CRN Cs 250 v1 2

Engineering Standard
Track
CRN CS 250
TURNOUTS AND SPECIAL TRACKWORK
Version 1.2
Issued June, 2016
CRN DMS REFERENCE:

CRN--EST-AMS-022
Owner: Manager Engineering Services

Approved by: D Mackney, Principal Track and Civil Engineer
Authorised by: J Zeaiter, Manager Engineering Services
Disclaimer. This document was prepared for use on the CRN Network only. John Holland Rail Pty Ltd makes no
warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe
systems or work or operation. It is the document users sole responsibility to ensure that the copy of the document it is
viewing is the current version of the document as in use by JHR. JHR accepts no liability whatsoever in relation to the use
of this document by any party, and JHR excludes any liability which arises in any manner by the use of this document.
Copyright. The information in this document is protected by Copyright and no part of this document may be reproduced,
altered, stored or transmitted by any person without the prior consent of JHG.
UNCONTROLLED WHEN PRINTED Page 1 of 49

CRN Engineering Standard - Track CRN CS 250
Turnouts and Special Trackwork
Document control
Revision Date of Approval Summary of change
1.0 August, 2011 First Issue. Includes content from the following former RIC standards:
TS 3103, TS 3104, TS 3105, TS 3202, TS 3501, TS 3502, TS 3504,
TS 3509, TS 3645, RTS.3733, CTN 01/05
1.1 July, 2013 7.1.1.2 - Change to approval requirements for turnouts in vertical curves to
reflect changes in CRN CS 210; Appendix 1 - Added definitions of switch
types; Appendix 4 - Correction of value of e for 1 in 15 crossing in Crossing
Rate table
1.2 Draft A March, 2016 See Summary of changes below
1.2 Draft B June, 2016 See Summary of changes below
Summary of changes from previous version

Section Summary of change
Various Changed Principal Civil Engineer to Principal Track Civil Engineer
Various Removal of requirements for diamonds, slips and expansion switches. These are not current CRN assets
Various Rewording for consistency and minor corrections
Various Correction of title errors
5.1.5 Added requirement for turnouts in CWR to be welded
5.2.1 Add requirements for crossing geometry in diamond crossings
6 Minor inclusions to documentation requirements
7 Added reference to Appendix 7
7.1.3 Added restriction on use of recovered turnouts with heeled switches in CWR track and requirement for
recycled turnouts to be welded in CWR track
7.1.6.1 Table 4 - Added note regarding adoption of HST speeds for appropriate rolling stock
7.1.8 New section Security of points
7.2.1 Included note regarding use of timber throw off ramps
11.2.1 Reworded to clarify damage limits
Appendix 6 Added statement regarding need to seek advice from PCE before ordering certain products
Added space for and comment regarding Product Approval Numbers
Appendix 7 New appendix - Approved special configurations (includes content of Waiver CCW 12/002 and Waiver
CCW 15/018)
JHR UNCONTROLLED WHEN PRINTED Page 2 of 49

Issued June, 2016 Version 1.2
Contents
1 Scope and application ............................................................................................................................. 4
2 References ................................................................................................................................................ 4
2.1 Australian and International Standards ......................................................................................... 4
2.2 CRN documents ............................................................................................................................ 4
2.3 Other references ............................................................................................................................ 4
3 Engineering authority .............................................................................................................................. 4
4 Description ................................................................................................................................................ 5
5 Design requirements ................................................................................................................................ 5
5.1 Turnouts......................................................................................................................................... 6
5.2 Diamond crossings ........................................................................................................................ 7
5.3 Slips ............................................................................................................................................... 7
5.4 Catchpoints .................................................................................................................................... 7
5.5 Expansion switches ..................................................................................................................... 12
5.6 Manual points levers .................................................................................................................... 12
6 Documentation requirements ............................................................................................................... 12
6.1 Turnouts....................................................................................................................................... 12
6.2 Catchpoints .................................................................................................................................. 13
7 Allowable configurations ....................................................................................................................... 14
7.1 Turnouts....................................................................................................................................... 14
7.2 Catchpoints .................................................................................................................................. 24
7.3 Manual points levers .................................................................................................................... 24
8 Configuration requirements for existing special trackwork .............................................................. 25
9 Undesirable configurations ................................................................................................................... 25
10 Acceptance standards for new installations ....................................................................................... 25
10.1 Turnouts....................................................................................................................................... 25
10.2 Catchpoints .................................................................................................................................. 26
10.3 Manual point levers ..................................................................................................................... 26
11 Repair standards .................................................................................................................................... 26
11.1 Geometry ..................................................................................................................................... 26
11.2 Component repair ........................................................................................................................ 27
Appendix 1 Definitions .................................................................................................................................. 29
Appendix 2 General turnout data ................................................................................................................. 37
Appendix 3 Other special trackwork data ................................................................................................... 43
Appendix 4 Standard designs for conventional turnouts.......................................................................... 44
Appendix 5 Standard designs for tangential turnouts ............................................................................... 46
Appendix 6 Approved products ................................................................................................................... 48
Appendix 7 Approved special configurations ............................................................................................ 49

1 Scope and application

This Standard establishes functional and design requirements, approved configurations,
acceptance standards, damage limits and repair standards for the following elements of track
infrastructure:
- turnouts,
- catchpoints
Other special trackwork such as diamond crossings, slips and expansion switches are discussed
but not in use on CRN infrastructure.
It includes switch and crossing components.
It also includes manual points lever operation, but does not cover points operation where the points
are connected to the signalling system.
It is applicable to all Country Regional Network (CRN) main line and siding tracks.
The standard also contains definitions of standard terminology relevant to turnouts and special
trackwork (See Appendix 1).
2 References
2.1 Australian and International Standards
Nil
2.2 CRN documents

CRN CS 200 Track System
CRN CS 210 Track Geometry & Stability
CRN CS 215 Transit Space
CRN CS 220 Rail and Rail Joints
CRN CS 230 Sleepers and track support
CRN CS 240 Ballast
CRN CP 204 Product Approval
CRN CP 251 Turnout Components
CRN RS 001 Minimum Operating Standards for Rolling Stock
2.3 Other references

Nil
3 Engineering authority
Design and selection of infrastructure detailed in this standard for use on the CRN may only be
undertaken by persons who have been granted appropriate Engineering Authority by the Principal
Track and Civil Engineer.:

4 Description
Turnouts allow rail tracks to converge or diverge. They are an assembly of rail components
comprising:
- Switch and stockrail assemblies
- V Crossings
- Checkrail units (not required for swing noise crossings)
- Closure rails
- Bearers
- Plates, fasteners and rail joints
- Point operating equipment
(See Appendix 2 for turnout component descriptions)
Catch points and derail devices provide a level of protection against train collisions at the junctions
of sidings and main running lines. Catch points or derail devices are provided when required to
conform with JHR CRN Signalling Design Standards.
Catch points and derail devices may be interlocked with a signalling system or operate via a
manual lever.
Catchpoints are an assembly of:

- Switch and stockrail assemblies
- Closure rails
- Throw off rails
- Bearers
- Ramp (or derail) blocks
- Plates, fasteners and rail joints
- Point operating equipment
5 Design requirements
This standard has been developed in consideration of the following criteria:
- speed in each leg of the points and crossing structure (e.g. on the through and diverging
tracks in a turnout structure) including consideration of maximum superelevation (cant)
deficiency;
- service loads (and dynamic response) including effects of impact loading at the points and
crossing wheel transfer locations, track alignment, maintenance standards, and traffic task;
- component material types and maintenance requirements (e.g. fabricated versus cast
crossings, fixed nose versus swing nose and spring wing crossings, material hardness and
hardening processes);
- servicing requirements (e.g. lubrication and adjustment);
- component, layout geometry and assembly details include the following:
bearer dimensions, location and orientation;
rail fastening baseplate and chair dimensions, location and orientation;
track radius or alignment curvature;
crossing angle and wheel transfer area cross-sectional geometry;

switch geometry and cross-sectional geometry;

detailed component geometry;
flangeways and wheel opening dimensions;
check rail length, location and effectiveness, profile and end flaring;
wheelset geometry (i.e. wheel cross-sectional profile and wheelset back to back);
- requirements for movable components where applicable, including the geometric fit for
construction and maintenance in all switch and crossing positions;
- need for trailable points in yard operations
- requirements for rails, bearers and fastenings.
5.1 Turnouts
Turnout general arrangements and components shall meet the requirements of Section 7.1 of this
standard. Designs for turnouts comprising compatible individual components shall comply with
standard configurations unless otherwise approved by the Principal Track and Civil Engineer.
The following criteria shall be used in the design of points and crossing configurations:
5.1.1 Turnout geometry

1. Nominal gauge shall be 1435 mm:
2. All turnout components shall be designed so that the rail is vertical (i.e. zero cant). The 1:20
cant in open track shall be transitioned to zero cant over a minimum of 3 sleepers clear of the
turnout bearers.
5.1.2 Rolling stock interface

1. Turnout components shall meet the requirements of CRN Engineering Standard CRN CS 215
Transit Space. This shall include clearances between crossovers where such moves are
permitted by signalling.
2. The nominal dimension from the gauge face of the running rail of a crossing to the working
face of the check rail (i.e. check rail effectiveness) shall be 1391 mm with a flangeway width of
42mm and a check rail gap of 43mm.
3. The design switch rail toe / stockrail open throw dimension shall be 100mm or otherwise to
suit signalling equipment, if installed.
4. Switch rail throat opening shall be 60mm 5mm.
5. The check rail end opening shall be flared, and provide an opening 80mm ( 85mm if the
checkrail is adjustable) to the gauge face of the running rail at the flared end. The flare angle
shall be as shown in Figure 1.
Checkrail
80 65 44
150 Gauge face
1700
Figure 1 Flare on checkrail end

6. Check rail height shall be between 0mm and 25mm above the running rail and shall take into
consideration rolling stock clearances.
7. The design wheelset back to back dimension shall be 1357mm 1360mm as documented in
CRN Engineering Standard CRN RS 001 Minimum Operating Standards for Rolling Stock.

