Railway Engineering
Turnouts
• Turnouts
• Types
– Left Hand
– Right Hand
• Components
• Points and Switches
• Crossings
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Turnouts
• In case of roads – Vehicles move in any directions due
to flexibility of steering axle and length is less
• Trains – Not possible to change the direction manually
and does not have steering axle, wheels are guided by
rails
• Change is made possible with the provisions of
turnouts
• Consists of Points and Crossings
• Information set to loco pilot using signals
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Turnouts - Definition
• Simple arrangements of points and crossings by the
manipulation of which, train from one track may be
diverted to another track or to a branch line is knows
as turnout
• 2 tracks either merge or diverge or two tracks parallel
to each other but still connected to each other for
changing the directions of trains. For this, Points and
Crossings are used.
• The combination of lead rail and curved rail with
fastenings helps in diverting rolling stock from one
track to another
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Turnouts
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Types of Turnouts
• Depending on direction of movement of trains from
Main Track
– Left hand Turnout or Right Hand Turnout
• If the Track is diverted to right of the main track it is
right hand turnout
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Components of Turnout
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Component Parts of Turnout
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Component Parts of Turnout
• Tongue Rail
– It is a tapered movable rail, made of high carbon and
Manganese steel to withstand wear
– At its thicker end, it is attached to a running rail
– A tongue rail is also called a switch rail
• Stock Rail : It is running rail against which a tongue rail
operates
• Face Direction : Standing at switch looking towards the
crossing
• Trailing direction : Standing at crossing looking towards
switches 9
Component Parts of Turnout
• Points or switch: A pair of tongue and stock rails
with the necessary connections and fittings
forms a switch
• Switch angle: Angle between the gauge face of the
stock rail and tongue rail at the theoretical toe of the
switch
• Throw of switch: Distance by which the tongue rail
moves laterally at the toe of switch
• Crossing : It is device introduced at the junction where
two rails cross each other. This is to permit the wheel
flange of a railway vehicle to pass from one track to
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another .
Crossing
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Crossing
Check Rails are provided on the opposite sides of the crossing for
guiding one wheel of the vehicle and thus to check the tendency of
other wheel to climb over the crossing 12
Switches or Points and their Components
• A set of points or switches consists the following main
components
– A pair of Tongue Rails
– A Pair of Stock Rails
The tongue rails are machined to a very thin section to obtain a
snug fit with the stock rail. The tapered end of the tongue rail is
called toe and the thicker end is called the heel.
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Switches and Components
A set of points or switches consists of the following main
components
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Switches and Components
• (a) A pair of stock rails, AB and CD, made of medium-manganese
steel. They are the main rails of track to which the tongue rail fits
closely against them. Their dimensions are same as the rails in the
track.
• (b) A pair of tongue rails, PQ and RS, also known as switch rails, made
of medium-manganese steel to withstand wear. The tongue rails are
machined to a very thin section to obtain a snug fit with the stock
rail. The tapered end of the tongue rail is called the toe and its width
is o.64 to 0.95 cm and the thicker end is called the heel. Tongue rails
are supported by a sliding plates and each pair of tongue rail is
connected by a stretcher bars near the toe of switch so that both the
tongue rails move together to the same distance and maintain the
gauge.
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Switches and Components
• c) A pair of heel blocks which hold the heel of the tongue rail and
stock rail. These are made of C.I and are used to provide a clear
gap for the wheel flange.
• (d) A number of slide chairs to support the tongue rail and enable
its movement towards or away from the stock rail. On these sliding
plates, the stock rail remains fixed and tongue rails are able to
slide.
•
• (e) A gauge tie plate: This is provided below the slide chairs at the
toe. It is used to fix gauges and ensure correct gauge at the points.
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Types of Switches
• There are two types of Switches
- Stub Switch - Split Switch
• Stub Switch : In this type of switch, no separate tongue
rail is provided and some portion of the track is moved
from side to side. This type of switch is no more and has
been replaced by the split switch which is now
universally adopted.
• Split Switch : In this type of switch, a tongue rail is
combined with the stock rail. These are classified as
below.
– On the basis of fixation of heel
– On the basis of toe of switches
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Types of Switches
• On the basis of fixation heel
– Loose heel type or Articulated Type
– Fixed heel type or Spring type or Flexible Type
• On the Basis toe of switches
– Under cut switches
– Over Riding Switches
Loose Heel type: In this type tongue rails are joined to lead rail by
means of fish plates. The two front bolts are kept loose to allow
throw of switch and these bolts are kept tight when the tongue is
open.
