GIRT7004 Iss 1

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Uncontrolled When Printed Railway Group Standard

GI/RT7004
Issue One
Date December 2000
Requirements for
the Design,
Operation and
Maintenance of
Points
Synopsis
This document defines requirements
for the design, provision, inspection
and maintenance of all types of points,
including unworked points, derailers
and scotch blocks. It includes
requirements for the control, locking
and detection of points by the
signalling system and requirements for
points acting as part of the track
system. It also includes requirements
for points heating.
Submitted by
This document is the property of
Railtrack PLC. It shall not be
reproduced in whole or in part without
the written permission of the Controller,
Steven Hayter Railway Group Standards,
Standards Project Manager Railtrack PLC.
Published by:
Authorised by
Safety & Standards Directorate
Railtrack PLC
Evergreen House
160 Euston Road
London NW1 2DX
Brian Alston
Controller, Railway Group Standards © Copyright 2000 Railtrack PLC
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Railway Group Standard
GI/RT7004
Issue One
Requirements for the Design, Operation and Date December 2000
Maintenance of Points Page 1 of 23
Contents
Section Description Page
Part A
Issue Record 2
Technical Content 2
Responsibilities 2
Compliance 2
Health and Safety Responsibilities 3
Supply 3
Part B
1 Purpose 4
2 Scope 4
3 Definitions 4
4 Identification of Points 7
5 Control of Points 8
6 Operation of Points 9
7 Facing Point Locking 9
8 Detection 10
9 Flangeway Gaps and Track Gauge 11
10 Facilities for Manual Operation of Points 12
11 Facilities for Securing Points 13
12 Point Heating Systems 14
13 General Equipment Design Requirements 14
14 Installation and Removal of Points 16
15 Inspection of Points 17
16 Maintenance of Points 19
17 Changing Rails 20
18 Requirements for Unworked Points 21
19 Requirements for Derailers and Scotch Blocks 22
References 23
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Issue One
Date December 2000 Requirements for the Design, Operation and
Page 2 of 23 Maintenance of Points
Part A
Issue Record
This document will be updated when necessary by distribution of a complete
replacement.
Issue Date Comments

One December 2000 Original document.
Supersedes Railway Group Standards
GK/RT0062 (Issue 1), GK/RT0065 (Issue 1)
and GK/RT0118 (Issue 1).
Incorporates requirements from parts of
Railway Group Standards GC/RT5011
(Issue 1), GK/RT0009 (Issue 1) and
GO/RT3000 Section B (August 1999).
Technical Content
Approved by: Derek Wolfendale, Principal Track and Structures Engineer
Francis How, Principal Signalling and Telecoms Engineer
Richard Evans, Principal, Operations
Enquires to be directed to the Industry Safety Liaison Dept – Tel: 020 7904 7518
Responsibilities
Railway Group Standards are mandatory on all members of the Railway Group *
and apply to all relevant activities that fall into the scope of each individual’s
Railway Safety Case. If any of those activities are performed by a contractor, the
contractor’s obligation in respect of Railway Group Standards is determined by
the terms of the contract between the respective parties. Where a contractor is
a duty holder of a Railway Safety Case then Railway Group Standards apply
directly to the activities described in the Safety Case.
* The Railway Group comprises Railtrack and the duty holders of the Railway
Safety Cases accepted by Railtrack.
Compliance
The provisions in this document are to be complied with from 03 February 2001
except as noted below.
Section 13.7 (Requirement for standard drawings) is to be complied with from

01 February 2002.
Sections 6, 7, 8, 9.1, 14, 15, 16, 17, 18.4, 18.5 and 19.2 of this document apply
to existing points.
Other sections of this document apply where:
• new points are installed or existing points are re-laid;

• the permissible or enhanced permissible speed is increased above 100mph.
Any Railway Group member deviating from the requirements set out in this
document shall ensure that the situation is regularised in accordance with the
requirements of GA/RT6001, GA/RT6004, or GA/RT6006.
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Health and Safety

Responsibilities
In issuing this document, Railtrack PLC makes no warranties, express or
implied, that compliance with all or any documents published by the Safety &
Standards Directorate is sufficient on its own to ensure safe systems of work or
operation. Each user is reminded of its own responsibilities to ensure health and
safety at work and its individual duties under health and safety legislation.
Supply
Controlled and uncontrolled copies of this document may be obtained from the
Industry Safety Liaison Dept, Safety and Standards Directorate, Railtrack PLC,
Evergreen House, 160 Euston Road, London, NW1 2DX.
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Part B
1 Purpose
The purpose of this document is to define requirements for the design, provision,
inspection and maintenance of all types of points, including unworked points,
derailers and scotch blocks. It includes requirements for the control, locking and
detection of points by the signalling system and requirements for points acting as
part of the track system. It also includes requirements for points heating.
2 Scope
The overall scope of Railway Group Standards is set out in Appendix A of
GA/RT6001.
This document contains requirements that are applicable to the duty holders of
the following category of Railway Safety Case:
• Infrastructure Controller.
The requirements of this document apply to all worked points and train operated
points on Railtrack controlled infrastructure.
Some of the requirements of this document apply to unworked points. These are
set out in section 18.
Some of the requirements of this document apply to derailers and scotch blocks.
These are set out in section 19.
The terms ‘worked points’, ‘train operated points’, ‘unworked points’, ‘derailer’
and ‘scotch block’ are defined in section 3.
Related requirements for the design, inspection and maintenance of Switches

and Crossings (S&C) and particular requirements for fixed crossings are set out
in GC/RT5011.
3 Definitions
All technical terms used in this document, other than those given below, have
the meanings defined in GK/RT0002 and GC/RC5603.
Correspondence
Correspondence occurs when the detected position of all point ends forming a
set of points matches the normal or reverse position to which they have been
instructed to move by an external command. See also ‘external command’.
Derailer
A device attached to a rail that will, when in its effective position, cause the
derailment of a vehicle. It is used to guard against unauthorised movements.
Detection
The proof and indication of the position of the points, normal or reverse, and that,
where fitted, the facing point lock is fully engaged.
External Command
An instruction sent to the point operating mechanism by the interlocking to move
the point ends to the normal or reverse position.
Facing Point Lock