8. Flangeways shall be designed to accommodate a wheel flange height of 45mm.

9. The turnout components shall be designed to suit the ANZR 1 new and worn wheel profiles.
5.1.3 Track geometry

1. The maximum superelevation (cant) deficiency allowable through the diverging track of a
turnout shall be as detailed in CRN Engineering Standard CRN CS 210 Track Geometry and
Stability.
2. Design requirements for general track geometry including vertical/horizontal track alignment
and superelevation are detailed in CRN CS 210.
3. Maximum design superelevation in turnouts shall be 50mm
5.1.4 Components
The design shall be based on relevant CRN Standards for the components used within the turnout.
5.1.5 Rail adjustment

Turnouts shall be designed as fixed anchor points. Designs shall include suitable rail anchoring
arrangements as specified in Section 7.1.12.
Turnouts located within continuously welded track (CWR) shall have rail joints welded out as
detailed in CRN CS 220. V crossings due for renewal or replacement are an exception until
replaced.
5.1.6 Signalling interfaces

Turnouts shall be designed to meet the signalling requirements specified by the Principal Signal
Engineer. This includes requirements for
- the placement of insulated joints
- limiting conditions for the placement and operation of switch motors on power operated points,
crossings, switches and drives, including limitations on the drilling of switches (hole size and
location).
- in-bearer signalling
- conductive rails for signalling
- positive security of points that will be installed and over which rail traffic will operate before the
signal interlocking is connected, or where the signal interlocking equipment will be removed
from a set of points pending removal.
- Where non-standard carbon steels are proposed for use in switches or crossings a review of
electrical properties shall be undertaken and signalling implications determined
5.2 Diamond crossings

Diamond crossings are not utilised in existing CRN infrastructure. They shall not be installed
without the approval of the Principal Track and Civil Engineer.
5.3 Slips
Slips are not approved for standard application in CRN.
5.4 Catchpoints
Catchpoint general arrangements and components shall meet the requirements of Section 7.2 of
this standard. Designs for catchpoints comprising compatible individual components shall comply
with standard configurations unless otherwise approved by the Principal Track and Civil Engineer.

The following criteria shall be used in the design of catchpoint configurations:
5.4.1 Catchpoint geometry

1. Nominal gauge shall be 1435 mm:
2. All catchpoint components shall be designed so that the rail is vertical (ie zero cant). The
1:20 cant in open track shall be transitioned to zero cant over a minimum of 3 sleepers clear of
the bearers.
5.4.2 Rolling stock interface

1. Catchpoint components shall meet the requirements of CRN CS 215
2. The design switch rail toe / stockrail open throw dimension shall be 100mm or otherwise to
suit signalling equipment, if installed.
3. Switch rail throat opening shall be 60mm 5mm.
4. The design wheelset back to back dimension shall be 1357mm 1360mm as documented in
CRN RS 001.
5. The turnout components shall be designed to suit the ANZR 1 new and worn wheel profiles
5.4.3 Track geometry

Design requirements for general track geometry including vertical/horizontal track alignment and
superelevation are detailed in CRN CS 210.
5.4.4 Components
1. The design shall be based on relevant CRN Standards for the components used within the
catchpoint.
2. Catchpoints shall be of the same rail weight as the turnout they protect.

Catchpoints shall be designed as fixed anchor points. Designs shall include suitable rail
anchoring arrangements as specified in Section 7.2.2.
5.4.6 Signalling interfaces

Catchpoints shall be designed to meet the signalling requirements specified by the Principal Signal
Engineer. This includes requirements for
- the need for catchpoints at a particular location
- the functional requirements for the catchpoints
- the placement of catchpoints to suit placement of signals
- the placement of insulated joints
- limiting conditions for the placement and operation of switch motors on power operated
switches and drives, including limitations on the drilling of switches (hole size and location)
- in-bearer signalling
- conductive rails for signalling
- positive security of points that will be installed and over which rail traffic will operate before the
signal interlocking is connected, or where the signal interlocking equipment will be removed
from a set of points pending removal.

5.4.7 Clearances
1. Catch points and derail devices shall be located to provide a minimum of 450mm clearance
between the side of a vehicle on the running line and the derailed vehicle at the clearance
point.
2. Throw-off rails shall be located so as to ensure the wheels of the derailing vehicle travel a path
that ensures that the vehicle does not foul the running line.
3. The throw off rail shall be either parallel to the running line or at such an angle to it that a
derailed vehicle will be deflected away from the main line.
4. Derail blocks shall be located so that the derailed wheel tracking in the four-foot will mount
the derail block before striking the rail.
5. The location of catch points, derailers or other similar devices shall be selected to ensure that
a vehicle derailed at such a device has a clear, even throw-off area to minimise subsequent
damage. Derailed vehicles must not be directed into a building or onto any structure,
particularly overbridges, transmission line poles, earthworks or over any embankment or
directly into any cutting or retaining wall.
The clear, even area required is dependent on the potential size and speed of any vehicle or
train to be derailed and the nature of any retarding equipment or infrastructure (such as a sand
drag) and will have to be determined for each site. .
The normal minimum requirement at locations where the normal operating speed of vehicles is
25km/h shall be 2 vehicle lengths (40m) beyond the point of derailment (the end of the
stockrail).
Approval of the Principal Track and Civil Engineer is required for strategies proposed at
locations where trains operate at higher speeds or where alternative retardation devices are
proposed
The establishment of a clear landing area MUST include consideration of the train descent
down the ballast shoulder. A standard ballast shoulder creates a twist (tending to tip a train
over) as well as a severe dip. (See Figure 3).
A square even descent can be achieved using ballast (Figure 2 and Figure 4).
This area of ballast should be sloped

so that the grade is no steeper than 1
in 4 from level with top of sleeper to
landing area
Figure 2 Ramp to landing zone

Figure 3 Example of catchpoint with poor landing zone
Figure 4 Example of catchpoint with good landing zone
Special consideration must be given if there is any possibility of an occupied building being in the
path of a derailed vehicle. This will include land outside the rail boundary where there is, or is the
potential for, building development.
Bridge columns in the vicinity may need to be protected by deflection walls as specified in relevant
Standards.

For locations where throw off and derail block configuration would not provide an adequate clear
even run-off area, the following alternative arrangement is permitted.
- Retain the vehicle on the track from which it is derailed. In this case, the throw-off rail and
derail block are not required.
- A detailed design is required on a case by case basis to provide an appropriate system to
direct the derailed vehicle along the track. This can be achieved using a guard rail
arrangement. The Principal Track and Civil Engineer shall approve designs
6. Catchpoints and derails at the ends of loops will normally be located in accordance with the
guidelines specified in Table 1.
Track Catch point location

Centres
Main line straight with parallel loop
4 - 5m Catch point or de-rail located on the parallel loop road with throw-off located at the
tangent point
6.4m Catch point or de-rail located on the parallel loop road between the turnout and the
loop road preferably on straight track
Main line curved with concentric loop
4 - 5m Catch point or de-rail located on the concentric loop road with throw-off located at
the compound tangent point
6.4m Catch point or de-rail located on the concentric loop road to provide specified
minimum safety clearance as defined below.
Table 1 - Catchpoint location at loop ends
7. Minimum safety clearances shall be met. These shall be calculated on the basis of track
geometry and traffic type as follows:
2
BC
CL = W + 0.450 +
4R
Where CL = Safety Clearance (metres)
W = Width of maximum vehicle operating in the track section (metres)
BC = Bogie Centres (metres)
R = Radius of mainline or loop, whichever is less (metres).
The variables are defined in CRN CS 215
L BC
The distance from the throw off rail to the clearance point shall be metres i.e. equal to the
2
distance from the end of the standard vehicle to the bogie centre (see Figure 5).
The standard distance from heel block to throw off rail is 1.625m,
The maximum design rolling stock gauges for vehicles are detailed in CRN CS 215:

Body
Overhang
L BC Centre Line
Switch of other track
2
Throw Off Rail
Side of Vehicle
Derailing
Track Centres for

clearance distance
Min 450
Side of Vehicle being
protected
MAIN LINE
Figure 5 - Clearances at Catchpoints
5.5 Expansion switches

Expansion switches are not utilised in existing CRN infrastructure.
5.6 Manual points levers

Point lever general arrangements and components shall meet the requirements of Section 7.3 of
this standard. Designs for point levers shall comply with standard configurations unless otherwise
approved by the Principal Track and Civil Engineer.
The following criteria shall be used in the design of point lever configurations:
1. Manual point levers shall be designed to hold a closed switch against its matching stockrail
with security, for safe vehicle movements.
2. Levers, or the points they control, may be locked or clipped to prevent unauthorised traffic
movements.
3. Levers are operated manually and independently of an interlocked signalling system
4. Usage is restricted to shunting operations where traffic movements are directly controlled by
operational personnel.
5. Manual point levers are not permitted on main lines.
6. Levers designed for trailable movements are permitted subject to operational requirements.
7. Manual point lever configurations shall be selected to meet the requirements of users.
6 Documentation requirements
6.1 Turnouts
Turnout designs shall include drawings detailing:
- turnout length
- switch length

- point arrangements including rail brace, slide chair and heel details and provisions for
connecting rodding
- crossing and checkrail details
- rail weight
- bearer details
- plating details
- rail fastening and anchoring details
- setting out detail including curve radii, intersection points
- track grading through normal route and turnout road
- references to signalling designs as applicable
Detailed component manufacturing drawings shall be provided.
Designs relating to a specific layout shall include the following details:

