Chapter II: Geometric Characteristics of Railways

2.1. Construction of a railway line

The railway consists of two distinct parts (the superstructure and infrastructure)
The railway infrastructure includes not only the earthworks but also the structures.
underground galleries and trenches.

The superstructure consists of the platform, the sub-ballast, the ballast, the sleepers and the
rails plus the attachment and fastening accessories. (fig.1).

Figure 1: construction of a railway track

The railway is subjected to very significant static and dynamic stresses and it
often found in difficult climatic and geological conditions, it is often
exposed to the action of a set of factors as destructive as each other such as:
humidity, frost, water, snow, etc.

It follows that continuous efforts must be made to maintain a state of

operation of railway lines that meets technical requirements, this is
the rise of maintenance.

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2.2. The rail

The rail is a load distribution beam for wheels in the vertical, transversal, and
longitudinal (fig.2) and serves for the guidance and maintenance of the axle's stability, the contact
steel wheel-rail / steel having the advantages of limiting the resistance to advancement by a
reduced contact surface and transfer the charges to the beam via the system
of attachments.

Figure 2: Distribution of wheel loads

The rails are characterized by:

their profile
the steel hue that composes them

There are different profiles and shades of rail, adapted to the uses for which they are intended.
destined. The majority of the rolled profiles at the beginning of the railway had only a duration
ephemeral; indeed, only the double mushroom and the Vignole rail have been widely used.
It is necessary to add a groove profile that allows for laying the tracks in the roadway.
particularly in the ports.

All these profiles have the following elements in common: at the top the
mushroom that supports wheel contacts; the core, thinned middle part; the shoe,
lower part; the plinths, inclined parts of the mushroom and the pad that

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 Chapter II: Geometric Characteristics of Railways

allow the tightening of the flanges. The mushroom of the grooved profile also includes,
the equivalent of a guardrail that allows the circulation on the roadway of wheel cushions.

[Link] DC (double champignon)

The double mushroom rail is characterized by a symmetrical shape with a mushroom.

upper and lower mushroom (fig.3). In the idea of its promoters, this profile could be
reused by flipping after wear of the upper mushroom. In fact, this possibility has
revealed to be futile due to the quick notching of the rail in the bearings that support it. By
against, this profile, easy to flatten, was particularly interesting at the time when iron
Corroded metal was the material commonly used for the manufacturing of rails.

Figure 3: Rail DC

The double mushroom rail is fixed on the sleepers by means of pads in

source in which it is secured by elastic corners, usually metallic, sometimes wooden.
The support surface of these pads on the beams can reach 680 cm², which has allowed
for a long time on networks using softwood sleepers to face
the increasing load and axle increase.

Currently, the double mushroom rail is no longer used in new installations, the Railways of
For English, who were his last supporters, having abandoned him around 1938.

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2.2.2. Rail on a pad (Vignole)

This rail commonly referred to as Vignole, is characterized by a widened base that

allows for easy attachment to the crossbeam. It avoids the many disadvantages of the double rail.
mushroom: fixation in cast iron pads, notching of the lower mushroom,
difficulty of preserving the training. It is fixed on the rails, either directly or by
the intermediary of metallic stools. Its shape is largely conditioned by the necessity
of joining the rails together, that is to say by the problem of the fishplate, which leads to
often, in the connections between mushroom and core, in a contradictory shape with
a good resistance of the profile to forces. That is why the generalization of the use of rails
Welded in large lengths may allow for a quite significant modification.
in the shape of the rail, avoiding the imperative imposed by the rail joint, a makeshift process
allowing for a temporary repair in case of a rupture.

This type is generally used for the case of freight trains and
long-distance passenger transport.

The profile is composed of:

Champignon Curvature for wheel-rail contact and mass to freight the area of
contact
bee Connection with splicing spans
Large width for load transfer at the crossbeam, span of splicing and zones
for the attachments

Figure 4: Rail with a sliding block (Vignole)

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 Chapter II: Geometric Characteristics of Railways

2.2.3. Groove rail: generally used for the case of trams and light rail, their
the own weight is about 58.96 kg/ml and their geometry is outlined on the
figure below.

