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Ref:
Issue:
Date:
Compliance Date

NR/L2/TRK/2049
12
06 March 2010
05 June 2010

Issue record
Issue
1
1A
2
3
4
5
6
7
8
9
10
11

Date
Mar 1996
Dec 1997
Dec 1999
April 2000
Aug 2000
June 2001
Feb 2002
Feb 2003
Aug 2004
June 2006
Feb 2007
June 2008

12

Mar 2010

Comments
Supersedes GC/EH0049 and CE HB3
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
Preferred Geometries and Configurations of S&C according to usage are
provided for the first time (sheet J.1.1).
Values in tables in Section A verified/corrected. Structure Gauging Sheets
re-formatted and now include Temporary Works and TENs Routes. New
sheet (A.8.9b) on Construction of On-Track Plant Calibration Sidings. New
sheet (A.9.2) on Gauge Transition between CEN60 plain line and 1432mm
gauge track.
Majority of formulae/equations in Section C rationalised.
New sheets (D.8.1 & 2) on Level Crossing Surface Systems.
Minor corrections and updates to a number of data sheets. Several sheets
withdrawn (use RE/PW drawings instead).
The Briefing Note gives further detail of changes to each data sheet.
Sheets A.1.2, A.6.3, A.6.7, B.2.1, B.2.2, B.2.3. (S&C Geometry) have new
and/or more fully explained geometry requirements:
Sheet A.8.1d (Additional Clearances for Cant & Curvature) is new.
Sheets B.2.4 (Guidance on Circular Curves) and B.3.3, B.3.10 (Speeds
through Follow-on Turnouts & Crossovers) completely revised.
Rail section sheets withdrawn, instead they are cross referenced to RE/PW
drawings on sheet D.1.1.
Sheet D.2.6 updated in line with current rail purchasing contracts.
Sheets D.4.1a through to D.4.3 (Rail Pads, Clips and Insulators) have
been substantially updated to include new and corrected information.
Sheet D.6.2 now cross references the company standard on Train
Detection.
Sheets D.8.3 & D.8.4 (Level Crossing Road Profiles) are completely new.
Sheet E.1.1 shows revised switch and/or stock rail lengths for all full depth
vertical switches.
Sheet J.1.1 CVS 10 (Str) Turnout & Crossover and NR60 C11 Scissors
(both Non-preferred) added.
Sheet J.1.2 In Bearer Clamplock with Mechanical Supplementary Drive
POE introduced. Hy-Drive POE on Vertical S&C withdrawn.
Sheet J.2.2 Clauses iv & v (re Bearer Ties) added to para 4
Sheet J.3.1 References different Group Standard; and approach control
speed differential reduced from 15 to 10 mph.
Sheet J.4.1 Where switch diamonds are required they are to be of full
depth vertical design.
Sheet J.4.2 Occasional use of NR60 stress transfer blocks explained.
Sheet J.5.2 Measurement of lead length detailed more fully.
The Briefing Note gives further detail of changes to each data sheet.

Page 2 of 9

Ref:
Issue:
Date:
Compliance Date

NR/L2/TRK/2049
12
06 March 2010
05 June 2010

Compliance
This Network Rail Company standard is mandatory and shall be complied with by Network
Rail and its contractors if applicable from 05 June 2010.
When this standard is implemented, it is permissible for all projects, which have formally
completed GRIP Level 4, to continue to comply with the Issue of any relevant Network Rail
Standards current when GRIP Level 4 was reached and not to comply with requirements
contained herein unless the designated Standard Owner has stipulated otherwise in the
accompanying Briefing Note.
Reference Documentation
See section 3.
Disclaimer
In issuing this document for its stated purpose, Network Rail makes no warranties, express
or implied, that compliance with all or any documents it issues is sufficient on its own to
ensure safe systems of work or operation. Users are reminded of their own duties under
health and safety legislation.
Supply
Copies of documents are available electronically, within Network Rail’s organisation. Hard
copies of this document may be available to Network Rail people on request to the relevant
controlled publication distributor. Other organisations may obtain copies of this document
from IHS (Technical Indexes Ltd) tel: 01344 328039.

Page 3 of 9

Ref:
Issue:
Date:
Compliance Date

NR/L2/TRK/2049
12
06 March 2010
05 June 2010

Contents

1

Purpose

5

2

Scope

5

3

Reference documentation

5

4

Alternative Designs

5

5

Issue of data sheets

5

6

Summary of handbook sections

5

7

Index list of data sheets

6

Page 4 of 9

switch & crossing (S&C) assemblies. Revised or additional sheets will not be issued individually. as sheets rather than pages. 6 Summary of handbook sections Section A Section B Section C Section D Section E Section F Section G Section H Section J Track Geometry Requirements for Speed Permanent Way Mathematics Selection of Components and/or Systems Assemblies Miscellaneous Other publications Obsolescent and Historic Data Switch & Crossing (S&C) Design Fundamentals Page 5 of 9 . The designs of Network Rail’s standard range of S&C are based on these values.Ref: Issue: Date: Compliance Date 1 NR/L2/TRK/2049 12 06 March 2010 05 June 2010 Purpose This specification gives the requirements for the design of track alignments and layouts. 5 Issue of data sheets The data sheets. 2 Scope The specification applies to all design work carried out on existing and new track assets for use in Network Rail Infrastructure. Preferred Geometries and Configurations of S&C are tabulated on sheet J. and each re-issue will incorporate a revised index as well as the sheets themselves. sleepers and rail fastenings is intended to result in designs that take proper account of the speed of traffic. in a separate series. The approval process is set out in Network Rail Company Procedure NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure. are numbered.1. the mathematics of track layouts. or of other components or methods having a bearing on track geometry. Alternative designs of S&C. Information provided on track geometry. 3 Reference documentation NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure. may be approved for use subject to demonstration of acceptable values. and there being an accepted business benefit from so doing.1. which follow. the complete Track Design Handbook will be re-issued. 4 Alternative Designs This specification sets out both maximum and recommended normal values for track geometry parameters to be used in track alignment and layout designs.

2 Transitioned Turnouts – setting out offsets A.2 Standard Tandem Turnouts – Radii.9b Construction of On-Track Plant Calibration Sidings A.8.3.1.8.7 Relationship of Conductor Rail to Standard Load Gauge A.3 Standard Transitioned Turnouts & Crossovers – leads and radii A.Leads and Radii – 2 A.4 End Throw (Static) of Type A and Type B Coaches on Vertical Switches A.1 Switch and crossing design philosophy – General A.9.2 Centre Throw (Static) of Coaches built to C1 gauge.8 Conductor Rail Positioning at Switches A.7.1 Standard Double Junctions from Tracks at 1970 Interval A.1 Standard Transitioned Turnouts – leads and radii A.7.1.7.1.10 Passing Clearances – 1 A. Appendix A.5 Standard Single Junctions Sheet withdrawn March 2010 A.5. Date 4 7 3 6 4 1 10 3 2 2 9 1 6 4 2 3 2 2 6 06/08 03/10 03/10 03/10 03/10 06/08 03/10 03/10 02/07 06/08 03/10 06/08 06/08 06/08 06/08 03/10 03/10 03/10 03/10 2 Vertical 03/10 08/04 06/08 03/96 Vertical 03/96 NR60 Vertical NR60 Vertical Vertical NR60 NR60 Vertical Vertical NR60 Vertical NR60 Vertical Vertical Vertical Vertical NR60 NR60 Vertical Vertical 3 Vertical 1 3 1 1 1 3 1 6 1 6 3 New 1 1 1 3 New 03/96 12/99 03/10 03/10 03/10 03/10 03/10 12/99 06/06 12/99 03/96 06/08 06/08 06/08 12/99 02/07 03/96 03/96 06/08 02/07 06/08 Page 6 of 9 .5 Design of Layouts for 25kV Overhead Electrified Lines – 1 A.3 Vertical S&C – switch details A.3 Standard Circular Curve Turnouts – leads and radii A.6.8.8. Vertical.2 Track Intervals A.6.9.1c Special TENs Structure Gauge A.4 Standard Double Junctions from Straight Tracks at 1970 Interval A.1 Gauge Widening on Plain Line Curves A.4 Electrical Clearances – 25kV A.8.2.4 NR60 Inclined S&C – switch details A.1b Temporary Works Structure Gauge A.5.1 End and Centre Throw – General A.2.4 Standard Circular Curve Turnouts – leads and radii A.8.6.1 Leads and Radii across Standard Track Interval – 1970 A.6.7.Ref: Issue: Date: Compliance Date 7 NR/L2/TRK/2049 12 06 March 2010 05 June 2010 Index list of data sheets NR60.3 Standard Scissors Crossovers A.3.4.2.7. leads and offsets to crossing noses A.8.2 Circular Curve Turnouts – setting out offsets A.Leads and Radii – 1 A.1.14 Platform Alignments and Lengths A.2 Diamonds .1d Additional Clearances required for Cant & Curvature New Sheet March 2010 A.8.8.8.6.1 Diamonds .1a Standard Structure Gauge A. on Vertical Switches A.3 Centre Throw (Static) of Coaches with 16m Bogie Centres (Type B) on Vertical Switches A. General Section A Geometry A.4.8.2 Switch and crossing design philosophy – NR60 A.6.8 Obtuse Crossings and Switch Diamonds – Openings at Knuckle A.2 Gauge Transition – between 1438mm and 1432mm gauge track Rev.12 Passing Clearances – 3 A.8.8.11 Passing Clearances – 2 A.7 Standard Slips: Single and Double A.9a Sidings – Layouts and Geometry Requirements A.8.8.2.6 Design of Layouts for 25kV Overhead Electrified Lines – 2 A.2 Leads and Radii across Standard Track Interval – 1970 A.8.6.13 Platform Structure Standards A.5 Buffer Locking Considerations A.3.1 Standard Circular Curve Turnouts – leads and radii A.8.

2.8 Permanent Way Mathematics – 8 C. Reverse Curves B.1.7 Transition Curves – Bloss Form – Comparison to Cubic Parabola C. Cant and Deficiency B.3.4.2.Ref: Issue: Date: Compliance Date NR60.2 Rail Section – CEN60E1A1 Sheet withdrawn March 2010 D.2 Vertical Curves Formulae B.1.4.3.8 Rail Section – 60E2 Sheet withdrawn March 2010 D.2 Curving design values – Cant Deficiency B.5 Transition Curves – Clothoid Spirals C.2 Permanent Way Mathematics – 2 C.2.3 Rail Pads.1. Clips and Insulators – 3 Vertical Vertical NR60 NR60 NR/L2/TRK/2049 12 06 March 2010 05 June 2010 Rev.1.3.11 Maximum Speeds for Short Switches and Complex S&C B.2. General Section B Requirements for Speed B.1 Rail section designations D.3.4.4 Rail Section – CEN54E1A1 Sheet withdrawn March 2010 D.2.2.1.7 Speeds Through Turnouts with Track Reversing to Parallel Main Line – 1 B.4 Transition Curves – Reverse Curves C.4.2.5 Compound Curves.1 Two Levelling B.1 Definitions for curving rules B.3.2 Centre-Line Setting Out for S&C – 2 Section D Selection of Components and/or Systems D.2.1b Rail Pads.1 Centre-Line Setting Out for S&C – 1 C. Clips and Insulators – 1b New Sheet March 2010 D.2.5.3. Date 2 7 8 4 3 3 1 2 3 1 2 3 1 1 02/02 03/10 03/10 03/10 03/10 03/10 12/99 06/01 03/10 12/99 06/01 03/10 12/99 12/99 7 03/10 02/07 06/06 03/10 12/99 03/10 02/07 3 2 1 4 1 1 1 1 1 5 06/08 06/08 06/08 03/96 03/96 06/08 06/08 06/08 03/96 03/96 03/96 03/96 06/06 03/10 12/99 12/99 02/07 3 03/10 4 03/10 2 New 3 3 03/10 03/10 03/10 03/10 1 1 1 2 1 Vertical NR60 Page 7 of 9 .2 Transition Curves – Circular Curve to Circular Curve C.1.1.1 Permanent Way Mathematics – 1 C.2 Speeds through turnouts – Equivalent Radius Formulae B.2.10 Maximum speeds through follow-on crossovers and turnouts B.2.2.1 Curving design values – Cant and Rate of Change of Cant B.5 Permanent Way Mathematics – 5 C.4 Principle of Virtual Transition B.2.1.4 Curving design values – Guidance on Circular Curves B.5 Curving design values – Guidance on Transitions B. Vertical.4.1 (continued) Two Levelling Section C Permanent Way Mathematics C.6 Transition Lengths in Relation to Speed.9 ditto for NR60 Sheet withdrawn March 2010 B.5 Rail Section – CEN33C1 Sheet withdrawn March 2010 D.6 Permanent Way Mathematics – 6 C.3 Curving design values – Rate of Change of Cant Deficiency B.8 Speeds Through Turnouts with Track Reversing to Parallel Main Line – 2 B.3 Permanent Way Mathematics – 3 C.3 Transition Curves – Circular Curve to Circular Curve C.2. Clips and Insulators – 2 D.3.1 Transition Curves – Straight to Circular Curve (and vice-versa) C.6 Transition Curves – Bloss Form C.4 Permanent Way Mathematics – 4 C.4.3 Maximum Speeds through Follow-on Crossovers and Turnouts B.3 Rail Section – CEN56E1 Sheet withdrawn March 2010 D.2.1a Rail Pads.3.1.2 Rail Pads.7 Permanent Way Mathematics – 7 C.1 Curve Formulae B.3 Compensating and Equivalent Gradients due to Curved Track B.1.2.3. Clips and Insulators – 1a D.3.5.6 Standard Rail Lengths D.3.2.2.4.1 Rail Section – CEN60E1 Sheet withdrawn March 2010 D.1 Vertical Curves B.3.3.2.

3 D. Double Junctions.4 D.8. N1/N5. EAE Type E.4 Standard Timber Lengths Extended Bearer Lengths for Point Motors (formerly Sheet D.8. Double Junctions.8. Double Junctions. EAE Type E.3.6.3 D. EAE Type – Common crossings E.14 Cast Manganese Crossings of Manoir Industries – 2 E.1 S&C Baseplates – 1 (Types VA and V) Vertical NR/L2/TRK/2049 12 06 March 2010 05 June 2010 Rev.8. Single Lead Turnouts – 2.6.6. EAE Type E.3 Check Rails – 2 Positioning in Relation to Crossing Nose E.8.4. General D. EAE Type E. N6.6.Shallow Depth – Rail and Timber Lengths E.15 Cast Manganese Crossings of Manoir Industries – 3 E.1 D.6.4. N6/N7.3 D.5 Check Rails – 4 NR60 S&C E.1 Cast Manganese Crossings. Single Lead Turnouts – 1.4 Cast Centre Block Crossings – 2.1 Switches .7.7.6 Cast Manganese Crossings.1 Common Crossings – Rail Lengths for Turnouts and Crossovers E. Common Crossing for 1 in 7.6.16 Cast Manganese Crossings of Manoir Industries – 4 E.6.2.1 D.1 Switches .7 Cast Centre Block Crossings – 5. EAE Type E.1 D. EAE Type E.8.6.5.4.11 Cast Manganese Crossings.6.8.2 D.Full Depth – Rail and Timber Lengths E.5 Cast Centre Block Crossings – 3. EAE Type E.1 Check Rails – 1 Types 1 & 2 and Special Applications E. N8.3) Insulated Rail Joints Positioning of Insulated Rail Joints and Train Detection Trap Points and Vehicle Retardation Interlaced Retarder Trap Points Sand Drags – 1 Sand Drags – 2 Level Crossing Surface Systems – 1 Level Crossing Surface Systems – 2 Level Crossing Road Profiles – 1 New Sheet March 2010 Level Crossing Road Profiles – 2 New Sheet March 2010 Section E Assemblies E.4.6 Cast Centre Block Crossings – 4. Scissors Saddle. N7. EAE Type E. Scissors Common.4 Check Rails – 3 Using CEN33C1 Rail Profile E.4.10 Cast Manganese Crossings. 2 2 1 3 1 1 2 New New Vertical Vertical Vertical Vertical 3 3 Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Vertical Date 03/96 03/10 03/10 03/10 02/07 08/04 08/04 02/07 06/08 06/08 03/10 03/10 03/10 06/08 03/96 03/96 03/96 1 1 1 1 1 06/01 06/01 06/01 06/01 06/01 12/99 03/96 03/96 03/96 03/96 03/96 03/96 03/96 Vertical Vertical Vertical 03/96 03/96 03/96 Vertical 03/96 Vertical 03/96 Vertical Vertical Vertical Vertical Vertical 1 1 2 Vertical Vertical NR60 Vertical Vertical 1 1 1 6 2 03/96 06/01 03/96 12/99 06/01 03/10 03/96 06/01 06/01 03/10 03/10 06/06 03/96 Page 8 of 9 . EAE type – Obtuse crossings E. EAE Type E.17 Cast Steel Vees for Common and Obtuse Crossings – EAE Type E 7.13 Cast Manganese Crossings of Manoir Industries – 1 E.3 Cast Centre Block Crossings – 1.6.6.12 Cast Manganese Crossings.2 D.6.6. EAE Type – Common crossings E.7.10.6. N4.9 Cast Manganese Crossings.6.6. Vertical.6.1 Swing Nose Crossings E.2 Cast Manganese Crossings. EAE type – Obtuse crossings E.Ref: Issue: Date: Compliance Date NR60.5 Single & Double Slips.2 Common Crossings – Baseplates and Timber Spacings for Built-Up and Part-Welded Crossings – 2 E.6.9.5.1 Obtuse Crossings – 1 in 4.7 Cast Manganese Crossings.2 Identification Markings of Manoir Industries Outreau’s Cast Crossings E.6. N2.1 Common Crossings – Baseplates and Timber Spacings for Built-Up and Part-Welded Crossings – 1 E. Obtuse Crossing for 1 in 7.5.5 Cast Manganese Crossings. N3 Obtuse. EAE Type E. EAE Type E.1 D. Scissors Common Crossing.8 Cast Manganese Crossings.5 Single & Double Slips.7.8. Scissors Compound Crossing. Double Junctions.4.6.1.4.7. EAE Type E.4 Cast Manganese Crossings.2 D.3 Cast Manganese Crossings.1 Identification Markings of Edgar Allen’s Cast Crossings E.75 to 1 in 8 E. EAE Type – Common crossings E.

3b Identification of Concrete Sleepers – Direct Fastening Types – 2 F.2.2 E.2 Standard Symbols for use on Layout Drawings – 2 F. and Checking Arrangements J.1.2.6.2 S&C Detail Drawing Aide-Memoir – 2 F.4.2 Types of S&C Unit – 2 J.5b Identification of Concrete Sleepers – post-1996 designs – 2 F.2 H.2 Identification of Concrete Sleepers – Fastenings F.2 E.1 Weights of Components and S&C Units F.1 Types of S&C Unit – 1 J.1.3c Identification of Concrete Sleepers – Direct Fastening Types – 3 F.2 Measurement of Lead Lengths and Track Intervals FB Inclined 12/99 Vertical Vertical RT60 RT60 RT60 RT60 12/99 02/07 02/07 06/08 02/07 02/07 1 1 1 4 3 5 4 4 4 3 03/10 03/10 06/08 03/10 02/02 03/10 03/10 03/10 06/08 02/02 03/10 Page 9 of 9 .9.2.10.5 Switch diamonds: Vertical S&C – Full-depth.1 List of Other Relevant Publications (Sheet temporarily withdrawn) Section H Obsolescent and Historic data H.2.12.5.3. Size and Weight Switch Diamonds – Full Depth – Strengthened – 1 Switch Diamonds – Full Depth – Strengthened – 2 Switch Diamonds – Shallow Depth – Strengthened – 1 NR60.3 E.1.4.5.3 Standard Symbols for use on Layout Drawings – 3 F.2. Bearers.1 H.3 E.1 Standard Method of Measurement of S&C F.4.4.1 H.2.2 H.1 S&C Layout Design J.4.2.3d Identification of Concrete Sleepers – Direct Fastening Types – 4 F.4.12.11.1 Measurement of Crossing Angles J. non-strengthened Check Rails: Vertical S&C – High Speed RT60 Switch Details RT60 Diamonds – Leads and Radii – 1 RT60 Double Junctions from Straight Tracks at 1970 Interval RT60 Single Junctions from Straight Tracks at 1970 Interval Section J Switch & Crossing (S&C) Design Fundamentals J.2.4.3 Siting of S&C – 2 J.1 Adjustment Switches & Welds Adjacent to Non-Ballasted Underbridges F.2 Identification of Pandrol Baseplates – 2 F. Date 1 1 2 1 1 1 12/99 12/99 08/04 06/01 06/01 06/01 2 3 06/08 06/08 03/96 06/01 06/08 06/08 06/08 06/08 06/08 06/08 06/08 06/08 03/96 06/08 03/96 06/08 12/99 03/96 03/96 06/08 03/96 1 1 1 1 1 1 1 4 4 1 1 1 Section G Other Publications G.2 Standard Configurations of S&C for Running Lines –Construction Codes J.1 Identification of Pandrol Baseplates – 1 F.1 S&C Detail Drawing Aide-Memoir – 1 F.4 H.1.2.2.1.1 Identification of Concrete Sleepers – Chaired/Baseplated Types F.7.4 S&C Baseplates – 2 (Types VB and VC) S&C Baseplates – 3 (Types VD and CV) Concrete Bearers.1 Preferred Geometries and Standard Configurations of S&C J.4.1 Rail section – BS95RBH Sheet withdrawn March 2010 H.4a Identification of Concrete Sleepers – Special Types & Shallow Depth – 1 F.5 Speeds through turnouts H.3.1 Standard Symbols for use on Layout Drawings – 1 F. General Vertical Vertical Vertical Vertical Vertical Vertical Section F Miscellaneous F.10.7.4.1.1 E. Vertical.1 Calculation of Leads and Lags in Curved Jointed Track NR/L2/TRK/2049 12 06 March 2010 05 June 2010 Rev.3.4.2.2.3.2.12.1 Design Considerations – Speeds Through S&C J.2 Siting of S&C – 1 J.5.3 Rail Joints.5a Identification of Concrete Sleepers – post-1996 designs – 1 F.4b Identification of Concrete Sleepers – Special Types & Shallow Depth – 2 F.2.Ref: Issue: Date: Compliance Date E.3a Identification of Concrete Sleepers – Direct Fastening Types – 1 F.

.1: CEN56E1 Vertical S&C Standard Double Junctions from Tracks at 1970 Interval . . . . . . . .2. . . . . . .2: CEN56E1 Vertical S&C Standard Tandem Turnouts . . . . . . . . . . .2. . . . . . . . . 44 A. .6. . .3: CEN56E1 Vertical S&C Switch Details . . . . . . . . . .3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers . . . . . . . . . . . .5: Design of Layouts for 25kV Overhead Electrified Lines . .8. . 42 A. . . . . . . . . . . . . . .1d: Additional Clearances required for Cant and Curvature . . . .Radii. . . 36 A. . . . . . . .5: Buffer Locking Considerations . . . . . . . . . . . . . . . .8: Conductor Rail Positioning at Switches .2 . . . . . . . . . . . . . . . .8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7: Relationship of Conductor Rail to Standard Load Gauge . .1 . . . . .8.8. .6. . . . . . . . . . . . 23 A. . . . . . . . . .7. . .25 kV . . . . . . . . . . 43 A. . . . . . . . . .Leads & Radii . . . . . . . . . . 34 A. . . . . .8. .6. . . . . . . . . . . . . . . . . . . . . . 22 A. .1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval . . . . . . . . . . . . .2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval . 38 A. . . . 45 A. .3: Standard Scissors Crossovers .6: Design of Layouts for 25kV Electrified Lines . . . .1. . . . 26 A. . . . . .5. .Leads & Radii . . . . . . . . . . . . . . . . . . . . . . . .1: End and Centre Throw . .Leads & Radii . 11 A. . . . . . . . . . . .9b: Construction of On-Track Plant Calibration Sidings . . . 15 A. . . . . . . . . . . . . . 25 A. 19 A. . . . . . . . . . . . . . . . . . . . . . . . . .Standard Circular Curve Turnouts . . . .2: CEN56E1 Vertical S&C Circular Curve Turnouts . . . .6. . . . . . .2: CEN56E1 Vertical S&C Diamonds . . . . . . .Setting Out Offsets . . . . 27 A. . . . . . . . . 12 A. . . . . . . . . . . . .1a (continued): Notes on Standard Structure Gauge . . . .3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on Vertical Switches . . . . . . . . . . . . . .2. . . . . . .2: Centre Throw (Static) of Coaches Built to C1 Gauge Appendix A* on Vertical Switches . . . .Leads and Radii . . . . . . . . . .3: NR60 Inclined S&C Standard Circular Curve Turnouts . . . . . . . . 40 A. . . . . . . . . 18 A. . . . . . 29 A. . . . . . . . . . . .Setting Out Offsets . . . . . .1. . . . . . . . . . . . .1c (continued): Notes on the Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . .8. . . . . .7: CEN56E1 Vertical Standard S&C Slips . . . . . . . .9a: Sidings . . . . . . . . . . . . . .2 .5. . . . . . .Single and Double . . . . . . . . . . . . . . . . . . .NR60 S&C . . .8. . . . . . . . . . . . . .8. . . . . 39 A. . . . 32 A. . . . . .8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds Openings at Knuckle . . . .4: NR60 Inclined S&C Standard Double Junctions from Straight Tracks at 1970 Interval . . . . . . . . . . . . . 30 A. . . . . . . . . . . . . . . . .1b (continued): Notes on Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4: NR60 Inclined S&C Switch Details . . . . . . . . . . . . . . 13 A. . . . . . . . . . . .1 . . . 20 A. .General . . . . . . .Layouts and Geometry Requirements . . . . . . . . 8 A. . . . . . . .1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and Crossovers Leads and Radii . . . . . . . . . . . . . . . . . . . . . . . . .8. . . . . . . . . . . . . . . . . . . . . . . 37 A. .1: CEN56E1 Vertical S&C Diamonds . .1. . . . 14 A. . . . .8. . . . . . . . . . . .8. . . . . . . . . . . . . . . . . . .Leads and Radii . . . . . . .1. .3. . . . .8. . . . . . . . . . . . Leads and Offsets to Crossing Noses . . . . . . . .1b: Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . 7 A. . . . . . . . . . . . . . . . . . . . . . . 31 A. . . . . . . . . . . . . .4. . . 17 A.7.7. . .4: NR60 Inclined S&C Standard Circular Curve Turnouts . . . . . . . . . .8. . . . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . .4: Electrical Clearances . . 24 A. . .2: CEN56E1 Vertical S&C Transitioned Turnouts . . . . . . .1: CEN56E1 Vertical S&C . . . . . . . . . . . . . . . . . . . . .Leads & Radii . . .8. . .7. . . . 16 A. .7. . . .2: Switch and Crossing Design Philosophy . . . . . . . . . . . . . . 10 A. . . . . . . . . . . . 9 A. . . . . . . . . . . . . . . .General . .1a: Standard Structure Gauge . . . 21 A. . . . . . . . .4. . . 41 A. . . . . . .1c: Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2: Track Intervals . . . . . . 35 A. . . . . .4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches . . . . . . . . .2.1: Switch and Crossing Design Philosophy . .3. . . . . . . . . .© Network Rail Track Design Handbook NR/L2/TRK/2049 Index A. . . . . . . . . . . . .6. . . . . . . . . . . . . . 46 Revision Date: Sheet 1 of 196 . . . . . . . . . . . . . . . . . . . . . . .8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 A. . . . . . . 28 A. .6. . . . . . . 6 A. . . . . . . . . .