A mechanical means of physically locking points so that they cannot be moved
other than in response to an external command or manual operation. The lock
may be provided independently or incorporated into a point operating
mechanism.
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Interlocking
Equipment that controls the setting and releasing of signals and points to
prevent unsafe conditions arising.
Lock Stretcher Bar

A bar that connects together the two switch rails of a set of switches to maintain
flangeway gaps and which also incorporates or is connected to a bolt which
locks the switch rails in the normal or reverse position.
Normal and Reverse

The two defined positions of a point end or associated signaller’s control device.
Point Clip
A lockable device to clamp the movable track component of a point end to its
associated fixed rail (for example, a switch to its stock rail) to enable the point
end to be secured against any movement.
Point End
An item with a movable track component forming one element in a set of points.
For the purpose of this document, the term includes a set of switches, one half of
a set of switch diamonds, a swing nose crossing, all forms of trap points, a
derailer or a scotch block.
Point Operating Mechanism

Equipment for the powered or mechanical movement of points.
Point Operating Time

The time taken from receipt of an external command by the point operating
mechanism to release the facing point lock, move the switch rails or equivalent
to the opposite position and reapply the facing point lock.
Points
A group of one or more point ends which are operated together by a common
external command and may be aligned to one of two positions, normal or
reverse, according to the train movement required.
Points Indicator
An indicator that informs the train driver that the associated points are correctly
set. Points indicators are sometimes referred to as ‘Points detected normal
indicators’.
Primary Drive
The point operating mechanism positioned at the toe of points that provides the
movement of the points.
Running Line
A line shown as a running line in Appendix A to the Sectional Appendix.
Scotch
A timber wedge that is placed between a switch rail and a stock or wing rail to
prevent the switch rail from closing. See also ‘point clip’ and ‘scotch block’.
Scotch Block
A device attached to a rail that will, when in its effective position, prevent the
movement of stationary vehicles.
Soleplate
A steel plate placed on the upper surface of a bearer at the switch toe and below
the toe slide chair or baseplate, to provide additional gauge restraint and, where
appropriate, rigidly connect the point operating mechanism to the stock or wing
rail.
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Standard Drawing
A drawing showing critical dimensions with construction and maintenance
tolerances for a generic type of switch, switch diamond or swing nose crossing
(for example, a GV switch).
Stretcher Bar
A bar that connects together the two switch rails of a set of switches to maintain
flangeway gaps.
Supplementary Detection
An additional detector provided to prove and indicate that switch rails are in the
required position at a distance from the switch toes.
Supplementary Drive
A drive provided where necessary in addition to the primary drive to ensure that
switch rails or a swing nose crossing are correctly aligned and provide an
adequate flangeway gap throughout their length. For the purpose of this
document, the term ‘supplementary drive’ includes back drives and
supplementary point operating mechanisms.
Swing Nose Crossing

A common crossing in which the crossing vee can move laterally to close the
flangeway to one or other of the wing rails to provide continuous support to
wheelsets. This type of crossing does not require the use of check rails. A
swing nose crossing counts as one point end.
Switch Diamonds
A set of switch diamonds consists of two obtuse crossings in which the obtuse
point rails are replaced by switch rails and a check rail is not required. A set of
switch diamonds counts as two point ends.
Switches
A set of switches consists of two fixed stock rails with their two associated
moveable switch rails. A set of switches counts as one point end.
Switch Securing Block

A block which holds a switch rail open or closed relative to its associated stock
rail as required to enable the point end to be secured. It can be locked in
position.
Train Operated Points

Points which are designed for use in running lines with facing movements in the
normal position only. They are operated by the passage of trains in the trailing
reverse direction. They are restored to the normal position by the point
operating mechanism after the passage of each train (compare with ‘worked
points’). ‘Hydro-pneumatic self restored points’ are a type of train operated
points.
Unworked Points
Points not controlled from a signal box or ground frame, other than train
operated points. Hand points, runaway catch points and spring operated points
(usually only used as trap or catch points) are examples of unworked points.
Worked Points
Points which are controlled by a signal box or ground frame. Worked points
generally remain in the position last called, unless special controls are provided
to restore them to the normal position (compare with ‘train operated points’).
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4 Identification of
Points
4.1 Point Identity
Worked points, train operated points and unworked points that are detected in
the signalling system shall have an identity that is unique to the controlling signal
box.
Points worked by levers shall be identified by the lever number. Other points
shall be individually numbered within a logical sequence. The sequence shall be
distinct from other functions such as signals and lockout systems. Where
practicable, the sequence of numbers for new layouts shall ascend in the down
direction. It is permissible to follow established numbering sequences where
existing layouts are modified.
Points with two or more ends that are required to be operated together shall be
identified by a common identity and a unique suffix for each end. Each signal
box shall have a convention for the allocation of suffixes. Where practicable, the
suffixes for new layouts shall increment alphabetically in the down direction. It is
permissible to follow established conventions where existing layouts are
modified.
The rationale for the numbering sequence and the convention for suffixes shall
be recorded as part of the signalling design documentation.
Unworked points in running lines that are not detected in the signalling system
shall have an identity in a distinct sequence, similar to that for worked points.
4.2 Point End Identification Plates

Where a point identity is required, all associated point ends shall have
identification plates or equivalent markings.
The identification plates shall display the point identity and any additional suffix.
Point identification plates shall include a signal box or locality code prefix where
necessary to avoid confusion.
At each point end the identification plate shall be fixed to a bearer. The plate
shall be oriented so that it can be read when looking at it in the same direction
as the points are passed over in the facing direction.
Where possible, the identification plate shall be fixed near to the toe of the
switch rail that is closed when the points are in the normal position. Where this
is not possible or where the intended switch rail is not obvious, the identification
plate shall incorporate an arrow pointing to the normally closed switch rail.
At point ends without a normally closed switch rail (for example a trap point with
a single normally open switch rail) the identification plate shall incorporate an
arrow pointing in the direction of operation for the normal position.
At swing nose crossings, the identification plate shall be fixed next to the
normally closed flangeway, adjacent to the crossing nose. The identification
plate shall incorporate an arrow pointing in the direction of operation for the
normal position.
4.3 Point Operating Mechanism Identification Plates

