– TL = 20.73 m Railway Engineering by Chandra and Agarwal
– R = (G – d – h*Sinα) / [Cos β – Cos α]

– R = (1.676 – 0.136 – 0.864*Sin 6.7098)/[Cos
1.5742 – Cos 6.7098]
– R = 222.36 m
6
• Consider the data: BG track, 1 in 12 turnout, heel

divergence 133mm, crossing angle 4o45’49”,
switch angle 1o08’00”, straight length between
TNC and tangent point of crossing 1.418 m.
Calculate the lead length and the radius of
turnout. Railway Engineering by Chandra and Agarwal
• Solution
– G = 1.676 m, d = 133mm, h = 1.418 m, N = 12, β =
1o08’00” = 1.1333, α = 4o45’49” = 4.7636
7
• Solution
– TL = (1.676 – 0.133 – 1.418*Sin 4.7636)*Cot
(4.7636 + 1.1333)/2 + 1.418*Cos 4.7636
– TL = 29.084 m
– R = (G – d – h*Sinα) / [Cos β – Cos α] Railway Engineering by Chandra and Agarwal
– R = (1.676 – 0.133 – 1.418*Sin 4.7636)/[Cos

1.1333 – Cos 4.7636]
– R = 437.38 m
8
Turnout – Curved Switches
• Radius of the turnout for the curved switches is

calculated as:
G − t − h sin  G − t − h sin 
R= =
+ − cos  − cos
2 sin sin
2 2
• 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:
• I = R sin  - (G – t – h*Sin )*Cot (+)/2
9
Turnout – Curved Switches
• Distance between the main line gauge face

and the tangent drawn to the lead curve at a
distance ‘I’ from the toe
• V = G – [h*Sin  + R (1 – cos )]
• Switch Lead = SL = [2R(d – y) – (d – y)2 – 1)]
• Lead = (G – t – h*Sin )*Cot (+)/2 – SL –
h*Cos 
• Where, t = thickness of the switch at the toe
• y = vertical ordinate along the Y-axis
10
Turnouts
• Factors causing low speeds on turnouts in IR

– Sudden change in the direction of the running
edge upon entry onto the switch from a straight
track
– Absence of a transition between the curved lead
and straight switch, and between the curved lead
and straight crossing
– Absence of super elevation over turnout
– Gaps in the gauge face and running table at the
crossing
– Variation in cross level due to raising of switch rail
11
Turnouts
• Features of turnout for speeds above 100

kmph
– Provide long curved switches to avoid abrupt
change in the direction of the vehicle at the entry
to the switch
– Provide curve to the switches and crossings same
as the radius of the lead curve
– Provide a transition curve between the toe of the
switch and the nose of the crossing
– Permit higher cant deficiency to compensate the
disadvantage of not providing a superelevation on
the turnout
12
Turnouts
• Turnouts considered on IR for high-speed

standardization:
– For goods yards for a maximum permissible speed
of 25 kmph
– For passenger yards for maximum permissible
speed of 50 kmph
– In periphery of big yards for bypass lines for a
maximum permissible speed of 75 kmph
– At junction joints of single line and double line
sections for a maximum permissible speed of 100
kmph
13
High—Speed Turnout
• For passenger yards for maximum permissible

speed of 50 kmph, 1 in 12 turnout
– Overall length is kept same as conventional 1 in 12
turnout with consideration of easy replacement
– Thick web-tongue rail is used to provide high lateral
rigidity and longer life to the turnout
– Use of special spring leaf clip to fasten the inner foot
of the stock rail and thus prevent non-lateral
rotation at the stock rail head
– Use of sturdy fittings on the outside of stock rail to
minimize dynamic gauge widening
14
• For passenger yards for maximum permissible

speed of 50 kmph
– Basic design features for 1 in 12 turnout:
• Total length = 39.659 m
• Lead = 27.386 m
• Radius = 141.36 m
• Crossing angle = 4o45’49”
• Switch angle at toe = 0o20’0”
• 52 kg rail section with wooden sleeper with spacing
550 to 600 mm
• Non-overriding thick web switch (ZU-2-49 type)
15
• Contd.
– Basic design features for 1 in 12 turnout:
• CMS crossing, with rail clearance as: At throat
44mm, at opposite nose 44mm, at end of flare
64mm
• Flare slope 1 in 31 for crossing
• Check rail clearance as: at opposite nose 41mm, at
end of flare slope 63mm, flare slope 1 in 68
16
Inspection & Maintenance – Points & Crossings
• General
– P&C shall be laid without the 1 in 20 cant unless
otherwise specified
– No junction fishplate be used at stock rail joint or at
the heel of the crossing
– Weld stock and lead rail joints
– Use special spherical washer on skew side to flush fit
the head of the nut of the bolt with the web of the
rail
– Ensure correct spacing of sleepers as per type of
turnout
17
• General
– Clearance at the toe, heel of switch, checkrail, wing
rail be maintained within permissible limits
– Chairs, fastenings, fittings be properly secured
– Packing under the sleepers shall not be loose or
defective
– If creep is observed, then elastic fastenings shall be
examined
– Maintenance cycle be created in areas with large
number of P&C, like marshalling yards, sidings,
terminal stations, etc.
18
• Maintenance of Switch
– Badly worn or damaged stock or tongue rails be
replaced when:
• Chipped or cracked for cumulative length of
200mm over a length of 1000mm
• Chipping is defined as worn out to a depth of
10mm over a continuous length of 10mm
• It is badly twisted or bent causing a gap of 5mm or
more at the toe
• If wear on the stock rail exceeds the limits as:
19
– Wear limits for the stock rail:
• Loss of section: 52 kg/m rail 6%; 60 kg/m rail 7%
• Due to corrosion: 1.5mm in web or foot
• Vertical wear: 52 kg/m rail 8mm; 60 kg/m rail 13mm
• Lateral wear: Curves – ‘A’ and ‘B’ route 8mm
• Lateral wear: Curves – ‘C’ and ‘D’ route 10mm
• Lateral wear: Straight – ‘A’ and ‘B’ route 6mm
• Lateral wear: Straight – ‘C’ and ‘D’ route 8mm
20
– Lubricate the gauge face of the tongue rail
– The gap between the top of the leading stretcher
bar and bottom of stock rail should be between
1.5 mm to 5 mm
– Tongue rails shall bear evenly on all the slide
chairs. In closed condition it must bear evenly
against the slide blocks
21
• Maintenance of Crossing
– Reason for damage to the nose of crossing shall be
ascertained before renewal
– To avoid hitting of nose, it shall be ensured that the
checkrail clearance should be between 41 to 45 mm
for fan-shaped turnout
– In obtuse Crossings, the distance between the throat
and the nose must be maintained correctly
– In diamond crossings, obtuse crossings should be
laid square to each other with respect to the center
line of the acute Crossings
22
– Maximum permissible vertical wear on wing rails
or nose of crossing shall be 10 mm
– On Rajdhani / Shatabdi routes conditioning /
resurfacing by welding shall be planned on
reaching the following wear limits:
• Built-up / welded crossing 6mm
• CMS crossing 8mm
• Deduction be made in above wear for CMS
crossing on account of cant of 1 in 20
23
– On CMS crossing deduction in wear limits:
• For 52 kg/m rail section 2.0mm
• For 60 kg/m rail section 2.5mm
• For heat-treated welded crossing 3.5mm
• Maintenance of lead portion and turn-in curve
– Check versine at stations at 3.0 m intervals. It should
not be more than 3mm at each station in lead curve
and turn-in curve
– Check versine of turn-in curves on loops at stations
at 3 m interval for sharpness of the curve
24
• Renewal of Points and Switches