- turnout framepoint co-ordinates
- location of points and crossing
- where there is no straight route in the turnout (i.e. the turnout is curved) offset dimensions
shall be provided from a straight line
- crossing rate and catalogue No
- track centres
- track identification
- all proposed track alterations
- signalling requirements (supplied by signalling designer)
- location of insulated joints
6.2 Catchpoints
Catch point and derail designs shall include drawings detailing:
- point arrangements including rail brace, slide chair and heel details and provisions for
connecting rodding
- throw-off rail details
- ramp (or derail) block details
- rail weight
- bearer details
- plating details
- rail fastening details
- setting out detail
- clearance points and signage if required
Detailed component manufacturing drawings shall be provided.
Designs relating to a specific layout shall include the following details:

- framepoint co-ordinates
- location of points and throw-off rail
- location of clearance point

- where the catchpoint is designed for installation in a curve, offset dimensions shall to be
provided from a straight line
- details of clear area required beyond the point of derailment including identification and
assessment of any obstruction or other hazards in the area
- track centres
- track identification
- all proposed track alterations
- signalling requirements (supplied by signalling designer)
- location of insulated joints
7 Allowable configurations
Note: Approved non-standard configurations are documented in Appendix 7.
7.1 Turnouts
Turnout configurations adopted for a specific site or application shall conform to the design
requirements detailed in this standard unless otherwise approved by the Principal Track and Civil
Engineer.
All new turnouts and replacement components shall be manufactured to meet the requirements of
CRN Engineering Specification CRN CP 251 Turnout Components.
There are two types of turnout used in the CRN:

- Conventional
- Tangential turnouts
The distinction between the two types is based on geometry and component technology.
Both conventional and tangential turnouts may be either

- standard, where one route is straight, or
- non-standard (or special) where the mainline route is curved
Conventional turnouts
Standard conventional turnouts are defined by a combination of the switch length and heel angle,
and the crossing rate. (See Appendix 4 for a description of conventional turnouts). Conventional
turnouts may be left or right hand.
Standard conventional turnouts are designed with the main line track straight.
There are three standard design options for conventional turnouts:-

- A fully straight crossing available for all turnouts with crossing angles 1 in 9. (See
Appendix 4 - Figure 8)
- A partially curved crossing (short leg curved to turnout radius - long leg straight) available for
turnouts with crossing angles 1 in 10.5 (See Appendix 4 - Figure 9)
- A fully curved crossing (short and long legs curved to turnout radius) available for turnouts with
crossing angles 1 in 10.5.
The standard conventional turnout configurations adopted in CRN for new installations are detailed
in Appendix 4 - Table 14.

Only approved designs shall be used. The approved designs are the standard conventional
turnout configurations detailed in Appendix 4 - Table 14.
Tangential turnouts
Tangential turnouts are defined by the radius of the turnout. (See Appendix 5 for a description of a
tangential turnout)
Tangential turnout designs have a standard configuration (footprint). The standard configurations
adopted in CRN are detailed in Appendix 5 - Table 15.
All tangential turnout designs shall be based on an approved configuration. Each of these
configurations has the through road straight and the turnout track, including the switches,
continuously curved with a tangent point located near the toe of the points.
There are two standard configuration options for curvature through the crossing - either a straight
crossing or fully curved crossing. (See Appendix 5 - Figure 10 and Figure 11).
Only approved designs shall be used. Suppliers shall submit designs to the Principal Track and
Civil Engineer for type approval in accordance with Engineering Specification CRN CP 204 -
Product Approval.
7.1.1 Location of turnouts

7.1.1.1 Horizontal alignment
Installation of turnouts in curves is NOT desirable. Where a new or replacement turnout is
proposed in a horizontally curved section of the main line the following requirements apply:-
1. Configuration approval is required if any turnout (new or replacement) is proposed to be
located on a curved section of track.
2. Approval is required from the Principal Track and Civil Engineer to locate any turnout on
curves <600 metres radius
3. Main lines shall be graded coplanar where track centres do not allow for turnouts forming the
crossover to be treated separately.
4. Turnouts should NOT, normally, be placed in transitions. If this cannot be avoided, the twist
created through the switch and crossing segments of the turnout shall meet the normal twist
limits for plain track geometry detailed in CRN CS 210.
7.1.1.2 Vertical alignment
Where a turnout is to be renewed or placed in a vertically curved section of the main line the
following requirements apply:-
1. Track through turnouts and for 5m in front of switch tip shall be of constant gradient (no
vertical curvature).
Configuration approval is required if the turnout (new or replacement) is not located on a
constantly graded section of track.
Turnouts may only be constructed on vertical curves following a detailed assessment of
maintenance impacts and risk.
2. If turnouts are approved on vertical curves, minimum radius (Rv) of the vertical curve for the
length of the turnout plus 5 metres of track in front of the switch tip shall be as specified in
CRN CS 210.
7.1.1.3 Proximity to other special trackwork

Special trackwork geometry shall be designed using standard units that can each be replaced as
single units, with the exception that standard crossover designs shall make provision for use of
long bearers crossing both tracks.

7.1.2 Selection of turnout type

Turnout type shall be selected to, at least, meet the minimum requirements specified in Table 2.
Tangential turnouts are the preferable configuration and may be used where conventional turnouts
are specified as the minimum.
New or replacement Turnouts

Track
Rail size Bearer type Switch Crossing
Class Turnout type
Pref Alt Preferred Alternative type type
Main line
1 Preferred Tangential 60 Concrete Steel, Timber Tangential Compound
Alternative Conventional 60 60HH, Steel Timber Flexible Fabricated
53
2 Preferred Tangential 60 Concrete Steel, Timber Tangential Compound
Alternative Conventional 50 47, 53 Steel Timber Flexible Fabricated
3, 5 Preferred Conventional 50 47, 53 Steel Timber Flexible Fabricated
Siding (speed limited to 25km/h)
1 Preferred Conventional 60 53, 50 Steel Timber Flexible Fabricated
2,3 Preferred Conventional 50 47, 53 Steel Timber Flexible Fabricated
Table 2 Selection of Turnout type Minimum requirements
1. Configuration approval is required if the turnout type detailed in Table 2 is not proposed for
new or replacement turnouts.
2. Where a conventional turnout design is selected for a main line application, only standard
conventional turnout designs shall be used. (See Appendix 4 - Table 14).
3. Where the through track in main lines is installed on a curve <800m radius, and the turnout
track is also curved some degree of curvature is required. Special designs, which are non
standard, are required for conventional turnouts. In such cases tangential turnout designs
shall be used. (See Appendix 5 Table 15)
4. Non standard conventional turnouts may only be installed in mainline track with the approval
of the Principal Track and Civil Engineer. The design requirements for non standard
tangential turnouts are detailed in Section 7.1.9
5. Configuration approval is required if non standard special designs are proposed for siding
applications.
6. Where an increase in turnout speed is desirable the use of tangential turnouts is
recommended. A tangential turnout replacing a conventional turnout will normally allow a
higher speed.
7. Where there is more than 2 MGT traffic on the turnout road the use of tangential turnouts is
recommended
8. Conventional turnouts should generally be restricted to sidings and slow speed, low traffic,
turnouts on the main line.
7.1.3 Use of recycled turnout material

Recovered material (either components or complete configurations may be installed on all main
lines (except Class 1) and in all sidings.

Components shall be assessed for compliance with the following requirements

1. Rail wear shall meet the classification limits given in Table 4 of CRN Engineering Standard
CRN CS 220 Rail and Rail Joints for Category 1 (White Rail) or Category 2 (Blue Rail).
2. Rails shall be ultrasonically tested and visually inspected and have
No reportable defects (see Table 14 of CRN CS 220)
No visible web fillet cracks
No head or foot cracks
No crush or laminated head
3. Wheel burns more than 3mm deep shall be removed or corrected

4. Visible end batter shall be removed or corrected if rail is to be classified for reuse in mainlines
5. Rail shall not have excessive rust
6. The gauge face shall be re-profiled to the correct rail profile by removing any lip that has
developed
7. Gauge face angle shall not exceed 26 to the vertical when the worn face is within 15mm of
the lower edge of the rail head
When replacing turnout components (switches, stockrails, crossings and checkrails) recycled
components shall be of the same rail weight as the component they replace.
When replacing complete turnouts, recycled components shall, as a minimum, be the same rail
weight as the turnout they replace.
Recovered turnouts with heeled switches shall not be installed in CWR track.
Recovered turnouts installed into CWR track shall be fully welded (i.e. no mechanical joints).
7.1.4 Rail
Rail used in the manufacture of turnouts shall meet the requirements of CRN CS 220
Rail size shall be selected for a turnout in accordance with the requirements of Table 2.
7.1.5 Bearers
7.1.5.1 Selection of bearer type
Concrete, steel and timber bearers shall meet the requirements of CRN Engineering Standard
CRN CS 230 Sleepers and track support.
Concrete or timber bearers will, normally, be selected for a turnout in accordance with the
requirements of Table 2.
Timber bearers shall only be used as an alternative to concrete or steel bearers (where specified in
Table 2) at locations where it is impractical to design for concrete or steel. The alternative use
shall be verified by the designer.
Notwithstanding the requirements detailed in Table 2, where concrete sleepers exist on the
adjoining track, concrete bearers will, normally, be used.
Similarly, where steel sleepers are installed, steel bearers should be used