Each point operating mechanism shall have an identification plate or equivalent
marking. The display on the plate or marking shall match the point end
identification plates and, where practicable, shall be visible from a position of
safety.
Where several independent point operating mechanisms are used to provide the
movement of a point end, each point operating mechanism shall be identified by
an additional unique numerical suffix. The primary drive shall be given the suffix
‘/1’. Suffixes for supplementary drives shall then increment in the direction away
from the primary drive.
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5 Control of Points
5.1 Requirements for Worked Points
The interlocking shall command the two point ends of a switch diamond to
operate together.
The interlocking shall command a swing nose crossing to operate together with
its associated switches.
It is permissible to operate other point ends together where there is an

advantage in doing so (for example, provision of inherent flank protection or
economy of control equipment). In such cases, the signaller’s control shall be
from a single device. Usually no more than two point ends shall be operated
together.
Where it is intended to operate point ends together, consideration shall be given

to any secondary hazards arising from equipment failure.
Unusual combinations of points ends operated together shall only be used where
they have been subject to a risk assessment.
5.2 Normal position of points

The normal position of points numbered as a crossover shall give parallel
movements.
Elsewhere, where reasonably practicable, the normal position of points shall:
• lead a movement onto a line used predominantly in the same direction as the
movement or into a siding;
• be arranged to reduce conflicts, for example at double junctions;
• derail vehicles at trap points;
• when the above do not apply, be the straight or main route through the
points.
Designation of the position of points in ways other than those listed above shall
be subject to a risk assessment.
5.3 Risk assessments required by sections 5.1 and 5.2

The risk assessments required by sections 5.1 and 5.2 shall take into account
the likelihood of people maintaining or operating the points making mistakes by
misidentifying points and their normal positions.
5.4 Related Requirements in other Documents

Requirements for the interlocking of signals, points and other parts of the
signalling system to ensure the safe operation of trains are set out in GK/RT0060
and GK/RT0064.
Requirements for the control of points from ground frames or switch panels are
set out in GK/RT0061.
5.5 Requirements for Train Operated Points

No provision is made for train operated points in the interlocking. Routes shall
therefore be interlocked directly against each other, since they cannot be
interlocked via the points.
5.6 Criteria for use of Train Operated Points

The use of train operated points shall be permitted only where:
• the permissible speeds do not exceed the maximum facing and trailing
speeds for which the specific train operated point equipment has been
designed and approved;
• the axle loading of all vehicles permitted to pass over the points in the trailing
direction without the points being secured is sufficient to ensure safe
operation of the points;
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• operation of traffic does not usually include the stopping of trains in a position
where they would stand over the points;
• there are no regular running movements in the reverse facing direction.
5.7 Criteria for use of Unworked Points

Unworked points shall only be permitted in running lines where they are trailing
in the usual direction of travel.
Hand points shall not be permitted in lines used by trains conveying passengers.
Spring operated points shall only be installed in running lines where they have
been subject to a risk assessment.
Limitations on the use of spring operated catch points are set out in GC/RT5021.
6 Operation of Points
6.1 Operation of Worked Points
The point operating mechanism shall only move in response to an external
command, other than when manually operated.
The point operating mechanism shall move the appropriate movable track
component of each point end (for example, a switch rail) to the correct position
and the correct gauge before a train is permitted to pass over a set of points.
The point operating mechanism shall maintain all moveable track components in
the required position at all times other than when commanded to move.
6.2 Operation of Train Operated Points

Train operated points shall be operated from normal to reverse by the passage
of a train in the reverse trailing direction.
The point mechanism shall maintain all moveable track components in the
correct position during the passage of a train in the facing direction.
Train operated points equipment shall restore the switches to the normal position
after the passage of a train with suitable damping to prevent damage or
excessive rail wear.
Train operated points without a facing point lock shall maintain sufficient closing
force on the switches to maintain them in the normal position during the passage
of facing moves at speeds up to the maximum facing speed for which they have
been designed and approved.
7 Facing Point Locking

7.1 Facing Point Lock on Worked Points
Worked points shall have a facing point lock, other than as noted below.
It is permissible to omit the facing point lock on trailing points in mechanically

worked installations where it can be demonstrated that the risk of derailment is
negligible. Additional requirements for installations where the movement,
detection and locking of points are performed mechanically are set out in
GK/RT0039.
It is permissible to omit the facing point lock on points in sidings.
7.2 Facing Point Lock on Train Operated Points

Train operated points with a maximum facing speed greater than 15mph shall
have a facing point lock.
Train operated points with facing point locks shall lock the switches on reaching
the normal position.
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Train operated points with facing point lock shall unlock the switches on the
approach of any trailing movement from the reverse direction to permit the
passage of a train through the point without damage or derailment at speeds up
to the maximum trailing speed for which they have been designed and approved.
7.3 Facing Point Lock Settings at Switches

If the gap between a closed switch rail and its stock rail is 3.5mm or greater,
measured at the centre of the first slide chair or baseplate, the facing point lock
shall not engage.
7.4 Facing Point Lock Settings at Switch Diamonds

If the gap between a closed switch rail and its wing rail is 3.5mm or greater,
measured at the centre of the first slide chair or baseplate, the facing point lock
shall not engage.
7.5 Facing Point Lock Settings at Swing Nose Crossings

If the gap between a closed swing nose crossing vee and its wing rail is 3.5mm
or greater, measured at the crossing nose, the facing point lock shall not
engage.
8 Detection
8.1 Detection of Worked Points - Power Operated Points
Power operated points shall have apparatus to detect that the appropriate
movable track component of each point end (for example, a switch rail) is in its
correct position relative to its associated fixed rail (for example, a stock rail).
Normal or reverse detection shall be proved and indicated only when the
appropriate movable track components of each point end are fully closed or
open with respect to their associated fixed rail. Detection settings are given in
sections 8.5 to 8.7.
Where a facing point lock or similar device is provided, detection shall be

obtained only when the point lock is fully engaged.
Normal or reverse correspondence shall be obtained by the interlocking only

when all point ends forming a set of points are detected to be in the position
required.
8.2 Detection of Worked Points - Mechanically Operated Points