– If wear on switches and crossings exceeds the
limit, as already specified
– If total traffic carried is (minimum GMT):
52 kg/m rail 60 kg/m rail
Fabricated switch 150 200
Thick web switch 500 500
CMS crossing 300 300
25

– Renewal is due for sleepers
– Rail section on either side has changed
– While renewing, layout shall be improved
– Standard rail sections shall be used
– At least one rail length on either side of the
turnout should have the same section of rail as
the turnout
– Joints on the SRJ and lead rail should be welded
26

– New gauge tie plates be fixed
– Before connecting stretcher bars, tongue rail be
examined regarding its fitting with the stock rail.
If tongue rail is not fitting properly against the
stock rail, then it should be carefully Jim-crowed
– Before renewal, ballast should be deep screened.
After deep screening, the ballast should be placed
first upto the bottom of the sleeper, with extra
quantity for packing of sleepers kept ready
27

– Renewal can be done using any method:
• Building up at the site (Manual) – In this method, all
the Permanent Way Materials for the turnout are
brought to the site and the turnout assembled at site
in its correct position after dismantling the old
turnout
• Slewing of Pre-assembled turnout at site (Manual)
a) The layout is assembled by the side of the existing
layout.
28

• Slewing of Pre-assembled turnout at site
(Manual)
b) The ground on which the turnout is to be
assembled is levelled first.
c) If necessary room is not available, additional
space is created by doing extra earthwork or by
constructing a working platform with the old rails
and sleepers.
29

• Slewing of Pre-assembled turnout at site
(Manual)
d) The assembly is usually built on a rail grid, the top
surface of which is greased beforehand to facilitate
easy slewing.
e) During the block period, the existing layout is
dismantled and removed and the pre-assembled
layout is slewed in its correct position, aligned and
packed
30

• Preassembling &laying with mechanical (Machines)
31
Sleepers at Points & Crossings
Interlaced
Sleepers
• Difficulty in packing of the

ballast at crossing location
• Deformation of curved track
is caused
32
Sleepers at Points & Crossings
Through Sleepers
• Both tracks are maintained at

the same level
• Procurement of long sleepers
is a problem
33
Today we have discussed the Turnout design, curved
turnouts, turnouts for high-speed tracks, Inspection
and maintenance of switches, crossings, lead and
curved section, and points and crossings.
Arrangement of sleepers at points and crossings is
also discussed.
Thank You
34
RAILWAY ENGINEERING
Lecture Number 47
Track Junctions & Design - I
RAJAT RASTOGI
CIVIL ENGINEERING
1
• Turnout Design
– Numerical
– Curved turnout
– High-speed turnout
• Inspection and Maintenance
– For switches
– For points
– For crossings
2
• Track Junctions
– Layouts
• Based on flexure
• Based on Split
• Other Layouts
– Crossover Design
3
Track Junctions
• Combination of points and crossings meant

for transferring vehicles from one track to
another track or enable them to crossover
from one track to another track
• Classification
– Based on flexure: Similar or contrary
– Based on Split: Symmetrical, unsymmetrical,
Three-throw switch
– Based on Slip: Single or double slip
4
Track Junctions
• Other Specific Types:

– Double turnout
– Crossover
– Diamond turnout
– Scissor Crossover
– Gauntleted Track
– Triangle
5
Track Junctions - Flexure
• Similar Flexure
– Turnout continues to run in the same direction as
the main line curve even after branching off from it themoscowtimes.com
– Degree of turnout curve is higher than the degree of

mail line track
– Degree of turnout curve: Dt = Ds + Dm
– Radius: Rm*Rs/(Rm + Rs)
– Where, Ds is the degree of the outer rail of the
turnout curve
– Rs is the radius of the outer rail of the turnout curve
6
Track Junctions - Flexure
• Contrary Flexure
– Turnout takes a turn in the direction opposite to
mwrail.org.uk
that of the main line themoscowtimes.com
– Degree of turnout curve: Dt = Ds - Dm

– Radius: Rm*Rs/(Rm - Rs)
– Where, Ds is the degree of the outer rail of the
turnout curve
– Rs is the radius of the outer rail of the turnout
curve
7
Track Junctions - Split
• Symmetrical Split
– Symmetrical about center line of the mail track
medium.com
– Splits in to two opposite direction with equal radii

– Provides an opportunity to turn in left and right
directions
– It consist of a pair of points, 4 curved lead rails, 2
check rails, one acute angle crossing
– It is suitable for locations with space constraints
8
• Un-Symmetrical Split
– This is not symmetrical about center line of the
mwrail.org.uk
mail track
– It splits in to two opposite direction with unequal
radii
– It still provides an opportunity to turn in left and
right directions
– It consist of a pair of points, 4 curved lead rails, 2
check rails, one acute angle crossing
9
• Three Throw Switch

– In this case two turnouts take off from the main
track at a same point, along with the continuation of
the main line track Railway-fastners.com
– It can have contrary flexure or similar flexure

– This is used in congested goods yards and at entry
points of locomotive yards
– It has two switches, with each switch having two
tongue rails placed side by side
– A combined heel block is used for both the tongue
rails
10
• Three Throw Switch