Figure 5: Groove rail

2.3. Constraints in the rail

2.3.1. Hertzian constraints at the rail/wheel contact

Elastic deformation at the contact of the wheel and rail curvature: ellipse of
contact
Order of magnitude with an axle of 22.5 t:
Contact rays: rail: 300 mm + wheel of 920: 460 mm
- Contact ellipse: area 134 mm² (semi-axes: 7.5/5.7 mm)
Contact pressure: 1256 MPa (12.56 kbar)
Constraint beyond the elastic limit at contact (work hardening)
Importance of controlling the contact geometry
Conicity, wear profile of rails and wheels

2.4. Rail bending:

Depends on the wheel load and the rail inertia

But also of the track stiffness (travelage, elastic stages, and deformability of the
platform
Order of magnitude: 60 to 100 MPa (0.6 to 1 kbar)

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2.5. Rail spacing

According to UIC regulations, the standard gauge of the tracks will be as follows:

In alignment 1435 mm, with an error of +0 to +2 mm

In a curve 80 <R < 150 m 1434.5 mm, with an error of +0 to +2 mm
In curve R< 80 m 1430 mm, with an error of +0 to +2 mm
3. Traverse

A sleeper is a fundamental element of the railway track. It is a piece laid on

through the track, under the rails, to maintain the spacing and inclination, and
transmit to the ballast the loads of vehicles traveling on the rails.

Main function

Distribute the vertical loads:

Increase the bearing surface on the ballast

Anchor the track transversely: Contribute to the stability of the track chassis by
charge (vehicle efforts) or empty (LRS stability)
Contributing to the geometric position of the rails: spacing and inclination
notably
Integrate the interface with the attachment systems

Wooden crossings

3.1.1. Essences

Indigenous wood: mainly oak but also beech and pine

Exotic wood: azobé

3.1.2. Fabrication

Felling, forwarding, and cutting into white sleepers

Desiccation, fretting, notching and drilling
Creosote impregnation (replaced by the use of wood essences)
exotic

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3.1.3. Advantages

. Ensure good elasticity of the track

. Good electrical insulation

3.1.4. Disadvantages

. Sensitivity to atmospheric agents (especially for oak)

. Low lateral resistance
. Maintenance costs becoming high
. Use of creosote

3.1.5. Areas of Employment

In new laying or in track regeneration

- short zones between tracks laid on wooden flooring,
- areas where the use of concrete sleepers does not allow for
clear the gauge without expensive work (tunnel, platforms...)
In maintenance, replacement of wooden sleepers (necessity of
maintain a homogeneous floor

3.2. Metal traverses

U-shaped laminated profile, stamped at the ends to ensure strength

side of the way.

3.2.1. Avantages

. Undecaying
. Little maintenance

3.2.2. Disadvantages

. Light walks
Difficult to maintain on busy tracks
Low lateral resistance despite the use of anchor stakes
. Corrosion
. Difficulties in ensuring electrical isolation between the 2 rail lines

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3.3. Concrete crossings

3.3.1. Design of crossbars

Ability to withstand the bending moments generated by wheel loads:

. positive bending moment under the rail that corresponds to the moment applied at the right of
the axis of the rail and which generates tension at the lower part of the sleeper.
. negative bending moment at the center of the monobloc beams which corresponds to
moment applied at the center of the beam and generates a tension at the level of the
upper part of the crossbeam

3.3.2. Advantages

Longevity
Important lateral resistance of the track

3.3.3. Disadvantages

Fragility to shocks of concrete

Risk of corrosion of the bi-block ties at the level of the spacers
Risk of premature attrition of the ballast⇒ thickness of ballast under sleeper
more important than with the wooden sleepers
Leveling maintenance is more delicate in the case of poor platforms.

3.4. Traverses bibloc

Made up of two concrete blocks, the blocks, connected by a metal spacer, which
absorbs the efforts in the middle of the crossbeam. There are two models of blocks:

The blockboard crossing of 68 cm, which has dimensions:

- longueur = 2 245 m
- width = 29 cm (at the base of the blocks)
- thickness = 17 or 22 cm (along the axis of the table)
The block-tie of 84 cm, which has dimensions:
- longueur = 2 415 m
width = 29 cm (at the base of the blocks)
- thickness = 22 cm (along the table axis)

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3.5. Monobloc traverses

In prestressed concrete, thinned in their central part, reinforced with high-strength wires.