7.1.5.2 Bearer layout

The layout for turnout bearers or ties, as well as interface requirements for fixing components
(crossings, checkrails, switch/stockrails and closure rails), shall be included in the design.
Turnout bearers in conventional turnouts are set out square to the main line alignment. This
includes crossovers and any infill between turnouts
The turnout bearers in tangential turnouts are set out in a fan shape, with each bearer forming a
half angle with both the main line and turnout road. This allows a single set of turnout bearers and
plates for both a right hand and left hand turnout of similar radius.
The first sleeper installed beyond the bearers behind the crossing (mainline and turnout roads)
shall be angled to return the sleeper skew to square to the track (angle difference between
bearer skew and normal to the track).
For crossovers designed with tangential turnouts, the bearers are set out normal to the main lines.
Long bearers shall be installed where clearance is not available for standard sleepers on adjoining
tracks.
The bearer design for a nominated tangential turnout configuration is standard and can be used
independently of the manufacturer of the steel componentry.
7.1.5.3 Use of In-bearers

The use of approved in-bearers (where the signalling equipment is contained within the bearer) is
encouraged.
The layouts are only for use in tangential turnouts with concrete bearers. Standard concrete beams
are used except for the bearers that are replaced by in-bearer units.
In the points area there is some respacing of bearers to suit the in-bearer A and B ties and the
back-drive. The A and B in-bearer units are the same for all turnouts.
The back-drive units are of two types: Type 1 which suits 250m and 300m radius designs and Type
2 which suits 500m.
7.1.6 Crossings
7.1.6.1 Selection of crossing rate
The selection of the crossing rate shall be based on the geometric design of the turnout and the
associated limiting speed of the turnout road.
Turnout speeds shall be determined by applying design standards for track geometry detailed in
CRN CS 210.
Allowable published speeds for turnouts are as shown in Table 3. The speeds indicated are for
normal passenger and freight trains.

Turnout Rate Straight/ Switch length Recommended

Curved Turnout Speed
(km/h)
Standard Conventional
1 in 8.25 Curved 6100 switch 15
1 in 9 Straight 6100 switch 20
1 in 10.5 Straight 6100 switch 25
9150 switch 40
1 in 15 Straight 9150 switch 50
Standard Tangential
Turnout radius:
Crossing rate
190:7 Curved 35
190:9 Straight 35
250:8.25 Curved 40
250:10.5 Straight 40
300:9 Curved 45
300:12 Straight 45
500:12 Curved 60
500:15 Straight 60
800:15 Curved 75
800:18.5 Straight 75
1200:18.5 Curved 85
1200:24 Straight 85
Table 3 Turnout Speeds
1. Where there is a straight of 13m or longer between turnouts of a crossover, the speeds
applicable to the individual turnouts shall be applied.
2. The allowable speed through a crossover or reversing movement where the intervening
straight section of track is < 13m shall be calculated on an individual site specific basis in
accordance with the requirements of CRN CS 210.
3. Speeds for non-standard turnout designs shall be calculated from geometries in CRN CS 210
using Virtual transitions where required.
Crossings in main lines (other than swingnose crossings) introduce a design dip in the track. This
is an impact point that leads to accelerated deterioration of components. The impact can be
reduced by limiting the speed over the crossing. Whilst this is achieved for traffic travelling on the
turnout road because of the crossing alignment geometry in Table 3 above, the speed of mainline
(through road) traffic should be limited by the dip angle. As a guide the crossing angle should be
selected to meet the design speed requirements in accordance with Table 4.

Crossing Crossing Mainline Speed over Turnout(kph)

Rate Angle Normal Maximum Exceptional
(1 in) (mrad) Note 3 Note 1, Note 3 Note 2
2 140 16 25 29
4.5 62 37 55 65
7.5 37 62 92 108
8.25 34 68 102 115
9 31 74 111
10.5 27 86 115
12 23 99
15 19 115
18.5 15
21 13
Table 4 Maximum mainline speeds for crossings based on dip angle
Note 1. Maximum speeds shall only be introduced with the approval of the Civil Maintenance
Engineer who must accept the increased maintenance impact.
2. Exceptional speeds shall only be approved by the Principal Track and Civil Engineer.
3. Equivalent HST speeds may be adopted for appropriate rolling stock with the approval of the
Civil Maintenance Engineer who must accept the increased maintenance impact.
7.1.6.2 Selection of crossing type

The selection of crossing type shall be based on the requirements of Table 5.
Crossing type Rail size For use in turnout type

New Replacement
Fabricated 50, 60 47, 50, 53, 60 Conventional
Rail Bound Manganese 60 53, 60 Conventional & Tangential
Compound 60 53, 60 Conventional & Tangential
Fully cast 60 60 Conventional & Tangential
Swing Nose 60 60 Tangential
Swing Wing 60 60 Tangential
Table 5 Crossing types
1. Standard conventional turnouts can be provided with Fabricated or Compound V assemblies.
See Appendix 2 for diagrams of each.
2. Standard tangential turnout designs are approved for both straight and curved crossings.
Where there are no site constraints or adverse impacts on other rail infrastructure the straight
crossing type shall be used.
3. Standard tangential turnouts shall be provided with fixed nose compound crossings unless
specified otherwise.
4. Swing nose crossings are available for the standard tangential turnouts detailed in Table 6.

General Crossing General Layout Design

Description Drawing Reference No.
300:12 Straight 775-136
800:18.5 Straight 775-139
1200:24 Straight 775-141
Table 6- Swing nose crossings
5. The following criteria influences the selection of a turnout with a swing nose crossing:-
Turnout must have a straight crossing and be installed on concrete bearers.
Any requirement for noise and vibration reduction with continuous wheel/rail contact
through the crossing throat
Requirement for additional point operating motor and associated signalling componentry.
7.1.7 Switches
7.1.7.1 Selection of switch type
The selection of switch type shall be based on the requirements of Table 7.
Switch Type Rail size For use in

turnout type
New Replacement
of existing
Heeled 50, 60 47, 50, 53, 60 Conventional
Flexible 50, 60 47, 50, 53, 60 Conventional
Tangential 60 60 Tangential
Table 7 Switch types
See Appendix 2 for diagrams of standard switch types
1. Switches for use with 47kg and 53kg rail have no machining on the stockrail and the switch rail
is machined and vertically set to override the foot of the stockrail.
2. Switches for use with 50kg and 60kg rail have the stockrail undercut by machining to allow the
switch to move partially under the head of the stockrail. The foot of both the switch and
stockrail sit at the one level.
The undercut switch design eliminates the requirements for Heavy Duty and Housed
Switches.
3. Switches for tangential turnouts are manufactured from a shallow depth asymmetric rail.
4. Where conventional turnouts are approved for use in main line applications, all new switches
shall be the flexible type. There are however, limitations on the capacity of points operating
equipment to operate flexible switches at remote distances. Where required by the Principal
Signal Engineer, heeled switches may be used.
5. Switches used with Manual Levers (Thornley or Throwover) shall be, preferably, the flexible
type
6. Switch protection pads shall be installed to protect conventional switches in siding turnouts
where the crossing rate is 1 in 8.25. Apply the switch pad protector on one rail only 50mm in
front of the appropriate switch (See Figure 6). Only approved bolt-on switch pad protectors
may be used. Approved pad protectors are detailed in Appendix 6.

Left Hand Turnout
Place Switch pad

protector here
Right Hand Turnout

Figure 6 Location of switch pad protectors
7. The operation of all new or renewed switches shall be determined by the Principal Signal
Engineer. The switch operation shall be included in the turnout design.
8. The distance from the point of the switch to the nearest end of the stockrail is called the front
of a turnout. The front is a standard length as shown in Table 8 and Appendix 2.
The front length shall normally be retained for all new turnouts and only altered in restricted
location situations.
Switch Type Rail size Front length (mm) For use in turnout type
Heeled 53 4877 Conventional
Flexible 53 4877 Conventional
Flexible 50, 60 2000 Conventional
Asymmetric 160 - 500 50, 60 2890 Tangential
800 3490
1200 2290
Table 8 Front lengths of turnouts
9. Where switches require renewal in an existing 53kg turnout, and there is no 53kg material
available, the points may be renewed in 60kg material. Junction rails or welds shall be fitted
between the switches and the crossing and associated check rails and appropriate plating
shall be adopted.
Similarly, 47kg switch and stockrail units may be replaced by 50kg material.
7.1.8 Security of points

Where points will be installed and over which rail traffic will operate before the signal interlocking is
connected, or where the signal interlocking equipment will be removed from a set of points pending
removal, the points shall be secured against potential movement.
Traditionally with timber turnouts the points have been secured by spiking a fishplate to the timber
bearer.
For bearers manufactured from concrete or steel, special spiking plates are required. The Principal
Signals Engineer will review any proposal and confirm acceptance.

7.1.9 Design requirements for non-standard tangential turnouts

For turnouts in which both roads will be curved, the basic design shall be reconfigured to achieve
the required geometry. In this case:
- the bearer design will be the same as for the standard turnout design but will need re-spacing
to suit the altered track geometry
- the closure rails will be slightly shorter or longer depending on the extent of curvature applied
in the design
- switch and stockrail design will be the same as for the standard turnout design but with altered
curvature to suit the main line radius
- checkrail design will be the same as for the standard turnout design but with altered curvature
to suit the main line radius
- crossings will need to be specially curved to suit the applicable geometry.
- Turnouts may be left or right handed.
7.1.10 Other special track components

In addition to the major components specified in this standard, all other special track components
completing a standard turnout configuration such as fastenings, plating and closure rails shall be as
specified on the General Arrangement drawings for each turnout type. Approval of a turnout
design shall include approval of all special components included in the design.
7.1.11 Standard track components

Where standard plain track components are used in turnouts then the rail, rail joining methods,
fastenings, sleepers/bearers, ballast, and track geometry used shall be designed in accordance
with the relevant CRN standards detailed in Table 9.
Standard No Component
CRN CS 210 Track Geometry & Stability
CRN CS 220 Rail and Rail Joints
CRN CS 230 Sleepers and track support
CRN CS 240 Ballast
Table 9 - Standards for components

The following rail anchoring requirements apply to turnouts constructed with timber sleepers and
non-resilient fastenings. Bearers (timber, steel or concrete) with resilient fastenings do not require
anchoring.
Only approved configurations shall be installed.
Double anchor every second sleeper for 32 sleepers (i.e. a total of 16 anchored sleepers) in front of
the switch, commencing from the first sleeper from the switch.
Double anchor every second sleeper/timber for 32 sleepers/timbers (i.e. a total of 16 anchored
sleepers/timbers) behind the crossing, commencing from the first timber after the crossing that has
plain track fastenings.
Double anchor every second timber on the through rails and turnout rails between the heel of the
switch and the front legs of the crossing.