– Other components are two stock rails, three
crossings, 4 to 6 check rails (four for contrary and
six for similar flexure)
– It allows movement in three directions, straight,
to the left and to the right
– These may be hazardous at high speeds, as use of
double switches may cause derailment
11
Track Junctions – Double Turnout
• Double Turnout
– This is an improvement over the Three Throw switch
– Turnouts take off from the main line track at two
different locations
– The distance between the two switches shall be
sufficient for operation or throw of the point Railway Engineering by Chandra and Agarwal
– These also can be of similar flexure (both turnouts

taking off on same side of main track) or contrary
flexure (turnouts taking off in two different
directions)
12
Track Junctions – Double Turnout
• Double Turnout
– These are mostly used in congested areas, or
where traffic is heavy or to economize on space
13
Track Junctions - Crossover
• It allows the movement of a train between two

parallel tracks
• The movement is either to left side or right side
from either of the parallel tracks
• Arrangement consists of 2 pair of switches, 2
acute angle crossings with reverse curves with or rail-fastners.com
without straight length in between and 4 check

rails.
• This is mostly used for low-speed sidings, or
crossing from one direction
14
Track Junctions – Crossover Design
• Three conditions may occur:

• A cross over with intermediate portion
straight and crossing angles equal
curved and crossing angles equal rail-fastners.com

curved and crossing angles being not equal
15
• Coles Design: Crossover between parallel

tracks with an intermediate straight portion
– D = Distance between centers of parallel tracks
–  = angle of crossing (equal for both)
– ST = Horizontal projections of intermediate
portion on main track Railway Engineering by Chandra and Agarwal
– TL = overall length of the crossover (from TP of

one track to TP of another track)
– Straight portion of the crossover is between the
TNC on one track to TNC on another track
16
• Coles Design:
– Straight portion of the track ST
– ST = (D – G)*N – G*(1 + N2)
– Where G = Gauge of the track
– N = Number of crossing
–
Overall length of the crossover TL
– TL = Curved lead of first turnout + Straight portion
+ Curved lead of second turnout
– Curved lead of the turnout (as discussed in the
turnout design) = 2GN
17
• Coles Design:
– TL = 2GN + (D – G)*N – G*(1 + N2) + 2GN
– TL = (D – G)*N + G*{4N - (1 + N2)}
– As value of square of ‘N’ is much larger than 1,
then (1 + N2) ~ N2
– TL = (D + 2G)*N Railway Engineering by Chandra and Agarwal
– TL = 2GN + ST + 2GN
– TL = 4GN + ST
18
Track Junctions – Crossover Design: Numerical 1
• Consider the data: Two parallel BG tracks,

turnout 1 in 8.5, center-to-center distance
between tracks 5 m, calculate the length of
straight portion and overall length of the
crossover
• Solution: Railway Engineering by Chandra and Agarwal
– G = 1.676 m, D = 5m, N = 8.5

– ST = (D – G)*N – G*(1 + N2)
– ST = (5 – 1.676)*8.5 – 1.676* (1 + 8.52) = 13.91 m
– TL = ST + 4GN = 13.91 + 4*1.676*8.5 = 70.89 m
19
turnout 1 in 12, center-to-center distance
between tracks 5 m, heel divergence 133mm,
calculate the length of straight portion, overall
length of the crossover, radius of curved lead and
lead distance. Use Coles method
• Solution: Railway Engineering by Chandra and Agarwal
– G = 1.676 m, D = 5m, N = 12, d = 133mm

– ST = (D – G)*N – G*(1 + N2)
– ST = (5 – 1.676)*12 – 1.676* (1 + 122) = 19.69 m
– TL = ST + 4GN = 19.69 + 4*1.676*12 = 100.13 m
20
• Solution:
– Radius of turnout curve R = 1.5G + 2GN2
– R = 1.5*1.676 + 2*1.676*122 = 485 m
– Lead of crossing = L = CL – SL
– L = 2GN – (2R*d – d2) Railway Engineering by Chandra and Agarwal
– L = 2*1.676*12 - (2*485*0.133 – 0.1332)

– L = 28.8 m
21
• IRS Design: Crossover between parallel

– D = Distance between centers of parallel tracks
–  = angle of crossing (equal for both)
– ST = Horizontal projections of intermediate Railway Engineering by Chandra and Agarwal
portion on main track from TNC to TNC

– ST = (D – G – G*Sec )*Cot 
– ST = D*Cot  – G*Cot /2
22
• IRS Design: Crossover between parallel

– L = Length along the crossover (from TNC of one
track to TNC of another track)
– L = (D – G – G*Sec )*Cosec  + G*Tan 
23

between tracks 5 m, calculate the length of
straight portion along the curve and as
horizontal projection of straight main line track.
Use IRS method Railway Engineering by Chandra and Agarwal
• Solution:
– G = 1.676 m, D = 5m, N = 12,
– Angle of crossing Cot α = N
– α = 4.7636o = 4o45’49”
24
• Solution:
– Horizontal projection on straight main track = ST
– ST = D*Cot  – G*Cot /2
– ST = 5*Cot 4.7636 – 1.676*Cot 4.7636/2
– ST = 60 + 40.29 = 100.29 m Railway Engineering by Chandra and Agarwal
– L = (D – G – G*Sec )*Cosec  + G*Tan 

– L = (5 – 1.676 – 1.676*Sec 4.7636)*Cosec 4.7636
+ 1.676*Tan 4.7636
– L = 19.77 + 0.14 = 19.91 m
25
• Crossover between parallel tracks with an

intermediate curved portion and crossing angles
equal
– S = L - 4GN
– L = {D (4R – 2G - D)}
• Crossover between parallel tracks with an Railway Engineering by Chandra and Agarwal
intermediate curved portion and crossing angles

not equal
– S = L - 2GN1 – 2GN2
– L = {D (2R1 + 2R2 – 2G - D)}
26

between tracks 5 m, intermediate portion is
curved, calculate the horizontal projection of
curved crossover on main line track and
length between TNCs. Railway Engineering by Chandra and Agarwal
• Solution:
– G = 1.676 m, D = 5m, N = 12
– Radius of turnout R = 1.5G + 2GN2
27
• Solution:
– R = 1.5*1.676 + 2*1.676*122 = 485.202 ~ 485 m
– L = {D (4R – 2G - D)}
– L = {5*(4*485 – 2*1.676 – 5)} = 98.27 m
– Horizontal projection between TNC = S = L - 4GN Railway Engineering by Chandra and Agarwal
– S = 98.27 – 4*1.676*12 = 17.82 m
28

turnout 1 in 12 meeting turnout 1 in 16,
center-to-center distance between tracks 5
m, calculate the horizontal projection of
curved crossover on main line track and
length between TNCs. Railway Engineering by Chandra and Agarwal
• Solution:
– G = 1.676 m, D = 5m, N1 = 12, N2 = 16
– Radius of turnout R = 1.5G + 2GN2
29
• Solution:
– G = 1.676 m, D = 5m, N1 = 12, N2 = 16
– Radius of 1 in 12 turnout R1 = 1.5G + 2GN12
– R1 = 1.5*1.676 + 2*1.676*122 = 485 m
– R2 = 1.5*1.676 + 2*1.676*162 = 860.63 ~ 861 m Railway Engineering by Chandra and Agarwal
– L = {D (2R1 + 2R2 – 2G - D)}

