CHAPTER 3: SWITCHES & TURNOUTS

Introduction

You can call it a “switch” or you can call it a “turnout.” People operating the railroads
call it a switch. The route of a train is changed by aligning the switch. Turnout is a civil
engineering term used by railroads on design drawings and in specifications for construction
of trackwork, and thus is used when designing and building a model railroad. With a turnout
the term switch refers to the moveable switch-point rails.

 IMPORTANT TERMINALOGIES

• “Split switch” is a turnout where the moveable rails are “switch-points.” This contrasts
with the “stub” switch,” an old now-obsolete design which has stub-end moveable rails.

• “Switch-point rails” have their “point” ends shaped to fit against the inside edge of the
stock rails. When aligned for the straight route, the switch-point rail makes a smooth tangent
because of a small bend in that stock rail. When aligned for the diverging route, the other
switch-point rail makes a small angle with the straight stock rail, which is called the “point
angle.” A “switch rod” ties the switch-points together so they can move in unison.

• “Stock rails” are the two outside continuous rails.

• “Closure rails,” one curved and one straight, are the two inside rails between the switch-
point rails and the frog.

• “Frog” is the part of the turnout that lets a flanged wheel track along a rail crossing another
rail, as shown in Figure 2.

. • “Frog point” is where the running edges of two crossing rails come together. There is a
“theoretical point,” which is sharp and doesn’t exist physically, and the “actual point,” which
on the prototype is blunted to about 1/2” wide.
 • “Wing rails” are the parts of the frog that create the flangeways on each side of the frog
point. Their purpose is to support the outside edge of the wheel tread as the wheel crosses the
gap next to the frog point (Figure 2)

• “Guard rails” are installed along the stock rails opposite the frog, to assure that flanged
wheels do not snag on the frog point. They may be fabricated of rail or castings.

• “Lead” is the dimension along the straight leg of the turnout from the point end of the
switch-points to the theoretical point of the frog (Figure 1)

. • “Head block” is the extra large and long tie (or ties) which supports the switch-points, the
adjacent stock rails, and the lever or machine for aligning the switch.

• “Facing point” and “trailing point” refer to the relationship of the switch-points to the
direction of train travel. When the train is approaching a diverging route it’s called a “facing
point switch.” When the train is approaching a converging route it’s called a “trailing point
switch,” which is the safest, especially on fast main lines.

• “Normal” is the position of the switch-points when aligned to the main route. “Reversed”
is the position when aligned to the secondary (or diverging) route. You’ll see the letters “N”
and “R” on the controls for turnouts on old CTC boards and on some model railroads

 Types of Turnouts

There are different types of turnouts designed to fit particular trackwork situations. The types
more commonly available in modeling are as follows:
 • Conventional -- The diverging route curves away from a tangent (straight) track. Left- or
right-hand designation is the direction of diversion when looking at the turnout from the
switch-point end. On main lines the straight leg should be the main route, if possible.

• Curved -- Both routes curve in the same direction, but with different radii. Left- or right-
hand designation is the direction of curvature when looking at the turnout from the switch-
point end. Curved turnouts can save space in some trackwork situations like yard leads.
Equipment will track better on the larger radius leg, which should be the main route if
possible.

• Wye -- The two routes curve in opposite directions, which can save space in some tight
[Link], the closure radius of a wye turnout is much smaller than the closure
radius of the matching conventional turnout.

•3-Way -- Two diverging routes curve in opposite directions from a center tangent track.
This requires overlapping switch-points and three frogs. These may be found in yards and
industrial trackage where speed is relatively slow.

• Double-Slip Switch -- This allows multiple routing options for a ladder or lead track of a
yard in a cramped space. It is equal to four overlapping turnouts where two straight tracks
cross, providing four different routes. The assembly of switch-points and special frogs is
complex (and fascinating). As with the prototype, train speeds have to be relatively slow.
They are not used on main lines. A single-slip switch is similar, but equal to only two
overlapping turnouts where two tangent tracks cross, providing three different routes.

• Dual-Gauge -- this is a complex turnout required when three-rail trackage is used for both
standard gauge and narrow gauge trains

 Points and Crossings

Introduction

Points and crossings are provided to help transfer railway vehicles from one track to
another. The tracks may be parallel to, diverging from, or converging with each other. Points
and crossings are necessary because the wheels of railway vehicles are provided with inside
flanges and, therefore, they require this special arrangement in order to navigate their way on
the rails. The points or switches aid in diverting the vehicles and the crossings provide gaps
in the rails so as to help the flanged wheels to roll over them. A complete set of points and
crossings, along with lead rails, is called a turnout.

Important Terms

The following terms are often used in the design of points and crossings.

Turnout It is an arrangement of points and crossings with lead rails by means of which the
rolling stock may be diverted from one track to another. Figure 14.1(a) shows the various
constituents of a turnout. The details of these constituents are given in Table 14.1.