The old generation (V.W, SCOP models,...), manufactured until 1967, has the
the following characteristics:
- longueur = 2 30 m
- width = 25 cm
- épaisseur = 14 cm
The new generation, manufactured from around 1974, presents the
following characteristics:
- longueur = 2 50 m
- largeur = 29 cm
- thickness = 17 or 20 cm 3.3

3.6. Fastening systems:

Rigid systems

No elastic elements

Elastic systems

Presence of at least one elastic element (sole and/or strap)

Direct fixing system, the rail is fixed directly into the beam with or without
interposition of sole or saddle
Indirect fixing system; The rail is not directly fixed to the sleeper.
interposition of a saddle
3.7. Attachments and soles
. Mechanical Characteristics
Ensure a vertical clamping effort of the rail on the cross member is the most consistent.
possible
Important reversal couple, opposing the rail overflow
- Transmission of lateral forces to the crossbeam
Contribute to the elasticity and damping of the track (elastic fastenings)

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. Ensure electrical insulation

. Pose and maintenance
Mechanization of installation
- Minimal maintenance (essentially consists of checking the qualities
mechanics of attachment
3.7.1. Types of fasteners
. Rigid fixation
Crampons (used in the USA)
Tirefonds on wooden beams
Toads on metal crossbars
. Direct elastic fixation
Rubber sole
Lame spring:
oGriffon
attach Nabla
oFastclip
oVossloh
. Indirect elastic fixation
Rubber sole
Saddle
Spring lame (Nabla attachment, Fastclip, Vossloh)

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Figure Parties of a railway track

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 Chapter II: Geometric Characteristics of Railways

4. Geometry of the drawing

4.1 GENERALITIES

The track layout parameters for the line sections to be carried out:

Speed range ≤ 220 km/h

Mixed passenger - freight traffic

Optimization of the conditions and costs of high-speed line maintenance.

The specifications contained in this course concern the main tracks of the line
new, in accordance with the SNTF 2005 specifications

The connecting tracks to the existing lines, as well as the tracks of other facilities
untested at high speed will be studied according to French standards
corresponding. However, some specific specifications concerning them are established
in this document.

4.2. REFERENCE SPEEDS

The route will be designed to accommodate mixed passenger and freight traffic operating at speeds
projected appearing below:

Classical Way In the plain In mountainous areas

Maximum speed 120 km/h 220 km/h 200 km/h
admissible
Minimum speed in the long term* 80 km/h 100 km/h 100 km/h
In the short term, some freight trains will be limited to 80 km/h.

4.3. LIMITATION CRITERIA FOR TRACE PARAMETERS

Among the parameters defining the geometry of the track, some have been limited in order to
meet safety requirements, comfort for travelers, and track maintenance.

The following limits have been defined:

Normal limit value: value not to be exceeded for vehicles operating at

maximum or minimum permissible speeds.
Exceptional limit value: it is a value more unfavorable than the limit value
normal, which can be used in exceptional circumstances.

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The normal and exceptional limit values will determine the geometric definition of
trace.

The exceptional margin of a parameter is the difference that exists between the limit values.
exceptional and normal.

If the value of any parameter exceeds the normal limit value, action will need to be taken.

Take into account the following considerations:

If a single parameter exceeds the normal limit value, its value may reach the
exceptional limit value.
If several parameters exceed the normal threshold value, a...
maximum exceeding of 80% of the exceptional margin for the most parameter
unfavorable while the other parameters should not exceed this margin by more than 20
%.
It is recommended that a parameter not exceed the limit value more than once.
normal on a stretch of 20 km long.

4.4. TRACE ON PLAN

The plan layout will consist of a judicious succession of the following elements: alignment
straight, full curve and transition curve.

In order to allow for the future maintenance of the line, the 'full curve' and '
transition curve" will be marked by inter-track markers placed every 10
meters, 1 meter from the outer edge of the rail of each track and the OPR (origin of
progressive connection) and FRP (end of progressive connection) will be marked.

The clothoid will be used as a transition curve.

The plan of the alignment axis will correspond to the axis of the track in the case of a single track, and to the axis

from the platform in the case of double track.

RULES TO FOLLOW IN THE PLAN TRACE:

The adaptation of the plan layout to the natural terrain in order to avoid earthworks.
important.
Avoid crossing agricultural land and forest areas
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Avoid private properties as much as possible.

Avoid crossing the streams to minimize civil engineering works.
for economic reasons.
Avoid sites that are subject to geological problems.
Try to use maximum alignment
Avoid very plastic soils

The limiting parameters that condition the drawing are listed below:

4.4.1. Minimum length of tracing elements

In order to sufficiently dampen the roll of the vehicle body, lengths

minimums have been set for the layout elements. The fillets (roundings of the
centered arrow diagram on a progressive connection origin or end
have normal lengths ranging from 30 to 40 meters, exceptionally 20
meters.
The minimum lengths of the alignments and full curves, between centers of
Doucines must comply with the values expressed in meters as follows (the speed V is
expressed in km/h)
Normal limit value V/2
Exceptional limit value V/3

The normal minimum length between the centers of douzaines is 60 meters,

exceptionally 50 meters. However, the alignment between 2 curves close to
opposite senses may be nonexistent. In this case, the connection between 2 curves is
made by a progressive connection (RP) of inflection.