– L = {5*(2*485 + 2*861 – 2*1.676 – 5} = 115. 84m
– S = L - 2GN1 – 2GN2
– S = 115.84 – 2*1.676*12 – 2*1.676*16 = 21.98 m
30
Today we have discussed the layouts of track junctions.
These are classified based on flexure (similar or
contrary) and based on split of track as symmetrical
or unsymmetrical. Other junctions discussed are
three throw switch and double junction. Crossover
design is also discussed.
Thank You
31
RAILWAY ENGINEERING
Lecture Number 48
Track Junctions & Design II
RAJAT RASTOGI
CIVIL ENGINEERING
1
• Track Junctions
– Layouts
• By flexure
• By split
• Other layouts
– Crossover Design
2
• Track Junctions
– Layouts
• Diamond
• Slip
• Scissors
• Gauntlet
• Triangle
• Double Junction
• Fan shaped layout
3
Track Junctions - Diamond
• This type of junction is formed when two

straight tracks cross each other
• It consists of two acute angle crossings, two
obtuse crossings, three pairs of wing rails
and four check rails.
trackwork.com.my
• The layout restricts the speed of movement

hence it should be avoided as far as possible
• Flattest diamond permitted is 1 in 8.5 for BG
4
• In the layout ABCD is a rhombus with four equal

sides
• EB = DF = AE*Cot α = GN
• AB = BC = G*Cosec α
• Diagonal AC = G*Cosec α/2 Railway Engineering by Chandra and Agarwal
• Diagonal BD = G*Sec α/2

• Length of the gap at point B and D increases as
the angle of crossing decreases
5
• Longer gap increases the chance of

deflection of wheel towards wrong side,
especially with smaller diameter wheel
• Improvement in the Design:
– Provision of 25mm higher check rail Railway Engineering by Chandra and Agarwal
– Reduction in the check rail clearance by 3mm in

the case of obtuse crossing
6
Track Junctions – Diamond: Numerical 6
• Consider the data: Two BG tracks crosses

each other at an angle of 1 in 12. Calculate
the dimensions of the diamond crossing
• Solution
– Number of crossing N = 12
– Gauge BG = 1.676 m
– Angle of crossing: Cot α = N
– α = 4.7636o = 4o45’49”
– EB = DF = AE Cot α = GN = 1.676*12 = 20.112 m
7
Track Junctions – Diamond: Numerical 6
• Solution
– AB = BC = AE Cosec α = G Cosec α
– AB = BC = 1.676*Cosec 4.7636 = 20.18 m
– AC = AE Cosec α/2 = 1.676*Cosec 4.7636/2
– AC = 40.33 m Railway Engineering by Chandra and Agarwal
– BD = G*Sec α/2 = 1.676*Sec 4.7636/2

– BD = 1.677 m
8
Track Junctions - Slip
• In a diamond the tracks cross each other but the

train from either of the track cannot change the
track
• Slips are provided to allow the vehicle to change
the track
• Provision of a single slip will allow a train on one
track to move to another track but vice-versa will
not be possible
• For movement from either of the tracks double
slip is provided
9
• The arrangement consists of two acute angle

crossings, two obtuse crossings, four check
rails and special curved lead rails (one or two
in numbers).
• Single slip consists of two pairs of switches
Railraodpart.com
• Double slip consists of four pairs of switches
10
11
Track Junctions – Scissor Crossover
• It is a combination of two crossovers between
the two parallel tracks
• This allows the trains on either track to change
its direction. This is an improvement over single
crossover.
• It is provided at locations where providing two
crossovers is not feasible due to space Piniterest.com
restrictions
• Consists of four pairs of points and switches, six
acute angle crossings, two obtuse angle
crossings, check rails and straight lengths
12
• These can be classified in three types on the

basis of distance between the two parallel
tracks:
– Type-I: The acute crossing of the diamond falls
within the lead of the main line turnout. The lead of
the main line turnout is considerably reduced and
Khurramhashmi.com
hence this is not a satisfactory arrangement
– Type-II: In this case the acute crossing of the
diamond falls opposite the crossing of the main line
turnout. This causes jolting of the wheel and hence
this is not a desirable type
13
• Classification:
– Type-III: In this type of scissor crossover, the acute
crossing of the diamond falls outside the lead of
the main line turnout. Thus, the acute crossing of
the diamond is far away from the crossing of the Piniterest.com
main line track. This gives a satisfactory

arrangement
14
Track Junctions – Gauntlet Track
• Gauntlet track is a temporary diversion provided

on a double line track when double track is to be
narrowed for a short distance or track is under
repair or track is on a bridge and one side is to
be blocked for major repair
Wikipedia.com
• Both the tracks run together on the same
sleepers
• This arrangement has two sets of crossings
without any switches
15
• Gauntlet track is operated on the sections

where trains operate on mix of gauges for
short distances
• Salient features are:
– Two tracks are laid on the same sleepers with two Transittoronto.ca
sets of crossings and without switches

– These can be used for mixed gauges economically
– It can be used to economize the cost of a double
line bridge
16
Cs.trains.com
17
Track Junctions – Gathering Lines
• Gathering line is a section where number of

parallel tracks gather or merge
• Similarly, number of parallel tracks takes off
from the gathering line
• Gathering line is defined by the turnout Railway Engineering by Chandra and Agarwal
angle and the angle of inclination of the

ladder track to the parallel track
• This track is also called as ladder track
18
• Gathering Line at Crossing Angle

– When the angle of inclination of the gathering line is
same as that of the turnout, it is said to be laid at
the angle of crossing
– As the angle of ladder track is equal to the angle of
crossing, the two tracks intersect at the TNC and no
curve is introduced at the turnout crossing to Railway Engineering by Chandra and Agarwal
connect the parallel track

– A closure rail is used at the gap between the back
leg of the crossing at a turnout and stock joint of
next turnout
19
• Gathering Line at Limiting Angle