7.2 Catchpoints
7.2.1 General
Catch point or derail configurations adopted for a specific site or application shall conform to the
design requirements detailed in Section 5.4 unless otherwise approved by the Principal Track and
Civil Engineer.
All new catchpoints and replacement components shall be manufactured to meet the requirements
of CRN CP 251
Table 10 details approved configurations for catchpoints used in main lines/crossing loops and in
siding class tracks.
Track components comprising standard catchpoint configurations such as fastenings, plating and
closure rails shall be as specified on the General Arrangement drawings for each catchpoint type.
Track Class New or replacement catchpoints

Rail size (kg/m) Drawing Reference
All 60 580 - 715
53 153- 891
(Note 1)
47 300 696
Table 10 - Approved catchpoint configurations
Note: 1 Legacy designs with timber throw off ramps are to be replaced with mild steel design.

The following rail anchoring requirements apply to catchpoints constructed with timber sleepers
and non-resilient fastenings. Catchpoints constructed with resilient fastenings do not require
anchors.
Only approved configurations shall be installed.
Double anchor the catchpoint rail every second sleeper for 32 sleepers (i.e. a total of 16 anchored
sleepers) in front of the switch, commencing from the first sleeper from the switch.
Double anchor the catchpoint rail every second sleeper/timber for 32 sleepers/timbers (i.e. a total
of 16 anchored sleepers/timbers) behind the heel commencing from the first timber after the heel
that has plain track fastenings.
Anchor the plain track rail as for plain track (see CRN CS 220).
7.3 Manual points levers

Manual point lever configurations include:
- throw over levers
- sprung levers
Approved manual point levers, including proprietary designs, are detailed in Appendix 6.

8 Configuration requirements for existing special

trackwork
Existing configurations of turnouts or catchpoints in each Track Class may not meet the
requirements for new and replacement configurations (see Table 2 to Table 10). Speeds in Table
3 may not be achieved for these configurations.
All replacement components for existing turnouts shall be manufactured to meet the requirements
of CRN CP 251
9 Undesirable configurations
The following configurations are considered undesirable for installation in main lines. They should
be considered for strategic upgrading.
1. Heeled switches
2. Short switches (< 5030m)
3. Turnouts on sharp curves, especially if they are similar flexure.
4. Special trackwork configurations such as diamonds, slips and expansion switches
5. "Entangled" trackwork, where different special trackwork units overlap.
6. Catchpoints without a clear landing area. Where such cases exist a risk analysis shall be
undertaken to establish potential corrective or protective actions.
10 Acceptance standards for new installations

10.1 Turnouts
1. Turnout geometry for new installations shall meet the requirements of CRN CS 210. In
addition:
gauge dimensions at the switch tip shall conform to the design 2mm.
gauge at crossings shall conform to the design 2 mm
flangeways at crossings shall conform to the design 1 mm
checkrail effectiveness shall conform to the design +3 1mm
switches shall bear on all plates + 1 0 mm in closed position
2. Other fabrication and installation tolerances shall be in accordance with the manufacturer's
instructions.
3. When turnouts are placed within 30m of a bridge end (where spans are < 18m) OR when
turnouts are placed within 60m of a bridge end (where one or more spans are 18m but <
80m), the turnout shall be aluminothermic welded throughout and a flexible switch used if
possible.
4. Where tangential turnouts are used, the turnouts, and the track for 50 metres either side, shall
be fully welded. The use of joints is only permitted for a short period during the initial
construction and installation phase. The Principal Track and Civil Engineer may, however,
approve the installation of crossing units with fixed, swage fastened joints
5. For turnouts fitted with dry slide chairs, no oil or grease shall be applied to these chairs.
6. Plain track components shall meet the acceptance standards detailed in the component
standards in Table 9.

10.2 Catchpoints
1. Catchpoint geometry shall meet the requirements of CRN CS 210. In addition gauge
generally in catchpoints shall conform to the design 3 mm
2. Other fabrication and installation tolerances shall be in accordance with the manufacturer's
instructions.
3. Plain track components shall meet the acceptance standards for component standards in
Table 9.
10.3 Manual point levers

Manual point levers shall be installed to meet the tolerances established by the manufacturer.
11 Repair standards
11.1 Geometry
11.1.1 Turnouts
The following maintenance limits shall be applied to manual regauging of turnouts or component
renewal.
1. Turnouts shall meet the requirements of CRN CS 210
2. For non-interlocked points the clearance between the back of an open switch point and the
gauge of the running stock rail shall conform to the design 2mm.
3. Housed switches shall conform to the design 1mm of the specified parameters.
4. If the maintenance activity includes longitudinal movement of any crossing, the resulting
position of the crossing intersection point (Theoretical Point) must be within 15mm of the
position defined by reference pegs or survey monuments.
5. After maintenance, crossing and check rail measurements on all tracks shall be within the
limits in Table 11.
Crossing Checkrail
Flangeway Checkrail
Flangeway Flangeway Gauge
Depth (min) Effectiveness
Width Width (mm)
(mm) (mm)
(mm) (mm)
V Crossing 38 min 44 2 44 2 1435 2 1389 - <1396
Table 11 - Turnout geometry maintenance limits
11.1.2 Catchpoints
The following maintenance limits shall be applied to manual regauging or component renewal in
catchpoints.
1. Geometry shall meet the requirements of CRN CS 210.
2. For non-interlocked points the clearance between the back of an open switch point and the
gauge of the running stock rail shall conform to the design 2mm.

11.2 Component repair

11.2.1 Switches
1. Repair of switches by wirefeed welding is prohibited. Switch profile and condition may only be
repaired by grinding.
2. After maintenance switch tip measurements shall be within the limits in Table 12.
Parameter Standard Heavy duty Undercut Asymmetric

Switch tip radius 13mm 13mm NA NA
18 (3:1) 18 (3:1)
0 0
Switch angle (to The top of the switch tip must sit within
vertical) the face of the stockrail
Switch tip height 13mm 13mm
(below top of rail)
Switch tip width 4mm The whole of the
(at top of switch) switch tip must sit
within the gauge line
of the joggled
stockrail
No part of the running surface of the
switch blade, between 17mm and
30mm from the head of the rail, shall
form a plane at an angle of less than
0
40 to the horizontal (see Figure 7)
Table 12 Switch tip maintenance limits
3. There shall be no damage in the first 2m from the tip of the switch blade exceeding the criteria
detailed in Table 13.
Switch tip damage
Depth of damage below Length of damage
running surface of
stockrail
> 17mm > 100mm Single area of damage
>100mm Total length of multiple areas of damage less than
100mm apart
> 19mm Any length
Table 13 Switch tip damage limits

17mm below Running Surface
19mm below Running Surface

0
40 30mm below Running Surface
Figure 7 Switch tip acceptance limits
11.2.2 Crossings and wingrails

1. Repair of crossings and wingrails by wirefeed welding is an approved repair method.
2. Repaired components shall meet the design profile and tolerances of the component being
repaired.
3. All repairs shall be ultrasonically tested. ALL ultrasonic indicators must be below reportable
limits as detailed in CRN CS 220.

Appendix 1 Definitions
Term Description
A
Asymmetric Switch Switches used with tangential turnouts. They are not machined from rail. They have
a thick web and are shallower than conventional and undercut switches.
B No Entries
C
Catch points: A single switch assembly and a throw-off rail. The catch point switch is normally set
in the open position, thus breaking the continuity of the siding track causing
unauthorised train movements to derail at a point clear of the main line.
Chair Plates A chair is a flat plate with a pressed up section that is attached with a bolt through
the web of either stockrail, in the case of a switch assembly, or the checkrail carrier,
in the case of a checkrail assembly.
Check Rail A rail placed inside the running rail which comes into contact with the back of the
wheel flange and is used in points and crossing work to provide steering of the
wheelset such that the crossing nose is not contacted by the opposite wheel
Checkrail Unit The unit consists of a length of rail (called the checkrail) with a flared bevel
machined on each end, hardened on the checking face, bolted through chocks to a
closure rail (called the carrier) to attain a flangeway clearance.
The centre of the checkrail is usually opposite the theoretical point of the crossing
Chocks An iron casting used mainly with check rails and crossings to support rail
components at a fixed distance apart. Raised lettering and numbers on the chock
identify its application
Clearance Point A point on converging or diverging tracks where the track centres or separation
between the tracks allows clear passage for passing trains and beyond which
vehicles must not stand.
Closure Rails Rails making up a turnout apart from those in the points, crossings and checkrail
units
Compound Comprises a crossing V point that is manufactured from a single cast nose which is
Crossing welded to head hardened rails to complete the V which replaces the point/housed
rails in a fabricated crossing. They may be manufactured from manganese steel,
chrome vanadium alloys or other materials
Compound Is a Compound crossing V point that is manufactured from a cast manganese nose
Manganese which is explosively hardened and flashbutt welded to head hardened rails to
Crossing complete the V which replaces the point/housed rails in a fabricated crossing.
Conventional Conventional switches are machined from rails and tapered down from a full rail at
Switch the heel, to a thin point that fits closely against the stock rail. They are only in use
with 53kg and lighter rail and are not used when turnouts are renewed.
Crossing Assembly The component of a track system where lines branch out or intersect. Crossings
assist in the passage of track wheels where two track rails intersect. Crossings may
be fixed or switchable. In diamond crossings there are K and V crossings and in
turnouts V crossings.
Crossover The means by which trains pass from one track to an adjacent parallel track. A
Crossover is constructed from two turnouts (one on each track facing opposite
directions) and connecting plain trackwork
D
Derail A vehicle derailing device that, when operating to protect the main running line,
causes wheels to climb the siding rail and derail clear of the protected line.
Diamond Crossing The component of a track system where lines intersect. Diamond Crossings
comprise V and K crossings.