Mechanically operated points with movements over the points in the facing
direction shall be detected. The requirements for detection shall be the same as
for power operated points set out in section 8.1.
It is permissible to omit detection on points in mechanically worked installations

used exclusively in the trailing direction.
Mechanical detection is permitted only where there is mechanical operation of

the points and mechanical operation of any facing direction signals.
Additional requirements for installations where the movement, detection and

locking of points are performed mechanically are set out in GK/RT0039.
8.3 Detection of Train Operated Points

Train operated points shall be detected for facing movements in the normal
position by lineside signals or by point indicators.
If the points are not detected normal or if, in the case of train operated points
without a facing point lock, the closing force cannot be maintained, then the
associated signal or point indicator shall not display a proceed aspect or
indication.
If mechanically operated signals apply over train operated points in the facing
direction, each clearance of the signal shall be for one movement only.
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8.4 Separate Indication of Point Ends

It is permissible for correspondence of individual point ends or groups of point
ends forming a set of points to be indicated separately to the signaller in order to
facilitate hand signalling of train movements when there is a partial failure.
To reduce the potential for error, the number of separately indicated point ends
or groups of point ends shall be minimised.
Correspondence shall not be separately indicated between:
• the two point ends of a switch diamond;

• swing nose crossings and their associated switch rails;
• supplementary detectors and their associated primary drive.
Where control of individual point ends is required, they shall be given separate
point identities (that is, they shall act as separate points).
8.5 Detection Settings at Switches

Normal or reverse detection shall not be proved or indicated when the gap
between a closed switch rail and its stock rail is 5mm or greater at the switch toe
or 8mm or greater at the location of supplementary detectors.
between an open switch rail and its stock rail is less than the minimum openings
specified in section 9.5.
8.6 Detection Settings at Switch Diamonds

between a closed switch rail and its wing rail is 5mm or greater at the switch toe.
between an open switch rail and its wing rail is less than the minimum openings
specified in section 9.6.
8.7 Detection Settings at Swing Nose Crossings

between a closed swing nose crossing vee and its wing rail is 5mm or greater at
the crossing nose or 8mm or greater at the location of supplementary detectors.
between an open swing nose crossing vee and its wing rail is less than the
minimum openings specified in section 9.7.
9 Flangeway Gaps and

Track Gauge
9.1 General Requirements for Flangeway Gaps and Track Gauge
When the points are in either the normal or reverse position, the open point end
shall provide an adequate gap for wheel flanges.
Flangeway gaps and the correct track gauge shall be maintained throughout the
length of the point end. Where necessary, supplementary drives and
supplementary detection shall be provided to achieve this.
Requirements for track gauge are set out in GC/RT5021.
9.2 Stretcher Bars on Switches and Switch Diamonds

Sufficient stretcher bars of the required length shall be provided to ensure that
the design flangeway is always achieved on the open side when a switch rail is
correctly fitting to its adjacent stock rail or wing rail on the closed side.
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On passenger lines, not less than two stretcher bars, excluding the lock stretcher
bar, shall be used to connect together the switch rails of a set of switches or
switch diamonds.
Stretcher bars shall be insulated where appropriate to meet signalling

requirements.
9.3 Soleplates at Switches and Switch Diamonds

A soleplate or equivalent shall be provided at the toes of switches and switch
diamonds to:
• rigidly connect opposite stock rails or wing rails to maintain track gauge;
• rigidly connect the point operating mechanism to the stock rail.
Soleplates shall be insulated where appropriate to meet signalling requirements.
9.4 Soleplates at Swing Nose Crossings

A soleplate or equivalent shall be provided at swing nose crossings to rigidly
connect the point operating mechanism to the wing rail where this is not done
directly (that is, where the point operating mechanism is not integral with the
wing rail).
Soleplates shall be insulated where appropriate to meet signalling requirements.
9.5 Flangeway Gaps at Switches

A minimum flangeway gap of 100mm shall be maintained at the toes of switches.
A flangeway gap of not less than 50mm shall be maintained elsewhere through
the switch.
9.6 Flangeway Gaps at Switch Diamonds

Flangeway gaps at switch diamonds shall be the same as those for switches
specified in section 9.5, other than as noted below.
Where switch diamonds are operated by a rail clamp point lock mechanism
(clamp lock), it is permitted to reduce the opening at the toe to a minimum of
85mm.
9.7 Flangeway Gaps at Swing Nose Crossings

A minimum flangeway gap of 85mm shall be maintained at the nose of swing
nose crossings. A flangeway gap of not less than 50mm shall be maintained
elsewhere through the crossing.
10 Facilities for Manual

Operation of Points
10.1 Provision of Facilities for Manual Operation of Points
Facilities shall be provided to permit manual operation of power operated points
to either position, independently of the power source and commands from the
interlocking.
10.2 Design Requirements for Manual Operation of Points

Enabling of manual operation shall disconnect the point end from the power
source. Further power operations by the interlocking shall be prevented until the
points operator has operated a reset or reconnection device which has the effect
of preventing manual operation.
For electro-pneumatic points, it is permissible to disconnect the interlocking

commands and locally operate point ends using the pressurised air supply.
Selection of manual operation of points shall not disconnect the means of

communication of detection to the interlocking.
Subject to interlocking constraints, it shall be possible to bring the interlocking

into correspondence after power worked points have been manually operated.
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10.3 Positioning of Control Equipment for Manual Operation

Where reasonably practicable, control equipment for manual operation of points
shall be positioned so that:
• access to the equipment can be gained without exposure to the hazards of

passing trains or exposed electrical conductors;
• it can be operated from a position of safety.
Within these constraints, the control equipment shall be sited as close to the
points as is practicable.
10.4 Security of Control Equipment for Manual Operation