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Types of Switches
Fixed heel type or Spring type or Flexible Type : This switch is an
improvement over the loose heel type switch. In this all, all the
four bolts are tight when the tongue is closed.
Under cut switches : In case of the height of the stock and tongue
rails is same, it is desirable to cut out a portion of flange at the
foot of the stock rail so that the toe of the tongue rail is
accommodated under the head of the stock rail. The
disadvantage of this switch is that it becomes week because a
flange portion is cut out.
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Types of Switches
Overriding Switches: In this type a separate rail sections of stock
rail and tongue rails are adopted. The stock rail of heavy section
and tongue rail of light section are used instead of cutting the
flange and weakening the stock rail. The tongue rail in this rides
over the flange of the stock rail.
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Crossings
A crossing or a frog is a device which provides two flange ways
through which the wheels of the flanges may move, when two
rails intersect each other at an angle.
The flanged wheels of the train jump over the gap from ‘throat’ to
‘nose’.
Check rails assures the correct movement and guide the wheel21
properly
Component Parts of Crossing
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Types of Crossing
• On the basis of shape of crossing
– Acute angle crossing or “V” crossing
– Obtuse angle crossing or diamond crossing
– Square crossing
• On the basis of assembly of crossing
– Spring or movable wing crossing
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– Acute angle crossing or “V” crossing
• This type of crossing is widely used. This crossing is
obtained when a left hand rail of one track crosses a
right hand rail of another track or vice versa. If the angle
of intersection of approach rails is acute angle, it is
termed as acute angle crossing.
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– Obtuse angle crossing or diamond crossing
• This crossing is obtained when a left hand rail of one
track crosses a right hand rail of another track or vice
versa at an obtuse angle.
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– Square Crossing
• When two straight tracks cross each other at right angles, they
give rise to square crossing
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Spring or Movable Crossing
– In a spring crossing, one wing rail is movable and is held
against the V of the crossing with a strong helical spring while
the other wing rail is fixed. When a vehicle passes on the main
track, the movable wing rail is snug with the crossing and the
vehicle does not need to negotiate any gap at the crossing.
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Sleepers at Points and Crossing
• Through Sleepers: At points and crossings, a situation arises where
the sleepers have to cater to the main line as well as to the turnout
portion of the track. For this purpose, longer sleepers are used for
some length of the track. Advantage of these sleepers is they can
maintain two tracks at same level and the disadvantage is it needs
longer sleeper and difficult to transport.
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Sleepers at Points and Crossing
• Interlaced Sleepers: Adopted when longer sleepers are not
available. Both the tracks are laid on different sleepers, the curved
track often laid on sleepers which are placed at an angle. Theses
sleepers have the difficulty in packing the ballast during the
maintenance and the curved track often deforms.
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Number and Angle of Crossing
A crossing is designated either by the angle the gauge faces make with
each other or, more commonly, by the number of the crossing,
represented by N. There are three methods of measuring the number
of a crossing, and the value of N also depends upon the method
adopted.
• Center Line Method : This method is used in Britain and the USA. In
this method, N is measured along the center line of the crossing.
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• Right Angled Method: This method is used on Indian Railways. In
this method, N is measured along the base of a right-angled
triangle. This method is also called Coles method.
• Isosceles triangle method : In this method, N is taken as one of the
equal sides of an isosceles triangle.
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• Since the angle of crossing is generally small, the
difference in the value of ‘N’ by different methods
is also small. On Indian railway tracks, the
common number of crossings are 1 in 6, in 8.5,
and 1 in 12. Further 1 in 16 is also used at high
speed turnout on B.G.
Note: The permissible speed in KMPH on the
turnout is approximately 2.4 x Number of crossings
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Design of Turnouts
• There are two standard methods prevalent for designing a turnout.
These are the (a) Coles method and the (b) IRS method.
• The important terms used in describing the design of turnouts are
defined as follows.
• Curve lead (CL) This is the distance from the tangent point (T) to the
theoretical nose of crossing (TNC) measured along the length of the
main track.
• Switch lead (SL) This is the distance from the tangent point (T) to the
heel of the switch (TL) measured along the length of the main track.
• Lead of crossing (L) This is the distance measured along the length of
the main track as follows:
Lead of crossing (L) = curve lead (CL) – switch lead (SL)
• Gauge (G) This is the gauge of the track.
• Heel divergence (D) This is the distance between the main line and
the turnout side at the heel. 33
• Angle of crossing (a ) : This is the angle between the main line and
the tangent of the turnout line.