. .1. . . . . . 89 C. . . . . . . . . . . . . . . . .1 . . . . . . .3 . . . 73 B. . . . . . . . . . . . . . . . . . . . . . . . .4. . .1: Gauge Widening on Plain Line Curves . . . . . . . . 80 C.4. . . . . . . . . .3: Transition Curves . . . . . .5. . . . . . . .1. . . . . . 72 B. 52 A.3. . . . . .Centreline Setting Out for S &C . . . . . .2. .1: Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 . . . . . . . . . . .14: Platform Alignments and Lengths . . . . . . . .7: Speeds Through Turnouts with Track Reversing To Parallel Main . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 A. . . . . .3. .5: Permanent Way Mathematics . .3. . . .7 . . . . . . . . . . . . 64 B. . . . 86 C. . . .1 . . . . . . . . . .4 . 62 B. . . . . . . . . . . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . 76 C. . . . . . . . . . . . . . .5: Curving Design Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 . . . . . . . . . . . . . . . . . . .8. . . . . . .3. . 83 C. . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . .3. . . . . . . .4: Transition Curves . . . . . .1 . . . . .1: Curve Formulae . . . . . . . . . . . . . . .8. . . . 56 B. . . . . .1: Two-Levelling . . . . . . . . . . . 71 B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 C.1. . . . . . . . 49 A. . . . . . . 84 C. . .4: Permanent Way Mathematics . . . . . .2. . 47 A. . . . .2: NR60 Inclined . . . . . .Rate of Change of Cant Deficiency . . . .between CEN60 plain line and 1432mm gauge track . . . . . . . . . . . . . . . . . . . . . . . . . . .6: Transition Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 . .3 .2. . . . . . . . . . . . . . 68 B. . . . .3: Permanent Way Mathematics . . . 58 B. . . . . . . . . . . . . . . . . . . . . . . . .6 . . . . . .5: Compound Curves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 . . .1. . . . . . . . . . . . . . . . . . . . . . . . 60 B.1: Permanent Way Mathematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 C. . . . .1. . . . . . . . . . . . . . . . . . . . . 55 B. . .13: Platform Structure Standards .11: Passing Clearances . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2: Transition Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 . . . . . . . . . . . .2. . .10: Passing Clearances . . . . . . . . . . . . . . . . . . .6: Transition Lengths in Relation to Speed. . . . . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . .2: Vertical Curves Formulae . . . .Centreline Setting Out for S&C . . . . . . . . . . . . . . . . .4: Principle of Virtual Transition . .1. . . . . . . . . 54 B. . .1 . . . .3. . . . . . . .Cant and Rate of Change of Cant . . . . . . . . . .5: Transition Curves . .9. . . 59 B. . . . .2: Curving Design Values . . . . . . . . . 70 B. . . .3. . . . . . . . . . . . . . . . . . . 75 C. . . . . . . .Equivalent Radius Formulae . . .3: Compensating and Equivalent Gradients due to Curved Track .2. . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . 88 C. . . . .8. . . . . . 81 C. . . 82 C. . . . . . . . . . 87 C.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.1: Curving Design Values . . . 63 B. . . . . 53 B. . . . . . . . 78 C. . . . . . . . . . . .4 . .2. . . . . . . . . . . . 48 A. . 61 B. 69 B. . . . . . . . . .12: Passing Clearances . . . . . .Guidance on Circular Curves . .1: CEN56E1 Vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 . . . . . . . . . . . . . .7: Transition Curves . . .8. . . . . . . . . . . . . . . . . . . . . . .1 (continued): Two-Levelling . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . 74 C. . . . . . . . . . . . . . . . . . . . . . .4: Curving Design Values . . . . Reverse Curves . . . . . . . . . . . . . . . . .8: Speeds Through Turnouts with Track Reversing to Parallel Main . . . . . . 79 C. . . . . . . . .5. . . . . . . . . . . . . . . . . .8. . . . . . . . . . . . . . . .2: Permanent Way Mathematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 (Calculation of Diamonds) . . . . . . . . . . . . .2 . 65 B.2. . . . . . . .1: Transition Curves . . . . . . .1. . 85 C. . . . . . . . . . . . . .Cant Deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 B.6: Permanent Way Mathematics . . . . . . . . . . . . . . . . . . . . . .10: Speeds Through NR60 Follow-on Turnouts & Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . 57 B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8: Permanent Way Mathematics . . . . . . . . . . .3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers . . 67 B. . . . . . . . . .2: Gauge Transition . . . . . . . . . . . . . . . . .1. 91 Revision Date: Sheet 2 of 196 . . . . . Cant & Deficiency . . . . . .9. . . . . . . . . . . . . . . . .3: Curving Design Values . . . . . . . . . . .2. . . . . . . . . 50 A. . .7: Permanent Way Mathematics . . . . .1. . . . .5 . . . . . .11: Maximum Speeds for Short Switches and Complex S&C . . .2: Speeds Through Turnouts . . . . . .3. . .3 . . . . . . . . . . . . . . . . . . . . . . . .Guidance on Transitions . .2. . . . . . . . . . . . . . . . . .1: Definitions for Curving Rules . . . . . . .

.Baseplate Designations & Spacings .15: Cast Manganese Common Crossings . 94 D. . . . . . . . . . . . .3. . . . . . . . . . . . . .6. . . . . 121 E. . . .4. . . . . . . . . 104 D. . . . . . . . . . . . . . . . . . . .1 . . . .2. . . . . . . 97 D. . . .5. . .4 . . . . . . . . . . . .4. . . . .5: Cast Manganese Crossings . . . . . . . 119 E. . . . . . .Common Crossings for Double Junctions . 105 D. . . . .1. . .Common Crossings Rail Lengths for Turnouts & Crossovers . . . . . . . .6. . . . . . . . . . . . . . 127 E. . 130 E. . . .3: Extended Bearer Lengths for Point Motors . . . . . . . . . . . . . .6. . . . . . . . . . . . . . . . . 117 E. 96 D.1: CEN56E1 Vertical S&C Switches . . . . . . . .2 .1a . . .2: Rail Pads. . . . . . . . . . . . . . . .Common Crossings for Double Junctions . . . . .Common Crossings Baseplates & Timber Spacings for Built-Up & Part-Welded Crossings . . .6. .4. .2 . . . . . . .Common Crossings Baseplates & Timber Spacings for Built-Up & Part Welded Crossings . . . . . .75 to 1 in 8 . . . . .4. . . . . . . . .Common Crossings for Double Junctions . . . . . . . .4. . . . . . . . . . . . . . . . . . . . . . 125 E. . . . . 109 E. . . . 106 D. . . . . .3: Sand Drags . . .3: Rail Pads.2 (LH or RH) . . . . . . . . . . .6. . . . . .5: Cast Centre Block Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rail and Timber Lengths . . Clips and Insulators . .Obtuse Crossings for Double Junctions . .7. . . . . . . . . . . . . . .1: CEN56E1 / CEN54E1A1 Vertical S&C Switches . . . Clips and Insulators . . . . . . . . . . . . 99 D. .1: Standard Timber Lengths . . . . .2: Level Crossing Surface Systems . . . . . .11: Cast Manganese Crossings . . . .7: Cast Manganese Crossings .6: Standard Rail Lengths .1: CEN56E1 Vertical S&C . . . . . . . . . . . . . . . . . . . . . . . . . . .8.4: Cast Manganese Crossings . . . .4: Level Crossing Road Profiles . . . . . . . . . . . . . . . . . .2: Interlaced Retarder Trap Points . . . . . .1: Cast Manganese Crossings . . . . . . . . . . . . .6. . . . . . . . . . 111 E.and Train Detection . . . . . . . .1 . . . . .4. .Baseplate Designations & Spacings . . . . 116 E. . . . . . . . . .7. . .6. . . . . . . 133 E. 126 E. . .1: Level Crossing Surface Systems . . . . . . .8. . . . . . . .1 in 4. . 93 D. . . . . . . . . . . . . . . . . . .1: CEN56E1 Vertical S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 . . . . . . . . . .4. . . . . . . .Common Crossings Single and Double Slips . . . . . . . . . . . .5 . 123 E. . . . . . 132 E. 128 E. . . . . . . .13: Cast Manganese Common Crossings . . . . . . . . . . .1: Insulated Rail Joints . . . . . . . . . . . . . . . . . . . . . . . . .3: Cast Manganese Crossings . . . .4.Obtuse Crossings . . . . .2. . . . . . . . . . . . .12: Cast Manganese Crossings . . . . . . . . . . . . . . . . . . . . . . . . . 118 E. . . . . . .1: CEN56E1 Vertical S&C . . . . . . . . . . . 124 E. . 107 D. . . 110 E. . . . 131 E. . . . . . . . .© Network Rail Track Design Handbook NR/L2/TRK/2049 D. . . . . . . . . . .3 . . .7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 E. . . . . . . . . . . . . . . Clips and Insulators . . . . . Clips and Insulators . .2 . . . . . .1: Rail Section Designations . . . 113 E. . . . . . . . .6. . . . . . . . . . . . . . .6. . . . . . .1 (LH or RH) .Full Depth . . . . 112 E. . . .4. . . . . . . . 101 D. . . 98 D. . . . . . . . . . . . . . . . . . . . . . . . . . 102 D.6. . 100 D. .6. . . . . . . . . . . 108 D. . .8.2 . . . . . 135 Revision Date: Sheet 3 of 196 .3: Cast Centre Block Crossings . . . . . . . . . . .1b: Rail Pads. . . . . . . . . . .7: Cast Centre Block Crossings . . . . . . . . . .4. . . . . . .Saddle Crossings for Scissors Crossover . . . . . .1b . . . . 120 E. . . . . .5. . 103 D. . .6. 129 E. . . . . .4: Cast Centre Block Crossings . . .3: Level Crossing Road Profiles . . 122 E. . . . . . . . . . . . 114 E. . . . . . . . . . . . . . . . . .2 . . . . . 95 D. . . . .1: Trap Points and Vehicle Retardation . .6: Cast Manganese Crossings . . . 92 D. . . .Common Crossings for Scissors Crossover .1 . . . . .Baseplate Designations & Spacings .1a: Rail Pads. . . . . . . .6. . . . . . . . .Baseplate Designations & Spacings . . . . . . . . .3 . . . . . .9: Cast Manganese Crossings .2: Positioning of Insulated Rail Joints . . . . . . . . . . . . .5. . . . . . . . . .2: CEN56E1 Vertical S&C . . . . .Single Lead Turnouts . . . . . . . . .14: Cast Manganese Common Crossings . . . .2: Cast Manganese Crossings . . . .2 . . . . . . .8: Cast Manganese Crossings . . . . .6. . . . . . . . . .Common Crossings for Scissors Crossover . . . .1 . . . . . . . . . . . .Shallow Depth Rail and Timber Lengths . . . . . .6.1. . . . . . . . . . . . . . . . . .8. . . . . .10: Cast Manganese Crossings . .Combined Saddle Crossings for Scissors Crossover . . . . . . . . . . . . . . . . . . . . . . . . . .Single Lead Turnouts . . . . . . . . . . .Baseplate Designations & Spacings .4. . . . .6. . . . . . . . . . 115 E. . .6. . . . .6: Cast Centre Block Crossings . . . . . . . . . . .7. . . .Obtuse Crossings for Single and Double Slips . . . . . . . . . . .4: Sand Drags . . . .

. . . . . . . . . . . . . . . .Special Types & Shallow Depth 1 . .2. . . . . .3: Standard Symbols for use on Layout Drawings . . Shallow Depth.4: Check Rails . . 174 H. . . . . . . . . . . .1 .2: Identification of Pandrol Baseplates . .8. . . . 153 F. . . . .1: CEN56E1 Vertical S&C . . . . . . . . . . . . . . .2 continued from Sheet F. . . . . . . . . . .3a: Identification of Concrete Sleepers . . . . . . . . .Types 1 & 2 and Special Applications . . . . . . . . . .10. . . . . 139 E.3: CEN56E1 Vertical S&C .3. . . . . . . . 151 F. . . . . . . . .1.2 . . .1: CEN56E1 Vertical S&C .4.3: Check Rails . . .Baseplates . .3. . . . . . .9. . . . . . . . . . . . . . . . . .1: Check Rails .3c: Identification of Concrete Sleepers . . . . .4: NR60 Inclined S&C . . . . . . . . . .Size & Weight . . . . . .4a: Identification of Concrete Sleepers . . . . . Strengthened . . . . . . . . . . . . . . . . . . . . . . . . . . .Chaired / Baseplated types . . 156 F. . . . . . . . . . .1: Weights of Components and S&C Units . . . . . . . . .2 . . .1: Identification of Pandrol Baseplates . . . . . .Baseplates . . . . . .4 . . 167 F. . . . 160 F. . . . . . . . . . . . . . 159 F. . . 163 F. . . . . . . . . . . . .7. . . . . . 140 E.1: Standard Method of Measurement of S&C . . . . . . . .Direct Fastening Types . . . . . . . . . .1: S&C Detail Drawing Aide-Memoire . .Switch Diamonds. . . 137 E. 1435 mm Gauge: Speeds Through Turnouts . . . . . . . . . . . . . . . . .1 . . . . .12. . . . . . . . . 157 F. 158 F. . . . .3 .Post 1996 Designs . . . . 150 E.4. .2. . . .2: Standard Symbols for use on Layout Drawings . . . . . . . .1. . . . . . . . . . . . . . .3: CEN56E1 Vertical S&C . . 165 F. . . . . .2. . . . . . 145 E. . . . . . . 146 E. . . . . . . .2. . . . . . . . . .4. . . 169 F. . . . . . . . . .1 . . . . . . .5b: Identification of Concrete Sleepers . .10. . . . . . . . . . . . . . . . . . . . . . . . . . 172 G. . . . . .Swing Nose Geometry . 164 F. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5: Check Rails . . . . . . . . . . . . . . . . . . . . . .6. . . .1: RT60 Inclined S&C Switch Details . . . . . . . . . . . .5: BR109/BS110A/BS113A FB Inclined S&C. . . . . . . . . . .1: Standard Symbols for use on Layout Drawings . . .Switch Diamonds . . . . . . . . . . . . Full Depth. . . . 144 E. . .7. . . . . . . 138 E.12. . . . . . . . . . .2 (Crossings) . . . .Full Depth. . . . . .1. . . . .12. 154 F. . . . . . . .1: Identification of Concrete Sleepers . .10. . . . . . .1: Vertical S&C . . . . . .8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Direct Fastening Types . . . . . .1: Identification Markings of Edgar Allen’s Cast Crossings . . .1: CEN56E1 Vertical S&C . 173 H. .4b: Identification of Concrete Sleepers . . . . . . . 147 E. . . . Full Depth. .Concrete Bearers . . . . Strengthened . . . .3 . . . Strengthened . . . . . . . . . . . .1 . . . . . . 148 E. . . . . . . .4: CEN56E1 / CEN54E1A1 Vertical S&C . . . . . . . . . . . . . . .© Network Rail Track Design Handbook NR/L2/TRK/2049 E. . . . . . . . . . . . . . 176 H. . 168 F. . . . . . . . . . . . . .4. . . . . . .7. . 177 Revision Date: Sheet 4 of 196 . . . . . . . .1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . .11. . . . . . . .1. . . .2. . . . . . . . . . . 155 F. . . . . . . . . .3 . . .1: List of Relevant Publications . . .2 . . . . . . . . . . . .17: Cast Steel Vees for Common and Obtuse Crossings . . . . . . . . .6. 162 F. . .8. . . .9. 136 E. . . . .Post 1996 Designs . .Direct Fastening Types . .Switch Diamonds. .1: CEN56E1 / CEN54E1A1 Vertical S&C . . . . . .2. . . . .8. . . . . . . . . . . . 149 E. . . . . . . . . . . . . . . . . . . . . . . .High Speed . . . . . . . . . . . . . . . . . . . . .3. . . . .7. . . . . . . . . 171 F. . . . . . . .2: Check Rails: Vertical S&C . . . . . . . .2: S&C Detail Drawing Aide-Memoire . . . . . . . . . .Baseplates . . . .2. . . . . .1 . . . . . . . .5. . . .1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges . . 142 E. 141 E. . .2. . .Special Types & Shallow Depth 2 . . .7.3d: Identification of Concrete Sleepers . . . . . . . . . . . 143 E. . . . . . . .2.Direct Fastening Types . . . . . . . . . . . . . . . . . . .2: Identification Markings of Manoir Industries Cast Crossings . . . 175 H. Non-strengthened . . . .2: CEN56E1 Vertical S&C . . . . . . . . . . . .2 . . .2. . . .1 . . .3: Using CEN33C1 Rail Profile . . . . . . . .3b: Identification of Concrete Sleepers . . . . . . . . . . . . . . . . .2: Identification of Concrete Sleepers (Fastenings) . . . . . . . . . .Switch Diamonds. . . . . . . . 161 F. . . . . . 166 F. . . . .2: CEN56E1 Vertical S&C .2: Vertical S&C . . . . . .5a: Identification of Concrete Sleepers . .16: Cast Manganese Common Crossings . . . . .6.1: Calculation of Leads and Lags in Curved Jointed Track . .Positioning in Relation to Crossing Nose . . . . . . 170 F. . .2 . . . . . . . . 152 F.

178 H. . .2. . .1: Preferred Geometries and Standard Configurations of S&C . . . . . . .1: Types of S&C Unit .4. 196 Revision Date: Sheet 5 of 196 . . . . . . . . . . .4. . .1: Design Considerations . . . . 180 J. . . . . . . . . . . . . . . . . . . . . .1 . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4: RT60 Inclined S&C Double Junctions from Straight Tracks at 1970 Interval . . . . . . . .4. . . . . . . . .2: Standard Configurations of S&C . .2 . . . . . . . . . . .5.2: Measurement of Lead Lengths and Track Intervals . . . . . . . . . . . . . . . . . . 181 J. 188 J. . . . . . . . . . . . . . . . . . . 187 J. . . . . . . . . . . . . .1 . . 191 J. . . . . . . . . 195 J. . . . . .2: Types of S&C Unit . . . . . . . . . . . . . . .3: Siting of S&C . . . . . . . . . . . . . . . . . . . .3: Rail Joints. . . .Speeds Through S&C . . . . . . . . 189 J. . . . . . . . . . . 190 J. . . .2: RT60 Inclined S&C Diamonds . . .2. . . . . . . .1: S&C Layout Design . . . 192 J. . . . . . . . . . . . . . . .5: RT60 Inclined S&C Single Junctions from Straight Tracks at 1970 Interval . . . . . . . . . . . . . . . . .Construction Codes . . . . . . . . . .3. . . 179 H. . . . . . . . . . . . . . . . . . . .4. . . . . . .© Network Rail Track Design Handbook NR/L2/TRK/2049 H. Bearers and Checking Arrangements . . . . . .1: Measurement of Crossing Angles . . . . . . . . . . . . . .2. . . . . . . . . . .2 . 193 J. . 194 J. . . . . . . . . . .1 .4. . . . . . . . . . . . . . . . . . . . . . . . . . . .Leads and Radii .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.2: Siting of S&C . . . . . . . . . . . . . . . . . . .

if the right hand stock rail has a set or ‘kink’ in it at the switch toe. the turnout would be defined as equal split . Measurement of lead lengths See Sheet J. Similarly.609344.General Turnouts Design of turnouts By definition. Hand of switches To determine the hand of a turnout observe. from a position in advance of the switch toes looking towards the common crossing . the reference being to the direction of the ‘turnout’ line from the ‘through’ or ‘main’ line.this design is discouraged as it involves non-standard manufacturing processes. then by definition. a left hand stock rail with a set will define a left hand turnout.1: Switch and Crossing Design Philosophy .5.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.2. no upward rounding is permitted. (detailed on various sheets in this handbook) will produce a specific speed in km/h. It is important to realise that when rounding the resultant figure to a multiple of 5 mph (the increments used). Speed calculations The calculations required to establish the maximum speed over a particular layout/curve/turnout/etc. Hence a calculated figure of say 24. Normally a left handed turnout will have left hand switches but in some instances.. the turnout can then be designed by applying the various lead lengths of the standard elements. a turnout is ‘handed’ left or right.6 mph MUST be rounded down to 20 mph. Revision 4 Date: June 2008 Sheet 6 of 196 . In the very rare instance of both stock rails having a very small set. switches of an opposite hand are installed to provide a smoother alignment through the turnout. where the majority of the traffic takes the turnout route. it is a right hand turnout. The creation of a track layout will define the hand of switches required. as all speed restrictions in the UK are quoted in mph. This must be converted to mph by dividing by 1.1. Failure to do so would result in an excess of cant deficiency/rate of change beyond the permitted limits.

NR60 S&C Basis of NR60 Series Geometry NR60 geometry is identical to the earlier RT60 geometry. are used in the determination of switch radii and initial crossing angles. 2.2. Design maximum speeds are based upon useable increments in miles per hour (i. 25. Based on the rounded-up crossing angle the final switch and turnout radii. and includes:• Transitioned turnouts .for turnouts and junctions where space is restricted or geometry dictates.33 mm/sec may be applied to the transitioned part of the turnout line between the heel of the switch and the IP of the crossing.1 to B. a comfortable ride is assured by a clothoidal transition from the switch curve to the straight at the crossing.2: Switch and Crossing Design Philosophy . Principles Adopted for Standard Turnout Configurations 1. 35 mph etc. Revision 7 Date: March 2010 Sheet 7 of 196 .). NR60 S&C uses components of a single converged design. crossovers and junctions incorporating principles of geometry which offer good ride quality while reducing impact forces.3. of 110 mm at speeds up to 105 mph.1. Crossing angles are rounded up to the nearest ¼ of a whole number (e. • Maximum cant deficiency. On a transitioned turnout only.improving the ride through the crossover road. The main principles on which the range is based are as follows:• Switches have a clothoidal entry curve which minimises the angle of attack and consequently reduces lateral wheel impact forces. whereas RT60 components varied between the S&C manufacturers. I in 17½ etc. General Parameters (see Sheets B.2.25.2. NR60 uses 60E2 rail profile. The NR60 series is a range of turnouts.4) • Rails inclined at 1 in 20 and set at 1435 mm nominal track gauge within fully welded layouts. A. an exceptional value of 93. They have been optimised for mixed traffic including high speed tilting trains above 125 mph.for turnouts. Maximum allowable cant deficiency values.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. A. However. • Natural (and circular curve) turnouts . as set out in sheet B.). • Maximum rate of change of cant deficiency of 80 mm/sec. • In the transitioned turnouts. 30.4. The range of configurations is described in more detail on Sheets A. transition and lead lengths. 1 in 17. RT60 used CEN60E1 rail. and general geometry are determined.4 & A.2. crossovers.1.). 1 in 17¼.3.3.g.2. 4. CEN60E1A1 switch rail is used in both.5 etc. the crossing area is designed with straight alignment on all 4 legs . and 85 mm above that. and single and double junctions.2. 3. However. 1 in 17.e. on the turnout line. many CEN56E1 and all NR60 crossing angles will be quoted as decimals (1 in 17.

16004 8737 17.143969 110.669887 196 750.25 25 4250 287 251. Toe to IP L2 Heel offset H Toe to heel L1 Heel angle 1 in ∼ Entry angle 1 in ∼ 196 750.69882 17 257 32.86830 12 440 23.99182 11 920 18.907497 225.846820 FV 18.935453 306. 6.16 141 052 1542.639808 189. Toe T Entry angle Heel angle L2 L1 P la n Origin of switch radius (except AVT) P la n in g 70 ing L en Rad gth H P 1432 iu s R 1 Sw i tc h Ra diu sR 2 IP Revision 3 Date: March 2010 Sheet 8 of 196 .78 184 012 1574. rail. gauge is 1432 mm.65 2988.27 1 650 380 3600.95190 56 993 299.904403 59.18 1 263 740 3150.266503 DV 10.1.590631 156.854444 EV 15 40 7000 739 696. * True value of 1 in 32.1.059376 NOTES 1.00 3 000 716 3000. The origin of the AVT switch radius occurs at 22.830694 80. 2. Speeds shown may need alteration in respect of curved and canted main lines.30 331 687 1613. see E.055765 GV 24 70 11 600 1 826 293.41963 24 357 45.68 980 920 3168.77672 27 907 52. or outer.75251 38 843 71. For details of rail lengths and timbers for shallow depth switches.04404 20 807 40. 9. All angles shown are in centre-line measure. see sheet E.888333 SGV 21 60 10 150 1 398 518.10392 24 877 372.3: CEN56E1 Vertical S&C Switch Details Switch type Natural angle 1 in ∼ Turnout Speed mph Length of planing P Planing radius R1 20 2900 2900 Switch radius R2 Toe to origin of switch curve T Lead length. 4.16188 65 136 300.669886 AV 7 AVT 8 BV 8 20 3500 230 724. All dimensions are in millimetres.53865 7317 15.16 186 936.586548 CV 9.98208 18 505 278.1.365 crossing is 32. HV planing length includes 3000 mm of straight from the toe.3648889.84848 21 337 289.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. 8.1.06229 40 457 302.2.02322 20 288 219. For details of rail lengths and timbers for full depth switches.376332 349.35326 89 693 291.709978 500.633740 59.39649 49 816 293.842595 HV 32.80233 29 174 297. For vertical S&C all radii shown are to the running edge of the high.45 245 767 1615.75 30 5200 367 038. 7. 3.75992 mm outside the running edge of the main line.30 645 116 2503.365* 90 17 495 3 000 716.5 50 8550 1 137 066.55314 6527 19. 5.

053150 NR60E 14 962.5 40 448 216 1193 398 2102 8320 14 480 NR60F 15. Switch Radii shown above are to the running edge of the high. and projected back to the stock rail at point T.25 65 1 175 135 1932 644 3404 13 471 20 330 NR60G 23. where the offset is 12 mm. a straight tangent is taken from the point C where the offset to the transition is 3 mm. or outer.649 32 200.25 25 195 647 788 263 1389 5497 10 580 NR60D 9.948284 NR60F 19 867.778 50.106 57. the clothoidal entry curve forms the tangent with the straight stock rail at A and merges with the switch radius R at B.25 100 2 797 591 2980 993 5251 20 783 30 080 Positioning of Switch Heels Switch designation Switch curve origin to heel Heel to toe Heel angle 1 in N NR60C 11 129.419327 NR60G 27 446.787745 NR60SG 27 698.757 29. Speeds shown may need alteration in respect of curved and canted main lines.C (L1) Entry angle 1 in ~ Length of transition at toe C .5 30 259 192 907 302 1599 6327 11 230 NR60E 12. which is the mathematical switch toe. Radii shown on subsequent sheets for NR60 geometry are to centre line. The shift of the switch radius is 3 mm.654 23. 2.647184 NR60G Trans 31.613595 NOTES 1. 3.977 28 301.303 76. Revision 6 Date: March 2010 Sheet 9 of 196 .B (L2) Headcut length Flexing length NR60C 8.163 15 416.25 31 346.476757 NR60H 36 514.557 35.5 75 1 582 360 2241 747 3950 15 632 22 280 NR60H 31.1.040 37 648.061 42.663 11 430.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.924 20 440.75 50 711 167 1503 501 2648 10 480 17 080 NR60SG 20.4: NR60 Inclined S&C Switch Details Referring to the figure below.014 17. All dimensions are in millimetres. rail of curve.564647 NR60D 11 237.972 28 435. A T 3mm Str aig ht C 12mm R R B Definition of Switch Geometry Switch details Switch designation Natural crossing angle Turnout speed mph Switch radius R (R6) Length of straight at toe T .949 11 583. For practical purposes.

e. 6. Speeds shown may need alteration in respect of curved and canted main lines.75 13 STR 13 $ 15 13 15 16 18.365 28 32. 4. See note 7 AV 6 6.25 10 10.75 8 9.Standard Circular Curve Turnouts . $ The length of straight in a DV STR 13 is 6077 mm measured along the main line from the nose toward the toe. Nose to toe Planing radius Switch radius Turnout radius Toe to heel L1 Heel H Max turnout speed [A] mph. See note 7 maximum speed is different to the curved beyond IP case).5 21 24 18.5 8 9. i. 378 263 737 191 230 112 277 328 331 687* 551 575 331 687/Str. t curve Lead lengths are given from the toes of switches to noses of common crossings.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. # The length of straight in a CV STR 10 is 2217 mm measured along the main line from the nose toward the toe. L1 25 30 35 35 35 40 45 40 40 50 40 45 55 50 55 Heel Offset H Gauge Nose IP For permitted usage. 9. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. * indicates a natural lead.2.5 7 7.Leads & Radii Switch Crossing 1 in ~ Lead L2.5 21 16 18.1. 2. curve curve Turnou All dimensions are in millimetres.5 8 9.25 10 10. [B] Straight beyond IP (figures only given where Toe 1. Revision 4 Date: March 2010 Sheet 10 of 196 .1: CEN56E1 Vertical S&C . 3.365 17 437 18 040 18 617 19 170 19 700 20 934 20 315 20 901 21 465 22 785 23 520 24 218 23 787 25 025 25 716 25 117 26 371 28 152 27 642 28 513 29 346 31 644 29 940 33 464 38 451 40 697 41 752 44 211 46 444 47 252 50 112 52 743 55 638 54 518 57 329 60 441 64 202 62 149 65 520 69 628 73 676 85 208 90 211 196 750 196 750 196 750 196 750 196 750 196 750 230 725 230 725 230 725 230 725 230 725 230 725 287 251 287 251 287 251 287 251 287 251 287 251 367 038 367 038 367 038 367 038 367 038 367 038 739 696 739 696 739 696 739 696 739 696 1 137 067 1 137 067 1 137 067 1 137 067 1 398 518 1 398 518 1 398 518 1 398 518 1 826 293 1 826 293 1 826 293 1 826 293 3 000 716 3 000 716 141 052 141 052 141 052 141 052 141 052 141 052 184 012 184 012 184 012 184 012 184 012 184 012 245 767 245 767 245 767 245 767 245 767 245 767 331 687 331 687 331 687 331 687 331 687 331 687 645 116 645 116 645 116 645 116 645 116 980 920 980 920 980 920 980 920 1 263 740 1 263 740 1 263 740 1 263 740 1 650 380 1 650 380 1 650 380 1 650 380 3 000 716 3 000 716 97 599 117 821 141 052* 167 780 198 620 299 450 133 185 157 024 184 012* 268 573 344 544 416 918 169 051 245 767* 305 201 245 767/Str. the radii of the L2 switch and turnout are equal. 8.1. 16N Planing Switch Gauge is 1432 mm.25 10 STR 10 # 10. see Sheet J.75 13 9. Max turnout speed [B] mph.5 21 24 28 21 24 28 32. 7.25 7 7. 858 076 454 448 645 116* 762 010 1 139 974 1 700 938 689 242 980 920* 1 363 999 2 001 909 926 126 1 263 740* 1 795 616 2 827 066 1 189 637 1 650 380* 2 484 540 3 835 055 2 110 303 3 000 716* 7317 7317 7317 7317 7317 7317 8737 8737 8737 8737 8737 8737 11 920 11 920 11 920 11 920 11 920 11 920 12 440 12 440 12 440 12 440 12 440 12 440 17 257 17 257 17 257 17 257 17 257 20 807 20 807 20 807 20 807 24 357 24 357 24 357 24 357 27 907 27 907 27 907 27 907 38 843 38 843 279 279 279 279 279 279 289 289 289 289 289 289 373 373 373 373 373 373 298 298 298 298 298 298 303 303 303 303 303 293 293 293 293 299 299 299 299 301 301 301 301 292 292 15 15 20 20 20 20 20 20 20 20 20 20 20 25 25 25 25 25 25 25 30 30 25 30 35 40 40 40 40 45 50 50 50 50 60 60 50 55 70 70 55 75 90 BV CV DV EV FV SGV GV HV NOTES 5.