Control equipment for manual operation shall be secured so that access is
available only to authorised persons.
10.5 Procedure for Manual Operation of Swing Nose Crossings

The Infrastructure Controller shall have a procedure for the manual operation of
swing nose crossings. The procedure shall ensure that both the swing nose
crossing and its associated switches are in the correct position before being
secured or returned to power operation.
10.6 Procedure for Manual Operation of Point Ends with Independent

Point Operating Mechanisms
The Infrastructure Controller shall have a procedure for the manual operation of
points where several independent point operating mechanisms are used to
provide the movement of a point end. The procedure shall define the sequence
of operations required to ensure that the point end is in its correct position
throughout its length before being secured or returned to power operation.
11 Facilities for
Securing Points
11.1 Provision of Facilities for Securing Points
All points shall include a means of manually securing both open and closed point
ends relative to their respective stock rails or equivalent. The means of securing
the points shall be independent of the point operating mechanism. It shall allow
for:
• points temporarily secured (for example, to permit single line working; when
the point operating mechanism has failed; for unsignalled movements);
• points secured out of use for extended periods (for example, where the wear
and damage on the switch or stock rail exceeds permissible limits - see
section 16.2; when not connected to a controlling signal box or ground frame
operation - see section 14).
A device (for example, a padlock) shall be provided to prevent unauthorised

removal of the means of securing the points.
Where point clips are used to secure points, the points shall be designed to
permit the clips to be fitted as close to the toe of the points as possible.
Where points are provided with a facing point lock and the points are to be
secured out of use for extended periods, the locking mechanism shall be
secured in the locked position.
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11.2 Securing Switches

Switch securing blocks with padlocks shall be provided to secure switches on
concrete bearers.
It is permissible to provide switch securing blocks with padlocks to secure

switches on timber bearers. Where these are not provided, scotches and point
clips with padlocks shall be provided as an alternative and the following
additional measures shall be taken when the switches are to be secured out of
use for extended periods:
• closed switch rail to be further secured by a fish plate screwed to the bearer
by two screws or fang bolts;
• open switch rail scotch to be screwed to the bearer or otherwise secured.
11.3 Securing Switch Diamonds

Switch securing blocks with padlocks, or scotches and point clips with padlocks,
shall be provided to secure switch diamonds.
Both half sets of the switch diamond shall be secured.
11.4 Securing Swing Nose Crossings

Point clips or equivalent devices with padlocks shall be provided to secure swing
nose crossings.
The associated switches shall be secured together with the swing nose crossing.
12 Point Heating
Systems
12.1 Location and Fixing of Point Heaters
The location and method of fixing point heaters and their associated supply and
control systems to rails, bearers and other point components shall:
• not compromise the operation of the points to which they are fitted.
• not conflict with the means of securing points (see section 11).
12.2 Management of Heat Hazards from Point Heating Systems

The heat generated by point heating systems shall be controlled so as to avoid
interference with or degradation of points and their control components,
lubricants and other systems within the vicinity.
12.3 Management of Electromagnetic Compatibility (EMC) Hazards from

Electric Point Heating Systems
All electric point heating systems shall be electromagnetically compatible with
point detection, train detection and any other train control equipment in use in
the vicinity.
12.4 Mechanical Integrity of Point Heating Systems

The mechanical integrity of all point heating systems shall be sufficient so as not
to cause danger to traffic, personnel, point operation, train detection or other
systems by means of mechanical displacement or failure of equipment and
components.
13 General Equipment
Design Requirements
13.1 General Equipment Performance Requirements
Point operation and detection mechanisms shall be designed to operate reliably
without frequent adjustment under all credible operating conditions, taking into
account vibration, temperature, precipitation and environmental pollution.
Where practicable, all failure modes of worked points which present an

unacceptable risk to train movements shall result in a loss of correspondence.
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13.2 Integrity of Points and Associated Operating Equipment

The integrity of points and their associated operating equipment and detection
mechanisms shall be appropriate to the risks associated with train movements
traversing or protected by the points. Consideration shall be given to:
• the transmission of commands from the interlocking (see section 5);

• the movement of points (see section 6);
• the locking of points (see section 7);
• the detection of the switch rails relative to the stock rails (see section 8);
• the transmission of detection information to the interlocking (see section 8);
• the retention of the correct flangeway gaps and track gauge (see section 9);
Particular consideration shall be given to:
• ensuring the effectiveness of facing point locks on resiliently mounted S&C;

• ensuring that inadvertent movement of points by the release of stored energy
(for example, in hydraulically powered point operating mechanisms) is not
possible.
Monitoring and diagnostic systems shall be provided where necessary to achieve

the required integrity.
Points and their associated operating equipment shall be designed so that:
• a trailing movement passing trough a point end which is in other than the
correct position does not result in a derailment;
• a trailing movement passing trough a worked point end which is in other than
the correct position results in a loss of detection;
• the movement of a point end may be stopped, reversed or obstructed at any
time during its travel without damage.
13.3 Particular Requirements for Train Operated Points

Failure to move to the reverse position on train operated points without facing
point lock under a trailing move shall not result in a derailment, but shall result in
loss of detection if the points subsequently fail to return to the normal position.
Failure to unlock for a trailing movement on train operated points with facing
point lock shall not result in a derailment, but shall result in loss of detection.
Some types of components, for example slide baseplates fitted with plastic
inserts, are not suitable for use in train operated points. The Infrastructure
Controller shall identify such components and introduce measures to ensure that
they are not used in train operated points.
13.4 Point Operating Times

The Infrastructure Controller shall specify maximum point operating times taking
into account the requirements for:
• swinging of overlaps;
• the interlocking;
• sequential operation of points.
Generally, operating times for individual point ends shall not exceed 5 seconds.
13.5 Accommodation of Vertical Lift to Switch Rails

Stretcher bars and connections to point operating mechanisms shall be
designed to accommodate any vertical lift to switch rails required to facilitate
their movement, for example though the use of roller baseplates.
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13.6 Matching of Switch and Stock Rails and Equivalents

Before they are installed in the track, the following shall be checked after
manufacture to demonstrate that they form matching sets in the closed position:
• stock rails and their associated switch rails;