Term Description
E
Expansion switch An assembly comprising two rails appropriately matched and fastened at the
longitudinal interface to provide virtual continuity of the running rail and gauge faces
while allowing controlled longitudinal slip.
Expansion switches provide a level of control for rail stresses when tracks are
attached to sub-structures (eg steel underbridges) which are also subject to
temperature related expansion and contraction.
F
Fabricated Crossing Comprises a Vee and two (2) wing rails fabricated from sections of rail, set,
machined and fitted together with chocks. The hand of the crossing is determined by
the location of the point rail and may be right or left. The point rail is always the rail
carrying the maximum tonnages, or higher speed. A right hand crossing has the
point rail in the rail that connects to the right hand switch.
Fixed crossings. These crossings have a wheel flange gap in both rails. Wheel transfer of fixed
crossings depend on matching wheel and rail profiles. Fixed crossings are used in
conjunction with check (guide) rails to provide lateral guidance in the crossing area.
Flangeway The space adjacent to the gauge face of a running rail to allow for the passage of
wheel flanges.
Flangeway The distance between the gauge side of a running rail and the guard face of a check
Clearance rail or the guard face of a wing rail
Flangeway Depth Flange way depth is the height of the running surface of the rail above the top of the
blocks at check rails and in V and K crossings
Flare The tapered widening at the ends of flangeways to gradually engage wheel flanges
and position them to pass through flangeways.
Flexible Switch A switch machined from longer rails and fixed towards the end of this rail with blocks
or other device to the adjacent stockrail. The switch movement is provided by the
flexibility of the longer switch rail and a section machined from the rail foot (foot
relief) towards the fixed end.
Fully cast crossing A one piece solid cast steel crossing with the four legs joined to standard rail
sections through a welding process or by bolts and plates.
G No Entries
H
Heavy duty switch Switch with thickened switch points used in conventional turnouts with heavy traffic
to limit wear. Used with joggled stockrails to ensure the running face of the running
rail is colinear
Heel The end of a switch at which the switch pivots
Heel Block Single or multiple blocks, depending on switch type, that rigidly fix the switch rail to
the adjacent rail in the correct geometric configuration. The adjacent rail is the
stockrail and can include a closure rail for some switch types.
Heeled Switch A switch that pivots about a gapped joint between the switch rail and adjoining
closure rail. The switch is bolted to the stockrail and closure rail using a heel block
and fishplate designed to allow this movement.
Housed Switch A housed switch is a heavy duty switch and joggled stockrail equipped with a
Housing. The housing is a specially machined component with a hardened
checking face fitting above the switch to act as a checkrail for the opposite switch
and joggle. Where both switches are required to be heavy duty a housing is
required on one of the switches.

Term Description
I
In - Bearer A bearer fabricated into a hollow channel shape that is used at a set of points to
house the switch operating rodding. This eliminates the rodding being located in a
bay between bearers.
Interlocking Interaction of equipment controlling switches and/or signals to prevent conflicting
movements, and to make sure that routes are set correctly.
J No Entries
K
K Crossing The principal special component of a diamond crossing. It is the intersecting
component between two rails. The intersection creates an unchecked area in the
centre of the K, thus limiting the angles that can be designed for K crossings
L No Entries
M
Manual Point Lever An apparatus consisting of a manually actuated lever and connecting rodding to
operate points in turnouts and catchpoints or to operate a derail device. Manual
point levers do not include ground frame or signal box levers that are generally
connected to an interlocked signalling system.
N, O No Entries
P
Points and A combination of rail and track components that provide for one track to join or cross
crossings another whilst maintaining continuous support and direction to the rolling stock
wheels. The points are the location where one track separates into two tracks (or
vice-versa) and generally includes moving rail components called switches or switch
blades. The crossing allows rolling stock wheels to cross over a rail. Combinations
of points and crossings may be used to construct various track structures including
slips, diamond crossings, turnouts and Catchpoints.
Points Assembly The location where one track separates into two tracks (or vice-versa) and generally
includes moving rail components called switches or switch blades that are attached
to stockrails.
Q No Entries
R
Rail Brace Component used in points assemblies to fasten the stockrail in position where
fastenings on the gauge side of the rail cannot be used. The Rail Brace is bolted
through the web of the stockrail.
Rail Brace Plates Attach the Rail Brace to the bearer.
Rail Bound Crossings with the actual crossing area made from manganese steel casting and
Manganese surrounded by specially machined and set rail wings.
Crossings
S
Single/Double Slip A special track layout that combines turnouts and diamond crossings. They allow
train movements both across and onto and out of a track.
Spring Wing A switchable V crossing with both a fixed and spring wing leg. The spring wing
crossing effectively eliminates the flange way gap when using the main line thus reducing the
wheel generated impact in the crossing. The wheel flange forces the spring wing
open when taking the siding road
Stockrails These provide support for the closed switch and become the running rail when the
switch is open. They are curved, set and /or joggled.

Term Description
Swing Nose A switchable V crossing with a nose assembly that moves from the main line rail to
Crossing the turnout rail, depending on the train movement, allowing a continuous surface for
the wheel to run through the crossing. They are provided with straight crossings
only. No check rails are required with this crossing type.
Switch Is a machined tapered rail that allows the direction of a train to be altered to another
line. A switch consists of a section of rail set and machined to a design shape,
drilled to detail to accommodate switch operating rodding and heel blocks or chocks
to allow attachment to a stockrail.
Switch Rollers Rollers that support the switch during the opening and closing operation. The can be
located in the bay between bearers, usually bolted to the stockrail, or be fabricated
as a part of the plate assembly under the switch. They eliminate the need to
lubricate the switch plate/switch interface.
Switch Stops Switch Stops are bolted to the web of the stockrail and make contact with the web of
the switch when the switch is in the closed position, providing lateral support. They
can be manufactured from castings, rolled angle section or extended bolts.
Switchable These crossings close the gap in one track that is being made active for traffic
crossings. allowing a continuous surface for the wheel to run through the crossing. Wheel
transfer in switchable crossings is without any impact for any wheel profile.
Switchable crossings have no flange gap in the active track and thus do not require
check rails. They can have either Swing Nose or Spring Wing
T
Tangential Switch A switch with a continuous curve through the full length of the switch. The curved
gauge line of the switch is tangent to the gauge line of the attached stockrail at a
distance in front of the switch tip
Theoretical Point Located on the crossing nose at the intersection of the gauge lines of the two
running rails forming the crossing
Trailable Point A manual point lever that is designed to allow for vehicle wheels trailing through
Lever points set the wrong way to re-set the points for the trailing movement without the
need to operate the lever.
Turnout Special trackwork that allows trains to pass from one track on a diverging path. It
consists of switch and stockrail assemblies, a 'V' crossing and checkrails, linked
together by straight and curved infill rails (closure rails).
Turnout Radius The radius of the centreline of the curved turnout track and not the turnout rail
radius. It is tangential to the switch at the heel (real or imaginary) and to the
appropriate leg of a straight crossing. The radius is carried through a curved
crossing
Turnout Rail This is the closure rail that joins the turnout switch to the crossing, as part of the
secondary track. It may consist of more than one rail length.
Turnout Length The distance from the toe of the switch to the theoretical point measured along the
main line running rail containing the crossing.
U
Undercut Switch Switches for use with 50kg and 60kg rail have the stockrail undercut by machining to
allow the switch to move partially under the head of the stockrail.

Term Description
V
V crossing A unit that allows a train travelling on the turnout direction rail to cross the mainline
rail.
The crossing rate is a measure of the angle made by the main line and turnout rail
gauge faces that intersect at the theoretical point. The crossing rate is the
cotangent of the angle made.
All crossings are identified by markings on the wing rail which are provided during
manufacture. See Appendix 2 Crossing Identification
The catalogue number allows the geometry of the particular crossing to be
identified. Each catalogue number defines a crossing with a unique geometry.
See Appendix 2 for diagrams of standard crossing types
W
Wing Rail The rails of a crossing (on the end closest to the switch in a turnout) that are flared
to allow the passage of the wheel to transfer to or from the crossing nose. Named
for their resemblance to a wing in shape.
X, Y, Z No entries
Grouped by component
Term Description
General
Points and A combination of rail and track components that provide for one track to join or cross
crossings another whilst maintaining continuous support and direction to the rolling stock
wheels. The points are the location where one track separates into two tracks (or
vice-versa) and generally includes moving rail components called switches or switch
blades. The crossing allows rolling stock wheels to cross over a rail. Combinations
of points and crossings may be used to construct various track structures including
slips, diamond crossings, turnouts and Catchpoints.
Turnout Special trackwork that allows trains to pass from one track on a diverging path. It
consists of switch and stockrail assemblies, a 'V' crossing and checkrails, linked
together by straight and curved infill rails (closure rails).
Turnout Length The distance from the toe of the switch to the theoretical point measured along the
main line running rail containing the crossing.
Turnout Radius The radius of the centreline of the curved turnout track and not the turnout rail
radius. It is tangential to the switch at the heel (real or imaginary) and to the
appropriate leg of a straight crossing. The radius is carried through a curved
crossing
Turnout Rail This is a closure rail that joins the turnout switch to the crossing, as part of the
secondary track. It may consist of more than one rail length.
Stockrails Provide support for the closed switch and become the running rail when the switch
is open. They are curved, set and /or joggled.
Crossover The means by which trains pass from one track to an adjacent parallel track. A
Crossover is constructed from two turnouts (one on each track facing opposite
directions) and connecting plain trackwork.
Diamond Crossing The component of a track system where lines intersect. Diamond Crossings
comprise V and K crossings.
Catchpoints: A single switch assembly and a throw-off rail. The Catchpoint switch is normally set
in the open position, thus breaking the continuity of the siding track causing
unauthorised train movements to derail at a point clear of the main line.