All dimensions are in millimetres.75 29 346 13 31 644 STR 13 29 940 15 33 464 EV 13 38 451 15 40 697 16 41 752 18. 3. Lead lengths are given from toes of switches to noses of common crossings.5 19 170 8 19 700 9.5 50 112 21 52 743 24 55 638 SGV 18.25 25 025 10 25 715 STR 10 25 117 10.5 44 211 21 46 444 FV 16 47 252 18.365 90 211 .2: CEN56E1 Vertical S&C Circular Curve Turnouts .2.25 20 934 BV 7 20 315 7. 2.736 779 817 851 882 946 822 856 886 950 982 1010 892 955 986 963 1013 1079 958 990 1017 1084 1063 1128 1088 1132 1150 1187 1216 1152 1189 1218 1245 1190 1218 1248 1273 1219 1246 1274 1296 1274 1297 479 526 569 609 646 726 581 621 657 737 778 814 671 746 786 754 821 907 754 795 831 919 873 978 929 989 1013 1065 1106 1017 1069 1110 1148 1070 1111 1150 1189 1112 1151 1190 1223 1 192 1224 286 326 366 405 443 528 387 426 463 547 592 633 486 564 606 570 645 743 578 622 663 765 701 836 784 855 885 949 999 892 955 1006 1054 958 1009 1057 1107 1011 1059 1109 1151 1112 1154 10 000 7500 351 5000 Heel length L1 302 381 425 467 407 447 413 486 588 428 472 514 623 548 702 652 731 765 837 896 775 848 907 964 853 911 968 1027 915 972 1031 1080 1036 1086 2500 Gauge 1059 1086 1110 1131 1149 1186 1111 1132 1150 1187 1206 1222 1151 1188 1207 1198 1222 1259 1189 1207 1223 1260 1255 1284 1261 1285 1295 1315 1330 1295 1315 1331 1345 1315 1331 1345 1359 1331 1345 1360 1371 1360 1371 Offsets at 2500 intervals from the crossing nose 10 000 12 500 15 000 17 500 20 000 22 500 25 000 27 500 30 000 32 500 35 000 37 500 40 000 42 500 45 000 47 500 50 000 Toe 7500 16N 316 IP Nose Lead length L2 442 307 345 384 492 413 575 535 617 653 732 797 668 747 812 876 754 819 882 950 824 888 955 1012 962 1019 NOTES 373 298 455 431 512 549 632 701 570 653 722 792 662 731 800 874 738 807 881 945 892 955 342 341 417 454 537 609 481 565 637 711 576 648 722 801 658 731 811 879 824 893 1.5 18 040 7 18 617 7.Setting Out Offsets Revision 1 Switch Crossin Lead L2 g 1 in ~ Toe Nose AV 6 17 437 6.5 20 901 8 21 465 9. 332 366 448 521 401 483 556 633 498 571 647 730 583 659 742 816 760 833 364 436 330 408 480 558 426 498 575 662 513 590 676 754 698 775 355 339 409 486 361 430 507 595 449 525 613 693 639 720 342 417 303 368 442 531 389 464 552 634 583 666 351 310 381 469 335 406 494 577 531 614 323 409 351 353 438 522 481 565 303 385 468 434 517 334 415 390 472 365 349 429 316 311 387 348 311 Track Design Handbook NR/L2/TRK/2049 Sheet 11 of 196 5000 © Network Rail Date: June 2008 2500 A.75 26 371 13 28 152 DV 9.25 27 642 10 28 513 10.75 24 218 CV 8 23 787 9.5 54 518 21 57 329 24 60 441 28 64 202 GV 21 62 152 24 65 523 28 69 632 32.365 73 680 HV 28 85 208 32. Gauge is 1432 mm.25 22 785 10 23 520 10.

5. Mathematical Toe Plani ng S wi tch cur ve c ur ve Heel Offset H L2 Revision 10 16N T ur no ut c ur v e Date: March 2010 IP Gauge L1 Nose Sheet 12 of 196 .74 30 25 NR60E 12. Speeds shown may need alteration in respect of curved and canted main lines. Gauge is 1435mm.1.3.3.Leads & Radii Switch Designation Crossing Angle 1 in ~ Lead (Toe to IP) L2 Centreline switch radius Centreline turnout radius Heel length L1 Max turnout Heel Offset speed [A] mph. 3.3: NR60 Inclined S&C Standard Circular Curve Turnouts .30 100 55 NOTES 1.75 45 681 710 450 710 450 20 441 280. see Sheet J. See note 5 NR60C 8.25 23 928 194 930 194 930 11 430 319. The “heel” position coincides with the start of the transition in the transitioned turnouts shown on Sheet A. These are “natural” turnouts (switch and turnout radii equal).49 65 40 NR60G 23. For permitted usage.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. H See note 5 Max turnout speed [B] mph.5 68 158 1 581 643 1 581 643 28 301 241.2.5 36 255 447 498 447 498 15 417 252. and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design.1.25 90 634 2 796 873 2 796 873 37 648 241. 2. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP.80 40 30 NR60F 15.82 25 20 NR60D 9.58 50 35 NR60SG 20. 4.5 27 554 258 475 258 475 11 584 246. 6.06 75 45 NR60H 31. All dimensions are in millimetres.25 58 732 1 174 417 1 174 417 28 435 329. [B] Straight beyond IP.

74 30 9.80 25 11 34 424 447 498 330 766 15 417 252. and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design.1.5 43 061 710 450 490 648 20 440 280.80 30 25 13.49 65 45 23.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.2.5 37 405 447 498 540 978 15 417 252.25 47 304 710 450 895 159 20 440 280.3.IP L2 Centreline switch radius Centreline turnout radius Heel length L1 Heel Offset H Max turnout speed [A] mph.75 39 809 447 498 811 082 15 417 252.74 30 25 12.80 40 35 12. 2. Gauge is 1435mm.06 70 50 33. The “heel” position coincides with the start of the transition in the transitioned turnouts shown on Sheet A.49 60 50 21.Leads & Radii Switch Designation Crossing Angle 1 in ~ Lead toe .5 41 818 710 450 410 903 20 440 280.4: NR60 Inclined S&C Standard Circular Curve Turnouts . For permitted usage.30 100 60 NR60E NR60F NR60SG NR60G NR60H Max turnout speed [B] mph.5 25 160 194 930 284 822 11 430 319.74 25 20 11 29 264 258 475 372 559 11 584 246. See note 5 NR60C 9. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP.82 25 NR60D 8. 5.49 50 35 21.5 30 829 258 475 526 343 11 584 246. Speeds shown may need alteration in respect of curved and canted main lines.5 59 974 1 174 417 1 375 580 28 435 329.5 93 289 2 796 873 3 312 779 37 648 241. 4.06 65 45 27 72 202 1 581 643 2 230 155 28 301 241.5 65 687 1 581 643 1 282 213 28 301 241.5 32 454 447 498 237 267 15 417 252. All dimensions are in millimetres.3. [B] Straight beyond IP (figures only given where maximum speed is different to the curved beyond IP case).58 50 35 17.25 55 540 1 174 417 788 326 28 435 329. L1 Pl aning S wit ch cur ve c ur ve L2 Revision 3 16N T ur no ut c ur v e Date: March 2010 IP Gauge Mathematical Toe Heel Offset H Nose Sheet 13 of 196 . see Sheet J. 3.1.25 26 004 258 475 185 562 11 584 246.5 61 862 1 174 417 1 762 047 28 435 329.80 40 30 15. See note 5 NOTES 1.58 40 30 17.58 35 30 13.

7056 70 24 32. 4.25 10. * For details of the GV24/28 extended transition turnout (no cant) see drawing RE/PW/781. 9.4118.75 93 153 32 830 219 137 3 000 716 3 000 716 55 700 2730 90 Trans 16N Date: February 2007 HV 6. # For details of the cant applied within a GV24/28 turnout see drawing RE/PW/655. the IP to nose dimension being . All angles are shown in centre-line measure. 8. For permitted usage. 2.5 24 52 606 12 109 117 321 980 920 980 920 24 290 2787 50 21 28 56 331 14 138 126 801 980 920 1 364 999 30 000 5165 50 SGV 21 28 60 782 14 138 135 702 1 263 740 1 263 740 30 075 3787 60 GV 24 # 28 66 678 14 138 147 493 1 650 380 1 650 380 19 640 1538 60 24 * 28 67 135 14 040 148 310 1 650 380 1 650 380 36 200 .365 69 933 16 350 156 216 1 650 380 1 650 380 38 000 3559 70 32.75 22 852 5360 51 065 184 012 184 012 11 730 1510 20 9.365/45.Leads and Radii Revision 2 Switch .75 turnout uses a swing nose crossing. The HV32. Planing All dimensions are in millimetres.3. 3.5 42 017 9315 93 349 645 116 645 116 16 255 1560 35 15 21 44 066 10 585 98 718 645 116 645 116 24 555 3605 40 FV 18. Speeds shown may need alteration in respect of curved and canted main lines. Turnout Radius ition Str I.75 25 448 5360 56 256 245 767 245 767 7366 584 20 9.1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and Crossovers .Lead lengths Switch radius Turnout radius Length of transition Length of straight to nose Turnout speed (mph) Natural Actual Toe to nose L2 Nose to nose across a 1970 interval Toe to toe across a 1970 interval AV 7 9.75 13 30 125 6513 66 762 331 687 331 687 10 630 964 25 15 31 713 7533 70 960 331 687 331 687 17 455 2534 30 15 18.75 EV © Network Rail Crossing 1 in ~ A. Toe 1.1.25 19 698 4589 43 984 141 052 141 052 9760 1188 20 BV 8 9. Switch Radius Radius Gauge is 1432 mm. Sheet 14 of 196 7. see Sheet J. 5. Lead lengths are shown between the toes of switches and the noses of common crossings. Natural Angle Nose of Actual Crossing L2 Gauge NOTES Track Design Handbook NR/L2/TRK/2049 10.365 45.1.25 13 27 007 6513 60 526 245 767 245 767 13 000 3271 25 10.25 21 808 4589 48 204 184 012 184 012 6195 469 15 8 10 22 261 4975 49 497 184 012 184 012 9170 920 20 CV DV 8 10.P.

Gauge is 1432 mm. IP Lead length L2 Nose Gauge 2500 3.5 42 017 1313 1178 1046 917 793 675 566 466 376 15 21 44 066 1329 1210 1091 974 860 749 643 542 447 360 282 18. All dimensions are in millimetres.3. 16N 5. * denotes a GV 24/28 extended transition turnout to drawing RE/PW/781.2: CEN56E1 Vertical S&C Transitioned Turnouts .75 15 31 713 1281 1115 951 793 642 503 377 15 18.75 93 153 1287 1233 1178 1124 1070 1016 963 910 858 807 756 706 658 610 564 519 476 434 393 354 317 HV (A) 32 365 45. # denotes a GV 24/28 turnout to drawing RE/PW/655. 2.25 10.75 25 447 1216 990 780 593 432 9.Toe to nose 2500 5000 7500 10 000 12 500 15 000 17 500 20 000 22 500 25 000 27 500 30 000 32 500 35 000 37 500 40 000 42 500 45 000 47 500 50 000 52 500 AV 7 9.365 69 933 1371 1293 1216 1140 1064 988 914 842 771 702 635 570 508 449 393 341 HV (T) 32 365 45. Track Design Handbook NR/L2/TRK/2049 Date: June 2008 21 SGV © Network Rail Natural Actual Offsets at 2500 intervals from the crossing nose A.75 13 30 125 1256 1066 884 713 558 423 306 10. Sheet 15 of 196 6. (A) = Actual values of existing installations.25 19 698 1177 913 666 448 BV 8 9. 5000 Heel length L1 Toe 4. (T) = Theoretical values.25 21 808 1178 920 687 487 8 10 22 261 1198 954 725 521 CV DV EV FV 8 10.Setting Out Offsets Revision 1 Switch Crossing 1 in ∼ Lead L2 . Lead lengths are given from toes of switches to noses of common crossings.75 22 852 1215 985 766 564 387 9.25 13 27 007 1255 1063 874 694 527 378 10.75 93 153 1287 1233 1178 1124 1070 1016 963 911 859 808 757 708 660 613 567 522 479 438 398 359 323 NOTES 10 000 7500 1.5 24 52 606 1344 1240 1136 1034 933 836 741 650 564 483 408 339 28 56 331 1359 1269 1180 1091 1003 916 830 747 665 587 511 439 370 306 21 28 60 782 1359 1269 1180 1092 1004 918 834 752 673 597 524 455 391 331 GV 24 # 28 66 679 1359 1270 1181 1094 1008 925 844 766 692 621 554 492 432 377 24 ∗ 28 67 135 1358 1270 1184 1099 1015 934 855 778 705 634 567 503 443 387 24 335 32.

3. Revision 10 Date: March 2010 Sheet 16 of 196 . All lengths are measured along the ‘main line’ straight (right hand switch rail for a right hand turnout and the left hand switch rail for a left hand turnout) 4.52 mm.4: NR60 Inclined S&C Switch Details).32 201. across 1970 six-foot (running edges) Switch designation NR60C NR60D NR60E NR60F NR60SG NR60G NR60G Crossing angle 1 in ~ 11 13. 3. & A. see Sheet J. offset 313.1.1.C (see sheet A.3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers Leads & Radii Transitioned Turnouts Mathematical Toe T C B IP L1 L2 L3 L4 L5 Origin of Clothoidal Entry Curve ition Straigh t R Gauge Tr a n s Y=12 Y=3 A L IP NOTES 1. 5.25 21. L2 = Length of transition curve. Switch designation NR60C NR60D NR60E NR60F NR60SG NR60G NR60G Crossing angle 1 in ~ 11 13.) . L5 = Length of straight to common crossing intersection point. 2. Gauge is 1435mm. L3 = Length of switch radius.2.5 17. C .B (see sheet A. Speeds shown may need alteration in respect of curved and canted main lines. All dimensions are in millimetres.5 Turnout lead length L 25 326 29 800 38 906 48 761 62 107 72 135 73 814 Lead across 1970 six-foot 5808 7159 9179 11 463 14 413 16 692 17 897 Total crossover lead length 56 460 66 760 86 991 108 985 138 627 160 961 165 525 Crossover speed mph 25 30 40 50 60 70 75 NOTES 1. L4 = Length of transition curve from radius R to straight through crossing.3. # NR60G 31.1.5 27 #31.5 L3 L4 L5 L 9253 9078 12 122 16 290 23 100 26 010 22 110 13 234 15 872 21 997 26 382 31 618 38 550 39 555 662 2345 1492 1939 2054 1384 5958 25 326 29 800 38 906 48 761 62 107 72 135 73 814 Turnout speed mph 25 30 40 50 60 70 75 Transitioned crossovers.085 mm from toe. Definitions: L1 = Length of straight. R (see sheet A.1.25 has a different ‘heel position’ from standard (see sheets A.1.4.4).5 17.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.25 33.1.25 33.4). For permitted usage. T .25 21. IP.5 27 #31.

S = 1970mm 16N Gauge IP Nose Nose Sheet 17 of 196 IP Lead Nose of (45.5 5 5.5 296 6130 6469 6790 7657 8326 8630 21 336 6738 7089 8046 8792 9133 9908 10 586 24 384 7384 8435 9265 9647 10 521 11 293 12 109 52 632 164 726 92 821 69 034 RADII 214 492 119 870 88 531 273 540 151 762 111 392 91 356 342 676 188 900 137 886 92 007 422 708 231 688 126 304 105 550 LEADS 514 442 180 735 141 154 120 069 279 396 195 072 157 061 112 312 649 655 360 545 188 770 150 040 139 544 123 681 811 961 266 672 195 528 178 109 153 101 140 002 189 010 169 470 361 420 296 323 258 440 232 625 2 013 859 710 737 496 611 398 825 340 609 309 137 1 099 162 659 625 497 667 410 235 365 456 314 385 1 651 689 910 613 655 371 548 201 440 903 2 031 309 1 087 411 821 253 601 978 397 788 258 003 228 559 736 845 539 182 9315 156 318 2 341 805 1 379 602 856 111 28 448 9782 10 213 11 206 12 093 13 041 14 138 32.75 64 72 80 88 96 104 112 120 128 148 160 172 208 240 256 296 336 384 448 518 .75 . Radii are to the nearest 1 mm.5 120 3245 3401 3547 3682 8 128 3344 3509 3664 3807 3942 9. 3. Leads are from nose to nose and are to the nearest 1 mm.5 88 2161 2333 2488 2628 6 96 2437 2604 2756 2894 6.75) Swing Nose crossing is 90N in front of IP Track Design Handbook NR/L2/TRK/2049 Date: June 2008 1 in ∼ © Network Rail 4 IP to nose A.5 72 1942 2088 123 436 70 213 5 80 2058 2217 2360 5.75 172 4368 4545 4945 5160 5360 13 208 4912 5383 5640 5880 6513 15 240 5698 5988 6260 6985 7533 16 256 5835 6140 6427 7195 7779 8043 18.5 7 7.25 10 10.5 8 9. All dimensions are in millimetres. 2.4118 16 004 16 589 17 969 19 243 20 647 22 336 23 974 32 830 8855 NOTES 3 359 723 1 350 257 R 1.4.1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval Revision 1 Xing 1 in ∼ . Gauge is 1432 mm.5 6 6.5 104 2709 2872 3021 3158 7 112 2978 3137 3285 3421 7.365 45. 16M 4.75 13 15 16 18.5 21 24 28 32.4.365 518 10 235 10 712 11 819 12 818 13 896 15 159 16 350 2 258 522 45.4118 271 766 4 64 1811 89 815 51 641 39 057 4.25 148 3748 3923 4087 4241 4589 10 160 4059 4234 4400 4774 4975 10.

4.5* CROSSING 1 IN ∼ 7.25 9.5 152 11 4384 4993 386 770 232 302 194 220 153 907 140 451 9.5 crossing is 15 times crossing angle.5 2 444 323 1 363 534 1 166 308 23.25 500 9515 10 049 11 169 11 858 13 115 13 596 14 321 15 470 16 692 8 063 364 31.5 13.25 20. Lead lengths are from intersection point to intersection point (IP to IP) across a standard track interval of 1970 mm between running edges.5 376 7968 8684 9129 10 047 10 602 11 600 11 976 12 536 11 3 902 843 1 710 821 1 006 415 1 356 111 12.5 344 7734 8408 8825 9681 10 197 11 117 11 463 3 046 074 941 904 843 385 21.5 344 376 27 432 31.25 132 4095 4311 303 278 11 176 12.5 169 987 8.25 500 33.5 502.5 176 4956 5371 5808 581 651 390 123 255 627 220 535 185 477 177 062 167 335 12.25 131 544 RADII 9.5* 10 260 11 429 12 150 13 473 13 981 14 748 15 969 17 273 17 897 33.25 276 20. Gauge is 1435 mm.5 1 IN ∼ IP to Nose 120 132 152 7.25 276 6491 7127 7698 8048 8758 9179 1 166 738 898 219 693 671 540 331 459 772 434 970 17.25 324 7572 8218 8617 9432 9922 10 792 758 781 693 519 20.5 120 3899 357 197 164 019 8.5 23.5 LEADS 27 432 9099 9588 10 604 11 224 12 345 12 772 13 410 14 413 3 083 781 2 230 674 27 31. All dimensions are shown in millimetres and radii and lead lengths are rounded to the nearest millimetre.5 502.75 252 6273 6866 7397 7720 8372 1 606 443 675 866 576 101 484 473 404 333 357 464 342 290 15.75 252 17. R Lead S=1970 Sheet 18 of 196 2.5 15.5 NOTES 1.5 216 5892 6416 6879 7159 741 475 507 317 353 576 324 205 293 018 261 652 241 188 234 184 13.5 A. G auge N * IP to Nose dimension for the 1 in 33.5 23.25 33. 4.25 324 21.75 17. M Track Design Handbook NR/L2/TRK/2049 Date: June 2008 4629 © Network Rail 7. All others are 16 times crossing angle.8. 3.25 21.5 200 5236 5698 6188 6619 1 184 760 456 056 355 214 272 310 254 549 234 918 214 321 200 393 13.2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval Revision 7 CROSSING 1 IN ∼ .5 200 216 15.

The limiting radii for fixed obtuse crossings (switch diamonds must be used if the radius is sharper) are given in the table below. Lead lengths are from noses of fixed common crossings to the intersection of gauge lines of obtuse crossings or switch diamonds.75 56 4 4.75 C 1.1: CEN56E1 Vertical S&C Diamonds .5 68 12.75 13 15 16 18. and apply to straight main lines only..25 10 10. All dimensions are in millimetres and are given to the nearest millimetre. The flattest fixed obtuse crossing in vertical S&C is 1 in 8.5 180 000 160 000 Track Design Handbook NR/L2/TRK/2049 NOTES Obtuse / SW Dia Angle M © Network Rail Date: June 2008 M FIXED COMMON CROSSINGS N A. Angle Desirable radius Minimum radius Angle Desirable radius Minimum radius Angle Desirable radius Minimum radius Angle Desirable radius Minimum radius 1 in 8 600 000 500 000 1 in 7 400 000 300 000 1 in 6 200 000 180 000 1 in 4.5 8 9.25 77 10 72 10. For calculation purposes.5 300 000 240 000 1 in 5.5 N IP to Nose 64 72 80 88 96 104 112 120 128 148 160 172 208 240 256 296 IP to Nose A 6366 6768 7134 7469 7773 8051 8306 8541 8758 9236 C RA 161 782 579 186 676 804 259 215 176 253 141 041 121 712 109 579 101 304 88 993 RC A 6776 7233 7649 8029 8382 8707 9006 9283 9540 10108 10 407 10 679 C RA 99 612 179 072 420 122 Straight 550 697 309 372 229 445 189 823 166 292 135 519 125 549 118 581 RC A 7508 7957 8369 8748 9102 9 429 9733 10 016 10 643 10 975 11 277 12 047 C RA 135 131 238 314 550 697 Straight 705 976 393 318 289 671 238 230 179 754 162 624 151 122 132 117 RC A 8238 8681 9089 9467 9822 10 152 10 460 11 146 11 509 11 842 12 692 13 305 C RA 178 170 309 372 705 976 Straight 888 105 491 227 359 564 241 157 211 297 192 282 162 533 150 027 RC A 8496 8968 9405 9810 10 187 10 543 10 875 11 618 12 013 12 376 13 306 13 979 C RA 148 398 229 445 393 318 888 105 Straight 1 099 233 604 173 331 050 277 264 245 417 198 942 180 523 RC A 8734 9233 9697 10 129 10 531 10 908 11 264 12 063 12 489 12 881 13 890 14 624 C RA 130 747 189 823 289 671 491 227 1 099 233 Straight 1 341 507 473 717 370 790 315 959 242 903 215 994 RC A 9479 9969 10 425 10 852 11 253 11 629 12 482 12 939 13 360 14 447 15 241 15 590 C RA 166 292 238 230 359 564 604 173 1 341507 Straight 732 314 512 422 413 302 296 610 257 445 245 589 RC A 10 570 11 086 11 570 12 026 12 456 13 433 13 962 14 453 15 732 16 675 17 092 18 009 C RA 179 754 241 157 331 050 473 717 732 314 Straight 1 706 538 948 763 498 530 397 017 369 507 327 929 RC A 10 887 11 434 11 950 12 437 12 898 13 947 14 516 15 047 16 436 17 467 17 925 18 933 C RA 162 624 211 297 277 264 370 790 512 422 1 706 538 Straight 2 136 650 704 266 517 383 471 625 405933 RC A 11 649 12 185 12 692 13 172 14 269 14 864 15 419 16 881 17 970 18 454 19 523 C RA 197 795 254 469 331 123 439 639 1 100 041 3 095 251 6 899 090 911 709 621 223 556 404 467 205 RC 16 907 18 672 20 009 A 12 480 13 097 13 685 14 245 15 536 16 243 RA 164 717 202 224 247 813 303 964 519 662 747 190 1 148 996 12 259 484 1 682 209 20 609 21 947 C 1 278 802 888 799 RC 5. 2.5 130 6 119 6. calculated from formulæ based on sheet C. The physical crossings will be marginally different in angle (one slightly less. at which point the radii are also assumed to change.5 8 9.5 95 8 89 9.1 Revision 4 OBTUSE CROSSINGS/ SWITCH DIAMONDS .5 12. M N<M RA Gauge RC X 3.5 6 6.5 500 000 400 000 1 in 6. the obtuse crossing/switch diamond angle is taken as the angle between the intersecting track centrelines.5 7 7. the other slightly more) but the difference is negligible in manufacturing terms. Gauge is 1432 mm.1.5 110 7 102 7.X 4.5 7 7. Sheet 19 of 196 4.5 5 5.75 151 5.Leads and Radii .5 6 6.5.4. 4 75 ge Gau A M N>M STR.75 180 000 160 000 1 in 7.25 10 10.

at which point the radii are also assumed to change. Lead lengths are from noses of fixed common crossings to the intersection of gauge lines of obtuse crossings or switch diamonds.365 45. the obtuse crossing/switch diamond angle is taken as the angle between the intersecting track centrelines.5.75 13 15 16 18.5 39 21 34 21.68 12.4 118 IP to Nose IP to Nose 104 112 120 128 148 160 172 208 240 256 296 336 A 11 649 12 185 12 692 13 172 14 269 14 864 15 419 16 881 17 970 18 454 19 523 20 429 C RA 197 795 254 469 331 123 439 639 1 100 041 3 095 251 6 899 090 911 709 621 223 556 404 467 205 422 202 RC 16 907 18 672 20 009 A 12 480 13 097 13 685 14 245 15 536 16 243 RA 164 717 202 224 247 813 303 964 519 662 747 190 1 148 996 12 259 484 1 682 209 20 609 21 947 23 092 24 268 25 577 C 1 278 802 888 799 738 955 649 923 588 461 RC A 13 186 13 782 14 350 15 661 16 380 17 055 18 852 20 215 20 828 22 195 23 366 24 570 25 912 27 120 C RA 198 942 242 903 296 610 498 530 704 226 1 050 536 Straight 1 949 748 1 427 731 958 272 786 353 686 307 618 132 578 120 RC A 14 480 15 108 16 568 17 375 18 136 20 180 21 744 22 454 24 047 25 424 26 850 28 453 29 905 28 271 C RA 215 994 257 445 397 017 517 383 682 696 1 949 748 Straight 5 332 612 1 884 454 1 317 858 1 059 111 905 067 821 789 722 904 RC A 15 745 17 337 18 223 19 062 21 331 23 085 23 884 25 691 27 266 28 909 30 769 32 467 31 411 C RA 236 558 349 435 439 409 553 170 1 168 406 2 915 622 6 432 745 5 328 284 2 404 847 1 663 319 1 312 489 1 144 325 961 233 RC A 15 921 17 551 18 459 19 320 21 655 23 464 24 290 26 160 27 794 29 502 31 440 33 213 32 337 C RA 232 016 339 614 423 992 528 957 1 065 395 2 348 896 4 198 037 9 530 546 3 002 328 1 928 805 1 472 409 1 264 022 1 044 301 RC A 17 482 18 781 19 673 22 099 23 986 24 849 26 807 28 525 30 326 32 376 34 256 33 638 C RA 327 929 405 933 501 143 958 272 1 884 454 2 914 328 Straight 4 383 098 2 418 204 1 741 452 1 457 302 1 172 811 RC A 20 564 23 228 25 321 26 284 28 483 30 425 32 479 34 835 37 015 37 128 C RA 449 723 786 353 1 317 858 1 750 451 4 383 098 Straight 5 394 298 2 889 470 2 183 165 1 601 273 RC 28 993 31 007 33 141 A 20 829 23 566 25 724 26 718 RA 438 112 751 527 1 222 887 1 586 768 3 483 356 16 969 176 7 908 229 35 597 37 874 38 229 C 3 482 453 2 505 511 1 768 119 RC A 21 463 24 382 26 697 27 770 30 234 32 429 34 767 37 476 40 003 40 987 C RA 415 115 686 307 1 059 111 1 321 593 2 418 204 5 394 298 Straight 6 222 647 3 667 443 2 277 270 RC A 22 446 25 658 28 234 29 436 32 217 34 719 37 410 40 557 43 527 45 645 C RA 389 155 618 132 905 067 1 090 078 1 741 452 2 889 470 6 222 647 Straight 8 931 264 3 591 710 RC NOTES C 1.25 10 10.Leads and Radii .615 41 18.1.75 13 15 17 17. The physical crossings will be marginally different in angle (one slightly less. and apply to straight main lines only. M RA X 10.75 N 384 448 518 . calculated from formulae based on sheet C.5 24 28 32.5 8 9.5 A. For calculation purposes. M N>M STR.5 12.2 Revision 2 N M SWING NOSE FIXED COMMON CROSSINGS SWITCH DIAMONDS .5 21 21. the other slightly more) but the difference is negligible in manufacturing terms.829 24 28 ge Gau A N<M Angle M 21 RC Gauge Track Design Handbook NR/L2/TRK/2049 Date: June 2008 10. All dimensions are in millimetres.5 7 © Network Rail X 6.615 18. and are given to the nearest millimetre.2: CEN56E1 Vertical S&C Diamonds . Sheet 20 of 196 2.75 56 13 55 15 48 17 42 17.4. Gauge is 1432 mm.829 33 24 30 28 26 7.