• switch diamond wing rails and their associated switch rails;
• swing nose crossing wing rails and their associated crossing vee.
Related requirements for changing rails are set out in section 17.
13.7 Requirement for Standard Drawings

Standard drawings shall be prepared for all types of switches, switch diamonds
and swing nose crossings showing critical dimensions with construction and
maintenance tolerances.
The dimensions shown on the standard drawings shall include any dimensions
necessary to define the longitudinal and lateral positions of moving components
relative to adjacent fixed components (for example, the positions of the switch
rail toes of a switch diamond in relation to adjacent wing rails). The dimensions
and tolerances shown on the standard drawings shall also include those
specified in sections 9.5, 9.6, 9.7 and 16.3.
13.8 Acceptance of Equipment for use in Railtrack Controlled

Infrastructure
Requirements for the acceptance of systems, equipment and materials for use in
Railtrack controlled infrastructure are set out in GI/RT7002.
14 Installation and
Removal of Points
14.1 Connection of Points to a Controlling Signal Box or Ground Frame
When points are installed, they shall be connected to the controlling signal box
or ground frame as soon as reasonably practicable after installation.
Redundant points shall be removed as soon as reasonably practicable after they

have been disconnected from the controlling signal box or ground frame.
The interval between installation and connection or disconnection and removal

shall not usually exceed six months. Where the interval between installation and
connection or disconnection and removal exceeds six months, the reasons for
the extended interval shall be fully documented, together with details of the
measures taken to reduce any risks arising.
14.2 Securing Points Out Of Use when Not Connected to a Controlling

Signal Box or Ground Frame
Switches, switch diamonds and swing nose crossings installed in the running line
shall be secured out of use in accordance with section 11 when not controlled by
a signal box or ground frame.
Switches and switch diamonds shall be secured out of use in accordance with
section 11 when their associated crossings have been removed (plain lined).
Swing nose crossings shall be secured out of use in accordance with section 11
when their associated switches have been removed.
It is permissible to change the position in which points are secured when the
direction of running is changed during stageworks for track remodelling.
14.3 Use of Points when Not Connected to a Controlling Signal Box or

Ground Frame
Under usual circumstances, points which have been secured out of use because
they are not connected to the signal box or ground frame operation shall remain
at all times in the position in which they are secured.
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If, in exceptional circumstances, it is necessary for the points to be used in the

other position, a possession of the line concerned shall be taken. Once the
points have been used, they shall be secured in their original position before the
possession is given up.
15 Inspection of Points
15.1 Requirement for Inspection of Points
All points shall be regularly inspected using the procedures required by section
15.2 at frequencies determined in accordance with sections 15.4, 15.5 and 15.6.
15.2 Procedures for the Inspection of Points

The Infrastructure Controller shall have procedures for the inspection of points.
The procedures shall contain the following elements:
• detection of sidewear, lipping and damage to switch and stock rails or their
equivalents;
• checking the relationship between switch and stock rails in the open and
closed positions;
• checking the track gauge through the points;
• checking the switch rail bears evenly on the slide chairs or baseplates;
• checking the slide chairs or baseplates are clean and are adequately
lubricated where this is required by their design;
• checking that all bolts are fitted and correctly tightened;
• where practicable, observing the passage of a train over the points to assess
their performance and behaviour under traffic, for example packing of ballast
and tightness of components;
• testing the facing point lock to ensure the settings required by sections 7.3,
7.4 and 7.5 are correct;
• testing the detection to ensure the settings required by sections 8.5, 8.6 and
8.7 are correct;
• checking for signs of mechanical wear in the point operating mechanism,
facing point lock and detection equipment;
• checking the integrity of the electrical parts of the point operating
mechanism, facing point lock and detection equipment.
15.3 Procedures for Detection of Sidewear, Lipping and Damage to Switch

and Stock Rails
The procedures for detection of sidewear, lipping and damage to switch and
stock rails required by section 15.2 shall include:
• procedures for regular visual inspection (see also section 15.5);

• detailed inspection procedures to be used when visual inspection indicates
the limits defined in accordance with section 16.2 are being approached.
The detailed inspection procedures shall require the measurement of wear and
damage using purpose designed gauges or other suitable measuring
instruments. The measurements shall be made with the switches in both the
normal and reverse positions. The detailed inspections shall be carried out by
people who are trained and certificated as competent in the procedures.
15.4 Determination of Frequency of Point Inspections

The Infrastructure Controller shall determine minimum frequencies of point
inspections, taking the following factors into account:
Generic factors
• track category, as defined in GC/RT5023;
• type of points;
• type of point operating mechanism;
• identified failure modes;
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Local factors
• predicted wear, damage and deterioration arising from the usual traffic flow;
• horizontal alignment;
• contamination from freight spillage;
• likelihood of vandalism.
Frequencies of inspection shall be reviewed when any of these factors change.
Consideration shall be given to the need for more frequent inspection of ground
frame operated facing points where these are not detected in a protecting signal.
15.5 Frequency of Visual Inspection for Sidewear, Lipping and Damage to

Switch and Stock Rails
The frequency of visual inspection for sidewear, lipping and damage to switch
and stock rails shall be sufficient to ensure that the predicted wear will not cause
the limits defined in accordance with section 16.2 to be exceeded before the next
inspection. The intervals between visual inspection shall not exceed three
months on facing points and trailing points used more than once a week in the
facing direction.
15.6 Frequency of Facing Point Lock and Detection Tests

The frequency of facing point lock and detection tests required by section 15.2
shall be determined as set out in section 15.4. The intervals between the facing
point lock tests shall not exceed three months.
15.7 Follow Up to Point Inspections

Reports of point inspections shall be reviewed to determine necessary actions.
Arrangements shall be made to undertake any necessary actions within a

timescale commensurate with expected deterioration of the conditions found and
the likelihood and consequences of derailment.
Where visual inspection for sidewear, lipping and damage to switch and stock
rails indicates limits defined in accordance with section 16.2 are being
approached, a detailed inspection, as set out in section 15.3, shall be
undertaken.
15.8 Records of Point Inspections