4.4.2. Minimum radius of circular alignment

The value of the minimum admissible radius is limited to ensure, depending on the
traffic speeds, the comfort of travelers, and to prevent efforts
crossings on the road are not too significant.
The minimum radius (normal and exceptional) will be defined based on the insufficiency of

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permissible cant for maximum speeds and based on the excess cant for the
minimum speeds without exceeding the maximum slope.

NOTE: The minimum radius of the curve must be determined as follows:

For the minimum speed of train circulation (slow trains), the excess of
discharge (E) must be less than the maximum allowable value.
For the maximum speed of train operations (high-speed trains),
The insufficiency of slope (I) must be less than the maximum value
admissible.
Thus the minimum radius must be translated into the following equation:

a/g x 2/
min – ≥ >=a/g x 2
max/ +I

DmaxMaximum value of the slope;

the track gauge
g: the acceleration of gravity.
The normal minimum value of the radius on a main road is 200 m. In
particularly restrictive situations, the exceptional limit radius may be
reduced to 150 rn subject to the adoption of any possible special arrangements
(installation of guardrails, lubrication of the rails, specific monitoring of geometry, ...). These cases

must be the subject of studies as part of the processing of an application for

exemption.

4.4.3. Longitudinal profile constraints

Except in exceptional cases, there should be no interference between curves of

progressive connection in plan (clothoid) and connection curves in profile
long defined in the following article.
4.5. LONG PROFILE
The long profile of the route consists of uniform slopes connected by
circular curves.
The longitudinal profile will be defined by the horizontal projection of the edge of the lane.
base of the rails of the tracks on a vertical plane passing through the axis of the layout.

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4.5.1 Maximum slope

The accepted gradient varies according to its length.
In principle, the acceptable values not to be exceeded are indicated below;
however, within the framework of a variant study, these values may be exceeded
while respecting the provisions outlined in the latest version of the instruction
SNCF/RFF IN 0272.
On a slope shorter than 3000 m, it must not exceed 16‰ and
exceptionally 18‰.
In a slope length ranging from 3,000 m to 15,000 m, it decreases.
gradually to go from 16‰ to 13‰, exceptionally from 18‰ to 15‰.
On a slope longer than 15,000 m, the gradient must not exceed
13‰ and exceptionally 15‰.
4.5.2 Rayon allowable in long profile connections
The values of the minimum allowable radii in the longitudinal profile are limited to hold
consider the following points:
a) when a vehicle crosses at a speed 'V' a long profile connection
of radius Rv, it is subjected to a centrifugal acceleration:
a = 2
max/ 12.96×R ≤a rec[ 2/ ]

This acceleration must be limited so as not to disrupt the passengers' comfort. In

As a consequence, the minimum radius adopted for the longitudinal profile will also be limited.

to avoid exceeding this acceleration at the maximum traffic speed.

b) Longitudinal connections are defined by circular connections.

without transition curves between the slopes and the connections. This leads to a
brutal vertical acceleration at the ends of the connection, which causes a
oscillation of the vehicle's suspension and disrupts the comfort of the passengers. For
restrict the abrupt variation of vertical acceleration for high-speed traffic
maximum, we must limit the minimum radius of these curves.
It results below the limits of the connection radius values in profile,
expressed in meters, to be respected (the speed V is expressed in km/h):

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Normal value 0.35 V²

Exceptional value 0.25 V²

Specific points at speeds 0.15 V²

less than or equal to 140 km/h

4.5.3 Determination of the minimum length of uniform slopes and connections

in profile

Between two brutal vertical accelerations, a considerable amount of time must pass in order to
allow the suspension to cushion the impact and avoid the combined effects of several
close accelerations, sources of significant vehicle oscillations.

The value of the minimum length of constant slopes is therefore limited to:

Normal minimum value V /2

Exceptional minimum value V / 2.5

The minimum length of gradient connections is 30m to account for the bases.
of leveling the tampers.

4.5.4 Other constraints of the profile layout

The power supply phase change zones as well as the points of

Track changes with bypass lanes involve longitudinal profile constraints.