5 56 380 710 30 29 346 331 687 10.5 57 933 710 30 29 346 331 687 10.75 4945 360 545 9. Gauge is 1432 mm ge R1 N1 R6 5.5 Obt/SD 95 10 026 491 227 6. Interval between tracks is 1970 mm (running edges). see Sheet J.1. Track Design Handbook NR/L2/TRK/2049 Date: March 2010 FV SGV © Network Rail Lead Toe / N1 L1 A.1.75 5160 811 961 10 13 962 1 706 538 9.25 12 482 732 314 8 SD 90 11 160 1 341 507 7. 11.5 169 923 710 90 NOTES L1 Ga u 1. Dimensions given are to toes of switches.25 12 063 473 717 7. Maximum speeds shown may need alteration in respect of curved and canted main lines.25 4241 279 396 8 10 016 238 230 6 Obt/SD 119 7826 238 314 5 47 107 1420 25 25 025 245 767 9 25 4241 279 396 8 10 460 359 564 6. Radii R2 and R3 are low rail.1.1: CEN56E1 Vertical S&C Standard Double Junctions from Tracks at 1970 Interval Revision 3 Turnout Switch . 12.829 SD 33 28 957 3 483 356 18. The turnout stagger shown (L6) is a minimum to obtain 1970 mm between turnout roads. This should be increased as necessary to obtain HMRI requirements for minimum passing clearance. knuckles of obtuse crossings and switch diamonds.25 SD 77 13 355 Straight 9.25 78 759 710 40 50 50 112 980 920 18.75 96 197 710 57 329 1 263 740 21 9908 1 651 689 18. 8. noses of common crossings.25 61 824 710 30 40 697 645 116 15 6985 736 845 13 16 881 911 709 10. For limiting radii through fixed obtuse crossings.5 Obt/SD 110 8561 309 372 5. Obt = fixed obtuse crossing.25 11 618 331 050 7 Obt/SD 102 9294 393 818 6 51 402 710 25 25 CV DV EV 25 716 245 767 305 201 25 716 245 767 305 201 10 4774 649 655 9.75 4945 360 545 9. 9.5 48 286 1420 25 10 4774 649 655 9.75 SD 56 16 846 1 148 996 10. SD = switch diamond. L2 L3 L4 L5 Sheet 21 of 196 7. Radius beyond crossing N5 to be compatible to maintain the six foot interval and speed. see sheet A.5 41 224 2130 20 25 025 245 767 9.5 SD 68 14 196 1 100 041 9. For permitted usage.5 Obt/SD 130 7089 179 072 4. 4. N2 and N5 are non-standard to suit the timbering. L1 6.75 4945 360 545 9. Lengths of point and splice rails of crossings N1.25 12 482 732 314 8 SD 90 10 757 604 173 7 53 729 710 29 346 331 687 10.25 12 482 732 314 8 SD 90 10 757 604 173 7 57 530 710 30 29 346 331 687 10.365 15 159 3 359 723 28 35 597 3 482 453 21. All dimensions are given in millimetres.5. other radii are high rail.5 24 047 1 884 454 15 SD 48 20 128 1 949 278 13 111 412 710 60 GV 65 520 1 650 380 24 11 293 2 031 309 21 27 266 2 404 847 17 SD 42 23 040 2 915 622 15 127 119 710 70 HV 90 211 3 000 716 32. 10.6.75 5160 811 961 10 13 962 1 706 538 9.25 SD 77 12 373 732 314 8 60 841 710 30 29 346 331 687 10. Gauge S = 1970 Gauge L6 R2 uge Ga X R4 N4 N2 Toe 3.75 Obt/SD 151 6201 161 782 4 35 728 2130 20 BV 21 465 184 012 8 3664 231 688 7 9006 229 445 5. R3 N5 N3 Toe 2.5 8630 1 099 162 16 20 609 1 278 802 12.1970 Interval Switch Turnout Radius R6 Radius R1 Common Crossing N1 Lead N1/N2 L2 Radius R2 Diamond Common Crossing N2 Lead N2/N3 L3 Radius R3 Diamond Crossing N3 Type of Crossing Obtuse stagger X Lead N3/N4 L4 Common Crossing N4 Radius R4 Lead Toe/N4 L5 Turnout Stagger N5/N1 L6 Maximum Turnout Speed (mph) AV 18 617 141 052 7 3137 151 762 6 7773 176 253 4. and running edges.

7.818 25 25 - 9. the radii are shown to centrelines. Offset dimension ‘Y’ is measured to the centre-line of nose ‘S’.2: CEN56E1 Vertical S&C Standard Tandem Turnouts .214 20 25 - 245 767 378 263 9.25 6.25 9. 3. see Sheet J. Planing radii are omitted for clarity. 6.75 17.75 12.1. Speeds shown may need alteration in respect of curved and canted main lines.25 6.Radii.797 20 20 692 8 9.75 16. 2.25 8 6.1.427 20 20 693 9.75 12.228 20 20 - 9.25 10.25 10.75 10.25 9. the values in the table above are to the high rail.Lead lengths Trailing 1 AVT AVT 1 AVT BV 1 BV AVT 1 BV BV 1 CV CV 1 CV CV 1 CV CV 1 CV BV 1 CV L1 RE to centre line of nose Crossing 1 in ∼ Radii L2 L3 L4 Y R1 R2 20 416 20 416 8400 3052 352 186 937 20 416 22 785 8400 2709 314 186 937 22 785 20 416 9230 3956 393 184 012 268 573 22 785 22 785 9230 3552 355 184 012 268 573 25 025 25 025 10 650 3236 323 245 767 25 025 25 715 10 650 3234 323 245 767 25 715 25 715 10 650 3649 338 245 767 26 371 22 785 10 650 4812 412 245 767 CV 26 371 26 371 10 650 4064 351 245 767 R3 R4 186 937 184 012 268 573 186 937 184 012 268 573 245 767 M Speed RE/PW N S Leading Trailing 8 8 5.056 20 25 - 2 BV CV 21 465 26 371 9230 9061 720 184 012 245 767 378 263 8 10. however.015 20 25 711 2 BV CV 22 785 26 371 9230 4151 1095 2 CV CV 25 025 26 371 11 470 4372 1077 184 012 268 573 245 767 245 767 378 263 9. 4.25 6. For permitted usage.6. For the purposes of clarity within the diagrams below. Gauge is 1432 mm.75 7.785 25 25 694 245 767 305 201 305 201 245 767 305 201 10 10 7. 5.458 25 25 - 1.430 20 20 2 AVT CV 20 416 26 371 8400 9445 694 186 937 245 767 378 263 8 10.319 25 25 695 701 2 AVT BV 20 416 22 785 8400 3022 1151 186 937 184 012 268 573 8 9. L1 L3 L4 R2 L2 L4 R1 M S Sheet 22 of 196 R3 L3 M N R1 Y N R3 S R4 L2 TYPE 1 Y L1 R2 TYPE 2 R4 Track Design Handbook NR/L2/TRK/2049 Date: March 2010 NOTES © Network Rail Switches Leading A. Lead lengths are given from toes of switches to noses of common crossings.25 10 6.25 14.25 5. All dimensions are in millimetres. Leads and Offsets to Crossing Noses Revision 2 Type .928 25 20 - 378 263 245 767 378 263 10.75 9.929 20 20 702 9.074 25 25 378 263 184 012 268 573 10.

1. The centre section covering the common and obtuse crossings must be straight to enable the use of standard crossings. 8.6.N7 N6 N8 N8 N6 Gauge Turnout crossing N6 Compound obtuse crossing N7 Six foot crossing N8 1 in ∼ 1 in ∼ 1 in ∼ Lead length toe to N6 N6 Lead length N6 to N7 Lead length N7 to N8 Total length toe to toe Crossover Speed (mph) BVS (or BV)* 8 3. All lead lengths are measured along the main line.9844 4. Lead lengths are given to toes of switches. 7.4904 29 940 3 256 9 426 66 393 25 NR60C 11 5. 6. noses of common crossings. Speeds shown may need alteration in respect of curved and canted main lines.7940 21 465 1 971 6 148 46 872 20 CVS (or CV)* STR 10 4. E6. All dimensions are in millimetres.8. and 1435 mm for NR60. Gauge is 1432 mm for Vertical Scissors.4904 6.9 & E6.5545 25 117 2 487 7 393 55 209 25 DVS (or DV)* STR 13 6. and intersection of gauge lines of obtuse crossings.7.9875 5. * Shallow Depth Vertical to be used for new construction.1. For permitted usage. see sheets E. see Sheet J. 3.489 5. E6. Sheet 23 of 196 4.718 25 497 2 728 8 055 56 460 25 NOTES 1. 2. Track Design Handbook NR/L2/TRK/2049 Date: March 2010 Switch type N7 S=1970 © Network Rail N6 A.3: Standard Scissors Crossovers Revision 2 Gauge . 5.6.10. For details of cast manganese crossings. 9.

N1 A.5 4575 258 475 8.01 9012 255 114 5. L1 X N5 Gauge L6 R2 N4 N2 N3 N1 Gauge 5. Maximum speeds shown may require adjustment to take account of any curvature and cant of the main through route.1.N4 Radius Radius Turnout Speed L6 R5 mph 650 243 447 25 NOTES R5 1. 9. © Network Rail Six foot space Lead length Toe . intersection of gauge lines of obtuse crossings and running edges. * NR60E 12.08 10 452 367 364 6. Dimensions given are to toes of switches.69 Fixed Obtuse crossing may only be used with the authority of the Head of Track Engineering at Network Rail HQ. 10.5 with 1 in 8. Maximum speeds shown through fixed obtuse crossings take account of the maximum allowable cant deficiency of 75 mm (See sheet A. gauge is 1435 mm. Turnout stagger L6 provides a minimum interval of 1970mm between turnout roads. 8.5 6078 447 499 10. Refer to RE/PW drawings for location of the change of radii between R1 and R5.57 Obt 109 8684 367 364 5. intersection points (IPs) of common crossings. see Sheet J. R1 R6 Toe 3.62 Obt 128 7381 255 114 4.Diamond Common Total Lead crossing Length Turnout stagger N5 .68 51 265 650 358 657 30 NR60E 36 255 447 499 12.4: NR60 Inclined S&C Standard Double Junctions from Straight Tracks at 1970 Interval Revision 7 Turnout Switch designation . 7.53 67 645 650 559 012 40 Common crossing Lead length N1-N2 Radius Common crossing Lead length N2-N3 Radius Fixed obtuse crossings or switch diamonds Lead length N3 .65 13 775 653 091 8.25 3943 194 930 7. For permitted usage.69 Obt* 83 11 538 653 091 7. Sheet 24 of 196 Track Design Handbook NR/L2/TRK/2049 Date: March 2010 4.3).6. N3 R3 R1 R6 S = 1970 R4 L2 L1 L3 L4 L5 6. The radii beyond the final common crossings (N4 and N5) should not be changed until clear of the bearers (as shown on the RE/PW drawings) to avoid the requirement for cast crossings with unique geometry.5.1. Toe 2. This should be reviewed to ensure that clearances between turnout roads remain adequate when the through route is curved. Radii shown are of centreline of tracks.N1 Switch radius Turnout radius L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L4 R4 N4 L5 NR60C 23 928 194 930 8.82 44 265 NR60D 27 554 258 475 9. All dimensions are in millimetres and are given to the nearest millimetre. Interval between tracks (running edges) is 1970 mm.

1. 8. 6 & 9) 2190 196 750 165 250 628 - 627 - 20 7½ (see notes 4.R Gauge A A Angle N Lead A Planing Radius Slip Radius R RE/PW Drawing number Single Slip (see notes 4. 1 in 7½ and 1 in 10 slips should not be used for new work . 1 in 7½ and 1 in 8 slips are available as both fixed or switch diamond.1.1. 7. gauge is 1432 mm.1. All dimensions are in millimetres and are given to the nearest millimetre. 5.1.7: CEN56E1 Vertical Standard S&C Slips . 3. Track Design Handbook NR/L2/TRK/2049 Date: March 2010 7 ‘Turnout’ Speed (mph) © Network Rail N N A.Single and Double Revision 2 Gauge . 1 in 10 slips are available as switch diamond only.5. 8 & 9) 3157 350 510 350 510 - 750 - 751 25 10 NOTES Sheet 25 of 196 1. 1 in 7 slips are only available as a fixed diamond. For details of leads across diamonds. see Sheet J. (Below 176 metres.6. gauge widening should be applied. Lead A is measured from the common crossing nose along the centre line of the diamond. For permitted usage. which may require specially manufactured switches). 11. 6 & 9) 2190 193 835 193 835 - 706 - 707 20 8 (see notes 6 & 8) 2293 219 625 219 625 none - none - 20 8 (see notes 6 & 8) 2293 219 625 219 625 - 696 - 697 20 (see notes 7. 1 in 7 and 1 in 7½ slips shall only be installed on straight track.see sheet J. The through line radius applied to 1 in 8 and 1 in 10 slips is limited to a minimum slip radius of 176 metres. 10. 6. see Sheet A. 1 in 7. Speeds shown may need alteration in respect of curved and canted main lines. 4. 9. 5 & 9) Double Slip Fixed Switch Fixed Switch 2044 160 000 158 300 626 - 625 - 20 7½ (see notes 4. 2.

12 6.27 6 650 46.69 1438.47 6.12 NOTES 1.06 15 1500 - 1434.615 1761 - 1434.73 1438.5 750 44.75 1275 - 1435.75 475 47.25 925 - 1436.04 1443.35 28 2800 - 1433.79 10 1000 - 1436.09 17.75 650 49.16 5.96 7. Revision Date: August 2004 Sheet 26 of 196 . All dimensions are in millimetres and are measured at running edge level.51 Obtuse crossings from 1994 onwards: 4.6.09 5.14 18.06 8 650 43.5 550 46.5 1050 - 1436.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.5 650 45.829 2183 - 1433.25 1438.86 1437.8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds Openings at Knuckle Switch Diamonds Obtuse Crossings Knuckle to Knuckle Throat opening Crossing Angle 1 in ~ Neck Radius Throat Opening Knuckle to Knuckle Obtuse crossings before 1994: 4.29 10.92 9.22 1442.52 24 2400 - 1433.33 1440.73 1441.5 650 47.00 12.07 7 700 44.07 7 650 44.5 650 45.17 1445.10 1447.5 650 44.60 21.22 7.46 17 1700 - 1434.99 1439.44 6 600 45.87 21 2100 - 1433.33 1440.08 1441.33 Switch Diamonds: 8 800 - 1437.5 1850 - 1433.

Wheelbase A = 6. Length over headstock L = 8. Given that: L = Overall Length of the vehicle.7. see Railway Group Standard GM/RT2149. Management of Gauging & Clearances and NR/L2/TRK/3201.General For further details. the middle of the vehicle has an increased overhang and this is known as the ‘centre throw’. A = Wheelbase or distance between bogie pivot centres.= 0.56 – 6 End throw at headstocks = ------------------------= 0. E = K . Management of Tight Clearances and Track Position. This increase is known as the ‘end throw’. C = ------------8×R 2 and. End and centre throw must be included. together with the effect of cant. To the inside of a curve. L When a vehicle is on a curved track. The diagram shows a vehicle as it would lie when standing on curved track. Requirements for Defining and Maintaining the Size of Railway Vehicles. L/2 A/2 C = Centre throw K E = End throw E Wheelbase or bogie pivot centres.560 m.C = 2 ( L – A )--------------------8×R For example: A two-axle vehicle.019 m = 19 mm. then: 2 A Maximum centre throw. 8 × 250 Revision 3 Date: June 2008 Sheet 27 of 196 .00 m. its corners overhang the rail to the outside of the curve by an increased amount to which they overhang when on straight track. 2 Maximum centre throw = 6 -----------------. and Network Rail Company Standards NR/SP/TRK/0036. on a curve of 250 m radius.018 m = 18 mm. Maximum end throw. 8 × 250 2 2 8. For simplicity. A R Overall length of vehicle. the width of the vehicle is shown equal to track gauge.1: End and Centre Throw . in calculations for clearances to lineside structures and for clearances to vehicles passing on an adjacent track.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.

14 173 mm bogie centres.7. 2.11. When the main line is curved.8. 200 190 180 AV 170 160 140 BV 130 120 110 CV 100 CENTRE THROW millimetres 150 90 80 DV 70 60 50 EV 40 FV SGV GV 30 20 10 0 10 5 0 5 10 15 20 DISTANCE FROM TOE OF SWITCH (metres) Revision Date: March 1996 Sheet 28 of 196 . 3.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. the end or centre throw due to that curvature is to be added or subtracted as appropriate.2: Centre Throw (Static) of Coaches Built to C1 Gauge Appendix A* on Vertical Switches NOTES 1. For vehicle types. * 19 354 mm over headstocks. see sheet A.

3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on Vertical Switches NOTES 1. When the main line is curved. the end or centre throw due to that curvature is to be added or subtracted as appropriate.11. see sheet A. For vehicle types. 230 AV 220 210 200 190 180 BV 170 160 150 140 CV 130 110 100 DV 90 80 70 60 EV CENTRE THROW millimetres 120 50 40 FV SGV GV 30 20 10 0 10 5 0 5 10 15 20 DISTANCE FROM TOE OF SWITCH metres Revision Date: March 1996 Sheet 29 of 196 .7.8. 2.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.

4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches NOTES 1.7. see sheet A.11. Key. To turnout or diverging route. the end or centre throw due to that curvature is to be added or subtracted as appropriate 2. When the main line is curved.8. To main or through route. For vehicle types.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. 17 0 AV AV 16 0 15 0 14 0 13 0 BV BV 12 0 10 0 CV CV 90 80 DV DV 70 TYPE A 60 END THROW millimetres 11 0 50 TYPE B EV 40 EV FV 30 SGV FV SGV GV GV 20 10 0 20 15 10 5 0 5 10 DISTANCE FROM TOE OF SWITCH metres Revision Date: March 1996 Sheet 30 of 196 .

5: Buffer Locking Considerations When vehicles which are coupled together pass from one curve to another of opposite hand. (R × R ) ( R1 + R2 ) 1 2 Re = ------------------------ L = Length of the vehicle over buffer heads. with multiple unit passenger rolling stock. Taking oscillation. care must be taken to reduce the risk of buffer locking on reverse curves by introducing as much straight track as possible between the two curves. (fig 2). to the maximum permitted lateral movement of corridor connections between coaches where there are no intermediate buffers L Buffers locked B Figure 1 W Figure 2 Radius R 1 Straight D Figure 3 Radius R 2 In the following formulae: D = The length of the straight between the two curves. 2 2 8 × Re 2 Where D> (L . All dimensions must be in the same units. Re = The equivalent radius of the two curves. Revision 1 Date: December 1999 Sheet 31 of 196 . B = The relative lateral movement of the buffers. track and vehicle tolerances into account. i. there is a possibility of the buffers locking as shown in the first diagram. through a reverse curve. Consideration should also be given. (fig 2). W = Distance between bogie centres. For all practical purposes ‘B’ should not exceed 300 mm. there is relative lateral movement between contiguous buffers.W) 2 (L – W) × (L + W – D) B = ----------------------------------------------------------- 2 (L – W ) -----------------------2 16 × W × Re NOTES 1.e. (fig 1). with little or no straight track between the curves. Particular attention should be given to crossovers using A or B switches across 1970 mm spacing. This may cause vehicle derailment.7.W) < 2 (L – W – D ) B = ------------------------------------- Where D < (L . In the design of track layouts.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.

A. INCL. FACES OF BUILDINGS. NOT TO SCALE COLUMNS AND OTHER FIXED WORKS ON PLATFORMS. 595 SEE NOTE 8 730 SEE NOTE 11 1624 CLEAR AREA SEE NOTE 7 LOWER SECTOR STRUCTURE GAUGE SEE NOTE 6 1100 RUNNING EDGE OF RAIL RUNNING EDGE OF RAIL SEE NOTE 9 RAIL LEVEL SEE NOTE 12 SEE NOTE 12 1625 ( 100mph) 2480 (>100mph) 1435 1970 Standard Interval SEE NOTE 13 2500 TO PLATFORM SURFACE SEE NOTE 10 FACE OF PLATFORM 4020 1470 1435 1625 ( 100mph) 2480 (>100mph) Sheet 32 of 196 Track Design Handbook NR/L2/TRK/2049 Date: March 2010 SEE NOTE 3 1190 © Network Rail See following page for details of the notes referenced in this drawing.1a: Standard Structure Gauge Revision 3 NOTES .BOUNDARY FOR PLATFORM AWNINGS AND STATION FOOTBRIDGES WHICH CATERS FOR 25KV ELECTRIFICATION.8.

Refer to GC/RT7014 ‘Infrastructure Requirements at Stations’. 9. including super-elevation (cant). This dimension may be reduced for signalling installations in certain circumstances. 2. W7. Revision 3 Date: March 2010 Sheet 33 of 196 . 10. All dimensions are in millimetres. as applicable. † Allows for OLE Normal Clearance with full tolerance. Type of Route Primary ‘InterCity’ main routes Work Type? Yes New Construction Yes Alterations No All Rolling Stock Clearance * Desired Minimum 5100 † 4780 † † 4640 ‡ 4780 4640 4780 † UK1. the Network Rail Senior Track Principles Engineer (Gauging) or the Senior Gauging Engineer. Nearest face of signal posts and other isolated structures less than 2000mm in length but excluding masts carrying overhead line equipment on electrified railways. The minimum dimensions of a single face platform from the edge of the platform to the face of the nearest building structure or platform furniture shall be 2500mm for speeds up to 165km/h (100mph) and a minimum of 3000mm for speeds greater than 165km/h. W12. 3. The clearance dimensions given are valid for straight and level track only and due allowance must be made for the effects of horizontal and vertical curvature. ‡ Allows for OLE Normal Clearance with close tolerance. The minimum.1d. 8. W9. The proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance than shown above [note 3]. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. See sheet A. and where applicable. guard and check rails. 5. Nearest face of masts carrying overhead line equipment on electrified railways. Vertical clearances to the canopy above the platform shall be minimum 2500mm up to 2000mm from the platform edge or up to 3000mm where the line speed exceeds 165km/h (100mph). Rolling stock shown as clear refers to vertical height clearance only. 12. the minimum headroom shall be 2300mm. § Allows for OLE Special Reduced Clearance (required to allow potential for OLE in future). the Route Asset Manager (Electrification & Plant).1a (continued): Notes on Standard Structure Gauge 1.8. Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements shall be calculated from the particular Kinematic Envelope with an allowance made for structural clearance. UK2. and review by. W6 and all passenger and locomotive stock. 11. W7. At distances beyond 2000mm or 3000mm from the platform edge. Permissible infringements in respect of conductor rail equipment. W12. W6 and all passenger and locomotive stock. W9. The minimum lateral dimension is 730mm and is shown for guidance only. W10. W8. 6. 4.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. Refer to GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’ and GI/RT7016 ‘Interface between Station Platforms. W8. Where Heights (Rail Level to Soffit of Structure) less than those shown in the table below are being considered then these are subject to special referral to. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an allowance made for passing clearance.8. This diagram illustrates minimum lateral and overhead clearances to be adopted in construction or reconstruction and for alterations or additions to existing track and structures and applies to all routes other than those defined as major projects on designated TENs routes. This will be a particular consideration on arched structures. 4640 4640 ‡ Secondary cross country links and inner suburban commuter routes Yes All No All 4640 4640 Other passenger routes (no freight) No All 4640 4440 Yes All 4780 † 4640 ‡ No All 4640 4440 § Freight only routes * Height to Soffit of Structure OLE Route? UK1. UK2. refer to NR/GN/SIG/11210 Appendix 2G05. W10. W7. 7. W12. Where reasonably practicable these dimensions shall be increased by at least 300mm to facilitate the provision of a cess walkway in accordance with GC/RT5203 Infrastructure Requirements for Personal Safety In Respect of Clearances and Access. Refer to Lower Sector Structure Gauge shown in Appendix 1 of GC/RT5212 Requirements For Defining And Maintaining Clearances. W9. All UK domestic passenger and locomotive stock. W8. Track and Trains’. W6 and all ECS passenger and locomotive stock. W10. 13. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate clearance to OLE equipment can be considered. distance to the face of any column shall be 2000mm. Dimensions from rail running edge are taken at 14mm below top of rail level. train stops and structures in the space between tracks are not shown. If lateral clearances are less than shown on the Standard Structure Gauge then the stock shown may not have adequate gauge clearance and must be gauge assessed by approved methods.

FACES OF BUILDINGS.NOT TO SCALE 2500 TO PLATFORM SURFACE SEE NOTE 10 FACE OF PLATFORM SEE NOTES 3 & 5 1370 SEE NOTE 5 LOWER SECTOR STRUCTURE GAUGE SEE NOTE 6 1435 1970 Standard Interval SEE NOTE 13 1435 SEE NOTE 7 1100 RAIL LEVEL CLEAR AREA RUNNING EDGE OF RAIL RUNNING EDGE OF RAIL 730 SEE NOTE 11 1370 SEE NOTE 5 Sheet 34 of 196 Track Design Handbook NR/L2/TRK/2049 Date: March 2010 4200 COLUMNS AND OTHER FIXED WORKS ON PLATFORMS. INCL. © Network Rail See following page for details of the notes referenced in this drawing.1b: Temporary Works Structure Gauge Revision 1 NOTES .8. A.