• Radius of turnout (R): This is the radius of the turnout. It may be
clarified that the radius of the turnout is equal to the radius of the
center line of the turnout (R) plus half the gauge width.
– R = R + 0.5G
As the radius of a curve is quite large, for practical purposes, R may be
taken to be equal to R1
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• Design of Turnout as per Coles Method
This is a method used for designing a turnout taking off from a straight track.
The curvature begins from a point on the straight main track ahead of the
toe of the switch and ends at the theoretical nose of crossing (TNC). The heel
of the switch is located at the point where the offset of the curve is equal to
the heel divergence.
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• The notations used are the following.
– Curve lead (CL) = AE = TE'
– Switch lead (SL) = TL
– Lead of crossing (L) = LE'
– Gauge of track (G) = AT = EE'
– Angle of the crossing (a) = Angle CEA = Angle ECE’
– Heel of divergence (d) = LM
– Number of the crossing (N) = cot a
– Radius of outer rail of turnout curve (R) = OE = OT (O is the
center of the turnout curve)
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IRS Method
In this layout , the curve begins from the heel of the switch and ends at
the toe of the crossing, which is at the center of the first distance block.
The crossing is straight and no kink is experienced at this point. This is
the standard layout used on Indian Railways.
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Calculate the lead and radius of a 1 in 8.5 BG turnout for 90 R rails
using Coles method. The heel divergence is 120mm.
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Railway Stations and Yards
• A railway station is a facility where trains regularly stop
to load or unload passengers and/or freight
• Purpose of Railway Station
– To entrain or detrain passengers
– To load or unload goods or parcels
– To control the movement of trains
– To enable trains to cross each other in the case of a
single-line section
– To enable faster trains to overtake slower ones
– To enable locomotives to refuel, whether it be
diesel, water, or coal
– To attach or detach coaches or wagons to trains 47
– To collect food and water for passengers
– To provide facilities for change of engines and
crew/staff
– To enable sorting out of wagons and bogies to form
new trains
– To provide facilities and give shelter to passengers in
the case of emergencies such as floods and accidents,
which disrupt traffic
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Selection of site for Station
• Adequate land: There should be adequate land available for the
station building, not only for the proposed line but also for any
future expansion. The proposed area should also be without any
religious buildings.
• Level area with good drainage: The proposed site should
preferably be on a fairly level ground with good drainage
arrangements. In India, the maximum permissible gradient adopted
is 1 in 400, but a gradient of 1 in 1000 is desirable.
• Alignment: The station site should preferably have a straight
alignment so that the various signals are clearly visible.
• Easy accessibility: The station site should be easily accessible. The
site should be near villages and towns. Nearby villages should be
connected to the station by means of approach roads for the
convenience of passengers.
• Water supply arrangement: When selecting the site, it should 49
be
verified that adequate water supply is available.
Yards
• An area consisting of a network of railway tracks, sheds for
storing, maintaining and joining engines and carriages
• A yard is defined as a system tracks laid within definite
limits for various purposes such as receiving sorting and
dispatch of vehicles
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Types of Yards
• Passenger Yards:
– The function of passenger yards is to provide all facilities for safe
movement of passengers.
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Types of Yards
• Goods yards:
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Types of Yards
• Locomotives yards and requirements:
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Signalling
• The purpose of signalling is primarily to control and
regulate the movement of trains safely and efficiently.
• Objectives of Signalling
– To regulate the movement of trains so that they run safely at
maximum permissible speeds.
– To maintain a safe distance between trains that are running on
the same line in the same direction.
– To ensure the safety of two or more trains that have to cross or
approach each other.
– To regulate the arrival and departure of trains from the station
yard.
– To guide the trains to run at restricted speeds during the
maintenance and repair of tracks.
– To ensure the safety of the train when it comes in contact with
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road traffic at level crossings.
Classification of Signals
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• Audible Signals: Audible signals such as detonators and fog
signals are used in cloudy and foggy weather when hand or
fixed signals are not visible.
– Detonators contain explosive material and are fixed to the
rail by means of clips.
– In thick foggy weather, detonators are kept about 90 m
ahead of a signal to indicate the presence of the signal to the
drivers.
– Once the train passes over the detonators thereby causing
them to explode, the driver becomes alert
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• Visible Signals: These signals are visible and draw the
attention of the drivers
– Hand signals : These signals are in the form of flags (red
or green) fixed to wooden handles that are held by
railway personnel during the day. In the night, hand
lamps with movable green and red slides are used for
signalling purposes.