4.6 TRANSVERSE SECTION

4.6.1 Track gauge

It is set at 1.435 m between the 2 rails (UIC gauge).

4.6.2 Overhang

The cant will be obtained by raising the outer rail relative to the inner rail. The variation
the runoff at the entrance and exit of a curve will be continuous throughout the curve of
transition.

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Theoretical discharge (dv)

Practical formula ofv= 11.8 V² / R [d in mm, V in km/h, R in m]

Discharge prescribed (dp)

The choice of the cant to be put on the track is a compromise, as it must allow for circulation,
in normal conditions of safety and comfort, as well as high-speed trains of
voyageurs que des trains lents de fret.

This given camber to the track is called prescribed camber, and is generally between [Link] 0.6
dv

D= 11,8 V2/R -I

Maximum allowable discharge Dmax:

The maximum tilt is limited in order not to disrupt the comfort of travelers and to avoid the
transport of goods during the unscheduled stop of the freight train in a curve.

Maximum normal value of the slope Dmax = 160mm

Exceptional maximum value of the cant Dmax = 180mm

Maximum allowable runoff deficiency I:

We limit the uncompensated acceleration to ensure the safety of movements and comfort.
of travelers and a reasonable cost of track maintenance.

The insufficiency of cant is defined from the acceleration not compensated by the formula
next:

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nc= × / → = nc × /

a being the track gauge

g the acceleration of gravity.

The maximum allowable values are:

Classic Way Expressway

Normal maximum value 110 mm 150mm

Exceptional maximum value 130mm 160mm

Maximum allowable lateral slope E:

The excess cant is limited to avoid premature wear of the inner rail in curves.
The maximum allowable values are as follows:

Normal maximum value 110mm

Maximum value
130mm
exceptional

4.7 INTERACTION BETWEEN TRACE IN PLAN AND TRANSVERSE SECTION

4.7.1 Limit of superelevation variation in transition curves

Due to the variation in cant in the transition curves, the two rails form a
"left" which harms the stability of the vehicles. Including the speed of ascent or descent.
from one rail to the other for a vehicle: 50 mm/s (maximum 60 mm/s).

In order to prevent overloads and load shedding from destabilizing traffic and
derailing, the length of the transition curves will depend on the cant adopted and the rate
of allowable slope variation, according to the following relationship:

∆ /∆ = p

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Rp being the maximum allowable variation rate in mm/m, derived from the selected values
in point 1.7.2 below.

Limits of this rate expressed in mm (the speed is expressed in km/h):

Normal maximum value 180/V

Exceptional maximum value 216/V

4.7.2 Limits the variation of superelevation deficiency

Lateral acceleration variation limited to 0.5 m/s3

The maximum values are indicated below:

Normal maximum value 75 mm/s

Exceptional maximum value 90 mm/s

5. ENTRANCES AND TEMPLATES

5.1 TRAFFIC DIMENSIONS

The templates to be considered are determined from the reference contours "GC."

5.2 LAYOUT TEMPLATE FOR OBSTACLES

The set of obstacles: structures, equipment for energy supply, for the
signage, etc., will comply with the requirements taking into account:

Reference kinematic contours defined above.

On the layout and speed of circulation on the adjacent lane.

About the nature and length of the obstacle (continuous, discontinuous ... ).

Of the type of rolling stock.

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Margins and maintenance needs.

On the safety of personnel according to current regulations and adopted provisions.

5.2.1 Minimum lateral templates

They will be studied based on a track at least 70 cm wide for the staff.

2.2.2 Provisions related to personnel security

Additional provisions to ensure the safety of staff will be considered in

function of the dimensions of the side templates and the obstacles to be installed.

5.2.3 Clearance height of bridges - roads

The minimum height has been set at 6.35 m, except in special cases that will be subject to studies.
specific such as:

The track devices installed near road bridges

The specific conditions of the environment

This distance will be measured along the axis of the track from the level of the running surface of the
considered route and under the most unfavorable conditions. This value does not take into account
count the margin for maintenance (0.05 m) nor the tolerance regarding the implementation of
structures (0.05 m).

5.2.4 Travel questions

The construction of passenger platforms is not planned along the route of the high-speed lines.
Speed.

The cases of track change points with avoidance with service platforms are addressed.
in the infrastructure documents.

5.2.5 Intermediaries

The gauge for the main double track is 4.20 m.

In the connections of the new line with the classic line, a distance between axes of will be adopted.
3.67m as long as it is traveled at a speed lower than 160 km/h.