8. 11. Refer to GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’ and ‘GI/RT7016 ‘Interface between Station Platforms. Platform clearances are subject to the maintenance HMRI stepping distances and specific requirements shall be calculated from the particular Kinematic Envelope with an allowance made for structural clearance. sixfoot etc) in order that out-of-gauge loads are not authorised for gauge clearance through the structure. guard and check rails. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate clearance to OLE equipment can be considered. 12.1b (continued): Notes on Temporary Works Structure Gauge 1. W9. cant. (This note intentionally blank). 4. W7. W10. W6 and all passenger and locomotive stock. The Gauging Engineer must be informed of all locations where temporary works are erected and the proposed erected and removal dates. Refer to Lower Sector Structure Gauge shown in appendix 1 of GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’. 5. The minimum lateral dimension is 730mm and is shown for guidance only. 13. Not applicable to TENs Routes and other routes with special requirements. distance to the face of any column shall be 2000mm. Special minimum clearance requirements consult Gauging Engineer Rolling stock shown as clear refers to vertical height clearance only. At distances beyond 2000mm or 3000mm from the platform edge. Route Type All routes (excluding TENs) OLE Route? No Designated TENs routes * Work Type? Temporary Works Height to Soffit of Structure Desired Minimum 4200 4200 Rolling Stock Clearance * UK1. The structure gauge does not allow for overhead electrification. including super-elevation (cant). W12. This diagram illustrates minimum lateral and overhead clearances to be adopted for Temporary Works on lines not equipped with OLE. The antitrespass guard shall not foul the Lower Section Structure Gauge (see note 6). Dimensions from rail running edge are taken at 14mm below top of rail level. Track and Trains’. 7. Vertical clearances to the canopy above the platform shall be minimum 2500mm up to 2000mm from the platform edge or up to 3000mm where the line speed exceeds 165km/h (100mph). This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an allowance made for passing clearance. All dimensions are in millimetres. train stops and structures in the space between tracks are not shown. Permissible infringements in respect of conductor rail equipment. 8. 9. An anti-trespass guard (max height 150mm) may be placed between the platform edge and any hoarding. the minimum headroom shall be 2300mm. Revision 1 Date: March 2010 Sheet 35 of 196 . (This note intentionally blank). 3.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. Full dimensions of the available space must be provided complete with the relative track geometry data (radius. 10. 2. W8. UK2. The minimum dimensions of a single face platform from the edge of the platform to the face of the nearest building structure or platform furniture shall be 2500mm for speeds up to 165km/h (100mph) and a minimum of 3000mm for speeds greater than 165km/h. Hoardings designed to prevent access to a portion of the platform may be erected in the Clear Area beyond 1370mm from the rail (see also note 4). as applicable. Refer to GC/RT7014 ‘Infrastructure Requirements at Stations’. in most cases this will prevent the guard extending to the platform edge. This will be a particular consideration on arched structures. Where a dimension less than those shown is being considered then clearance must be confirmed by gauge assessment and is subject to special referral and review by the Network Rail Senior Gauging Engineer. 6. The minimum. The clearance dimensions given are valid for straight and level track only and due allowance must be made for the effects of horizontal and vertical curvature. If lateral clearances are less than shown on the Temporary Works Structure Gauge then the stock shown may not have adequate gauge clearance and must be gauge assessed by approved methods.

© Network Rail 1. FACES OF BUILDINGS.8. INCL.to be found on the DfT website [TENs routes are annotated as High Speed and Conventional on the map]). To be applied to major projects on routes designated as being part of the Trans European Network (in accordance with Department for Transport guidance and map . A.1c: Special TENs Structure Gauge Revision 1 NOTES . NOT TO SCALE FACE OF PLATFORM SEE NOTE 3 Sheet 36 of 196 3450 SEE NOTE 12 LOWER SECTOR STRUCTURE GAUGE SEE NOTE 6 1435 1970 Standard Interval SEE NOTE 13 SEE NOTE 7 1435 1100 RAIL LEVEL CLEAR AREA RUNNING EDGE OF RAIL RUNNING EDGE OF RAIL 730 SEE NOTE 11 3450 SEE NOTE 12 Track Design Handbook NR/L2/TRK/2049 Date: March 2010 2500 TO PLATFORM SURFACE SEE NOTE 10 COLUMNS AND OTHER FIXED WORKS ON PLATFORMS. See following page for details of the notes referenced in this drawing.2.

The proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance than shown above [note 3]. 8. the minimum headroom shall be 2300mm. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an allowance made for passing clearance. UK2. 11. and review by. Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements shall be calculated from the particular Kinematic Envelope with an allowance made for structural clearance. Refer to GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’ and GI/RT7016 ‘Interface between Station Platforms. Special requirements apply for viaducts and tunnels. W9. This will be a particular consideration on arched structures. train stops and structures in the space between tracks are not shown. W7. UK1. whereby staff are only allowed on the track when special protection measures are in place. 3. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate clearance to OLE equipment can be considered. The minimum dimensions of a single face platform from the edge of the platform to the face of the nearest building structure or platform furniture shall be 2500mm for speeds up to 165km/h (100mph) and a minimum of 3000mm for speeds greater than 165km/h. W12. (Piggyback/ GB+). Dimensions from rail running edge are taken at 14mm below top of rail level. Vertical clearances to the canopy above the platform shall be minimum 2500mm up to 2000mm from the platform edge or up to 3000mm where the line speed exceeds 165km/h (100mph). distance to the face of any column shall be 2000mm. but only where alternative access is available. If lateral clearances are less than shown on the TENs Route Structure Gauge then the stock shown may not have adequate gauge clearance and must be gauge assessed by approved methods. guard and check rails. Refer to Lower Sector Structure Gauge shown in Appendix 1 of GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. (This note intentionally blank). (This note intentionally blank). 6. W6 and all passenger and locomotive stock. † Allows for OLE Normal Clearance with full tolerance. At distances beyond 2000mm or 3000mm from the platform edge. The clearance dimensions given are valid for straight and level track only and due allowance must be made for the effects of horizontal and vertical curvature. Included within the dimension is an allowance for a 700mm wide walkway and 300mm wide cable trough. All dimensions are in millimetres. Track and Trains’. including super-elevation (cant). The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. 2. the Network Rail Senior Track Principles Engineer (Gauging) or the Senior Gauging Engineer. 9. Route Type TENs routes * OLE Route? Work Type? Height to Soffit of Structure Desired Minimum Always OLE New Construction 5800 † 5450 ‡ Always OLE Alterations 5450 ‡ 5450 ‡ Rolling Stock Clearance * All UIC profiles. Permissible infringements in respect of conductor rail equipment.1c (continued): Notes on the Special TENs Structure Gauge 1. W8.8. Revision 1 Date: March 2010 Sheet 37 of 196 . 12. the Route Asset Manager (Electrification & Plant). Refer to GC/RT7014 ‘Infrastructure Requirements at Stations’. 7. The minimum. The minimum lateral and overhead clearances to be adopted in construction or reconstruction and for alterations or additions to existing track and structures associated with major projects on designated TENs Routes are depicted on this drawing. connecting with the walkways each side of the structure or where the railway operates on a ‘no person’ basis. Rolling stock shown as clear refers to vertical height clearance only. and where applicable. 5. as applicable. 13. ‡ Allows for OLE Normal Clearance with close tolerance. 10. 4. W10. Where Heights (Rail Level to Soffit of Structure) less than those shown in the table below are being considered then these are subject to special referral to. via a route in a position of safety. The minimum lateral dimension is 730mm and is shown for guidance only. It may be possible in tight situations to reduce the dimension.

200 # Horizontal [between 3000 and 3900mm above rail level] (mm) 0 26 52 78 104 130 156 182 208 234 260 286 312 338 364 389 415 441 467 493 519 # Horizontal [up to 915mm above rail level] (mm) 0 6 12 18 24 30 37 43 49 55 61 67 73 79 85 91 97 104 110 116 122 Vertical (mm) 0 15 30 45 60 75 90 105 120 135 151 166 181 196 211 226 241 256 271 286 301 1. and allowance must be made for the effects of curvature and cant.80 81 .500 301 .90 91 .30 31 .70 71 .200 101 .160 161 .750 401 .120 121 . The lowest rail is taken as rail level.40 41 . Horizontal Vertical Cant Rail Level Table 1: Allowance for Overthrow of Rolling Stock on Curves Radius (m) Greater than 5000 (and straight) 2001 . This analysis must take account of all vehicles using.110 111 .250 151 .5000 1501 .130 131 .190 191 .1000 501 .© Network Rail Track Design Handbook NR/L2/TRK/2049 A. the particular section of route. # Added only to dimensions on the inside of a curve (dimensions on the outside of a curve are unaffected). 2. where necessary.100 101 . whilst the horizontal allowance is the sum of the appropriate values from Table 1 and Table 2.150 100 or less Increase for ALL Horizontal dimensions (mm) 0 6 16 21 32 43 64 80 107 128 160 213 320 Table 2: Allowances for Cant Cant (mm) 0 up to 10 11 .2000 1001 .20 21 . More precise values can be derived from a full analysis using ClearRoute or other approved methodology. The vertical allowance should be taken from Table 2.1500 751 .140 141 .150 151 .1d: Additional Clearances required for Cant and Curvature The clearance dimensions given in the preceding sections are valid for straight and level track only.170 171 . advice shall be obtained from the Network Rail Senior Track Principles Engineer (Gauging) or the Senior Gauging Engineer. or likely to use.8. Revision Date: March 2010 Sheet 38 of 196 .60 61 .50 51 .180 181 .300 201 .400 251 .

9a. Where it is proposed that the clearance between kinematic envelopes is likely to be less than 100 mm. 3.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. this equates to an interval of 1965 mm between running edges. this equates to intervals of 2865 and 3165 mm respectively between running edges . the same minimum clearance of 380 mm shall be provided wherever possible. this dimension shall not be less than 4600 mm. they must be at such spacing as will provide the required clearances as specified in paragraph (1. Sidings: In new works and also in reconstruction of existing railways (except where otherwise approved in cases of special difficulty).2: Track Intervals New Construction Network Rail will apply the Standard Structure Gauge as a minimum for all new construction but may decide to use a larger gauge for commercial reasons on particular routes. Where the clearance between kinematic envelopes becomes less than 200 mm.8. On new lines. In reconstruction of existing railways this extra spacing may be reduced to 900 mm. 1 Clearances Between Trains 1. (With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track.normally taken as 2883 and 3188mm respectively). If such provision is not reasonably practicable. 2. 4. Network Rail will seek dispensation from HMRI beforehand. Where rolling stock examination or shunting operations are likely to be regularly performed in the siding. the maximum clearance possible shall be achieved. Where there are more than two running lines an extra spacing of 1200 mm shall be provided between each pair of running lines or additional running lines. (With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track. this equates to intervals of 3165 mm and 2865 mm respectively between running edges . 3. Network Rail will notify Her Majesty’s Railway Inspectorate (HMRI).8.normally taken as 3188 and 2883 mm respectively). In all new construction where there are only two tracks. 2 Intervals Between Tracks 1. Revision 3 Date: March 2010 Sheet 39 of 196 . normally taken as 1970 mm). the spacing between the centreline of a siding and that of the nearest running line shall be not less than 4300 mm. Requirements for intervals between sidings are given on Sheet A.1) above. 2. the lateral clearances between kinematic envelopes for adjacent tracks shall normally be at least 380 mm and track intervals will need to be increased appropriately on curves to attain this. (With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track. When existing lines are reconstructed or altered.

appropriate adjustments shall be made. Column 1 .Normal clearances with full tolerances. Where the height of a structure lies between two of the limits shown in the columns above. 9.Normal clearances with close tolerances. 2. in order to maintain the required clearances. 11. H 270 (min) 270 (min) 200 (min) 150 (min) Depth. In columns 2 and 3 the construction depths may be reduced and in column 4 shall be reduced between supports giving appropriately lower structure heights. the track tolerance is shown above the kinematic load gauge rather than below it. For ease of presentation.Reduced clearances.Special reduced clearances.© Network Rail Track Design Handbook NR/L2/TRK/2049 Column 1 Column 2 Column 3 Column 4 200 min 200 min 150 min 125 min 70 70 50 max 25 max 75 10 10 10 120 120 Note 8 120 max Note 8 115 max Note 8 75 10 10 10 200 min 200 min 150 min 125 min 25 15 15 15 4015 4015 4015 4015 H Static clearance Passing clearance A. 3. Column 4 .25 kV Uplift Designed height of contact wire K Construction depth Tolerance Passing clearance Tolerance Kinematic load gauge normal Network Rail height Track tolerance (see note 11) Designed rail level. Column 2 .4: Electrical Clearances . All dimensions are in millimetres. 7. Column 3 . the additional clearance shall be used to increase electrical clearances before increasing construction depth/uplift tolerances. 4. construction depths or uplifts apply. Height of structure above designed rail level At supports 4780 4640 4520 4440 Between supports (see note 8) 4780 4545 4425 4350 Designed height of contact wire above designed rail level 4315 4240 4190 4165 Static clearance. 5. 10.8. K 765 625 505 425 NOTES 1. The dimensions given relate to straight and level track and due allowance must be made for the effects of vertical and horizontal curvature. Revision 1 Date: December 1999 Sheet 40 of 196 . Where different load gauges. 6. Column 1 gives the recommended height for new or reconstructed structures. 8. including cant.

discussion with the OLE designer will be required.6. Toe L Y Type of Switch Length L = Switch toe to opening position Y Minimum.8. 380 mm maximum. If the above criteria cannot be met. Y = 150 Desirable.5: Design of Layouts for 25kV Overhead Electrified Lines . All dimensions are in millimetres. Y = 380 AV 4960 5966 8804 BV 5854 7002 10 245 CV 6970 8298 12 046 DV 8360 9903 14 259 EV 11 408 13 559 19 639 FV 13 985 16 639 24 133 CEN56E1 Vertical S&C SGV 16 319 19 331 27 838 GV 18 650 22 092 31 814 HV 27 002 31 643 44 752 NR60 Inclined S&C NR60C 7874 9067 12 423 NR60D 9065 10 439 14 305 NR60E 11 969 13 681 18 871 NR60F 15 021 17 298 23 708 NR60SG 19 323 22 253 30 500 NR60G 22 422 25 821 35 391 NR60H 29 807 34 327 47 050 NOTES 1. Y = 200 Maximum.1 NB: Designers are advised to seek specialist advice at the earliest stage of a project.8. 2. 200 mm desirable. Revision 6 Date: June 2006 Sheet 41 of 196 . However. the following general information may be of assistance:- Relationship between S&C switches and Overhead Structures The standard design for overhead electrification requires a supporting structure to be located at a position along the track where the dimension Y (shown in the diagram below) measured between running edges is: 150 mm minimum. 3. Continued on sheet A.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.

Location of S&C in relation to Level Crossings The location of S&C within 600 metres either side of a level crossing should be avoided.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. For example: 200mm 200mm 200mm 50 m etres H eadspan H eadspan Location of S&C in relation to Overbridges If the switch toe of any turnout can be located at a distance greater than 50 metres from the nearest face of an overbridge. where possible. a track interval of 3800 mm (R. Track intervals In designing new multi-track layouts for electrified lines. Where headspans are to be provided.6: Design of Layouts for 25kV Electrified Lines . Overhead clearances All bridge. the location of S&C. A distance of 50 metres is to be applied between the desirable 200 mm running edges opening point for followon switches. preferably at 1:20 scale. can be applied as follows:1. This distance can be reduced but consultation is advised with the OLE designer at this stage. the 200 mm running edges opening points are to be located in line across. Revision 1 Date: December 1999 Sheet 42 of 196 . tunnel and awning profiles where lines are to be electrified should be made available to the OLE designer at the earliest possible stage.2 Having satisfied all permanent way design parameters. this should result in no design problems for the overhead wiring.E. to give desirable mast positions.s) will provide sufficient clearance for overhead support structures to be erected in that interval.8. 2. and only adopted after consultation with the OLE designer.

Load gauge W5 (static) 1104 855 220 280 23 60 50 155 A Side ramp Conductor rail +10 185 76 . B: x = -285. there must be no permanent obstructions within this area Running rail level '0' Conductor rail insulator Boundary of mechanical clearance 50 Conductor rail insulator clip C D 50 405 675 10 TRACK ENGINEER'S BOUNDARY OF MECHANICAL CLEARANCE Rectangular coordinates of index points A.8. B. y = 86 C: x = -285. C and D are to be measured from origin '0' on the railhead centreline. y = -115 All dimensions are in millimetres. y = 15 D: x = -250.3 50 B Running rail level 100 280 64 With the exception of approved electric track equipment. Straight lines are horizontal or vertical as perceived.7: Relationship of Conductor Rail to Standard Load Gauge Revision 1350 W6A load gauge (kinematic) . y = -160 Sheet 43 of 196 Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Centre line of vehicle Electrical clearance to rolling stock © Network Rail 1295 A. A: x = -320.

See RE/PW general arrangement drawings for standard conductor rail positions. the conductor rail shall be terminated with the midpoint of the end ramp level but not beyond the switch tips. Site specific requirements will be indicated on the relevant conductor rail layout drawing. ‘Z’ not less than 200 mm between conductor rails.Type of switch A B C D E F B C D E F (BH) F (FB) Distance L 4960 6320 7965 9490 12 660 15 780 5545 6950 8320 11 100 13 880 15 280 Inclined Fine entry Inclined Short fine entry Type of switch A B C D E F SG G A B C D E F Distance L 7280 8390 10 160 12 180 15 610 18 400 20 470 25 030 6360 7475 9245 11 265 14 695 17 480 Slip switches CEN56E1 Vertical Type of switch S7 S7½ S8 S9 S10 AV BV CV DV EV FV SGV GV HV Distance L 5210 5475 5640 6170 7090 6025 7070 8380 9995 13 685 16 795 19 510 22 300 31 650 NR60 Inclined Type of switch C D E F SG G H Distance L 9067 10 439 13 681 17 298 22 253 25 821 34 327 Y X X 760 w ith Track speed lin e lo w e r Z T ra c k w ith h ig h e r lin e s p e e d L C le a ra n c e fo r C la m p lo c k m e c h a n is m s NOTES 1. These are minimum requirements. 2. 4.8: Conductor Rail Positioning at Switches Revision 6 Inclined curved planed . All possible conductor rail positions are shown.8. Track Design Handbook NR/L2/TRK/2049 Date: June 2008 S w itc h to e s © Network Rail Inclined straight planed A. and gauged to the faster running line. actual requirements for conductor rails shall be indicated on the relevant conductor rail layout drawing. Conductor rail to be installed so that a minimum electrical clearance of 75 mm to other earthed metalwork. 6. All dimensions are in millimetres. 5. is maintained. ‘Y’ not less than 1055 mm between running edges (not less than 915 between outside edges). including track components. At locations where point motors are fitted. Sheet 44 of 196 3. ’X’ not less than 200 mm between running edges.

TRACK GEOMETRY REQUIREMENTS FOR SIDINGS Horizontal alignment Horizontal curves shall be designed to take account of the curving characteristics of vehicles likely to use the siding. Track gauge is taken as 1435 mm.2 for intervals between sidings and running lines. Exceptionally. plus an allowance for stopping accuracy . Vertical alignment Where possible. 2.8. 3.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. 3.8. a space between the groups of sidings of 5370 mm (running edges) should be provided for the installation of overhead masts. Vehicle coupling designs.e. 2. 4. standing or berthing sidings should be on the level. The exceptional minimum radius on sidings shall be 125 m.9a: Sidings . whether straight or curved. See sheet A. The need for a length of straight track or transition between small radius reverse curves shall be considered. In overhead electrified sidings. Length Sidings shall be of sufficient length to accommodate the train intended to use them.) 4005 2570 5505 4070 Oil fuel sidings (subject to the size of the fuelling equipment) 5405 3970 NOTES 1. etc. stabling sidings) 3405 1970 5305 3870 Activities between tracks (i. preferably in groups of not more than five. The likelihood of buffer locking. The normal minimum radius on sidings shall be 150 m. cleaning. All new and re-laid sidings. 2. this may be reduced to the length of the train plus 10m. Intervals Track intervals Between tracks Between groups Track centrelines Running edges Track centrelines Running edges No activities between tracks (i.e. shall be designed without cant. A length of straight track not less than 3 m long shall be provided between the reverse curves if one of the curves has a radius of less than 160 m. When this is not possible. Sidings are to be arranged. watering. examination. Tracks are assumed to be straight.normally the length of the train plus 20m. Revision 3 Date: June 2008 Sheet 45 of 196 . The requirements for the alignment of track at buffer stops and arresting devices are set out in GC/RT5033. preheating. The ability to traverse the curves of vehicles likely to use the sidings.Layouts and Geometry Requirements GUIDELINES FOR SIDING LAYOUT DESIGN Grouping 1. taking into account the following factors: 1. the track gradient of sidings where vehicles stand shall not be steeper than 1 in 500 and should not fall towards the running line connections.

4 Survey Points 1. A sleeper shall be selected at each end of the siding to define the straight. Note: For an on-track machine to be calibrated correctly the contact between the reference rail and the machine trolley must be consistent. The ‘Reference Rail’ shall be marked at both ends of the siding next to the survey point and at 20 metre intervals throughout the siding. The maximum allowable twist is 1 in 1000. 2. and a choice of rail pad is available. New or serviceable concrete sleepers. For best results the calibration is adjusted and then tested on straight track while the vehicle is moving. There will be a clear line of site between these sleepers to enable the use of the optical instruments to construct and maintain the siding. A special check shall be made on gauge and sleepers selected such that gauge on the finished siding is within a tolerance of +3mm / -0mm to the original design gauge for the sleeper type chosen 3. One rail shall be selected as the reference rail.9b: Construction of On-Track Plant Calibration Sidings 1 General 1. A calibration siding shall be 150m in length.10mm of a straight line between the sleepers marked as survey points at each end of the siding. 2. The alignment shall lie between +/. On Track Plant requires regular calibration of the lining system. The cross level will be within 3mm of design. 4. The sleeper will be painted yellow next to the reference rail and marked with ‘RR’ in black the four foot with a black arrow pointing to it. insulators and fastenings shall be used. shall be used and shall be of a uniform type throughout the length of the calibration siding. Note: This is equivalent to the track geometrical construction tolerances for track with a line speed of up to 125 mph. New pads. 2. This specification describes the requirements for the construction of new calibration sidings. The versine measured on a 20m chord will not exceed 5mm. The machine measurement trolleys shall therefore always be preloaded to this rail. The minimum ballast depth shall be 150mm measured from the bottom of the sleeper. A sign will be attached in the 4 foot of the track at each end of the calibration siding bearing the words ‘CALIBRATION SIDING. Revision Date: June 2008 Sheet 46 of 196 . preferably with a nominal design gauge of 1432mm.8. the more resilient pad shall be used. This will be marked ‘Reference Rail’ and will be the reference used for construction and maintenance of the siding and for calibration of on-track machines. 5 Marking 1. 3. 3 Construction materials specification 1. 4.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. New or serviceable CEN56 or CEN60 rail shall be used. 2. 3. 2 Construction Specification 1. The accuracy of the calibration affects the ability of the machine to create an alignment that replicates the design input into the machine. DO NOT TAMP’. This operation requires a considerable length of straight track. 3. The vertical profile will be within the range of +0mm and -30mm of the design position and overlapping 20m chords will vary by a maximum of 7mm. At Survey Points the sleeper shall be painted yellow across the fourfoot and marked ‘SP’ in black letters in the centre. If serviceable rail is used it shall be free from deformation and wear around the gauge corner and gauge face where the machine measuring trolley will contact the rail. Ballast shall conform to NR/SP/TRK/006 Track ballast. Where serviceable sleepers are used.

2.11) 3415 Cantrail X Y Figure 2 In Figure 2. 3. see sheet A.7.1 Manual rules for calculating passing clearances where safety validated kinematic envelope computer programmes are not available. The clearance dimensions given in Figure 1 are valid for straight and level track only.7. Kinematic envelope Normal 300 Notify HMRI 200 HMRI dispensation 100 required 3020 But see notes 1 & 5 Maximum width of rolling stock over all projections 1510 But see notes 1 & 5 Figure 1 NOTES 1.8. the cant on the left hand track is shown as x and that on the right hand track as y.7. Due allowance must be made for the effects of end and centre throw on curves.7.274 ( X – Y ) NB: If tracks are canted towards each other.7.8.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.1.3 and A.8. and also of superelevation. Effect of differing cants on each track: (Notes continued on sheet A. cants must be added together.7 and A. Revision 1 Date: December 1999 Sheet 47 of 196 . for NR60 inclined S&C. For this illustration x is deemed to be greater than y. Reduction in passing clearance at cantrail level is given by: ⎛ 3415 -------------⎞ × ( X – Y ) ⎝ 1502⎠ = 2. also for possible increments in the dimensions of the kinematic envelope.4 for vertical 113A S&C.10: Passing Clearances . A. For details of curve overthrows.6.7. 4.7. 2. A. For values of end and centre throw on switches. see sheets A. and sheets A.

8. shown in Figure 1 on sheet A. The values shown in tables 1 and 2 on sheet A.8. 471. The vehicles concerned have been grouped into four types as follows: Type A Classes 150.7.8. Column 3 Routes used by Types A. C and D.1 and Mk. but with no allowance for cant (see Note 4). after an allowance for end and centre throw. 159. 00 metres End Throw 1mm on a 21 000 metre radius curve Centre Throw 1mm on a 45 125 metre radius curve (The End Throw and Centre Throw figures above are generated using the formulae shown on sheet A.12 give the track interval which provides 305 mm passing clearance between static body profiles.2 NOTES . 166. 507. 331. Bogie Centres 14. Mk. 323. 309. Modern vehicles have their own characteristics and it is not possible to group them under a single kinematic envelope.11: Passing Clearances . In the absence of kinematic envelope information. 5 coach. 465. Column 2 Routes used by Types A and B only. The requirements are more onerous than those which satisfy the British Railways C1 Gauge and each case should be examined individually.173 metres End Throw 1mm on a 21 600 metre radius curve Centre Throw 1mm on a 25 110 metre radius curve Type B Classes 153. 508. 4. 155. The kinematic envelope of width 3020 mm. 8.2 coaches and the older Diesel Multiple Units. 00 metres End Throw 1mm on a 29 330 metre radius curve Centre Throw 1mm on a 32 000 metre radius curve Type C Classes 373 and similar. Mk.70 metres End Throw 1mm on a 24 200 metre radius curve Centre Throw 1mm on a 43 710 metre radius curve Type D Mk. it is permissible to consider the problem using information applying to the static situation. B. Column 4 Routes used by Types A. 171. 6.10. 1 and Mk. Revision 1 Date: February 2007 Sheet 48 of 196 .Continued from sheet A. 165. Bogie Centres 19. Bogie Centres 18. 313 to 322 incl. B and D only.8.. 3 and Mk. These include Mk. 455. 7. 2. The following tables on sheet A8.10 5. is appropriate to vehicles constructed to the British Railways C1 Rolling Stock Gauge.12 allow for the worst cases under the following conditions: Column 1 Routes used by Type A only.1). 156. 158. 253 and 254 (HST). Bogie Centres 16.© Network Rail Track Design Handbook NR/L2/TRK/2049 A.

© Network Rail Track Design Handbook NR/L2/TRK/2049 A. 1801 1813 1828 These values may be used as appropriate at those locations where such track intervals already exist and cannot be sensibly corrected. Table 2: Minimum Sixfoots (mm. 2025 2072 2132 2211 * 373 and similar stock. must be considered as separate cases kinematically and reference should be made to the Network Rail Track Geometry & Gauging NST.3 Table 1: Sixfoots to be Used for Design Purposes (mm. Revision Date: March 1996 Sheet 49 of 196 . Running Edges). to achieve 305mm passing clearance between body profiles in the static condition. categorised as Type C for these purposes. Running Edges) Curve radius m 1 Type A vehicles passing type A vehicles 2 Type B vehicles passing type B vehicles 3 Type C vehicles passing type C vehicles Straight to 250 1970 1970 1970∗ 225 1970 1970 200 1970 1970 180 1970 1992 160 1986 2030 140 2028 2078 120 2084 2141 4 Type D vehicles passing type B vehicles 1970 1970 1988 * This dimension applies to straight track only. Curve radius m 1 Type A vehicles passing type A vehicles 2 Type B vehicles passing type B vehicles 3 Type C vehicles passing type C vehicles 4 Type D vehicles passing type B vehicles Straight 1693 1693 1693 5000 1702 1704 1704 2000 1716 1720 1720 1500 1724 1729 1729 1000 1740 1747 1747 900 1745 1753 1753 800 1750 1760 1760 750 1756 1765 1765 700 1760 1770 1770 650 1765 1776 1776 600 1771 1783 1783 550 1778 1791 1791 500 1787 1801 450 1797 1813 400 1810 1828 375 1818 1837 1837 350 1827 1847 1847 325 1837 1859 1859 300 1850 1872 1876 275 1864 1889 1897 250 1881 1908 1921 225 1902 1932 1951 200 1928 1962 1988 180 1954 1992 2025 160 1986 2030 2072 140 2028 2078 2132 120 2084 2141 2211 See note on 373 type stock above. see note. due to site constraints. after allowance for throw.12: Passing Clearances .8.