Records of all point inspections shall be kept for a minimum of 2 years. The
records shall include:
• the date and method of inspection;

• the person undertaking the inspection;
• the faults and defects found;
• any subsequent actions taken;
• any decisions to take no action about reported faults or defects.
15.9 Additional Inspection of Switches Manufactured from Austenitic

Manganese Steel (AMS) and Heat Treated Steel
All switches manufactured from austenitic manganese steel (AMS) and heat
treated steel shall be additionally subject to the detailed inspection for sidewear,
lipping and damage to switch and stock rails set out in section 15.3 at the
following intervals:
Time after installation or reprofiling Inspection interval

1 month 1 week
1 - 6 months 1 month
6 - 18 months 3 months
> 18 months 6 months
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15.10 Inspection of Points Secured Out of Use

All points in the running line which have been secured out of use shall be
inspected at intervals not exceeding two months to check the integrity of the
securing arrangements and to check for changes to any wear or damage to
switch and stock rails.
A record shall be made of each inspection. The records shall be retained until
the points have been brought into use or removed from the track.
16 Maintenance of
Points
16.1 General Maintenance Requirements
Points shall be maintained, paying particular attention to the items listed in
section 15.2.
The space between the movable components of point ends and their associated
fixed rails (for example, switch and stock rails) shall be kept clear of obstructions.
16.2 Limits on Wear and Damage to Switches, Switch Diamonds and

Swing Nose Crossings
The Infrastructure Controller shall define limits of wear and damage to switches,
switch diamonds and swing nose crossings installed in the running lines. The
limits shall identify when:
• grinding, weld repair or other remedial action is required within stated

timescales;
• points shall be secured out of use in accordance with section 11 because of
an immediate risk of derailment.
The limits defined shall, in particular, address the risk of derailment arising from
the following circumstances:
• where the stock rail and switch rail are both sideworn, particularly where the
angle of sidewear on the switch rail is flatter than that on the stock rail;
• where a sideworn stock rail is associated with a little used switch rail;
• where head wear on the stock rail reduces the difference in height between
the stock rail and the switch rail;
• where there is damage to the blade of the switch rail, particularly within 2m of
the switch toe;
• where a switch rail develops a sharp gauge corner profile or edge,
particularly when associated with austenitic manganese steel (AMS) and heat
treated steel (see section 15.9).
16.3 Maintenance of Relative Longitudinal Positions of Point Ends

Switch toes, other than those in single or double slips, shall be maintained such
that their maximum stagger across gauge does not exceed 12mm.
The relative position of slip switch toes shall be maintained to the dimensions
and tolerances shown on the appropriate standard drawings (see section 13.7).
Switch diamond toes shall be maintained such that their maximum stagger does
not exceed 12mm, measured relative to a line drawn through the wing rail
knuckles.
The longitudinal position of switch rails in relation to their associated switch or

wing rails shall be maintained to the dimensions and tolerances shown on the
appropriate standard drawing (see section 13.7).
The longitudinal position of the nose of swing nose crossings in relation to

adjacent wing rails shall be maintained to the dimensions and tolerances shown
on the appropriate standard drawing (see section 13.7).
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The Infrastructure Controller shall have a procedure setting out minimum actions
to correct the relative longitudinal position of point ends where these are found to
be outside the required tolerances.
16.4 Monitoring of Faults in Points

The faults found by the inspection procedures required by section 15.2 and by
other means shall be monitored to determine the effectiveness of maintenance
procedures.
When trends indicating an increase in a particular type of fault are detected, or

where the same fault is repeated at the same location, the points shall be
inspected to determine the cause. A plan of action to deal with the faults shall
then be prepared and executed within a timescale commensurate with the
expected deterioration of the conditions found and the likelihood of derailment.
Extreme faults, requiring all traffic to be stopped immediately, shall be

investigated to establish the circumstances surrounding the occurrence of the
fault and action shall be taken to prevent a recurrence.
16.5 Other Inspection and Maintenance Requirements

General requirements for track inspection and maintenance are set out in
GC/RT5021.
The actions to be taken on finding a broken, cracked or defective rail are set out
in GC/RT5022.
17 Changing Rails
17.1 Switches
When it is necessary to change a switch rail or stock rail, both the switch rail and
stock rail shall be changed at the same time as a matched pair to ensure a
correct fit when the switch rail is in the closed position.
It is however permissible to change only the switch or stock rail where this has
been damaged, provided there is no measurable wear or deformation on the
matching rail.
Not all designs of switch rails are compatible. For example, a straight planed
straightcut half set of switches (that is a stock rail and its associated switch rail)
is not compatible with a curved planed chamfered half set. When a half set of
switches are replaced, the new half set shall be compatible with the remaining
half set.
17.2 Switch Diamonds

When it is necessary to change a switch diamond switch rail or wing rail, the
complete half set (that is two switch rails and their associated wing rail) shall be
changed at the same time as a matched set to ensure a correct fit when the
switch rails are in the closed position.
It is however permissible to change only the switch or wing rail where this has
been damaged, provided there is no measurable wear or deformation on the
matching rail.
17.3 Swing Nose Crossings

When it is necessary to change a swing nose crossing vee or wing rail, the
crossing vee and both wing rails shall be changed at the same time as a
matched set to ensure a correct fit when the crossing vee is in the closed
position.
It is however permissible to change only the crossing vee or wing rail where this
has been damaged, provided there is no measurable wear or deformation on the
matching rail.
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18 Requirements for
Unworked Points
18.1 Requirements Applicable to Unworked Points
Unworked points shall comply with the requirements of the following sections of
this standard:
Section Section title

number
4.1 Point identity
4.2 Point end identification plates
9.1 General requirements for flangeway gaps and track gauge
9.2 Stretcher bars on switches and switch diamonds
9.3 Soleplates on switches and switch diamonds
9.5 Flangeway gaps at switches
11.1 Provision of facilities for securing points
11.2 Securing switches
13.6 Matching of switch and stock rails and equivalents
13.7 Requirement for standard drawings
13.8 Acceptance of equipment for use in Railtrack controlled
infrastructure
15 Inspection of points
16 Maintenance of points
18 Requirements for unworked points
18.2 Detection of Unworked Points