Term Description
Clearance Point A point on converging or diverging tracks where the track centres or separation
between the tracks allows clear passage for passing trains and beyond which
vehicles must not stand.
Derail A vehicle derailing device that, when operating to protect the main running line,
causes wheels to climb the siding rail and derail clear of the protected line.
Expansion switch An assembly comprising two rails appropriately matched and fastened at the
longitudinal interface to provide virtual continuity of the running rail and gauge faces
while allowing controlled longitudinal slip.
Expansion switches provide a level of control for rail stresses when tracks are
attached to sub-structures (eg steel underbridges) which are also subject to
temperature related expansion and contraction.
Single/Double Slip A special track layout that combines turnouts and diamond crossings. They allow
train movements both across and onto and out of a track.
Points
Points Assembly The location where one track separates into two tracks (or vice-versa) and generally
includes moving rail components called switches or switch blades that are attached
to stockrails.
Switch A machined tapered rail that allows the direction of a train to be altered to another
line. A switch consists of a section of rail set and machined to a design shape,
drilled to detail to accommodate switch operating rodding and heel blocks or chocks
to allow attachment to a stockrail.
Heeled Switch A switch that pivots about a gapped joint between the switch rail and adjoining
closure rail. The switch is bolted to the stockrail and closure rail using a heel block
and fishplate designed to allow this movement.
Heel The end of a switch at which the switch pivots
Heel Block Single or multiple blocks, depending on switch type, that rigidly fix the switch rail to
the adjacent rail in the correct geometric configuration. The adjacent rail is the
stockrail and can include a closure rail for some switch types.
Flexible Switch A switch machined from longer rails and fixed towards the end of this rail with blocks
or other device to the adjacent stockrail. The switch movement is provided by the
flexibility of the longer switch rail and a section machined from the rail foot (foot
relief) towards the fixed end.
Tangential Switch A switch with a continuous curve through the full length of the switch. The curved
gauge line of the switch is tangent to the gauge line of the attached stockrail at a
distance in front of the switch tip.
Conventional Conventional switches are machined from rails and tapered down from a full rail at
Switch the heel, to a thin point that fits closely against the stock rail. They are only in use
with 53kg and lighter rail and are not used when turnouts are renewed.
Undercut Switch Switches for use with 50kg and 60kg rail have the stockrail undercut by machining to
allow the switch to move partially under the head of the stockrail.
Asymmetric Switch Switches used with tangential turnouts. They are not machined from rail. They have
a thick web and are shallower than conventional and undercut switches.
Housed Switch A heavy duty switch and joggled stockrail equipped with a Housing. The housing
is a specially machined component with a hardened checking face fitting above the
switch to act as a checkrail for the opposite switch and joggle. Where both switches
are required to be heavy duty a housing is required on one of the switches.
In - Bearer A bearer fabricated into a hollow channel shape that is used at a set of points to
house the switch operating rodding. This eliminates the rodding being located in a
bay between bearers.
Interlocking Interaction of equipment controlling switches and/or signals to prevent conflicting
movements, and to make sure that routes are set correctly.

Term Description
Chair Plates A chair is a flat plate with a pressed up section that is attached with a bolt through
the web of either stockrail, in the case of a switch assembly, or the checkrail carrier,
in the case of a checkrail assembly.
Rail Brace Component used in points assemblies to fasten the stockrail in position where
fastenings on the gauge side of the rail cannot be used. The Rail Brace is bolted
through the web of the stockrail.
Rail Brace Plates Attach the Rail Brace to the bearer.
Switch Rollers Rollers that support the switch during the opening and closing operation. Theycan
be located in the bay between bearers, usually bolted to the stockrail, or be
fabricated as a part of the plate assembly under the switch. They eliminate the need
to lubricate the switch plate/switch interface.
Switch Stops Switch Stops are bolted to the web of the stockrail and make contact with the web of
the switch when the switch is in the closed position, providing lateral support. They
can be manufactured from castings, rolled angle section or extended bolts.
Manual Point Lever An apparatus consisting of a manually actuated lever and connecting rodding to
operate points in turnouts and catchpoints or to operate a derail device. Manual
point levers do not include ground frame or signal box levers that are generally
connected to an interlocked signalling system.
Trailable Point A manual point lever that is designed to allow for vehicle wheels trailing through
Lever points set the wrong way to re-set the points for the trailing movement without the
need to operate the lever.
Crossings
Crossing Assembly The component of a track system where lines branch out or intersect. Crossings
assist in the passage of track wheels where two track rails intersect. Crossings may
be fixed or switchable. In diamond crossings there are K and V crossings and in
turnouts V crossings.
V crossing A unit that allows a train travelling on the turnout direction rail to cross the mainline
rail.
The crossing rate is a measure of the angle made by the main line and turnout rail
gauge faces that intersect at the theoretical point. The crossing rate is the
cotangent of the angle made.
All crossings are identified by markings on the wing rail which are provided during
manufacture. See Appendix 2 Crossing Identification
The catalogue number allows the geometry of the particular crossing to be
identified. Each catalogue number defines a crossing with a unique geometry.
See Appendix 2 for diagrams of standard crossing types
K Crossing The principal special component of a diamond crossing. It is the intersecting
component between two rails. The intersection creates an unchecked area in the
centre of the K, thus limiting the angles that can be designed for K crossings
Fabricated Crossing Comprises a V and two (2) wing rails fabricated from sections of rail, set, machined
and fitted together with chocks. The hand of the crossing is determined by the
location of the point rail and may be right or left. The point rail is always the rail
carrying the maximum tonnages, or higher speed. A right hand crossing has the
point rail in the rail that connects to the right hand switch.
Compound Comprises a crossing V point that is manufactured from a single cast nose which is
Crossing welded to head hardened rails to complete the V which replaces the point/housed
rails in a fabricated crossing. They may be manufactured from manganese steel,
chrome vanadium alloys or other materials.
Compound A Compound crossing V point that is manufactured from a cast manganese nose
Manganese which is explosively hardened and flashbutt welded to head hardened rails to
Crossing complete the V. It replaces the point/housed rails in a fabricated crossing.
Fully cast crossing A one piece solid cast steel crossing with the four legs joined to standard rail
sections through a welding process or by bolts and plates.

Term Description
Fixed crossings. These crossings have a wheel flange gap in both rails. Wheel transfer at fixed
crossings depends on matching wheel and rail profiles. Fixed crossings are used in
conjunction with checkrails to provide lateral guidance in the crossing area.
Switchable These crossings close the gap in one track that is being made active for traffic
crossings. allowing a continuous surface for the wheel to run through the crossing. Wheel
transfer in switchable crossings is without any impact for any wheel profile.
Switchable crossings have no flange gap in the active track and thus do not require
checkrails. They can have either Swing Nose or Spring Wing
Swing Nose A switchable V crossing with a nose assembly that moves from the main line rail to
Crossing the turnout rail, depending on the train movement, allowing a continuous surface for
the wheel to run through the crossing. They are provided with straight crossings
only. No checkrails are required with this crossing type.
Spring Wing A switchable V crossing with both a fixed and spring wing leg. The spring wing
crossing effectively eliminates the flange way gap when using the main line thus reducing the
wheel generated impact in the crossing. The wheel flange forces the spring wing
open when taking the siding road.
Wing Rail The rails of a crossing (on the end closest to the switch in a turnout) that are flared
to allow the passage of the wheel to transfer to or from the crossing nose. Named
for their resemblance to a wing in shape.
Flangeway The space adjacent to the gauge face of a running rail to allow for the passage of
wheel flanges.
Flangeway The distance between the gauge side of a running rail and the guard face of a
Clearance checkrail or the guard face of a wing rail.
Flangeway depth Flange way depth is the height of the running surface of the rail above the top of the
blocks at checkrails and in V and K crossings.
Theoretical Point Located on the crossing nose at the intersection of the gauge lines of the two
running rails forming the crossing.
Checkrail unit
Checkrail Unit The unit consists of a length of rail (called the checkrail) with a flared bevel
machined on each end, hardened on the checking face, bolted through chocks to a
closure rail (called the carrier) to attain a flangeway clearance.
The centre of the checkrail is usually opposite the theoretical point of the crossing.
Checkrail A rail placed inside the running rail which comes into contact with the back of the
wheel flange and is used in points and crossing work to provide steering of the
wheelset such that the crossing nose is not contacted by the opposite wheel.
Chocks An iron casting used mainly with checkrails and crossings to support rail
components at a fixed distance apart. Raised lettering and numbers on the chock
identify its application.
Flare The tapered widening at the ends of flangeways to gradually engage wheel flanges
and position them to pass through flangeways.