3. @ Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements shall be calculated from the particular kinematic envelope with an allowance made for structural clearance. 7. 4. non-track faces.to be 2000* from platform edges * + W) (6000 * + W ) where speeds > 165km/h ISLAND PLATFORM NOTES 1. see sheet A. 9. Ramps at each end of a platform are to be 2000 wide∗ and not steeper than 1 in 8. including cant. 5.8. 8. All dimensions are in millimetres. i. building 275 # # 730 @ 915 # Running edge 0 a 890 * 35 * from 250 # Vehicle floor or step or platform furniture 2000 the platform edge Surface crossfall 1 in 100 minimum 1 in 40 standard 1 in 8 maximum a = 300 * or 800 * when there are platforms both sides of a single track W (4000 W = W idth of any structure.8. Revision Date: March 1996 Sheet 50 of 196 . All dimensions shown are for straight and level track. 2. building or platform furniture .13: Platform Structure Standards 2380 * * where speeds are > 165km/h Platform width 2500 3000 * Headroom 2500* Overhead structure or hanging sign Face of nearest structure. The back edges of platforms. # Indicates a maximum dimension.1. ∗ Indicates a minimum dimension. are to be fenced to a minimum height of 1500 mm.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. 6. For clearances to/from the kinematic envelope. allowances must be made for the effects of vertical and horizontal curvature.e. Longitudinal gradient through platforms to be not steeper than 1 in 500.

Location of new platforms Horizontal track alignment through station platforms Station platforms shall be located on straight track unless the particular geographical characteristics of the site and the characteristics of the railway infrastructure at the proposed location of the platform do not provide a reasonable opportunity for achieving this. L= maximum length of train to be accommodated. Where the gradient is not constant. consideration shall be given to the following: a) Train to platform stepping distances. useable widths. Train splitting into two portions. this allowance may be used at both ends of a platform. Group Standard Requirements See GI/RT7016 for the requirements regarding length of platforms. Vertical track alignment through station platforms Wherever possible. (L1 + L2) where two separate trains are to be accommodated. consideration shall be given to the need for additional arrangements to ensure safety. Train continuing complete P=L+A Case 2. Before station platforms are located on curved track. joining and continuing as one P = L1 + L2 + A + A Case 6. taking the types of train likely to call at the platform into account b) Visibility (either direct.8. to give the correct stopping position at a point 2 metres from the face of a buffer stop. A= allowance for inaccurate stopping as detailed in Group Standard GI/RT7016. 2. D= This is a negative allowance to be used only in cases of special difficulty. Two trains arriving separately.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. or by mirrors) along the length of trains for train crew and station staff responsible for dispatching trains. Case 1. S= allowance for splitting a train into two portions. 3. Station platforms shall not be located on horizontal curves with radii less than 1000 m. by means of CCTV screens. both of which will continue forward. second train terminating and reversing (without attaching) P = L1 + L2 + A + A + B Revision 1 Date: June 2008 Sheet 51 of 196 . and clearances to structures.14: Platform Alignments and Lengths 1. If the driver’s door is not at the end of the coach or locomotive an allowance of -1m may be made. Train terminating and reversing P=L+A+B Case 3. the average gradient shall be measured over the length of any train likely to use the platform in its planned stopping position. Train splitting into two portions. Where platforms are located on gradients steeper than 1 in 500. both continuing P=L+A+S Case 4. B= buffer stop allowance taken as 2m. platforms shall be located on track with an average gradient not steeper than 1 in 500. in addition to A. one reversing P=L+A+S+B Case 5. It is permissible for platforms to be located on track with average gradients steeper that 1 in 500 provided trains are not planned to terminate or reverse at the platform. The gradient through the platform shall be constant unless the particular geographical characteristics of the site and the characteristics of the railway infrastructure at the proposed location of the platform do not provide a reasonable opportunity for achieving this. normally taken as 5 metres. Calculation of minimum Platform Length for splitting and joining of trains P= minimum platform length. Stabled train in platform. On multiple unit stock only. taken as 4 metres.

2.e. shall be 1391mm. i. Track Construction Standards.9. The outside rail shall be considered as the datum rail for all gauge widening. the dimension from the gauge face of the outside rail to the active face of the check rail. Track gauge and check rail flangeway dimensions are shown in Network Rail Company Standard NR/SP/TRK/102.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. Changes in gauge and flangeway widening shall not be steeper than 1 in 400. 4. 3 mm per 1200 mm nominal.1: Gauge Widening on Plain Line Curves NOTES 1. Revision 3 Date: February 2007 Sheet 52 of 196 . i. Check rail gauge. 5. approximating to two sleeper spaces.e. 3. Gauge widening must not be applied to S&C without permission of the Head of Track Engineering at Network Rail HQ.

Line speed (mph) Up to 20 25 to 60 65 to 95 100 to 125 Permissible gauge change over 3m 6mm 5mm 4mm 3mm Distance for gauge change from 1432 to 1438 3. 4.© Network Rail Track Design Handbook NR/L2/TRK/2049 A. When CEN60 plain line (nominal gauge 1438mm) abuts with track of nominal gauge 1435mm.between CEN60 plain line and 1432mm gauge track When CEN60 plain line. sufficient 1435mm gauge CEN56 sleepers should be used to limit the rate of gauge variation to 3mm in 1200mm (nominally 2 sleepers or as shown in the table below). Revision Date: June 2008 Sheet 53 of 196 . 5F40 & 5EF28 sleepers have a designed gauge of 1435mm (+/-2mm).0m Number of 1435mm gauge sleepers required 4 5 6 9 NOTES 1.or by G44 sleepers configured for CEN56E1 track (see Note 3). G44 sleepers configured for CEN60E1/E2 track have a designed gauge of 1438mm (+2/-1mm).2: Gauge Transition .9. This may be achieved by using 5F40 or 5EF28 sleepers (see Note 2) .5m 6. 3. abuts with track of nominal gauge 1432mm. G44 sleepers configured for CEN56E1 track have a designed gauge of 1436mm (+2/-1mm).6m 4. 2. nominal gauge 1438mm.0m 3. no special measures are required to control the gauge variation.

TRANSITION CURVE . HIGH CANT DEFICIENCY CURVES . the transition is in the form of a clothoid. Any amendments/additions to these must be published in the approved manner.) It should be noted that speeds will normally be governed by curvature and its associated cant. and NEGATIVE when the inner rail on a curve is raised above the outer rail. e. It is normally provided between two lateral circular curves of differing radii.All permissible and enhanced permissible speeds are listed in the relevant publication known as the “Sectional Appendix” for a particular route. EQUILIBRIUM CANT .is the speed of a vehicle on a curve with a particular cant such that the resultant force of the weight of the vehicle and the effect of centrifugal force is perpendicular to the running plane of the rails. not tilting trains) may traverse a curve with associated transition curves when radius. All Permissible Speeds are shown in the relevant Sectional Appendix.is the sum of the rate of change of cant and the rate of application of tilt and represents the total rate of rotation experienced by a passenger on a tilting train. EQUILIBRIUM SPEED . TWIST. but may also be affected by clearances. relative to the maximum speed of a vehicle passing over the transition curve expressed as the change of cant or cant deficiency in mm per second of travel.g.is the rate at which cant or cant deficiency is increased or decreased. 20. COMPOUND CURVE .indicates the amount by which the designed cant (superelevation or crosslevel) is increased in a given length of track. DESIGN SPEED . CANT GRADIENT . CANT DEFICIENCY .1.g. It is expressed either as an average gradient over a given base distance or as a dimension in millimetres by which the crosslevel varies over the base length.a curve formed of two similar flexure circular curves of differing radii. cant. CANT (superelevation. 15.is a cant gradient which is steeper than 1 in 400 and has irregularities imposed on the design cants. ENHANCED PERMISSIBLE SPEED . often approximated by a cubic parabola. 1 in 1200 means that a cant of 1 mm is gained or lost in 1200 mm of track. or between a lateral circular curve and a straight.is the highest speed at which conventional trains (i. 5. The vehicle is then said to be in equilibrium.is the vertical difference in height of the two rails of a track measured at the centre lines of the heads of the rails. REVERSE CURVE . The Permissible Speed includes what have previously been referred to as Permanent Speed restrictions (PSRs). If the variation is linear.a curve of constant radius.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. There may be more than one Enhanced Permissible Speed applicable to a given section of line.is the highest permitted speed (higher than the Permissible Speed) applying to a specific type of train over a section of line operating at cant deficiencies in excess of those permitted at the Permissible Speed.1: Definitions for Curving Rules CIRCULAR CURVE . 10.e.is the difference between the applied cant on the track and the equilibrium cant for the vehicle at the particular stated speed. or crosslevel) . RATE OF ROTATION OF CARBODY .a curve formed by two circular curves of opposite hand. which may be connected by a transition curve. All Enhanced Permissible Speeds are listed in the relevant Sectional Appendix. It is POSITIVE when the outer rail on a curve is elevated above the inner rail. which may be connected by a transition curve. SECTIONAL APPENDIX . signal sighting and other engineering requirements. All speeds are quoted and signed in multiples of 5 mph (e. Cant Gradients should always be flatter than 1 in 400. PERMISSIBLE SPEED .is the speed in miles per hour for which a stretch of track is to be or has been designed. Non-linear forms are also available. cant deficiency.is that cant at a particular speed at which the vehicle will have a resultant force perpendicular to the running plane of the rails.are those curves where specific train fleets have permission to run at cant deficiencies in excess of 150 mm. etc. cant gradient and rates of change of cant and cant deficiency have all been taken into consideration. depending on the characteristics of the particular train fleet. Revision 2 Date: February 2002 Sheet 54 of 196 . RATE OF CHANGE OF CANT OR CANT DEFICIENCY .a curve of constantly varying curvature.

Revision 7 Date: March 2010 Sheet 55 of 196 . 2.1: Curving Design Values .in Other S&C (with 50 mm FWC) 110 mm 110 mm Cant .3. OR (c) they are specifically approved by the Head of Track Engineering at Network Rail HQ.curves (where R is the radius in metres) Cant .60 mph 1 in 400 1 in 400 65 .Cant and Rate of Change of Cant Parameter / Constraints Normal Design Value Maximum (or Minimum) Design Value Exceptional Design Value (where different from Max.e.5. 5. Cants in excess of 110 mm in platforms will only be permitted if platforms are to gauge and level and all HMRI requirements are met.on fixed obtuse crossings 110 mm 110 mm Negative Cant . 6.95 mph 1 in 500 1 in 400 100 mph and over 1 in 600 1 in 500 1 in 400 Switch Toes None None 1 in 800 Swing Nose Crossings None None 1 in 1200 1 in 600 None 1 in 1200 1 in 1500 1 in 2500 30 m 25 m Rate of Change of Cant for Permissible Speed 35 mm/s 55 mm/s 85 mm/s Rate of Change of Cant for Enhanced Permissible Speed 35 mm/s 75 mm/s 95 mm/s Rate of Rotation of Car Body 140 mm/s 180 mm/s 200 mm/s Turnout Rail opposite Common and Obtuse Crossings (See Note 3) Switch Diamonds Minimum Cant Gradient Minimum Length of Transition (See Note 4) NOTES 1.in platforms 110 mm 110 mm 130 mm (see note 2) Cant Excess at the normal operating speed of the slowest trains on a curve when running under clear signals 110 mm 110 mm (R-50)/1.on the turnout route and adjoining plain line 0 mm 80 mm Cant (mm) on sharp .i. Minimum transition lengths are necessary to support the manual control of tampers. A maximum design value of 50 mm of cant may be permitted in BV or BVS switches. FWC = The designed minimum Free Wheel Clearance through switches.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. Complex S&C is as listed in the table on Sheet B.2. Cants in excess of 150 mm will only be permitted where: (a) they existed before 1st July 1999.5 150 mm 150 mm 0 mm 0 mm Cant . Bearer rake and baseplate thickness must remain constant through the crossing (see Sheet B.in S&C on Concrete with 60 mm FWC Cant .11.in Complex S&C (see note 5) Maximum Cant Gradients:0 .1). 3. Short ‘element’ lengths (curves or straights) should also be avoided as they are difficult to replicate and constant changes in deficiency lead to poor ride quality.5 (R-50)/1. OR (b) they are located where trains are unlikely to stop AND use of a higher cant will remove a dip in the Permissible Speed Profile or Enhanced Permissible Speed Profile AND Transport and Works Act powers would be required for realignment.) Cant . less than 290 m radius .on fixed obtuse crossings 0 mm 0 mm Negative Cant . 4.existing and upgraded lines 150 mm 150 mm 180 mm (see note 1) Cant .

3. 4. Enhanced Permissible Speeds are not applicable on the turnout route of S&C. Revision 8 Date: March 2010 Sheet 56 of 196 . any change in cant deficiency on the approach to or exit from the S&C. level crossing. light engines and class 140 to 144 trains PROVIDED THAT no spring catch point.2. direct fastening structure or other feature that is likely to contribute to lateral misalignment is situated on the curve or transition where 110 mm Cant Deficiency is exceeded. both routes must be regarded as turnout routes. 8.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. The exceptional cant deficiency on the through route of S&C with swing nose crossings is 200 mm. c) high speed flares have been provided on the check rails and on the facing wing rails on crossings installed on the low rail.) Jointed track 90 mm 90 mm 110 mm (see note 1) CWR for Permissible Speed 110 mm 110 mm 150 mm (see note 2) Plain Line CWR for Enhanced Permissible Speed (EPS) on datum plated curves of radius (see note 3): 700 m and over 265 mm 265 mm 400 to 699 m 150 mm 225 mm under 400 m 110 mm 110 mm 110 mm 110 mm S&C not designed to withstand stressing 90 mm 90 mm S&C designed to withstand stressing with Cast Centre Block common crossings with welded on legs or tight jointed Cast Monobloc crossings 110 mm 110 mm Complex S&C (see note 8) and switches without backdrives 50 mm 50 mm Adjustment Switches 300 mm 150 mm (see note 2) Through Route of S&C 150 mm (see notes 4 & 5) Turnout Route of S&C (see notes 6 & 7) At switch toes 125 mm Fixed obtuse crossings 75 mm Elsewhere in Vertical S&C 90 mm Elsewhere in NR60 S&C 110 mm NOTES 1. b) the main line radius is flatter than 400 metres. 6. 2. d) there are no longitudinal bearers.Cant Deficiency Parameter / Constraints Normal Design Value Maximum (or Minimum) Design Value Exceptional Design Value (where different from Max. Enhanced Permissible Speeds apply to specific trains only.3.11. Complex S&C is as listed in the table on Sheet B. maintenance regime. 7. level crossings or direct fastening structures on the approach to or exit from the S&C. All values of cant deficiency in excess of 150 mm must also take into consideration the effects of wind on curves (See GC/RC5521).2: Curving Design Values . Applies to passenger type bogie rolling stock with air suspension. 5. Applies to passenger type bogie rolling stock. Cant deficiency above 110 mm in S&C may only be applied when: a) The S&C is NR60. Speeds must be calculated using cant deficiencies which do not exceed the maximum operating cant deficiency of the particular train. Differential speeds may be required to limit the speed of freight traffic. maximum 13 tonne axle weight. On leads which have been designed as ‘split equal’. e) and the following have been considered and the assessment recorded with the design information: degree of track fixity. all seats full.

33 mm/sec may be applied to the transitioned part of the turnout line between the heel of the switch and the IP of the crossing. NOTES 1.2.© Network Rail Track Design Handbook NR/L2/TRK/2049 B.2. Not all trains may be able to run at these values. Turnout Route of S&C BS95RBH rail 55 mm/s 55 mm/s BR109.) Permissible Speed 35 mm/s 55 mm/s 70 mm/s Enhanced Permissible Speed (See Notes 1 and 2) 35 mm/s 110 mm/s 150 mm/s Plain Line and Through Route of S&C Note: Normal Design and Maximum Design Values may be increased by 33% if the transition is of Bloss form.Rate of Change of Cant Deficiency Parameter / Constraints Normal Design Value Maximum Design Value Exceptional Design Value (where different from Max.6 & C.5 times the average rate of change of cant deficiency shall be used. For transitions where cant deficiency exceeds the value at which maximum tilt occurs.4 for Cubic Parabola transitions.e. Maximum rate of change of cant deficiency of 80 mm/sec. ignoring effects on the leading vehicle(s)]. an exceptional value of 93.2. On an NR60 transitioned turnout only.2. then 1. CEN56E1 (BS113A) Flat Bottom rail.3 & C. These figures are maxima. Inclined 55 mm/s 55 mm/s CEN56E1 (BS113A) Flat Bottom rail. Vertical 80 mm/s 80 mm/s NR60 Inclined 80 mm/s 80 mm/s Switch Toes (all forms of S&C) 93.3: Curving Design Values .33 mm/s (See Note 3) It is permissible to disregard the rate of change of cant deficiency at the switch toes. If the transition is of the Bloss form. sheet C.7 for Bloss transitions].1. Revision 4 Date: March 2010 Sheet 57 of 196 . C. C. [See sheets C. BS110A. the average rate of change of cant deficiency over the length of a clothoid or cubic parabola transition shall be used.2.2.2. 2.2. These rates should be calculated based on a vehicle which has no tilt lag [i. 3.2.5 for Clothoid transitions and sheets C.

© Network Rail

Track Design Handbook NR/L2/TRK/2049

B.2.4: Curving Design Values - Guidance on Circular Curves
Cant & Cant Deficiency
Trains travelling around curves are subjected to lateral acceleration, this is normally offset in part by the application of
cant, the remaining lateral force is referred to as the ‘cant deficiency’.
All curves should be designed to operate with some cant deficiency to aid steering. Curves should be designed so that the
cant deficiency (for conventional trains) does not normally exceed 60% of the applied cant on jointed track or 73% of the
applied cant in continuously welded track. Exceptionally this may be increased to 73.3% for jointed track and in excess of
100% for continuously welded track. Values in excess of 100% in CWR will require the approval of the Head of Track
Engineering at Network Rail HQ.

Tilting Trains
Tilting trains generally run about 20% faster then non-tilting trains. Designs should be generally based on Permissible
Speeds and checked for suitability for Enhanced Permissible Speeds. Only if the speed differential exceeds 20% should
curves be designed for Enhanced Permissible Speed and checked for Permissible Speeds. In all cases, the alignment and
clearances to structures and other tracks should be checked at all speeds quoted for tilting, non-tilting and freight trains.
Cant deficiency for tilting trains should not normally exceed 200% of the applied cant.

Design
Cant is normally applied to the high rail but may be split between high and low rails (if the low rail can be lowered).
Each track of a double (or multiple) line shall be treated separately. This is particularly important on steep gradients, where
slow moving freights may restrict the cant that may be applied (excess cant values) and on tracks where lines have
different speeds (e.g. Fast and Slow lines). In exposed places, where high winds may be experienced, it is undesirable to
apply cant to the maximum value.
For each track, and particularly through areas of complex curvature such as compound curves and S&C on a curved
through alignment, it is prudent to plot the applied cant, and cant deficiency (or excess) against chainage for the design
alignment, highlighting key track features such as switch toes, crossing noses, through bearer limits, longitudinal timber
systems and expansion switches as this will greatly facilitate optimising the applied cant to produce a profile that gives
both the best passenger comfort whilst meeting the design values and limits.
Exceptional Design Values shall only be used after an assessment of the additional risks involved has been undertaken
and consideration given to the amelioration of those risks. Such assessment shall accompany the design for approval.
New lines should, whenever possible, make use of Normal Design Values. Values up to the Maximum (or Minimum)
Design Values may be used when necessary for new construction and realignments.
The number of individual elements (straights or curves) shall be kept to a minimum. Each element shall be as long as
possible, and shall not normally be of a length equal to less than 2 seconds at a maximum line speed.

Switches & Crossings
When switches and crossings are located on curved track, cant may be applied up to the maximum, provided that the
turnout is of similar flexure to the main line or through line. If the turnout is of contrary flexure, the cant to be applied to the
main or through line shall not cause the maximum permitted value of negative cant (see Sheet B.2.1) to be exceeded on
the turnout.

Cant Deficiency & Rolling Contact Fatigue
Research into rolling contact fatigue (RCF) has shown that the rate of growth of RCF can be reduced significantly by
increasing the cant deficiency on a curve. The effect will be greatest in curves in the 1000 m to 2500 m range where
vehicles with primary yaw stiffnesses in excess of 16 MNm/radian operate. In tighter curves the reduction in RCF is less
significant but sidewear can be reduced with increased cant deficiency.
Where rail life due to RCF has been found to be less than 5 years, and where whole life costs make it economic to do so,
then cant deficiencies in excess of cant may be applied subject to site specific approval by the Head of Track Engineering
at Network Rail HQ.

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B.2.5: Curving Design Values - Guidance on Transitions
Transitions should be provided between circular curves unless:
1. At permissible speed for conventional trains, the rate of change of cant deficiency on a 12.2m virtual transition
meets the requirements for rate of change of cant deficiency.
2. At enhanced permissible speeds up to 31mph (50km/h) or through switches and crossings for tilting trains, the
rate of change of cant deficiency on a 12.2m virtual transition meets the requirements for rate of change of cant
deficiency for permissible speed.
3. At enhanced permissible speeds over 31mph (50km/h) transitions must be provided if the change of cant
deficiency exceeds 100mm for trains with a rate of tilt application between 4 and 5 degrees per second (pro rata
for other rates of tilt). Transitions are recommended if the change of cant deficiency exceeds 50mm.
4. The transition is given by switch toes - where the rate of change of cant deficiency shall be ignored.
For permissible speeds up to 50mph and enhanced permissible speeds up to 70mph, design of transitions will
normally be determined based upon cant gradient rather than rate of change of cant. Both of these guideline speeds
are based on maximum design values.
Cant should be applied to transitions in proportion to the curvature (i.e. l/radius). For a clothoid and its
approximation, the cubic parabola, this is a linear increase in cant with distance. Other forms of transition (such as
Bloss) give a non-linear cant increase and may only be used when installation and maintenance equipment is
capable of installing and maintaining the alignment.
Both ends of all transitions shall be clearly marked on site and the cant marked up on the transition in 5mm intervals.
In the case of curves without transitions, the change of cant shall be applied over the length of the virtual transition
by applying the principles set out on Sheet B.3.4.
On transitions between reverse curves with no intervening straight, the point of zero cant shall coincide with the
reverse point (point of zero curvature). Where possible, the rates of change of cant, cant deficiency and curvature
shall be the same on either side of the reverse.
Transitions will generally need to be designed to accommodate conventional trains travelling within normal
permissible speeds (even though they are also intended and designed for tilting trains at Enhanced Permissible
Speeds).
The minimum Normal Design transition length is 30 metres; the Minimum Design value is 25 metres. Minimum
transition lengths are necessary to support the manual control of tampers.

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Date: March 2010

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B.3.1: Curve Formulae
Symbols:
Vmax = Maximum speed in km/h
Ve = Equilibrium speed in km/h
R = Radius of curve in m
E = Cant in mm
D = Cant deficiency in mm

Maximum Speed on circular curve:
R
( E + D )----------------------11.82

V max =

Equilibrium Cant:
2

11.82 × Ve
E = ------------------------------R

Equilibrium Speed:
Ve =

R×E
--------------11.82

Switches - Effective Radius:
To calculate the theoretical cant deficiency at the toes of switches, an effective radius is used.
It is calculated by placing a 12.2m chord centred on the switch toe, and using the versine v measured at the toe:
2

C
R = ------8v
2

then:

11.82V
D = ---------------------R

For formulae relating radius to tangent length, chord length, offset, versine etc., see Sheet C.1.2.

Revision 1

Date: December 1999

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B.3.2: Speeds Through Turnouts - Equivalent Radius Formulae
Where the main line is curved, the turnout radius should be adjusted in accordance with the following formulae to
obtain its “equivalent radius”.
For turnouts diverging with contraflexure,
Rm × R
Re = -------------------Rm – R

For turnouts diverging with similar flexure,
Rm × R
Re = -------------------Rm + R

where Re = equivalent radius, Rm = radius of the main line, R = radius of turnout from a straight main line as shown
on Sheets A.2.1 and A.2.3.
The cant on the main line must be taken into account when assessing the cant deficiency and maximum permissible
speed under these conditions. Where negative cant involved, the maximum permissible speed on the contraflexure
turnout is governed by
for CEN56E1 Vertical and earlier designs:

D = (90 - E) mm

for NR60 designs up to and including 105 mph:

D = (110 - E) mm

for NR60 designs above 105 mph:

D = (85 - E) mm

where E is the numerical value of the negative cant.
In crossovers, the lowest speed calculated from both the turnouts and from the reverse curve shall form the speed
restriction.

Revision 2

Date: June 2001

Sheet 61 of 196

must be no less than the Exceptional Design Values set out below.12 secs.47 secs (< 62 mph) and 0. Closure rails between the stock rail fronts should be rounded up to a standard rail length (see sheet D.2. Revision 3 Date: March 2010 Sheet 62 of 196 .3.# 35 17 524 11 265 7354 # 40 20 027 12 875 8404 # 45 22 531 16 093 9455 # 50 25 034 17 882 10 505 # 55 27 538 19 670 11 556 60 30 041 21 458 12 607 65 32 545 29 348 18 306 70 35 048 31 606 19 714 75 37 551 33 863 21 123 80 40 055 36 121 22 531 85 42 558 38 378 23 939 90 45 062 40 636 25 347 95 47 565 42 893 26 755 100 50 068 45 151 28 164 105 52 572 47 409 29 572 110 55 075 49 666 30 980 115 57 579 51 294 32 388 120 60 082 54 181 33 796 125 62 586 56 439 35 204 NOTES 1.8 secs (44 . 3. Speed in mph Desirable / Unconstrained Normal Design Value Exceptional Design Value 15 7510 4828. 2.# 6303.2. The length of this straight (measured in millimetres between the physical switch toes) for a given speed.6).# 5253.01 secs (> 62 mph).# 4202. the toe to toe distance is 10 640 mm. For desirable toe to toe distances on New Works see sheet J. and Exceptional based upon 0.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. * Using Standard 3070 mm stock rail fronts the toe to toe distance is 6140 mm.63 secs (> 63 mph). # Using Standard 3070 mm stock rail fronts with a minimum (4500 mm) length between. 0.* 30 15 021 9656. Minimum distances between toes derived from time intervals:Desirable / Unconstrained based upon 1. 4.* 3152.62 mph) and 1. 5. These figures allow for tilting train technology.3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers Toe to T oe Where one switch follows another such that a reverse curve is created between the two adjacent switches.* 25 12 517 8047. to accommodate standard rail lengths. a minimum length of intermediate straight must be provided. .and further increased. where practicable.* 20 10 014 6437. Normal Design based upon 0. wherever possible the Desirable/Unconstrained Values should be used .72 secs (< 43 mph).1 paragraph 4.

having bogie centres C1 and C2. The change continues until the bogie centre C2 reaches TP. the deficiency on each curve R1 and R2 at the stated speed V must first be calculated. Consider a coaching vehicle.2m bogie centres) passenger rolling stock should be used in speed calculations. dt Note that for reverse curves. either similar flexure or indeed reverse curves. and terminating on the curve 6. or alternatively the cant must be suitably reduced so as not to exceed this gradient. from the straight on to a circular curve of radius R which is tangential to the straight at TP (see diagram). Deficiency of cant is considered as being gained in the length of the virtual transition. D1 must be added to D2. commencing on the straight 6. Straight Cir cula r cu rve TP C2 C1 B R The vehicle moves with a uniform velocity in a straight line until the bogie centre C1 reaches TP.and D2 = ---------------------then: D1 = --------------------R R 1 2 Then the rate of change of cant deficiency over the virtual transition is given by dD -------.1m before TP.2m should not however be relaxed for vehicles with a longer wheelbase as the lateral thrust on track components becomes excessive. where R1 is sharper than R2.4: Principle of Virtual Transition The determination of maximum permissible speeds on curves without transitions involves the concept of a virtual transition.3.82V . Here the motion of the vehicle begins to change as it passes on to the curve.02277 V (D1 -D2).1.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. but the cant gradient must not be steeper than the values shown in Sheet B.1m beyond TP.2 metres which is the shortest distance between bogie centres of the British Railway coaches. Shorter wheelbase vehicles will suffer higher values of cant deficiency at switch toes and higher rates of change of deficiency elsewhere so the actual wheelbase of shorter (less than 12.= 0. travelling at a uniform speed V km/h. The run-up must be extended as necessary. Cant will normally be gained in the same length in a similar manner.82V 11. The value of 12. The length B may therefore be considered as a virtual transition. Revision 1 Date: December 1999 Sheet 63 of 196 . To check the rates of change of cant deficiency at the virtual transition. The change of motion of the vehicle from straight to curve conditions takes place in a distance of B metres.2. and the vehicle gradually acquires angular velocity. after which the vehicle moves round the curve with uniform angular velocity. The above principles also apply to instantaneous changes of radius without transition between. B metres apart. 2 2 11. The value of B to be used is 12.

these equations become: L = 0.0079365(E1 + E2) Vmax OR L = 0.0050505(D1 + D2)Vmax Date: June 2001 Sheet 64 of 196 . Using the desirable rate of change of 35mm/sec.0050505(D1 .D2)Vmax Reverse curves The rates of change of cant and cant deficiency on the transition should be the same on each side of the reverse point. the length of the transition.6 ( rate of change of D ) Where a) E1 and E2 represent the cant applied to curves 1 and 2 respectively in mm.0079365(D1 + D2) Vmax Using the maximum rate of change of 55mm/sec.0050505(E1 .0079365(E1 .E2)Vmax OR Lmin = 0. the MINIMUM length of transition (Lmin) becomes: Lmin = 0.6 ( rate of change of D ) Using the desirable rate of change of 35mm/sec.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. b) D1 and D2 represent the deficiency of cant on curves 1 and 2 respectively in mm.0050505(E1 + E2)Vmax Revision 2 OR Lmin = 0.0079365(D1 . The longest transition will therefore be obtained when E = D. Using the same abbreviations as shown above.3. is obtained from the GREATER length of: ( E + E )V 1 2 max L = --------------------------------------------------------------3. c) Vmax is the maximum permissible speed in km/h. L. the MINIMUM length of transition (Lmin) becomes: Lmin = 0.5: Compound Curves. these equations become: L = 0. Reverse Curves Compound Curves R1 is the smaller radius R2 is the larger radius T1 T2 ∆1 is the central angle of the arc radius R1 ∆2 is the central angle of the arc radius R2 ∆ is the deflection angle of the complete curve T1 is the tangent touching the arc radius R1 R1 T2 is the tangent touching the arc radius R2 1 R2 2 ∆ = ∆ 1 + ∆2 R ( cos ∆ – cos ∆ ) + T sin ∆ R – R cos ∆ – [ ( R – R ) cos ∆ ] sin ∆ 2 1 2 R1 = ------------------------------------------------------------------------1 – cos ∆ 2 1 2 1 2 T1 = --------------------------------------------------------------------------------------- 1 R ( cos ∆ – cos ∆ ) + T sin ∆ R 1 – R 2 cos ∆ + [ ( R 2 – R 1 ) cos ∆ 1 ] ---------------------------------------------------------------------------------------sin ∆ T2 = 1 2 1 R2 = ------------------------------------------------------------------------1 – cos ∆ 2 Compound curves with transitions The length of the transition (L) is obtained from the GREATER length of: L= ( E 1 – E 2 )V max --------------------------------------------------------------3.D2) Vmax Using the maximum rate of change of 55mm/sec.6 ( rate of change of E ) OR L= ( D 1 + D 2 )V max --------------------------------------------------------------3.6 ( rate of change of E ) OR L= ( D 1 – D 2 )V max --------------------------------------------------------------3.E2) Vmax OR L = 0.