Consideration shall be given to providing detection on hand points and spring
points where this will improve the safety of operation at the entrance to yards or
in shunt necks. Where hand points and spring points are detected, the
requirements of section 8 shall apply.
18.3 Facing Point Lock on Hand Points

Consideration shall be given to fitting a hand operated facing point lock to hand
points in sidings adjacent to running lines.
18.4 Inspection and Maintenance of Unworked Points

In addition to the requirements of section 15.1, the operation of unworked points
shall be checked to confirm that the closing spring force is sufficient to prevent
the switches from moving under trains travelling in the facing direction.
18.5 Changing Rails in Unworked Points

When it is necessary to change a switch rail or stock rail, the replacement rail
shall be compatible with the remaining switch or stock rail. The replacement rail
shall provide a correct fit when the switch rail is in the closed position.
When a half set of switches (that is a stock rail and its associated switch rail) are
replaced, the replacement half set shall be compatible with the remaining half
set (see section 17.1).
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19 Requirements for
Derailers and Scotch
Blocks
19.1 Requirements Applicable to Derailers and Scotch Blocks
Derailers and scotch blocks shall comply with the requirements of the following
sections of this document:
Section Section title

number
4.1 Point identity
4.2 Point end identification plates
5.1 Requirements for worked points
5.2 Related requirements in other documents
6.1 Operation of worked points
8.1 Detection of worked points - Power operated points
8.2 Detection of worked points - Mechanically operated points
10 Facilities for manual operation of points
11.1 Provision of facilities for securing points
13.1 General equipment performance requirements
13.2 Integrity of points and associated operating equipment
13.8 Acceptance of equipment for use in Railtrack controlled
infrastructure
19 Requirements for derailers and scotch blocks
19.2 Inspection and Maintenance of Derailers and Scotch Blocks

The Infrastructure Controller shall have a procedure for the inspection of
derailers and scotch blocks. The Infrastructure Controller shall determine
frequencies of inspection taking into account the usage of the derailers and
scotch blocks.
Inspection reports shall be reviewed to determine necessary actions.

Arrangements shall be made to undertake any necessary actions within a
timescale commensurate with expected deterioration of the conditions found and
the likelihood and consequences of a failure of the derailers and scotch blocks.
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References
Railway Group Standards
GA/RT6001 Railway Group Standards Change Procedures
GA/RT6004 Temporary Non-Compliance with Railway Group Standards
GA/RT6006 Derogations from Railway Group Standards
GC/RT5011 Switches and Crossings
GC/RT5021 Track System Requirements
GC/RT5022 Rails and Rail Joints
GC/RT5023 Categorisation of Track
GC/RC5603 Standard Definitions of Civil Engineering Terms
GI/RT7002 Acceptance of Systems, Equipment and Materials for use in Railtrack Controlled
Infrastructure
GK/RT0002 Glossary of Signalling Terms
GK/RT0039 Semaphore and Mechanical Signalling
GK/RT0060 Interlocking Principles
GK/RT0061 Shunters Releases, Ground Frames, Switch Panels and Gate Boxes
GK/RT0064 Provision of Overlaps, Flank Protection and Trapping
The Catalogue of Railway Group Standards and the Railway Group Standards
CD-ROM give the current issue number and status of documents published by
the Safety & Standards Directorate.
RAILTRACK 23

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Issue Date Comments

Section 13.7 (Requirement for standard drawings) is to be complied with from

Other sections of this document apply where:

• new points are installed or existing points are re-laid;

Health and Safety

Related requirements for the design, inspection and maintenance of Switches

Facing Point Lock

Lock Stretcher Bar

Normal and Reverse

Point Operating Mechanism

Point Operating Time

Swing Nose Crossing

Switch Securing Block

Train Operated Points

4.2 Point End Identification Plates

4.3 Point Operating Mechanism Identification Plates

It is permissible to operate other point ends together where there is an

Where it is intended to operate point ends together, consideration shall be given

5.2 Normal position of points

Elsewhere, where reasonably practicable, the normal position of points shall:

5.3 Risk assessments required by sections 5.1 and 5.2

5.4 Related Requirements in other Documents

5.5 Requirements for Train Operated Points

5.6 Criteria for use of Train Operated Points

5.7 Criteria for use of Unworked Points

6.2 Operation of Train Operated Points

7 Facing Point Locking

It is permissible to omit the facing point lock on trailing points in mechanically

It is permissible to omit the facing point lock on points in sidings.

7.2 Facing Point Lock on Train Operated Points

7.3 Facing Point Lock Settings at Switches

7.4 Facing Point Lock Settings at Switch Diamonds

7.5 Facing Point Lock Settings at Swing Nose Crossings

Where a facing point lock or similar device is provided, detection shall be

Normal or reverse correspondence shall be obtained by the interlocking only

8.2 Detection of Worked Points - Mechanically Operated Points

It is permissible to omit detection on points in mechanically worked installations

Mechanical detection is permitted only where there is mechanical operation of

Additional requirements for installations where the movement, detection and

8.3 Detection of Train Operated Points

8.4 Separate Indication of Point Ends

Correspondence shall not be separately indicated between:

• the two point ends of a switch diamond;

8.5 Detection Settings at Switches

8.6 Detection Settings at Switch Diamonds

8.7 Detection Settings at Swing Nose Crossings

9 Flangeway Gaps and

Requirements for track gauge are set out in GC/RT5021.

9.2 Stretcher Bars on Switches and Switch Diamonds

Stretcher bars shall be insulated where appropriate to meet signalling

9.3 Soleplates at Switches and Switch Diamonds

Soleplates shall be insulated where appropriate to meet signalling requirements.

9.4 Soleplates at Swing Nose Crossings

Soleplates shall be insulated where appropriate to meet signalling requirements.

9.5 Flangeway Gaps at Switches

9.6 Flangeway Gaps at Switch Diamonds

9.7 Flangeway Gaps at Swing Nose Crossings