Appendix 2 General turnout data



4 877
JOGGLE (HEEL ANGLE)

1 29 37.02
159
19mm POINT
SWITCH 13 650 (CURVED)
KNIFE EDGE
HEAVY DUTY SWITCH 9 150 TO RADIUS
4 500
13 650 HEAVY DUTY SWITCH, 159 HEEL (53kg)



Appendix 3 Other special trackwork data

Catchpoints

Appendix 4 Standard designs for conventional turnouts

Standard Conventional Turnouts
Crossing General Arrangement
Rail Switch
(kg) Rate Type Description Design
Length Bearers Plating
Reference
5030 x 159 H 21.770 Timber Resilient 720-420
8.25 Curved
6100 x 159 F 23.470 Timber Standard 320-1197
Straight 6100 x 159 F 23.510 Timber Standard 320-1305
50 9
Curved 6100 x 159 H 24.740 Timber Standard 320-1520
Straight 6100 x 159 F 25.730 Timber Standard 320-1309
10.5
Curved 6100 x 159 F 27.170 Timber Standard 320-1310
8.25 Curved
10600 F 23.470 Timber Resilient 246-403
53 9 Straight 10600 F 23.510 Timber Resilient 246-920
10.5 Straight 10600 F 25.730 Timber Resilient 720-497
15 Straight 10600F / 13650F 32.270/35.320 Timber Resilient 248-1180
690-418(RH)
8.25 Curved Concrete Resilient
6100 x 159 F 23.470 690-419(LH)
Timber Resilient 425-462
6100 x 159 F 23.510 Timber Resilient 250-1258
9 Straight
Timber Resilient 720-615
60 6100 x 159 F 25.730 320-1282(RH),
10.5 Straight Concrete Resilient
720-436(LH)
425-725,
6100 x 159 F 32.270 Timber Resilient
320-1219
425-725,
15 Straight 9150 x 159 F 35.320 Timber Resilient
320-1219*
720-538(RH),
9150 x 159 F 35.320 Concrete Resilient
720-539(LH)
Table 14 - Standard Conventional Turnouts
1. H - Heeled Switches.
2. F - Flexible switches
3. For 53kg rail the flexible switch is defined as the total length of switch rail from which the
switch is made. For 50kg and 60kg rail the flexible switch is defined as the length from the
point to the theoretical head point (for design purposes only), and can be identified by the
machining on the stockrail. (ie 53kg 10600 and 13650 switches have the same design
geometry as the 6100x159 and 9150x159 (respectively) indicated for 50 and 60kg rail.
4. Standard Plating is a non-resilient type i.e. dogspikes, lockspikes, and/or screwspikes.
5. Resilient plating refers to an elastic type of fastener securing the rail foot to the baseplate

6. The layout for turnout bearers or ties forms part of the configuration. References to drawings
detailing interface requirements for fixing components on standard turnouts, that is, crossings,
checkrails, switch/stockrails and closure rails are indicated under design references.
Figure 8 - Straight Crossing Conventional Turnout (drawn for RH turnout)
Figure 9 - Curved Crossing Conventional Turnout short leg curved (drawn for RH turnout)
Crossing 'e' Sw = Switch length Switch length and heel

Rate d = Heel Centres (159mm) centres are measured at
heel joint for heeled
8.25 11.882 g = Gauge (1435mm) switches and for flexible
= Crossing angle switches they are
9 12.955
x = Crossing rate adopted for design
10.5 15.102 purposes
15 21.549

Appendix 5 Standard designs for tangential turnouts

Tangential Turnouts Design Parameters
Turnout Total
General Layout
Length Length Length Distance
Turnout Design
Type Crossing 0 (T) (Pts to (TOTP to (Pts to TP)
Angle ( ) Drawing Ref
(m) Theo Pt) TOEP) (m)
No.
(m) (m)
160:6.6 Curved 8.615648 12.052 20.939 24.105 0.490 CV0479038

160:8.25 Straight 6.911227 9.622 21.058 24.644 0.490 CV0479039
190:7 Curved 8.130102 13.503 22.862 27.006 0.490 775-802
190:9 Straight 6.340192 10.523 22.988 26.298 0.490 775-801
250:8.25 Curved 6.911227 15.096 26.296 30.193 0.490 775-133
250:10.5 Straight 5.440332 11.878 26.489 30.309 0.490 775-134
300:9 Curved 6.340192 16.616 28.853 33.231 0.490 775-135
300:12 Straight 4.763642 12.478 29.238 33.630 0.490 775-136
500:12 Curved 4.763642 20.797 37.391 41.595 0.490 775-137
500:15 Straight 3.814075 16.648 37.707 43.532 0.490 775-003
800:15 Curved 3.814075 26.637 46.827 53.274 1.090 775-138
800:18.5 Straight 3.094058 21.606 47.083 54.660 1.090 775-139
1200:18.5 Curved 3.094058 32.409 56.996 64.818 1.690 775-140
1200:24 Straight 2.385944 24.989 57.754 67.026 1.690 775-141
Table 15 - Standard Tangential Turnouts
Tangential Turnouts In-bearer design

General Layout Design
Type Comment
Drawing Ref No.
190 no back-drive required CV0278550
250 with backdrive CV0278551
300 with backdrive CV0278552
Table 16 Standard In bearer layouts for tangential turnouts

Figure 10 - Straight Crossing Turnout (drawn for LH turnout)
Figure 11 - Curved Crossing Turnout (drawn for LH turnout)

Appendix 6 Approved products

The approved product list for turnouts and special trackwork contains only those products that may
be used independently of any manufacturer's proprietary designs.
Product approvals are dependent on both the manufacturer and supplier. If either changes, the
product approval may no longer be valid. Seek advice from the Principal Track and Civil Engineer.
Product Approval Numbers are shown for all products approved by JHR CRN. Other products
listed were approved for use on CRN prior to January 2012 and have been accepted by JHR CRN.
Product
Standard/ Manufacturer/
Approval Common Item Name Description
Drawing Supplier
No.
Manual levers
Thornley levers Type 45 VCAU
Switch equipment
Switch roller plates
Switch pad protectors Mack Reversible Switch Protector VCAU
Chair Bolt Cat. No 3 M24 x 75 Square Head Chair Bolt Cat. Dwg. No 91-187C Greg Sewell
No3 Forgings
Crossings
Compound manganese Fully cast manganese crossings CRN CS 250 VAE
(Monobloc)
Rail Bound Manganese VCAU

Appendix 7 Approved special configurations

The following configurations are approved variations from standard configurations. They are applicable to the
nominated locations only. When due for replacement they shall be replaced by standard configurations.
Configuration Approved Location Controls Original Waiver

Type variation
Catchpoints Shorter switch AWB sidings West All other aspects of CRN CCW 12/002
Victorian design Wyalong and catchpoint standards to be 10/1/2012
catchpoints Stockinbingal met including, landing
area, throw off rails,
derailment block, clearance
requirements
Maximum speed 15kph
Turnout Allow heeled Ardlethan 555.748 Replace turnout with fully CCW 15/018
switches and complying turnout. 14/07/2015
mechanical joints in
main line If CWR in section is to
occur before installation of
new turnout leave one
adjustment length on all
sides (with temporary
creep pegs) and adjust to
CWR after turnout
installation. The adjustment
length on all sides is to
comply to and be managed
as LWR in the interim.


CRN Cs 250 v1 2

Uploaded by

Copyright:

Available Formats

CRN Cs 250 v1 2

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CRN Cs 250 v1 2

Uploaded by

Copyright:

Available Formats

Engineering Standard

Issued June, 2016

CRN DMS REFERENCE:

Owner: Manager Engineering Services

UNCONTROLLED WHEN PRINTED Page 1 of 49

Summary of changes from previous version

JHR UNCONTROLLED WHEN PRINTED Page 2 of 49

JHR UNCONTROLLED WHEN PRINTED Page 3 of 49

1 Scope and application

2.2 CRN documents

2.3 Other references

JHR UNCONTROLLED WHEN PRINTED Page 4 of 49

Catchpoints are an assembly of:

JHR UNCONTROLLED WHEN PRINTED Page 5 of 49

switch geometry and cross-sectional geometry;

5.1.1 Turnout geometry

5.1.2 Rolling stock interface

Figure 1 Flare on checkrail end

JHR UNCONTROLLED WHEN PRINTED Page 6 of 49

8. Flangeways shall be designed to accommodate a wheel flange height of 45mm.

5.1.3 Track geometry

5.1.5 Rail adjustment

5.1.6 Signalling interfaces

5.2 Diamond crossings

JHR UNCONTROLLED WHEN PRINTED Page 7 of 49

The following criteria shall be used in the design of catchpoint configurations:

5.4.1 Catchpoint geometry

5.4.2 Rolling stock interface

5.4.3 Track geometry

5.4.5 Rail adjustment

5.4.6 Signalling interfaces

JHR UNCONTROLLED WHEN PRINTED Page 8 of 49

This area of ballast should be sloped

Figure 2 Ramp to landing zone

JHR UNCONTROLLED WHEN PRINTED Page 9 of 49

Figure 3 Example of catchpoint with poor landing zone

Figure 4 Example of catchpoint with good landing zone

JHR UNCONTROLLED WHEN PRINTED Page 10 of 49

Track Catch point location

JHR UNCONTROLLED WHEN PRINTED Page 11 of 49

Throw Off Rail

Track Centres for

Figure 5 - Clearances at Catchpoints

5.5 Expansion switches

5.6 Manual points levers

JHR UNCONTROLLED WHEN PRINTED Page 12 of 49

Detailed component manufacturing drawings shall be provided.

Designs relating to a specific layout shall include the following details:

Detailed component manufacturing drawings shall be provided.

Designs relating to a specific layout shall include the following details:

JHR UNCONTROLLED WHEN PRINTED Page 13 of 49

There are two types of turnout used in the CRN:

Both conventional and tangential turnouts may be either

There are three standard design options for conventional turnouts:-

JHR UNCONTROLLED WHEN PRINTED Page 14 of 49

7.1.1 Location of turnouts

7.1.1.3 Proximity to other special trackwork

JHR UNCONTROLLED WHEN PRINTED Page 15 of 49

7.1.2 Selection of turnout type