Revision 3 Date: March 2010 Sheet 65 of 196 .2. Minimum transition lengths are necessary to support the manual control of tampers. see Sheets C. the longest transition is obtained when E = D. The minimum Normal Design transition length is 30 metres.in the example shown above. Vmax OR L = 0. Hence also. the cant (E) or cant deficiency (D) must be reduced on the circular curve. This will also reduce the maximum permissible speed (Vmax) and may involve the imposition of a lower speed restriction on the curve.1 to C. these equations become: L = 0. the resultant realignment will be a clothoid spiral. Using the desirable rate of change of 35mm/sec.7 inclusive. Vmax Using the maximum rate of change of 55mm/sec. Vmax It should be noted that the equation (Lmin = 0. the versine at HC 5 will be reduced by one-sixth of the difference between versines at HC 6 and HC 4.Vmax) only applies to speeds equal to or greater than 50mph (80km/h). Below this figure.0079365 E. the Minimum Design value is 25 metres. Versines should be taken on overlapping chords and curves adjusted by the Hallade or other similar method.6: Transition Lengths in Relation to Speed. Half chord No 0 1 2 Straight 3 4 5 Transition 6 Circular curve The diagram of versines in graphical form shows a transition from straight to circular curve. Vmax = maximum permissible speed in km/h. and rate of change is measured in mm/sec. Vmax OR L = 0.0079365 D. and similarly at the other end of the transition . the MINIMUM length of transition (Lmin) becomes: L = 0.6 ( rate of change of E ) OR D × V max --------------------------------------------------------------3.2. The versine at HC 1 should be one-sixth of the versine at HC 2.4 E Where the calculated minimum length of transition is unobtainable due to site conditions.0050505 E. D = deficiency of cant in mm.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. The length of the transition (L) is obtained from the GREATER length of: E × V max --------------------------------------------------------------3. the minimum cant gradient of 1 in 400 is the critical factor.0050505 D.6 ( rate of change of D ) where E = applied cant in mm. and L is obtained from: Lmin = 0.0050505 E. Cant & Deficiency For the form of transition curves.3. If the half-chords are measured out along the track and not the baseline.

and the space S is dependent on the length of the crossing leg and whether the reverse is to 1970 or 3188 spacing. These figures are used again for the 3188 space.3. B.3.1. This design results in a length of straight at point A before the transition commences. and the resulting length of straight along the turnout rail from point A is shown.2.8.1 B Parallel m ain line Q P S R A Basis of design The designs are based on point A. The speeds used equate to those for the transitioned turnouts detailed on sheet A.7: Speeds Through Turnouts with Track Reversing To Parallel Main . All dimensions are in millimetres. i. being the running edge of the heel end of the cast monobloc crossing manufactured to leg lengths as shown on Sheets E.9) Table 1 shown on Sheet B.8 gives the radius and transition lengths when no length of straight is introduced from point A. Table 2 on shown Sheet B. Revision 1 Date: December 1999 Sheet 66 of 196 .© Network Rail Track Design Handbook NR/L2/TRK/2049 B.3. there is no actual circular curve radius .3.6.the two transitions meet each other. The angle at B is also the crossing angle.1 and E.e.6. full advantage is taken of the 1970 space to get the flattest radius with minimum length (55 mm/sec) transitions assuming zero actual cant (for concrete bearer layouts). Explanation of tabulated data (Sheets B.3. and minimum length (55mm/sec) transitions are used. In most cases.8 gives the minimum overall length by allowing cant deficiency to reach 90 mm where possible.3.

8: Speeds Through Turnouts with Track Reversing to Parallel Main .25 10 10. Table 1 Crossing Angle 1 in Design Speed km/h Crossing Leg Length Nose .75 151 14 649 3 066 457 67 026 8459 142 494 64 189 198 211 Revision 1 Date: December 1999 Sheet 67 of 196 .365 45.End Radius R Transition Length 1970 space Lead PQ 9.365 112 5341 1 647 558 50 906 7007 108 790 46 437 148 201 45.3.25 32 3397 134 515 10 34 3095 10. Tables on this page apply to CEN56E1 Vertical S&C. 2.5 63 4689 525 500 28 405 3074 59 839 25 623 82 356 21 70 4674 655 741 31 226 5152 67 562 30 745 93 126 24 83 4031 905 104 37 713 5169 80 557 34 414 109 776 28 103 3832 1 393 315 46 818 2605 99 152 36 720 133 245 32.5 21 24 28 32. see sheet B.end Radius R Transition Length 9.3.75 35 13 For 1970 space For 3188 space Length of straight along AB Lead PQ Length of straight along AB Lead PQ 14 542 168 29 166 11 467 40 400 153 177 15 318 1160 31 713 13 370 43 863 3458 165 875 15 430 2147 32 932 15 269 45 997 44 3952 257 115 19 778 1698 41 190 17 555 57 001 15 50 4120 334 562 22 304 2909 47 461 21 199 65 711 18.© Network Rail Track Design Handbook NR/L2/TRK/2049 B.75 13 15 18.2 NOTES 1.7.75 32 34 35 44 50 63 70 83 103 112 151 3397 3095 3458 3952 4120 4689 4674 4031 3832 5341 14 649 156 560 225 517 279 461 387 970 554 552 833 370 1 155 847 1 519 015 1 877 025 2 768 030 5 041 894 12 494 10 404 9 159 13 107 13 456 17 912 17 715 22 471 34 753 30 300 40 765 29 334 32 874 35 079 42 888 50 370 62 913 72 714 85 726 101 757 115 797 150 952 3188 space Length of straight along AB Lead PQ 11 299 12 210 13 122 15 857 18 290 22 549 25 593 29 245 34 115 39 430 55 730 40 568 45 024 48 144 58 699 68 620 85 430 98 278 114 945 135 850 155 208 206 669 Table 2 Crossing Angle 1 in Design Speed km/h Crossing Leg Length Nose . For diagrams and notes regarding designs.

wherever possible the Desirable/Unconstrained Values should be used . Normal Design based upon 0. the toe to toe distance is 9840 mm.and further increased.62 mph) and 1. 0.1 paragraph 4. where practicable. 4.3. a minimum length of intermediate straight must be provided. must be no less than the Exceptional Design Values set out below. to accommodate standard rail lengths.2. The length of this straight (measured in millimetres between the physical switch toes) for a given speed.72 secs (< 43 mph). Speed in mph Desirable / Unconstrained Normal Design Value Exceptional Design Value 15 7242 4828.# 5253 * 30 14 484 9656 # 6303 # 35 16 898 11 265 7354 # 40 19 312 12 875 8404 # 45 21 726 16 093 9455 # 50 24 140 17 882 10 505 55 26 554 19 670 11 556 60 28 968 21 458 12 607 65 31 382 29 348 18 306 70 33 796 31 606 19 714 75 36 210 33 863 21 123 80 38 624 36 121 22 531 85 41 038 38 378 23 939 90 43 452 40 636 25 347 95 45 866 42 893 26 755 100 48 280 45 151 28 164 105 50 694 47 409 29 572 110 53 108 49 666 30 980 115 55 522 51 924 32 388 120 57 936 54 181 33 796 125 60 350 56 439 35 204 NOTES 1. These figures allow for tilting train technology.01 secs (> 62 mph). * Using Standard 2670 mm stock rail fronts the toe to toe distance is 5340 mm. Revision 7 Date: March 2010 Sheet 68 of 196 .10: Speeds Through NR60 Follow-on Turnouts & Crossovers Toe to Toe Where one switch follows another such that a reverse curve is created between the two adjacent switches. and Exceptional based upon 0.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. 3.47 secs (< 62 mph) and 0.63 secs (> 63 mph).* 3152 * 20 9656 6437.8 secs (44 .6).# 4202 * 25 12 070 8047. 2. Minimum distances between toes derived from time intervals:Desirable / Unconstrained based upon 1. For desirable toe to toe distances on New Works see sheet J. 5. # Using Standard 2670 mm stock rail fronts with a minimum (4500 mm) length between.08 secs.2. Closure rails between the stock rail fronts should be rounded up to a standard rail length (see sheet D.

© Network Rail Track Design Handbook NR/L2/TRK/2049 B. Exceptional speeds can only be approved by the Head of Track Engineering at Network Rail HQ through the Engineering Project Specification or the Form A. BV or BVS Switches 40 60 Slips with Fabricated or Part-Welded Crossings 40 40 Slips with Cast Crossings 40 60 Tandems with AVT or BV Switches 40 60 Scissors Crossovers with CV(S) or DV(S) Switches and Fabricated or Part-Welded Crossings 40 60 Scissors Crossovers on Concrete Bearers with CV(S) or DV(S) Switches and Cast Crossings 60 75 NOTES 1.3. Revision Date: February 2007 Sheet 69 of 196 .11: Maximum Speeds for Short Switches and Complex S&C The following maximum speeds apply to the through route when renewing S&C Type of S&C Normal Maximum Speed (mph) Exceptional Maximum Speed (mph) AV.

25 % g .© Network Rail Track Design Handbook NR/L2/TRK/2049 B.00%g 2.25 % g . providing radius >= 1000m) constant gradient between curves V 2 5. clearances to the underside of the vehicle and to structures over the track.25%g Exceptional 6.H ollow Vertical Curve in km 16 4. Design values of vertical acceleration: Normal 2.25%g Maximum for a hollow 3.25%g Maximum for a hump 4.25 % g . Vertical curves should at least be 20m long These should be a length of 30m nominal (0m exceptional.N orm al 18 3. 3.H um p 6.4. The design of vertical curves shall take into account the types of vehicle likely to use the line.1: Vertical Curves 1.00 % g .E xcep tion al 14 12 10 8 6 4 2 0 10 20 30 40 50 60 70 80 90 10 0 1 10 12 0 1 30 140 Speed m ph Revision 3 Date: June 2006 Sheet 70 of 196 . Vertical curves shall be provided if the change of gradient exceeds: 2mm/m for speeds up to and including 125 mph 1mm/m for speeds greater than 125 mph 4. Minimum radius Normal limiting design and all new construction 1000 m Exceptional design for a hump 600 m Exceptional design value for a hollow 900 m Note: Minimum length of 30m constant gradient must be provided between curves if radius is less than 1000m. The graph below is based on the formula: R = -------------.where: 491F R is the Radius in kilometres V is the speed in mph F is the % of g 20 2.

Due to long horizontal lengths compared with vertical differences. The curve has equal length either side of the intersection point IP.© Network Rail Track Design Handbook NR/L2/TRK/2049 B.G2) 200L 3.g. Down gradients are considered to be negative and all up gradients positive. see sheet B. the design extends from TP1 (A) toward TP2 (K).5%. Offsets from each gradient are equal at equal distances each side of the intersection point. In the diagram.2: Vertical Curves Formulae Assumptions L L /2 1. J 7. Offset y Gl = -----------where G = (G1 . Formulae G l 100 1.where Ah = level at A 5. All distances along the curve are considered to be horizontal and all offsets are considered to be vertical. y1 C E y2 l2 K (TP G +G 2% y H l 4. As BI = 2y so KJ = 4y. 8. ACK and AIK. 6. The tamper correction value is to be applied as:• negative adjustment on sag curves or • positive adjustment on a hog curve.e. length L is presumed to be equal to AD. Curve level = grade level . i.4. -----1 = -----------2 7. Radius R ⎛L ---⎞ ⎝ 2⎠ 100L = -----------G 8.offset 4. For details of vertical curve to be used. AI and IK. Tamper correction value = R . NOTES 1. Chainage of maximum height = 2 2 Ah + ( G ) L 200G LG ----------1G y y l 2 1 6.e. θ F 5. 2. CK.4. thus 1 in 200 equals 0. ABK. L/2 is regarded as equal to AC.1. All gradients are expressed in percentages. Maximum height of curve 1 = -------------------------------. e. Revision 2 Date: March 2010 Sheet 71 of 196 . D B -G 1% y l1 3. Offsets are proportional to the square of the distance from A. A (TP 1) 2. The curve bisects BI at C.R2 – T 2 where R is the radius in metres and T is either 4. i. 8 or 12 m. Grade level 1 1 = (Level at A) + ----------- 2. y1 = GH. thus CI = y (the centre offset). y2 = EF.

DP Example Gradient = 1 in 250.100 = 0.400 – ( 7. the actual gradient must be: 0. Jointed track. for an equivalent gradient of 1 in 250.5%) = G 2. where D = 2 sin-1 15.3: Compensating and Equivalent Gradients due to Curved Track To achieve consistency of resistance to travel of trains on straight track and curved track on a gradient it is necessary to ease or flatten the gradient of curved track such that the demands on the traction units are more or less constant. Find the degree of curvature. Similarly.400% 250 and: D = 2 sin-1 15. Establish criteria The radius of the curve in metres = R Calculate gradient as a percentage (e. Radius = 220 m. expressed in degrees = D. together with permitted speed.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. Speed = 20 mph then: 1 G = ---------. 1.04 5° . Apply increment to the gradient Equivalent final gradient = G + DP The actual gradient for a set of given data = G . D Compensation factor speed < 30mph(P) Compensation factor speed > 30mph(P) <5° 0. Determine “compensation” or increment to gradient due to curvature = P Track Type CWR CWR Jointed Jointed Jointed Degree of curvature.24 --------------. a value for the actual gradient to achieve equivalent resistance can be deduced.944 × 0.05 0.944 × 0.02 <5° 0.03 >10° 0.10° 0.03 0.04 0.04 ) = 0.g.03 5° .6° 0.400 + ( 7. track type and radius of curvature of the track is known.944 220 Equivalent final gradient: = 0. 1 in 200 = 0.02 4.4.08224% = 1 in 1216 Revision 1 Date: December 1999 Sheet 72 of 196 .24 --------------R 3.03 0.04 0. if a limiting value of equivalent gradient.= 7.04 ) = 0.718% = 1 in 139 Or conversely.

taking the low rail of the whole layout as a base. the rake may be increased to 5 mm per bed provided that the line speed is 50 mph or less. nor through plain leads or crossovers with A or B switches. a ‘relative rail level diagram’ should be produced. 3 General methodology 1. On concrete bearers the additional thickness could be applied only under the rail seat area (in which case height of the baseplate boss and the length of the screw will not change). 9. Determine the best constant rake of the through bearers . The change of rake should not exceed 3 mm per nominal 650 or 710 mm bearer spacing. all rail seats on one baseplate are thickened by say 23 mm.11). and fully detailed to show all timbers within the layout. nor with the blocked portion of fabricated crossings as they cannot be physically twisted and would not sit truly on their baseplates.© Network Rail Track Design Handbook NR/L2/TRK/2049 B. 6. 13.2. long coach screws (type LSA to RE/PW/517) shall be used. 11.5 (E1 + E2). 8. Neither the bearer rake nor the baseplate thickness should vary under the length of the body of cast manganese crossings. 2. switch diamonds or obtuse crossings. 5. 3. or when the layout is positioned under overhead electrification.e. Note that through baseplates can only have one thickness alteration. from 1 mm to 40 mm of additional thickness. 12. Note the positions of the first/last through bearers. The rake of the bearer is the actual cant over gauge taken by the bearer with no two-level baseplates present. it is essential to produce a full longitudinal level design.1: Two-Levelling 1 General Two-levelling is the process whereby an additional thickness is applied to the base of S&C baseplates to give differing cants for two or more tracks on the same through bearer (or timber). 10.e. The preferred method of adding height to the rail seat area is to increase the depth of the baseplate during the casting process. Two-level baseplates for Vertical and NR/RT60 S&C are produced in 1mm steps. It is only applied beyond the switch heel. Two-levelling is not possible through switches. Revision 4 Date: March 2010 Sheet 73 of 196 . The longest practicable distance should be used when changing the rake or cant. On the plain line where the two-levelling is terminated.e. i.a good starting point is often half way between the two desired cants. All values of required cants and where they change should be marked. but such shims must be designed to prevent relative movement between the baseplate and the shim or packing. 4. Speeds above 50 mph are only permitted on track that has been two-levelled (by more than 10 mm across gauge) where the rail head profile has been corrected. 7. any change in gradient within the length of the layout. 2. Two levelling shall not normally be applied to complex S&C (as listed in the table on Sheet B. desirable 1 mm per bearer. 5. i. Note that on timbers where the thickening exceeds 20 mm.5. 40 mm is the maximum permitted two-levelling. 7. see Section 6 below. Apply all two-level baseplates to achieve the desired cants with the rakes now stated. and calculate precise cants on all tracks at these points. This will show up any unacceptable humps or dips in the rail levels which might not otherwise have been apparent. If this is not possible then shims or packing may be used under the baseplate. 0. 4. Check that all cant gradients are within the limits stated on sheet B.3. 2 Rules 1. When a two-levelling scheme has been completed. 6. 3. i. say 1 : 50. The S & C layout drawing needs to be produced at a sufficiently large scale.1. Where there are longitudinal level difficulties on site.

RT60 and NR60 S&C are identified by the addition of (e. 2. 3. Renewal of IBJs or closure rails should be planned such that the renewal work is carried out on a date as close as practicable before the rail grinding work. 4. where the figure 23 is the extra thickness in millimetres. all values on that bearer may be reduced by the lowest value it carries. or by twelfths of an inch (e. this is at odds with normal practice where tight tolerances are placed on the inclination of the rail seat. T6 for half an inch). Revision 2 Date: February 2007 Sheet 74 of 196 .5.1 (continued): Two-Levelling 4 Rail Head Profile Two-levelling.g. such a change in wheel contact area will lead to increasing poor running and should be managed out − either by grinding on a 1 in 20 rail head inclination (relative to the plane of the rails). S8 for half an inch). In Inclined S&C the application of 40mm of two-levelling by thickening baseplates under one rail will change the rail inclination from the designed 1 in 20 to 1 in 13 for the high rail and 1 in 43 for the low rail. The initial grind should be carried out as soon as possible. From the first/last through bearer positions. Corrective grinding is not necessary if the two-levelling is 10mm or less. Apply all two-level baseplate thicknesses to the diagram. chairs are thickened by sixteenths of an inch (e. and then repeated at two-yearly intervals. grinding on a corrected rail head profile will be the easier option. In practice. bearing in mind note 2 above. viz.) ‘T23’ to the baseplate designation. typically between 1 in 18 and 1 in 22 for concrete sleepers and baseplates (equivalent to 10mm of two-levelling across gauge). T ra c k In te rv al S Gauge G Gauge G Gauge G X=R . and in any case within 3 months of installation. Where 2/L baseplates appear on ALL rails carried by one particular bearer.g.g. thereby enabling the soonest possible application of the correct rail head profile to the replacement rails. 5 Baseplate & Chair Designations Two-levelled baseplates for Vertical. Plot the actual cant of the datum line track. common crossing intersection points. Project down about every fifth bearer position. but as speed increases. Project down onto the datum line the salient points of the two-level scheme. baseplates are thickened by hundredths of an inch (e. deduce the difference in level due to the rake only (see diagram). thus achieving the final rail levels. 7. full size. when applied in the standard manner by thickening the baseplates.g. 6 Preparation of the Relative Rail Level Diagram 1. Adjust the full design as necessary to produce as even a vertical alignment as possible. In old inclined FB design. In BS95RBH design. 50 for half an inch).© Network Rail Track Design Handbook NR/L2/TRK/2049 B. 6. toes and heels of switches. At low speeds this variation in head profile is not an issue. or by adjusting the inclination of the rail by casting a ‘wedge’ on the base of the baseplate or rail seat area. Take the lowest rail of the two-levelled layout and use this as the datum. has the effect of changing the effective rail head inclination when viewed in the plane of the rails. (G+S) G X R 5. and all extreme positions where bearer (or timber) and sleeper rake changes. and produce all other rails.

(generally positive) 2 sin θ 2 1 – cos θ 2 tan θ Addition.1 1 Values of Angles in N Ratios (M & N = centreline measure.1.= --.Angle N = ------------------------- 2 1 N – --Twice Angle 2N = ---------------42N 2 1 Half Angle N ---.= N + N + --.1 ----------------------. 1 N = ---------------------θ θ = 2 arctan Trigonometrical ratios: sin 2 tan ⁄2 θ= 1 ⎞ ⎛ ------⎝ 2N ⎠ 1 sin --θ. subtraction..Angle N = ------- 2N + 1 90° .= -------------------------------------. 1 NM – --Sum (N + M) = ------------------4N+M 1 NM + --4 Difference (N .(positive) 4N Revision 1 2 ( 2N – 1 ) 2 Date: June 2008 4 Sheet 75 of 196 .= --------------------2 2 1 N + --4 1 tan --θ. θ = degrees).© Network Rail Track Design Handbook NR/L2/TRK/2049 C. etc.1: Permanent Way Mathematics .= -------- N ---------------2 1 N – --4 2 2N 2 1 ± 1 + tan θ ± cos θ 1 + cos θ NA = 1 -------------------.= ------------------------- N ----------------2 1 N + --4 2 2 1 N – --4 = ----------------2 1 N + --4 cos θ tan θN = 2 1 2 N + --4 N cos --θ.M) = ------------------M–N 1 180° .

1.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.2: Permanent Way Mathematics .2 2 Location of Tangent Points (for use in Co-ordinate Geometry) M R Q N a b Tb x Ta 2 Let A = x + ( a + b ) 2 2 and B = x + ( a – b ) 2 ± a⋅b⋅B Ta = ax -----------------------------------a–b 2 2 x +Q a = ------------------------------------------4M ( x – QM ) + Q ± a⋅b⋅B Tb = bx -----------------------------------a–b 2 2 x +Q b = ----------------------------------------4N ( QN – x ) – Q B ( a + b ) + 2x a ⋅ b ⋅ B R = ----------------------------------------------------------2 2(a – b) R= 2 2 2 1 2 2 2 1 ( x + Q ) ⎛ N + ---⎞ ( x + Q ) ⎛ M + ---⎞ ⎝ ⎝ 4⎠ = 4⎠ ---------------------------------------------------------------------------------------------Q Q 2M ( x – QM ) + ---2N ( QN – x ) – ---2 2 Revision 1 Date: June 2008 Sheet 76 of 196 .

= --------------------------------2Q 4 2Q 2T R 1 R ------.= ------. Chords and Offsets θ sin θ = cos θ = 1- or.= R.= ------------------------2Q 2Q N ⎞ ---------------------⎟ ⎜ 2 2 =R.= 2Q ⎛⎝ N + ---⎞⎠ = 2LN = 4 4 2 T +Q 2 2 R 1 T R ± R – T (generally positive) -------.1.3: Permanent Way Mathematics .= ⎝ 2 L x 2N --------------------------N 2T ⎛ ⎞ ⎜ N2 + 1 ⎟ --= R ⎜ --------------------4.– --.= 2QN = = ---------------2 Q C R T 2 2 = -------------------------.= R 1 = C N +1 --.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.R + R 2 + U 2 = -----------------2 2 2 1 2N – --2 R –L U Revision 1 RN = ---------------1 N – --4 2 = 2 y + 2yR Date: June 2008 Sheet 77 of 196 .R – T = -------.– --.4R – C = R .= 2 4 2L C 2RQ – Q 1 N + --4 2 2 = C –Q 2 2 2R 2 1 2 ⎛⎝ N + ---⎞⎠ 4 2 2 C –T 2N 2 ⎛ v θ x T ----------------------2 2 R –T y Q v Nx ------------------------------2 1 N + --.= -------.– N 4 N 2 2 2 2 ⎛ 2 1⎞ T ⎝ N + ---⎠ T +Q C 4 = -------.= -------------------.= -------------------.CN = R ⎜ 1 – 2 1 N + ---⎟ 2 ⎜ ⎝ 4⎟ ⎠ 1 2 2 Q ⎛ N + ---⎞⎠ R T +Q 4 = -------.3 3 Tangents. cos tan T ---R 2 C ---------2 2R θ= θ= R θ R 2 C 2 (R – T ) ---------------------------R L T arc length = R θ radians R --------------------2 1 = N + --4 U 2RQ = 2 2 C = N = T RN .= -------.= -------------------.– 1⎟ ⎜ ⎟ N ⎝ ⎠ L ------------------------- x+v = 2 N 2 + 1 --4 2 y R 2RL .= .1 --.

( S + G ) 2 1 N ( S – G ) – --.( S + G ) 4 a = -------------------------------------------------------- 4 b = -------------------------------------------------------- N d= Revision 2 a +G 2 1 --------------------------N N 2 G = 2 b +S N 2 Date: March 1996 Sheet 78 of 196 .4 4 Intersecting Parallel Straight Lines A b D C G B d N S X a E --B = 2G N + 1 2 A = 2GN 4 2 1 G ⎛ N + ---⎞ ⎝ 4⎠ C = -------------------------- ⎛ ---⎞ D = G ⎝ N – 4⎠ ⎛ ⎞ E = S ⎝ N + --4-⎠ G X = -------- 2 1 2N -------------------------N 2 1 N ( S – G ) + --.1.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.4: Permanent Way Mathematics .