– When the angle of inclination of the gathering line is
greater than the crossing angle, it is said to be laid at
the limiting angle
– In this case a curve follows the back leg of the
crossing. No gap is left between the stock joint of Railway Engineering by Chandra and Agarwal
next turnout and the back leg of the crossing

– Limiting angle is: Sin α = S/L
– Where, S = space between two parallel tracks
– L = overall length of turnout
20
• Gathering Line can also be laid at 2 to 3 times of

crossing angle
• This type of arrangement is usually found in
marshalling yards and are known as Ballon
layouts
• This layout is based on Herringbone grid and is

used if the various sidings of the marshalling
yard are of equal length
• But this is not a popular design
21
Track Junctions – Triangle
• Mostly used in terminal yards to change the

direction of an engine or on an unimportant
section or where enough area is available
• Cheaper than turntables
• It consists of two simple turnouts and one
symmetrical split along with lead rails, check Railway Engineering by Chandra and Agarwal
rails, etc.
• An engine at ‘P’ will first go to ‘R’, then reverse
to ‘Q’, and then goes to ‘P’ with a change in the
direction
22
Track Junctions – Triangle
• Triangles were used mostly with steam

locomotives. In the case of electric and
diesel locomotives, the engine can move in
either direction and hence there is no need
for the locomotive to traverse a triangle Railway Engineering by Chandra and Agarwal
• Slowly IR is removing the triangles on its

network
23
Track Junctions – Double Junction
• This type of junction is provided when with

two or more main line tracks are running
parallel and branch lines take off from these
main line tracks in the same direction
• It consists of one or more diamond crossing
depending upon the number of parallel rmweb.co.uk
tracks
• This arrangement can also occur with curved
mail line tracks
24
Track Junctions – Fan Shaped Layout
• This layout is designed for concrete sleepers and

is applicable for both right-hand and left-hand
turnouts
• The name is taken as ‘fan-shaped’ because the
slight less spacing on the inner rail and wider
spacing on the outer rail and tilting of sleepers in Railway Engineering by Chandra and Agarwal
the lead portion gives the shape of a fan

• Salient features of this layout are:
– The layout enables the use of same sleeper for LH
and RH turnout with slight lateral shifting
25

– The sleepers in the switch and the crossing portion
have the same orientation as designed, i.e. sleepers
are perpendicular to the main line in the switch and
at right angles to the bisector of the crossing in the
crossing portion
– In the lead portion, the sleepers are laid at the Railway Engineering by Chandra and Agarwal
bisector of the angle made between the

perpendicular drawn from the main line and the
tangent drawn at the various points on the lead
curve (/2)
26

– The sleeper spacing measured along the straight
track is slightly higher than measured on the lead
curve
– All PSC turnout sleepers for BG track are designed
for 60 kg/m rail section Railway Engineering by Chandra and Agarwal
– Smaller rail section can be used with PSC sleepers

with thicker liners
– The slide chairs to accommodate different rail
sections are provided with common hole spacing
27

– Only CMS crossings are used on PSC sleepers’ layout
– The gauge of the concrete sleepers for 1 in 12 BG
turnout is fixed as 1673mm
Turnout Number Number of Number of Total
of main special sleepers sleepers on Number of Railway Engineering by Chandra and Agarwal
sleepers on approaches exit side sleepers

1 in 8.5 54 5 4 on each 67
side, total 8
1 in 12 83 5 4 on each 96
side, total 8
28
Today we have discussed the different layouts of track
junctions like diamond, slip, scissor, gauntlet,
triangle, double junction and fan shaped layouts.
Thank You
29
RAILWAY ENGINEERING
Lecture Number 49
Signaling - I
RAJAT RASTOGI
CIVIL ENGINEERING
1
• Track Junctions
– Layouts
• Diamond
• Slip
• Scissors
• Gauntlet
• Triangle
• Double Junction
• Fan shaped layout
2
• Signalling on Tracks
– Objectives of signalling
– Classification
– Types – Audible, Visual – Hand
operated, Fixed Semaphore Stop
signals, Distant / Warner signals
3
Signalling
• Signals are equipment which are used to control and

regulate the movement of trains on the tracks
• These are used to ensure safety and efficiency on the
network, and to utilize the tracks to the maximum
• Signaling can be defined as a medium of
communication between the control center or station
master and the loco pilot of the train, so that the loco
pilot gets the required information for the safe
running of the train between stations
4
Signalling – Objectives
• To regulate the movement of trains on tracks

• To ensure safety of trains moving on same track
in same direction
• To ensure the safety of trains moving on tracks
with maximum permissible speeds
• To ensure safety of trains which are moving on
crossing tracks or approaching towards each
other
• To maximize the utilization of track
5
Signalling – Objectives
• To ensure safety during shunting operations

• To manage the train movements during
maintenance and repairs of the tracks
• To regulate the arrival and departure of the
trains at stations or in/from station yards
• To ensure safety of the movements at level
crossings where rail and road system crosses
each other
6
Signalling
• Classification of Signals
– Based on Operating Characteristics
• Communication of message in visual form
– Based on Functional Characteristics
• To communicate whether to stop, proceed
cautiously, do shunting operation
– Based on Locational Characteristics
• Reception and departure signals
7
Signalling
• Classification of Signals
– Based on Constructional Characteristics
• Semaphore or coloured light signal
– Based on Special Characteristics
• Calling-on signal, repeater signal, coaching signal,
etc.
8
Signals - Types
9
Signals
• Required at Stations:
– Class-A station: Warner, home, starter
• Outer signal can be provided after taking
permission
– Class-B station: Outer and home
• In multi-aspect upper quadrant system, distant
home and outer signals are provided
– Class-C station: Warner and home
• In MAUQ system, warner signal is replaced by a
distant signal
10
Signals
• Audible
– Detonators are used to warn the loco pilot
– These are used during low visibility conditions
– These are fixed to the rails, and detonates as the
train passes over them
– Placed at least 270 m before the signal, two in https://iriset.railnet.gov.in/content/ppt/sig/S1.pdf
numbers at an interval of 10 m
• Visual
– Hand operated and
– Fixed Installations
11
Move
Signals towards
the
person
• Visual: Hand Operated signalling
Red or green flags
fixed to wooden Move
slowly
handle are used.
for
STOP coupling
Bare arms can be
https://iriset.railnet.gov.in/content/ppt/sig/S1.pdf
used in daytime.
During night,
hand lamps with
Proceed green and red
slides are used.
12
Signals
• Fixed Signals
– These are fixed on the ground by the side of the
track. These can be:
– Running Signals: STOP signal, Permissive signal
– Subsidiary signal: Calling-on signal, position light
shunt signal, etc.
– STOP signals, Multi-Aspect (MAS) signal: Home,
Starter, Advance Starter, Gate signal
– STOP Signal, Two-Aspect (TAS) signal: Outer, Starter,
Advance Starter, Gate signal
13
Signals
• Fixed Signals
– Permissive signals in MAS: Distant signal, Inner
Distant Signal
– Permissive signals in TAS: Warner signal
14
Signals
• Semaphore Signals
– Consists of the following:
• Movable arm
• Spectacle, holding two colour glasses
• Lamp for night indication
• Crank rod, cam, lever and counter weights
• Signal post
• Chain and pulley
• Wire to cabin
15
Signals
– Side towards the pilot is painted red with a
vertical white strip
– Other side is painted white with a black vertical
strip
– It is provided with a lamp for viewing signal at Railway Engineering by Chandra and Agarwal
night. The spectacle at front of lamp contains RED