Direction of a turnout A turnout is designated as a right-hand or a left-hand turnout

depending on whether it diverts the traffic to the right or to the left.

In Fig. 14.1(a), the turnout is a right-hand turnout because it diverts as the traffic towards the
right side.

Figure 14.1(b) shows a left-hand turnout. The direction of a point (or turnout) is known as the
facing direction if a vehicle approaching the turnout or a point has to first face the thin end of
the switch. The direction is trailing direction if the vehicle has to negotiate a switch in the
trailing direction i.e., the vehicle first negotiates the crossing and then finally traverses on the
switch from its thick end to its thin end. Therefore, when standing at the toe of a switch, if
one looks in the direction of the crossing, it is called the facing direction and the opposite
direction is called the trailing direction.

Tongue rail It is a tapered movable rail, made of high-carbon or -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 the running rail against which a tongue rail operates.

 Switches

Points or switch A pair of tongue and stock rails with the necessary connections and fittings
forms a switch (or)
A railroad switch, turnout or [set of] points is a mechanical installation enabling railway
trains to be guided from one track to another, such as at a railway junction or where a spur or
siding branches off.

A set of points or switches consists of the following main constituents

(a) A pair of stock rails, AB and CD, made of medium-manganese steel.

(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 the thicker end is called the heel.
(c) A pair of heel blocks which hold the heel of the tongue rails is held at the standard
clearance or distance from the stock rails.
(d) A number of slide chairs to support the tongue rail and enable its movement towards or
away from the stock rail.
(e) Two or more stretcher bars connecting both the tongue rails close to the toe, for the
purpose of holding them at a fixed distance from each other.
(f) A gauge tie plate to fix gauges and ensure correct gauge at the points.
  Types of Switches

Switches are of two types, namely,

1. STUD switch

In a stud type of switch, no separate tongue rail is provided and some portion of the track is
moved from one side to the other side.

2. SPLIT switch.

These consist of a pair of stock rails and a pair of tongue rails. Split switches may again be of
two types

a) Loose heel type

b) Fixed heel type.

Loose heel type In this type of split switch, the switch or tongue rail finishes at the heel of
the switch to enable movement of the free end of the tongue rail. The fish plates holding the
tongue rail may be straight or slightly bent. The tongue rail is fastened to the stock rail with
the help of a fishing fit block and four bolts. All the fish bolts in the lead rail are tightened
while those in the tongue rail are kept loose or snug to allow free movement of the tongue. As
the discontinuity of the track at the heel is a weakness in the structure, the use of these
switches is not preferred.
Line Diagram of Loose heel type switch

Fixed heel type In this type of split switch, the tongue rail does not end at the heel of the
switch but extends further and is rigidly connected. The movement at the toe of the switch is
made possible on account of the flexibility of the tongue rail.

 Important Terms Pertaining to Switches

The following terms are common when discussing the design of switches.

Switch angle This is the angle between the gauge face of the stock rail and that of the tongue
rail at the theoretical toe of the switch in its closed position. It is a function of the heel
divergence and the length of the tongue rail.

Flangeway clearance This is the distance between the adjoining faces of the running rail and
the check rail/wing rail at the nose of the crossing. It is meant for providing a free passage to
wheel flanges. Table 14.2 gives the minimum and maximum values of flangeway clearance
for BG and MG tracks.

Heel divergence This is the distance between the gauge faces of the stock rail and the tongue
rail at the heel of the switch. It is made up of the flangeway clearance and the width of the
tongue rail head that lies at the heel.

Throw of the switch This is the distance through which the tongue rail moves laterally at the
toe of the switch to allow movement of the trains. Its limiting values are 95-115 mm for BG
routes and 89-100 mm for MG routes.

 Crossings
A crossing is a device introduced at the junction where two rails cross each other to permit the
wheel flange of a railway vehicle to pass from one track to another.

A crossing or frog is a device introduced at the point where two gauge faces cross
each other to permit the flanges of a railway vehicle to pass from one track to another (Fig.
14.5). To achieve this objective, a gap is provided from the throw to the nose of the crossing,
over which the flanged wheel glides or jumps. In order to ensure that this flanged wheel
negotiates the gap properly and does not strike the nose, the other wheel is guided with the
help of check rails.

 Types of Crossings
 (a) An acute angle crossing or crossing in which the intersection of the two gauge faces
forms an acute angle. For example, when a right rail crosses a left rail, it makes an acute
crossing. Thus, unlike rail crossings form an acute crossing.
(b) An obtuse or diamond crossing in which the two gauge faces meet at an obtuse angle.
When a right or left rail crosses a similar rail, it makes an obtuse crossing.

(c) A square crossing in which two tracks cross at right angles. Such crossings are rarely
used in actual practice