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• Fixed signal: These are firmly fixed on the ground by the
side of the track and can be further subdivided into caution
indicators and stop signals.
– Caution indicators : These are fixed signals provided for
communicating to the driver that the track ahead is not
fit for the running the train at normal speed. These
signals are used when engineering works are underway
and are shifted from one place to another depending
upon requirement.
– Stop signals: These are fixed signals that normally do not
change their position. They inform the drivers about the
condition of the railway line lying ahead. The stop
signals normally used on railways are semaphore signals
and coloured light signals 58
Stop Signals
• Semaphore Signals:
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• The arm of the semaphore signal on the side facing the driver is
painted red with a vertical white stripe. The other side of the
signal is painted white with a black vertical stripe.
• A spectacle is also attached to the moving signal arm, which
contains green and red coloured glasses. The red glass is
positioned at the upper end and the green glass is positioned at
the lower end of the spectacle so that the red light is visible to the
driver when the arm is horizontal and the green light is visible
when the arm is lowered.
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• Warner Signals
– Signals are placed ahead of the stop signals to warn driver
before entering the station
– These signals are similar to stop signals with exception that at
their free end V notch is cut to distinguish it from stop signals
– Warner signals are placed generally at about 540m away from
the stop signals
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• Warner Signals
• The warner signal can be placed at either one of the following
locations.
– Independently on a post with a fixed green light 1.5 m to 2 m above it for
night indication.
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– On the same post below the outer signal or the home signal.
• Warner Signals
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• Coloured Light Signals
– These signals use coloured lights to indicate track conditions to
the driver both during the day and the night.
– In order to ensure good visibility of these light signals,
particularly during daytime, the light emission of an electric 12-
V, 33-W lamp is used.
– This light is protected by special lenses and hoods and can be
distinctly seen even in the brightest sunlight. The lights are fixed
on a vertical post in such a way that they are in line with the
driver’s eye level.
– The system of interlocking is so arranged that only one aspect is
displayed at a time. Coloured light signals are normally used in
suburban sections and sections with a high traffic density.
Coloured light signals can be of the following types.
Two-aspect, namely, green and red
Three-aspect, namely, green, yellow, and red 64
Four-aspect, namely, green, yellow (twice), and red.
• Coloured Light Signals
In India, mostly three-aspect or four-aspect coloured light signalling is
used. In the case of three-aspect signalling, green, yellow, and red
lights are used. Green indicates ‘proceed’, yellow indicates ‘proceed
with caution’, and red indicates ‘stop’
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• Shunting Signals
– These signals are used for shunting operations in stations yards
and therefore, they are called shunting signals.
– They are of the shape of a circular disc with a red band on a
white background. The disc can revolve in a vertical plane by
pulling the lever by hand.
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Other Stop Signals
• Outer Signal: This is the first stop signal at a station. This signal is
provided at an adequate distance beyond the station limits so that
the line is not obstructed once the permission to approach has
been given. It is provided at a distance of about 580 m from the
home signal.
• Home signal: After the outer signal, the next stop signal towards
the station side is a home signal. It is provided right at the entrance
of the station for the protection of the station limits. The signal is
provided about 190 m short of the points and crossings. The arms
provided on a home signal are generally as many as the number of
reception lines
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Other Stop Signals
• Routing Signal: The various signals fixed on the same
vertical post for both main and branch lines are known as
routing signals. These signals indicate the route that has
been earmarked for the reception of the train. Generally
the signal for the main line is kept at a higher level than
that for the loop line.
• Starter Signal: The starter signal is a stop signal and
marks the limit up to which a particular line can be
occupied without infringing on other lines. A separate
starter signal is provided for each line. The starter signal
controls the movement of the train when it departs from
the station.
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Track Drainage
• Track drainage can be defined as the interception,
collection, and disposal of water from, upon, or under
the track.
• Need for Track Drainage
– Settlement of embankment: Excess water may cause the
embankment to settle.
– Reduction in bearing capacity The bearing capacity of the soil
as well as its resistance to shear diminishes due to excess
water in the soil
– Formation of ballast pockets Excess moisture leads to
punctures in the formation. The constant hammering action
of running trains causes the sleepers to move up and down,
resulting in ballast pockets, pumping sleepers, and other such
problems.
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Track Drainage
• Need for Track Drainage
– Shrinkage and cracking of banks: The embankment soil cracks
and shrinks once excess water dries up.
– Formation of slush: This is formed due to the dynamic load of
running trains. It is forced out, thus badly clogging the ballast.
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