and GREEN colour glasses
– Horizontal position of arm indicates RED light and
inclined position of the arm indicates GREEN light
16
Aspect: Stop Caution Proceed
Signals
Proceed and be prepared to

Proceed
stop at the next stop signal
THREE Aspect Upper Quadrant Signalling

https://ecr.indianrailways.gov.in/cris/uploads/files/1603
Aspect: Aspect: 174622179
Stop Proceed
TWO Aspect Lower Quadrant Signalling
17
Signals
• Semaphore Signals: MAUQ Signal

– In the case of TALQ (Two Aspect Lower Quadrant)
signal, there is no possibility of having third
aspect as in that case it will be 90o downwards
and may not be visible to the loco pilot
– This caused development of MAUQ signalling
system
– It allowed to have a third aspect as 90o upward
movement of the semaphore arm
18
Signals

– Upper quadrant signal indicators: STOP signal
Position of arm Indicator Meaning
Day Horizontal ON Stop dead
Night One red light
Day Inclined 45o above Caution Proceed and be
horizontal prepared to stop at the
Night One yellow light next signal
Day Vertical Clear Proceed at full speed

Night One green light
19
Signals

– Upper quadrant signal indicators: Warner signal
Position of arm Indicator Meaning
Day Horizontal Caution Proceed at a caution
Night One yellow light speed and be prepared
to stop at the next signal
Day Inclined 45o above Attention Proceed and be
horizontal prepared to pass the
Night Two yellow lights in next stop signal at a
a vertical line restricted speed
Day Vertical Clear Proceed at full speed

20
Night One green light
Signals
– Horizontal position – Red – ON (Stop). This is also
the normal position of the signal.
– 90o above Horizontal – Green – OFF (proceed)
– Signals are designed to fall-safe (i.e. come to Stop Railway Engineering by Chandra and Agarwal
position) if system failure occurs

– These are provided as outer signal, home signal,
starter signal, advance started signal, and warner
signal
21
Signals
Variants
22
Signals
• Permissive Signals – Distant or Warner signal

– For safe and fast movement of trains it is better to
give warning to the loco pilot regarding the state of
section before the train reaches a stop signal
– This is used ahead of the stop signal and is
permissive in nature even in most restrictive
conditions
– In ON position of stop signal the train is to be
stopped but in permissive signal the train can pass
even when it is in ON position
23
Signals
• Permissive Signals – Distant or Warner signal

– The moveable arm of the permissive / warner
signal has a fishtail or a V-notch at the free end
and a V-shaped band is painted in white colour
– Rest of the arm is painted in Red colour
– In the case of Distant signal, it is painted in yellow
colour with a black band
– It can be placed separately or in combination of
the STOP semaphore signal
24
Signals
• Permissive Signals – Warner signal

– With semaphore signal it is placed 1.7 m to 2.1 m
below the semaphore signal
25
Signals

– With coloured light on the same post, the warner
signal is placed 1.5 m to 2.0 m below the fixed
green light
– Mechanical arrangement shall be such that the
warner signal cannot be taken ‘OFF’ while the
Stop signal above it in ‘ON’ position
26
Signals

1. Aspect: proceed
with caution
Indication: Proceed
with caution and
prepare to stop at
the next stop signal
2. Aspect: Proceed
1 2 Indication: Proceed
ECR_SR_CH3_Eng Signal Provisions.pdf
27
Signals
Aspect: Stop Aspect: Proceed with caution Aspect: Proceed

Indication: Stop Dead Indication: Proceed with caution Indication: Proceed
and be prepared to stop at the next
stop signal
28
Signals

1. Aspect: Stop
Indication: Stop Dead
2. Aspect: Proceed with
caution
Indication: Proceed 2 3
with caution and be
prepared to stop at the
1 2 3 next stop signal
3. Aspect: Proceed
Indication: Proceed
29
Signals
• Permissive Signals – Distant signal

1. Aspect: Caution
Indication: Proceed
and be prepared to Aspect: Caution Aspect: Proceed
stop at the next stop Indication: Proceed and Indication: Proceed
be prepared to stop at
signal
the next stop signal ECR_SR_CH3_Eng Signal Provisions.pdf
2. Aspect: Attention
Indication: Proceed
and be prepared to
1 2 3 pass the next signal
at restricted speed
3. Aspect: Proceed
Indication: Proceed
30
Signals

– The distance between the two yellow light shall
be 1.5 m when the signal displays ‘Attention’
aspect at night 1 2 3
– A Distant signal shall be located at an adequate ECR_SR_CH3_Eng Signal Provisions.pdf
distance in rear of the stop signal

– Where necessary more than one Distant signal
may be provided. These are named as Distant
signals and Inner Distant signals.
31
Signals

– In case of multiple Distant signals, Distant signal
displays ‘Attention’ (double yellow) or ‘Proceed’
(green) aspect only, whereas Inner Distant signals
1 2 3
shall display ‘Caution’ (single yellow), ‘Attention’
(double yellow) or ‘Proceed’ (green) aspect ECR_SR_CH3_Eng Signal Provisions.pdf
– A white circular disc with letter ‘P’ marked in black is

fixed on the Distant signal for identification
– In such cases, the distant signal be located 2 km
ahead of first stop signal, eliminating warning board
32
Signals