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High Speed Double Track/Passing Track:

Regardless of the speed on the main line, the minimum distance between the siding tracks
and the nearest main road will be 6.50 m away.

This value will allow the installation of a track or catenary poles.

It should be increased based on the size of the obstacles and the simultaneous presence of poles.
catenaries and tracks.

SECTION TYPE OF THE PLATFORM

The provisions that will apply are detailed in the chapter 'Infrastructure'.
The common specifications applicable to the entire project are provided below:

The width of the dual-track platform will measure 4.20 m (without obstacles
in the gap) will be set at 13.60 m.

On a single track, this platform width will be set at 8 m.

An area will be reserved for the installation of signaling equipment.

telecommunications, etc.

On the open-air paths, a passage allowing personnel circulation has been planned.
laterally for each side in double lanes and on one side for the track platforms
unique.

The axis of the catenary poles will be located at least 3.25 m from the axis of the track.
NOTE:

Provisions of the "staff protection" type can influence the position of the track.
for the staff in relation to the tracks (here the notion of 'danger zone' comes into play).
dispositions will be linked to the proposed maintenance criteria.

The diagram of the typical double-track platform is given below:

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The ballast thicknesses are indicated below:

Normal thickness 0.30m

Case of the viaducts and 0.35m

tunnels

The arrangements made for the studies are as follows:

Reference altitude of the platform: point P. Point P being the upper level of the
sub-layer located under the ballast considered in the axis of the future platform. This point P
corresponds to the axis of the track in the case of a single track and to the axis of the space between tracks in the case

of the double track.

The positioning of point P relative to the rails will be determined based on the height of the ballast.
measured between the bottom of the sleeper and the platform, vertically above the rail in the
most unfavorable conditions allowing to obtain the desired ballast thickness.

It will be necessary to take into account the fact that the longitudinal profile defined by point P will be influenced by

the variations of the cross slope of the platform.

It will be necessary to check the profile along the rails which remains the essential reference in
the study of the layout after the definition of the longitudinal profile of the platform (given by the point
P).

The thickness of the ballast mentioned above will take into account the tolerances regarding the installation.

Ballast square and the construction of the platform.

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6. TRACK DEVICE

Among the devices of the way, we distinguish:

1°) The devices that allow one track to cross another track are called
crossings that can be rectangular or oblique (fig. a and b).

Fig. a Fig. b

2°) The devices that allow vehicles to move from one lane to another lane. We
meet here two categories of devices:

a) those that allow the continuous passage of vehicles are the connections (fig. c);

b) the devices that require the train to stop and, most often, only allow passage
vehicles one by one, they are:

the turntables,
the transborders.

Fig. c Fig. d

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The connection involves a track change (switching) and a crossing (fig. c), so
that the crossing (fig. d) is composed of four crossings: two acute crossings or
proper crossings and two obtuse crossings, commonly referred to as crossings
in the narrow sense of the word.

We therefore find an analogous part in the crossings and the connections: the intersection.

The needles a', b' (fig. e) are maneuvered around the heels a, b; these are the points a, b.
who move.

The two outer rows of rails are continuous.

The inner files include the moving parts a'a, b'b that are called needles because
These are sections of rails whose ends are tapered. The tips of the switches.
can thus come to rest, without forming a noticeable projection, against the outer rails of the
pointsaetb.

Fig. e. - The connection - control by rod.

Generally, the two hands move together. They are connected to each other by a
or articulated spacing struts in such a way that the parallelogram can be
déformer quand les aiguilles se déplacent.

In the indicated position N of the control lever, the normal position, the way is made for
the direction AB; in the reversed position R, it would be for the direction AC.

Subject: Railway infrastructure

Subject Coordinator: Ms. ELMASCRI
3thYear Public Works License Page 26
 Chapter II: Geometric Characteristics of Railways

At the crossing point of the inner rails, there are slots made for passage.
the chin guards of the wheels.

The connection also includes the needle and the crossing, the branch arc a'a.

B. - Types of switches.

A switch can be characterized:

1. by the shape of the needles:

rigid needles that can be straight or curved,

flexible needles;

2. by its potential ability to act as a counterparty;

3. by the number of lanes it controls:

at two directions,

or three directions;

4. by the needle control mode:

hand command,

commanded by rigid or flexible mechanical transmission,

fluid transmission command (electric transmission or

pneumatic or hydraulic).

Subject: Rail Infrastructure

Subject Leader: Mrs. ELMASCRI
3thYear Degree Public Works Page 27