Aspect of Aspect of Inner Aspect of Indication
Distant signal Distant signal Home signal
Green Green Green To run through
Green Double Yellow Yellow May stop at main
line starter
Double Yellow Double Yellow Yellow with To stop at loop line
route starter or pass via
indicator loop
Double Yellow Yellow Red May stop at Home
signal
33
Today we have discussed the signalling system on IR.
The objectives and classification is discussed.
Todays focus was on audible and visual signals,
semaphore stop signal, and permissive distant
signals.
Thank You
34
RAILWAY ENGINEERING
Lecture Number 50
Signaling - II
RAJAT RASTOGI
CIVIL ENGINEERING
1
– Objectives of signalling
– Classification
– Types – Audible, Visual – Hand
operated, Fixed Semaphore Stop
signals, Distant / Warner signals
2
– Coloured Aspect Signals
– Reception signals
– Routing signals
– Departure signals
– Schedule of Aspects
3
Signals
• Coloured Aspect Signals

– Semaphore signals are replaced by colour aspect
signals on electrified tracks, in automatic
signalling system, suburban sections, and on
sections with high intensity traffic
– These are used during day and night
– High intensity colour beam focused at eye level of
the loco pilot is used for signal indication
– Normal position of colour aspect signals is OFF
i.e. GREEN indicating PROCEED
4
Signals

– As soon as the track is occupied it turns to RED
i.e. ON position indicating STOP
– During failure it shows STOP
– These are of three types:
• Two Aspect, namely Green and Red
• Three Aspect, namely Green, Yellow, Red
• Four Aspect, namely Green, Double Yellow, Red
– On IR normally, Three and Four Aspect
signals are used
5
Signals
Stop Caution Attention Proceed

Caution: Proceed and 174622179
be prepared to Stop at
next Stop signal
Attention: Proceed
and be prepared to
pass at next signal
with restricted speed
6
Signals

– As soon as a train moves into a block, the signal
turns red at the start of the block section
– When the train passes through the block section,
the signal at the previous block section turns https://ecr.indianrailways.gov.in/cris/uploads/files/1603
174622179
yellow to indicate to the loco pilot of approaching
train to proceed with caution
– When this train moves into the next block ahead
the signal at the previous-to-previous block turns
green indicating to move with permissible speed
7
Signals

– Aspect and indication for Four Aspect Stop signal
No Aspect Indication
1 Stop Stop Dead
2 Caution Proceed and be prepared to stop at 174622179
next stop signal

3 Attention Proceed and be prepared to pass the
next stop signal at restricted speed
4 Proceed Proceed
8
Signalling
• Reception Signals
– These are the signals which are provided at the
entry of the track from a block section to a station
section
– These are of three types
• Outer signal
• Home signal
• Routing signal
9
Signalling
• Reception Signals – Outer Signal

– This is the first semaphore stop signal before the
entry from block section to station section
– It is placed at sufficient distance beyond the station
limit so that line is not obstructed
– This is provided at 400 m from the home signal on a
BG track
– If the signal is in ON (Stop) position, then the driver
shall bring the train to a stop at a distance of about
90 m before the outer signal
10
Signalling
• Reception Signals – Outer Signal

– After stopping, the loco pilot should take train
towards the home signal with caution
– If the outer signal is in ‘OFF’ (proceed) position,
then pilot need not to reduce the speed of the
train (if the home signal is also in the ‘OFF’
position)
– This may be provided with a Warner signal on the
same post
11
Signalling
• Reception Signals – Home Signal

– This is placed just at the door of station, after the
outer signal
– This signal is provided with multiple arms equal to
the number of reception lines available in the
station yard
– It thus protects the already occupied sidings
– This is located about 50 m short of the points and
crossings. It is 180 m in rear of facing point in MACL.
– The signal for the main line is placed on a doll which
is higher that other signals
12
Signalling
• Reception Signals – Home Signal

– When the home signal is in the ‘ON’ (Stop)
position, it indicates that the train shall come to a
halt, short of the signal
– If it is in ‘OFF’ (proceed) position, then it indicates
that line is free, and the train is permitted to
enter cautiously
13
Signalling – Aspect Control of Reception Signals
Warner Outer Home Indication
Red Red Red Stop at Outer signal
Red Green Green Enter the station, Stop at Starter of concerned line in ON
Green Green Green Run through via main line if all signals ahead are OFF
Distant Home Indication
Yellow Red Stop at Outer signal 174622179
Double Yellow Enter on loop line, Stop at Starter if ON

Yellow
Green Yellow Enter on main line, Stop at Starter
Green Green Run through via main line
14
Signalling – Aspect Control of Reception Signals
Distant Inner Home Indication
Distant
Double Yellow Red Stop at Home signal
Yellow
Double Double Yellow Enter on loop line, Stop at
Yellow Yellow Starter if ON https://ecr.indianrailways.gov.in/cris/uploads/files/1603
174622179
Green Double Yellow Enter on main line, Stop at
Yellow Starter
Green Green Green Run through via main line
15
Signalling
• Reception Signals – Routing Signal

– This signal indicates the route that has been marked
for the reception of the train at the station
– Number of routing signals depends upon the
number of lines existing at the station
– All such signals are placed on the same vertical post 174622179
for both main and branch lines

– Signal for the main track is kept at a higher level
than other signals
– It is placed just rear of Point which it protects
16
Signalling

– Lowering of a semaphore signal indicates the track
for which points are set for the reception of the train
– A plate is attached to it which defines the track to be
taken up or being set for the train
– If main line is being set for the reception of the train,
then the loco pilot can bring the train at a
permissible higher speed
– If it is on loop line, then the speed is restricted to
about 15 kmph
17
Signalling
18
Signalling
• Departure Signals
– These signals control the dispatch of trains from
the station
– These are of Two types:
• Starter Signal
• Advance Starter Signal
• Starter Signal
– This is a stop signal and marks the limit up to
which a line can be occupied without infringing in
other lines
19
Signalling
• Starter Signal
– Separate starter signal is provided for each line
– A train can leave from the station only when this
signal is in OFF position (proceed)
– These are provided just in rear of facing point
• Advance Starter Signals
– These are last stop signals on station limits
– These are provided beyond trailing points and
switches at a distance 180 m or more (120 m in
MACL)
20
Signalling
• Advance Starter Signals

– These indicates the movement of a train from
station limits to block section
– A block section lies between the advanced starter
signal at one station and the outer signal at the
next station
– No train can leave the station limits until and
unless the advance starter is taken to OFF
position (Proceed)
21
Signalling – Aspect Control of Departure Signals
Starter Advanced Indication Two Aspect Signalling
Starter
Red Red Stand in rear of Starter
Green Red Shunt up to Advanced Starter 174622179
Green Green Proceed, line is clear

Multi Aspect Signalling
Starter Advanced Indication
Starter
Red Red Stand in rear of Starter
Yellow Red Shunt up to Advanced Starter
Yellow / Green Green Proceed, line is clear
22
Signalling – Reception and Departure Signals
23
Signalling – Minimum Visibility Distance
Two Aspect Lower Quadrant Signalling
Outer signal 1200 m in sections with
sanctioned speed 100 kmph or
more
800 m if sanctioned speed is
less than 100 kmph
Warner signal 400 m
Home signal 400 m
Main Starter signal 400 m
All other signal 200 m
24
Signalling – Minimum Visibility Distance
Multi Aspect Signalling
Distant signal 400 m
Inner Distant signal 200 m
All Stop signals 200 m
• If it is not possible to ensure 200 m continuous

visibility of any stop signal while approaching it, a
suitable speed restriction shall be imposed.
25
Signalling – Aspects of Stop Signals
Distant Inner Home Main Loop Advance Indication
signal Distant signal line line d starter to pilot
signal starter starter
Double Yellow Red -- -- -- Stop dead
yellow at home
Green Double Yellow Red -- -- Stop dead
Yellow at main line
starter
Green Green Green Green -- Green Run
through on
main line
26
Distant Inner Home Main Loop Advance Indication
signal Distant signal line line d starter to pilot
signal starter starter
Double Double Yellow with -- Red -- Stop dead
Yellow Yellow route at loop line
indicator starter
Double Double Yellow with -- Yellow Green Run
Yellow Yellow route through via
indicator loop line
27
• When a Signal is displaying the 'Stop' aspect, the

signal next in rear shall not display a less
restrictive aspect than 'Caution’
• In case of Multi-Aspect signal, if ‘Caution’ aspect
is to be displayed to a train, then the distance of
this signal from the next signal in advance shall
not be less than 1000 m
• If this distance is not available between the two
signals, then along with ‘Caution’ signal the next
advance signal shall display ‘Attention / Caution’
28
• If necessary, the 'Attention'/'Caution' aspect

shall be repeated back on successive signals in
rear, until the adequate distance is obtained
• In all cases the signal next in rear of a signal
protecting diverging lines shall display
'Attention'/'Caution' aspect in the 'OFF' position,
when the points are set for any line other than
the line over which the higher speed is
permitted
29
• When this signal cannot be placed sufficiently in rear of

the 'STOP' signal protecting the Points to permit the
Loco pilot of an approaching train to reduce to the
permitted speed, the 'Attention'/'Caution' aspect shall
be repeated back on successive signals in rear, until the
required adequate distance is obtained
• In case of Metro services, the distance between the
signal displaying ‘Caution’ aspect and the next rear stop
signal shall not be less than the maximum emergency
braking distance required for trains running with
maximum permissible speed on the ruling gradient
30
• In case the adequate distance cannot be

Aspects:
provided between the signal displaying ‘Caution’
• Stop
and the next rear signal, then the • Caution
'Attention'/'Caution' aspect shall be repeated • Attention
back on successive signals in rear, until the • Proceed
required adequate distance is obtained
• If two signals are combined, then one stop signal
may be provided capable of displaying any one
of the following aspect:
31
• Under approved special instructions, a

Aspects:
colour light Distant signal may be combined • Stop
with the last Stop signal of a station in rear • Caution
or with an Intermediate Block signal or with • Attention
a Stop signal protecting a level crossing • Proceed
32
Location of Signals in MACL
174622179
33
Today we have discussed the coloured aspect signals used
on IR, the reception signals like outer signal and home
signal, routing signals, departure signals like starter
signal and advanced starter signal. The aspect control
for different combination of signals are also discussed.
Thank You
34

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RAILWAY ENGINEERING

Railway Engineering by Chandra and Agarwal

• Consider the data: BG track, 1 in 8.5 turnout,

– G = 1.676 m, d = 136mm, h = 864mm, N = 8.5, β =

– R = (G – d – h*Sinα) / [Cos β – Cos α]

• Consider the data: BG track, 1 in 12 turnout, heel

– R = (1.676 – 0.133 – 1.418*Sin 4.7636)/[Cos

• Radius of the turnout for the curved switches is

• Distance from the toe of the switch to the point

• Distance between the main line gauge face

• Factors causing low speeds on turnouts in IR

• Features of turnout for speeds above 100

• Turnouts considered on IR for high-speed

• For passenger yards for maximum permissible

• For passenger yards for maximum permissible

• Renewal of Points and Switches

• Renewal of Points and Switches

• Renewal of Points and Switches

• Renewal of Points and Switches

• Renewal of Points and Switches

• Renewal of Points and Switches

• Renewal of Points and Switches

• Difficulty in packing of the

• Both tracks are maintained at

• Combination of points and crossings meant

• Other Specific Types:

– Degree of turnout curve is higher than the degree of

that of the main line themoscowtimes.com

– Degree of turnout curve: Dt = Ds - Dm

– Splits in to two opposite direction with equal radii

• Three Throw Switch

– It can have contrary flexure or similar flexure

• Three Throw Switch

– These also can be of similar flexure (both turnouts

Railway Engineering by Chandra and Agarwal

• It allows the movement of a train between two

without straight length in between and 4 check

• Three conditions may occur:

• A cross over with intermediate portion

• Coles Design: Crossover between parallel

– TL = overall length of the crossover (from TP of

• Consider the data: Two parallel BG tracks,

– G = 1.676 m, D = 5m, N = 8.5

– G = 1.676 m, D = 5m, N = 12, d = 133mm

– L = 2*1.676*12 - (2*485*0.133 – 0.1332)

• IRS Design: Crossover between parallel

portion on main track from TNC to TNC

• IRS Design: Crossover between parallel

• Consider the data: Two parallel BG tracks,

– L = (D – G – G*Sec )*Cosec  + G*Tan 

• Crossover between parallel tracks with an

intermediate curved portion and crossing angles

• Consider the data: Two parallel BG tracks,

– S = 98.27 – 4*1.676*12 = 17.82 m

• Consider the data: Two parallel BG tracks,

– L = {D (2R1 + 2R2 – 2G - D)}

• This type of junction is formed when two

• The layout restricts the speed of movement

• In the layout ABCD is a rhombus with four equal

– L = 21.67612 - (24850.133 – 0.1332)

– L = (D – G – GSec )Cosec  + G*Tan 

– S = 98.27 – 41.67612 = 17.82 m

– BD = GSec α/2 = 1.676Sec 4.7636/2