1.= -----------.= ---------------D M+N 2 1 2N ⎛⎝ M + ---⎞⎠ 4 2 2 R(M – N ) +N D = ------------------------------.l 2 1 2N ⎛ M + ---⎞ ⎝ 4⎠ l M= N D N–M D – -l N ( 2RN – D ) = ----------N -------------------------------D+l 2 ( R + 2DN ) 2 1 2 1 2 l N ⎛⎝ M + ---⎞⎠ 2DN ⎛⎝ M + ---⎞⎠ 4 4 .5: Permanent Way Mathematics .= -------------------------------R = ----------------------------------2 2 2 (N – M) N –M 2 2 1 2 2 1 2 2 D ⎛ M + ---⎞ + D ⎛ M + ---⎞ + R M D+l ⎝ N = -----------.5 5 Straight Line Intersecting Arc and Tangent 2 R(M – N) M–N l = ------------------------------.N D–l 2 ( R – 2 DN ) 2 1 2 1 2 l N ⎛⎝ M + ---⎞⎠ 2DN ⎛⎝ M + ---⎞⎠ 4 4 .= ---------------D 2 1 2N ⎛ M + ---⎞ ⎝ 4⎠ 2 R M N+M 2 R(N – M ) N+M D = ------------------------------.= --------------.= -------------------------------R = ----------------------------------2 2 2 (M – N) M –N N D 2 2 2 1 2 2 2 1 D ⎛ M + ---⎞ + R M – D ⎛ M + ---⎞ D–l ⎝ ⎝ -M = N = ----------4⎠ 4⎠ D+l --------------------------------------------------------------------------------------------R 2 R(N – M) N–M l = ------------------------------.M = ⎝ 4⎠ 4⎠ D–l ---------------------------------------------------------------------------------------------R Revision Date: March 1996 Sheet 79 of 196 .= M --------------.l 2 1 2N ⎛⎝ M + ---⎞⎠ 4 M R l M= M–N D+l N ( 2RN + D ) --------------------------------.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.

2ab cosC 2 1 bNA ⎛⎝ N B + ---⎞⎠ 4 a = ------------------------------------2 1 N B ⎛ N A + ---⎞ ⎝ 4⎠ a= 2 ab ( a – b ) + -------------------2 1 N C + --4 c= c= 2 1 cN A ⎛ N B + ---⎞ ⎝ 4⎠ ------------------------------------------------------------------------2 1 2 1 N A ⎛⎝ N B – ---⎞⎠ + NB ⎛⎝ N A – ---⎞⎠ 4 4 2 ab ( a + b ) – -----------------------2 1 N CE + --4 ‘s’ formulae.= 1 --. A.= ----------sin C sin B sin A Cosine formulae: a2 = b2+ c2.---------------------------------. NC and NCE represent the angles at corners A.2bc cosA b2 = a2+ c2.– 1 4 [ ab – s ( s – c ) ] 2 ( s – a)( s – b) (s – b)(s – a) ---------------------------------.a – ----4 NB = c a + --2 ---------------------c 4 ⎛ a – ---⎞ ⎝ 2⎠ NA.1. C and external angle CE respectively. B and C represent internal angles at corners A.----------------------------------------------ab – ( s – a ) ( s – b ) 2 P = --. expressed in degrees.6: Permanent Way Mathematics . B and C respectively. expressed in ‘N’ units.2ac cosB c2 = a2+ b2. where 2s = a + b + c: s( s – c) NC = -------------------------------------. Revision 1 Date: June 2008 Sheet 80 of 196 .s ( s – a ) ( s – b ) ( s – c ) c When a = b: 2 1 2 c NC = --c.= -----------Sine formula: -----------. NB. B.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.= 4( s – a)( s – b) NCE = s(s – c) ab ----------------------------------------.= 4s ( s – c ) ab – s ( s – c ) --------------------------------4s ( s – c ) 1 (s – a)(s – b) = --2.6 6 Solutions of Triangles CE a sin C tan A = ------------------------------ C b – a cos C a p b b+x NA = -----------2p B A x c 2 1 bN A ⎛ N C + ---⎞ ⎝ 4⎠ a = -------------------------------------------------------------------------2 1 2 1 N C ⎛⎝ N A – ---⎞⎠ + N A ⎛⎝ N C – ---⎞⎠ 4 4 c b a .

etc.= ----------------------------------------------------------2( M + N) 2 2( M + N) M 2 ( 4N + 1 ) [ ( 4M + 1 ) ( S – G ) + 2G ] R = -----------------------------------------------------------------------------------------2 2 G 8( M – N ) 2 2 S N 2 8R ( M – N ) – 2G ( 4N + 1 ) . Formulæ use M1 when working with S. A.7 7 Leads and Radii Across Track Interval 4MN ( S – G ) – ( S + G ) S ( 4MN – 1 ) – G ( 4MN + 1 ) L = ----------------------------------------------------------------------. and M2 when working with F. D.– -------------------2 2 4M + 1 4F + 1 2 8( F + M)( F – M) 8( M + S)(M – S ) 2 4M ( 2R 2 + G ) + G F = ------------------------------------------------------2 4 [ 2R2 – G ( 4M + 1 ) ] 2 S= 4M ( 2R 1 – G ) – G -------------------------------------------------------2 4 [ 2R1 + G ( 4M + 1 ) ] 2 2 2 2( F + M) 2( M + S) 2 2 GS ( 4M + 1 ) B = ----------------------------------- GF ( 4M + 1 ) D = ----------------------------------- 2M ( M + S ) 2( M + S) 2M ( M + F ) G y = ------- 2M ( 4FM – 1 ) Z= G ------------------------------- 2( F + M) 2 M 1= Revision 1 4S ( 2R 1 + G ) + G -----------------------------------------------------2 4 [ 2R 1 – G ( 4S + 1 ) ] 2 G ( 4M + 1 ) ( 4F + 1 ) C = ------------------------------------------------------------ G ( 4M + 1 ) ( 4S + 1 ) A = ------------------------------------------------------------- G ( 4SM – 1 ) X = ------------------------------- 2 G ( 4M + 1 ) ( 4F + 1 ) R2 = -------------------------------------------------------- 2 ( 4S + 1 ) ( 4M + 1 ) R1 = G -------------------------------------------------------- 2 M2 = 4F ( 2R 2 – G ) – G ------------------------------------------------------2 4 [ 2R 2 + G ( 4F + 1 ) ] Date: June 2008 Sheet 81 of 196 .7: Permanent Way Mathematics . B.– --------------------2 2 4S + 1 4M + 1 2 4M 4F --------------------. X R1 = --------------------------------------------------------- Z R2 = -------------------------------------------------------- 4S 4M -------------------.+G S = ------------------------------------------------------------------------2 2 R L ( 4N + 1 ) ( 4M + 1 ) 8 Leads and Radii Across Diamonds D Z A G M1 F G R2 S R1 M2 X C y B Dimensions A and C are chord lengths and these formulæ only apply when the ‘main line’ is straight. etc.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.1. C.

+ 1 G M1 = --------------------2L 4N – ------G x Lead length N to M2 = a + x + b Lead length N to M1.1. A = 2 2 2 2 G ( 4M 1 + 1 ) ( 4N + 1 ) ---------------------------------------------------------------2( M1 + N ) 2 ( 4M 1 + 1 ) ( 4N + 1 ) and R1 = G ------------------------------------------------------------ 8 ( M1 + N ) ( M1 – N ) Flatter Common Crossing x b M1 F W G M a R M2 R2 GF W = --------------- W ( 4FM – 1 ) X = -------------------------------- GF a = -----------------------2 1 G b = ------- Lead length (D) M1 to F = x + a + b R2 = 2 1 F + --4 2 2 ⎛ F + ---⎞ ⎝ 4⎠ 2(F + M) 4M 2 2 G ( 4M2 + 1 ) ( 4F + 1 ) ---------------------------------------------------------8 ( F + M 2 ) ( F – M2 ) Lead length (D) M2 to F = x + a .© Network Rail Track Design Handbook NR/L2/TRK/2049 C.8: Permanent Way Mathematics .8 (Calculation of Diamonds) 1 Sharper Common Crossing 2 GN W = ---------------2 1 N + --4 M1 ( 4NM – 1 ) --------------------------------X= W 2( N + M) b a G GN a = -------------------------- M N 2 1 2 ⎛ N + ---⎞ ⎝ 4⎠ R1 W G b = ------4M M2 R L= X+a–b 2LN ----------.b Revision 1 Date: June 2008 Sheet 82 of 196 .

---------2R 6RL Transiton centreline. the curve can be set out from the circular curve produced by radial offsets measuring from the heel toward the toe.1: Transition Curves . i. tan β = --------------------- 2RL RL Local radius at point P = ---------L–l Revision Date: March 1996 Sheet 83 of 196 . i.e.e tan β = ----------2RL P RL Local radius at point P = -------l β Straight l hee rve cu r la cu Cir Heel l 3 l 2 Transition from Circular Curve to Straight 2 S gh t ra i t. Alternatively. L tan α = -------- 2R α l L/3 L 2 c (L – l) Versine at any point P = --------------------- 8RL l ( 2L – l ) Slope of curve at any point P. 3 l y = ----------- 2 L tan α = -------2R 6RL L S = ----------24R Transition centreline 3 l 6RL Toe R l3 6RL S 2 S t at gen n a T α Straight l l 4S L 3 L 2 L 2 2 R c lVersine at any point P = ---------8RL C 2 l Slope of curve at point P.© Network Rail Track Design Handbook NR/L2/TRK/2049 C. a CLOTHOID form of transition should be used. produced from the toe of the transition to its heel. * If angle α at the heel of the transition is more than 4°.2. C irc u la r c u rv e l3 6RL R l2 2R S 8S . 3 l l y = ------.1 1 Transition from Straight to Circular Curve The form of the curve is the cubic parabola* set out by rectangular offsets from the straight.

Shift S = L2 / 24RE l (3REL + R1l) l (3REL + 2R1l) 3(2REL + R1l) 3(2REL + R1l) The equation to the transition from the common tangent at R1 is given by 2 l y = ---------- 2R1 3 l 6R E L + --------------- 2 c (R l – R l + R L) 8R 1 R 2 L 1 2 2 Versine at any point P on a chord c = --------------------------------------------------- Slope of curve at point P.2.2 3 Transition from Circular Curve to Circular Curve A transition from a curve of radius R1 to a similar flexure curve of radius R2 may be calculated by using the equivalent radius RE. where: R R R1 – R2 1 2 RE = -------------------- and R1 > R2 in place of R in the transition formula. i.e.2: Transition Curves . L 2R1 2. a) Transition from R2 to R1 R2 Transition centreline α R1 P S l3 l 2 6REL l 1.© Network Rail Track Design Handbook NR/L2/TRK/2049 C. R1 > R2. tan α = l ( 2R E L + R 1 l ) -----------------------------------2R 1 R E L R R L RE L + R1 l 1 E Local radius at any point P = -------------------------- Revision Date: March 1996 Sheet 84 of 196 .

tan β = l ( 2R E L – R 2 l ) -----------------------------------2R 2 R E L R R L RE L – R2 l 2 E Local radius at any point P = ------------------------- Revision Date: March 1996 Sheet 85 of 196 . R2 β S R1 P ) 2l .3: Transition Curves . 2.R2 EL R 2 3( 1.e.2R L l) RE l(3 .3 b) Transition from R1 to R2 Transition centreline. R1 > R2. Shift S = L2 / 24RE l L 2 l The equation to the transition from the common tangent at R2 is given by y = ---------- 2R 2 − 3 l --------------6R E L 2 c (R l – R l + R L) 8R 2 R1 L 2 1 1 Versine at any point P on a chord c = --------------------------------------------------- Slope of curve at point P.© Network Rail Track Design Handbook NR/L2/TRK/2049 C. i.R2 L E R 3(2 ) R2l EL l) l(3R .2.

( R 1 + R 2 ) 4 mal 2 Nor l 1 1 2 A ≈ -------------------------------2 both To determine ‘A’ for any given or desirable transition length: Centreline Transition l1 LR R1 + R2 1 l 2 = -------------------- 8A R 2 -------------------R1 + R2 ≈ circ ular curv es LR R1 + R2 2 l 1 = -------------------- R1 R1 l2 l1 + l2 l1 2 2 2 T ra la r c c u rv A e e.4 4 Reverse Curves In railway work.2. S1 and S2 are very small compared with R1 and R2 and are therefore ignored in the following approximate expressions: L ≈ 8A ( R1 + R2 ) ≈ 8A R 1 ------------------R1 + R2 8R 2 2 l2 ( R1 + R2 ) --------------------------------2 8R1 on t o ≈ .1 for details of the form of the transition curve used.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.4: Transition Curves .2. cu Cant E 1 Cant E 2 LOW RAIL Lift = Revision Date: March 1996 E1E2 E 1 + E2 Sheet 86 of 196 .] R2 S1 L 2 Reverse transitions must have a constant rate of change of curvature. co mm (R + R ) 2 and A ≈ 2 L ( R 1 + R 2 ) + -----. ideally. R2 Centreline Transition l2 C u irc v ur i on ns i t Transition S2 Reverse point R2(l1 + l2) R1(l1 + l2) 2(R1 + R2) 2(R1 + R2) [approx. Cants. when rounded off.] [approx. Refer to sheet C.. may not necessarily give a constant rate of change of cant but. levels should be set out as shown in the diagram below. HIGH RAIL Radius R1 Ca nt Radius R2 Transition l1 Reverse Transition l2 Ze ro Tangent to transition at reverse point l ar cu C i r r ve .

‘L’ is the total length of the transition measured along the spiral.− ------------------------3 6RL 336 ( RL ) This form of transition is used in the NR60 design of switches as shown on sheets A.− ----------------22 240R 3 7 l l Y = ----------.3 This form of transition is also used in normal Hallade curve realignment work.− --------------------3 24R 2668R 5 l X = l − --------------------2 40 ( RL ) 3 L L C = --.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.2 & A. φ 2 90L l .2.1.3.5: Transition Curves .radians = ---------. Revision 2 Date: June 2006 Sheet 87 of 196 .5 5 Clothoid Spirals R th 'L' leng l a ir Sp Y φ Shift 'S' C X ‘l’ is any distance measured along the spiral from the origin. = ---------- πR 2RL 2 4 L L S = ----------.degrees.

⎜ -------.3L l l L/2 L/2 Revision 1 r ve 6S S la u rc Date: March 2010 Sheet 88 of 196 .⎜ -------. being given by: tan α = -------- 2R l ⎞ 1 ⎛ 3l 2 The local curvature (reciprocal of radius) at any point is given by: ---⎟ .6: Transition Curves .© Network Rail Track Design Handbook NR/L2/TRK/2049 C. as compared with the second differential for a clothoid spiral.– ------⎟ 8R ⎝ L 2 L 3 ⎠ Versine at any point is given by: 40R 3 R cu Cir Transition centreline y Toe Straight S/2 Heel y g an a T en t ta he el 0.– ------3 2 2 R⎝ L 2 L Shift on transition. The general equation to the curve is: y= 5 1 ⎛ l4 l ⎞ ---. β.2.6 6 Bloss Transition Curves The Bloss transition is a geometric form of transition in which the fourth differential of acceleration is set at zero.– ---------3⎟ R⎝L 2L ⎠ L With the special case of the slope at the heel of the transition. at any point is given by: tan β = ---.⎜ -----2. α. S = ----------- L ⎠ 3 2 2 c ⎛ 3 l 2 l -⎞ -------.⎜ --------– ------------3-⎟ R⎝ 2 4L 10L ⎠ ⎛ 4 l ⎞ 3 1 l Hence the slope of the curve.

7: Transition Curves . cubic parabola 6 © Network Rail C.0.0002 Curvature in 1/metre 0.0005 3 0. Bloss Offset.001 7 Key 5 0.0009 Offset.0008 0. Bloss Curvature.0004 0.7 Revision The graph below illustrates the comparison of the Bloss transition with the cubic parabola .0001 0 0 10 20 30 40 50 % of transition 60 70 80 90 0 100 Sheet 89 of 196 Track Design Handbook NR/L2/TRK/2049 Date: December 1999 Offset in metres 0. cubic parabola Curvature.0007 0.2.0006 4 1 0.0003 2 0.

20975388 0. see sheet A.36″ 03° 15′ 06.15266875 6.62429624 2. The use of the last column requires the main line to be straight. Sec.68038349 12.74″ 02° 43′ 40.07839120 0.1 and A.2 for NR60 Inclined S & C design 3.12483762 0.25003270 12.14261493 0.5 6 6.1.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.829 24 28 32.22″ 05° 43′ 29.24870999 0.72785506 2.57982122 3.38″ 12° 01′ 04.89″ 09° 31′ 38.84″ 11° 25′ 16.90″ 03° 34′ 47.16628246 0.72481045 5.09295626 0. Crossing angles shown are for CEN56E1 Vertical S & C design.swing nose required.04166064 0. See Sheet C.07688518 0.05404090 0.03571049 0.61″ 04° 29′ 29. and toe to IP. For details of turnout lead lengths.68″ 08° 10′ 16.P. 5.34″ 14.18811612 5.32″ 05° 19′ 33.03089512 0.27″ 10° 23′ 19. N/A .04761005 0.04606038 1. at 1432mm gauge.71″ 03° 49′ 05. Min.06247967 0.04580261 0.22131444 0.82″ 01° 46′ 12.not applicable .Centreline Setting Out for S&C Crossing angle 1 in ~ Deg.13313633 0.3. Revision 1 Date: December 1999 Sheet 90 of 196 .40519632 3.38885782 9.28″ 02° 37′ 27.615 18.5 8 9.06664199 0.25231691 0.75 12.5 4.05675456 0.01801191 11.77015980 1.79741071 8.32600153 4.1: CEN56E1 Vertical .09991679 0.365 45.47″ 02° 23′ 13.22″ 08° 47′ 50. 2. and assumes that the centreline of the branch line is parallel at the common crossing intersection point (I. 4.12″ 02° 02′ 45.12″ 12° 40′ 49.58″ 01° 15′ 08.35″ 04° 24′ 18.75 5 5.44″ 07° 37′ 41.47″ 03° 05′ 46.5 21 21.52728338 8.17123356 7.34″ 07° 09′ 09.49148513 4.19933730 0.3.61″ 06° 11′ 17.18131978 0.5 7 7.38697885 2.25179672 3.).3.09631540 2. Decimal degrees Radians Nose to IP a (mm) Intersection of centrelines to IP b (mm) 4 4.62814967 7.42118627 10.2.75 13 15 16 17.15354378 0.10800300 0.75 14° 15′ 00.02185705 64 72 80 88 96 104 112 120 128 148 160 172 208 240 256 296 336 384 448 518 N/A 5728 6444 7160 7875 8592 9308 10 024 10 740 11 456 13 246 14 320 15 394 18 616 21 480 22 912 26 492 30 072 34 368 40 096 46 347 65 514 Diagram Showing Turnout Intersection of Centrelines a b NOTES 1.25 10 10.81830487 3.

0298485 120 132 152 176 200 216 252 276 324 344 376 432 500 502.0465032 0.5 8.25 20.0908465 0.56″ 01° 49′ 59.4 and A.Centreline Setting Out for S &C Crossing angle 1 in ~ Deg. Min.07″ 05° 12′ 18. Revision 5 Date: February 2007 Sheet 91 of 196 .0425467 0.1218233 1.0740402 0.98″ 02° 26′ 15. this dimension would have been 536 if the nose were at 16mm point .5 13. 2. A. Decimal degrees Radians Nose to IP a (mm) Intersection of centrelines to IP b (mm) 7.1 for CEN56E1 Vertical design.2051244 4.0370328 0.91″ 01° 42′ 36.03″ 02° 49′ 43.89″ 03° 38′ 11. The use of the last column requires the main line to be straight.2.6644397 2.78″ 03° 19′ 14.1051661 0.0799573 0.3.8288464 2.5* 10 740 11 839 13 633 15 785 17 938 19 373 22 601 24 754 29 059 30 853 33 723 38 745 44 844 48 073 Diagram Showing Turnout Intersection of Centrelines a b NOTES 1. see sheets A. Crossing angles shown are for NR60 inclined S&C design. See sheet C.© Network Rail Track Design Handbook NR/L2/TRK/2049 C.25″ 06° 01′ 32.3. For details of turnout lead lengths.75 17.5812200 4.3.90″ 02° 07′ 18.34″ 06° 56′ 11. at 1435mm gauge. 5.39″ 04° 14′ 31.5 11 12.0634707 0.2: NR60 Inclined . and toe to IP.as per all other crossing angles.3205647 2.5 07° 37′ 41.0493727 0.P.3.85″ 02° 39′ 51.45″ 04° 34′ 52.7101947 0. Sec.5 27 31.5 23.25 33.4377504 2.3.3.1210640 0.6281497 6.6366059 3.8333085 1.9364585 6.5 crossing extended to 15mm point.70″ 7. 4.0255750 5. * Nose of 1 in 33.0579547 0.25 21.25 9. 3.2421927 3. and assumes that the centreline of the branch line is parallel at the common crossing intersection point (I.5 15.0319972 0.).1331363 0.

1. UIC54B.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. Zu UIC 54B RE/PW/800 CEN33C1 U69. Zu l-60 RE/PW/902 CEN56E1 BS113A RE/PW/792 CEN54E1A1 A69. R1 1-60 RE/PW/862 BS95RBH 95RBS. UIC60B.1: Rail Section Designations Rail Profile Designations Previous Profile Designation(s) 60E2 Revision 3 Full Details shown on Drawing Number RE/PW/979 CEN60E1 UIC60 RE/PW/901 CEN60E1A1 A73. UIC33. 95 lb RBS BH RE/PW/549 Date: March 2010 Sheet 92 of 196 .

395 27.716 # 13.880 * NOTES 1.192 13.192 # 13.000 18.716 13.000 # 29.© Network Rail Track Design Handbook NR/L2/TRK/2049 D.665 # 36. 2.000 # 18.000 # 13.270 18.000 # 20.710 26. 60 ft Rails can be ordered as undrilled.710 23.144 10. Revision 4 Date: March 2010 Sheet 93 of 196 .793 12.000 216.2. 3.860 16.450 # 22.000 # 22.000 21.440 * 182. Lengths marked thus # are less commonly ordered than others. 4. All other rails will be undrilled.288 (60 ft) 12.144 10.288 (60 ft) 19.860 16.500 # 18.250 36.500 # 21.000 # 27.000 # 20.000 # 16.000 * 9. or drilled both ends for fishing. All metric dimensions are in metres.144 12.000 216.000 108.716 13.288 (60 ft) 15. but are (flash butt) welded up to these lengths.270 18.000 * BS95RBH 260 (Grade A) CEN33C1 260 (Grade A) 75FB (150 lb/yd) Conductor Rail [BS7865:1997] 9. Lengths marked thus * are not rolled at lengths shown.288 (60 ft) 19.000 18.000 108.6: Standard Rail Lengths CEN56E1 (BS113A) 260 (Grade A) 60E2 (or CEN60E1) 260 (Grade A) 9.288 (60 ft) 91.860 # 18.973 12.

5 mm) or 10 or 11 (10.p. Clips and Insulators . EF33.5 mm) or 4A (7.5 mm) or 5 (10.5 mm) or 4B. see Sheet D.5 mm) or 5 (10.5 mm) 2 or 7 2 or 7 (5. F23A. No. EF28.5 mm) 7 7 (5. CC 226 F35 None Clips 90 m.1a Insulators Sleeper / Bearer Type F7.5 mm) 4A 4A (7.5 mm) Either Nylon (Orange) or Composite (Branded 1460) 48424 48427 2 2 2 2 e1809 48255 Nylon (Blue) 48423 4B or 9 4B or 9 4B or 9 4B or 9 PR401A e1809 48239 48255 113A 110A 109 98 Notes Type 3A 109 98 Steel Sleepers (Hook-in shoulders) MTCE. EF32.5 mm) 3A 3A (5. 11 or 12 10 or 12 10 or 12 113A 110A Either Nylon (Orange) or Composite (Branded 1460) 48424 48427 2 or 7 2 or 7 (5.5 mm) 4B or 9 4B (7.1a: Rail Pads.5 mm) or 4A+2 (13 mm) Part of fastening assembly - 3A 4A 3A 4A RNB7 48128 109 98 Part of fastening assembly - 3A 4A 3A 4A RNB6 48127 113A 110A Either: Nylon (Orange) or Composite (Branded 1460) 48424 48427 3A 3A (5. F27AS.5 mm) 113A 110A 109 98 Composite (Branded 1575) 48420 2 or 7 2 or 7 (5. 11 or 12 10.5 mm) PR401A PR401A PR402A e1809 e 1809 48255 PR401A PR401A PR402A PR402A e1809 e1809 e1810 e1810 48239 48253 48243 48234 48255 48031 48256 48043 CP LH CP LH CP CP LH CP LH LH.5 mm) or 4A (7.2. CP CP LH LH. MTCE. EF29S.5 mm) 109 98 Nylon (Blue) 48423 4B or 9 4B (7.5mm) 3A 3A (5.5 mm) or 4B. F24BS. F27S.5 mm) or 4A+2 (13 mm) 5 5 (10.5 mm) 4A 4A (7.5 mm) or 5 (10. F27P. 57/- 4B 4B (7.© Network Rail Track Design Handbook NR/L2/TRK/2049 D.5 mm) 4A 4A (7.5 mm) 109 98 113A 110A Nylon Nylon CS3 Nylon Heel Block Either Nylon (Orange) or Composite (Branded 1460) or GRN (White) 48428 48425 48426 48424 48427 2 2 (5.5 mm) or 4A (7.5 mm) or 8 or 9 (7.5 mm) or 10 (10. 8 or 9 (7.5 mm) PR401A PR401A PR402A e1809 48239 48253 48243 48255 SHC Clips: Rectangular Vee 48240 48241 CS3 48222 PR401A PR401A PR402A e1809 48239 48253 48243 48255 e2001 e2001 48247 48044 48239 48253 48243 48255 109 98 Nylon (Blue) 48423 4A 113A 110A Nylon 48422 6 or 19 6. 6A or 20 6 or 19 6. 48437 113A 110A F23.5 mm) or 4A+2 (13 mm) 5 5 (10. 3A 3A 3A 3A 4A 4A 4A 4A Cat. F24A/1. F23D. 8 or 9 (7. F24.5 mm) 113A 110A GRN (Blue) 48027 10.5 mm) 3A 3A (5. F23B. EF28S. 8 or 9 (7.5 mm) or 4A (7.5 mm) 2 or 7 2 or 7 (5.p.5 mm) or 4A (7. F24/1. 57/- MILLS C3R 48229 PR401A PR401A PR402A e1809 48239 48253 48243 48255 CP LH PR401A PR401A PR402A e1809 48239 48253 48243 48255 CP LH 3A 3A 113A 110A Composite (Branded 2549) 48437 3A 3A (5. EF29. No. EF25.5 mm) or 4A (7.4. 113A 110A 109 98 113A 110A F16 Conversion of former RNB fastenings Rail Seat Pad Type Cat.5 mm) or 5 (10. 6A or 20 4A 4A (7.5 mm) or 4B.5 mm) or 4B.5 mm) 113A 110A Nylon (Orange) 48424 5 5 (10. EF33S. 5F40 - INST. F7A fitted with MRC 6/3 Baseplates F10 Site conversion of former BJB fastening F10 Shop Conversion of former BJB fastenings Rail Section 113A 110A 109 98 Steel Sleepers (Pressed-out Shoulders) Steel Sleepers (Crimped Ends) INST. F27BS. F34S. 3A CS3 F40. F24A/1CP.5 mm) 48436 109 98 Nylon (Blue) 48423 8 or 9 8 or 9 (7.5 mm) 4A 4A (7.5 mm) 3A 3A (5. F27.5 mm) or 10 (10.5 mm) or 4A+2 (13 mm) 109 98 Nylon (Blue) 48423 5 5 (10. 8 or 9 (7.5mm) or 5 (10. F24A.5 mm) or 5 (10. CP [Table continued on next page] For notes.5 mm) or 5 (10. and below Composite (Branded 2549) F16 RNB F19 SHC Type Above 90 m. 8 or 9 (7.5 mm) or 4B.5 mm) 4A (7. F24/4R.4.h.h. EF32S. Revision 2 Date: March 2010 Sheet 94 of 196 .

CP 23 FC1504 FC1504 48048 48055 CP 24 24 FC1504 FC1504 48048 48055 CP 26 26 Vossloh W14 (Black) 48681 23 FC1504 FC1504 48048 48055 CP 24 24 FC1504 FC1504 48048 48055 CP 26 26 Vossloh W14 (Black) 48681 21 e2007 e2007 48248 48045 CP 21 e2007 e2007 48248 48045 CP 48236 48308 48252 48309 CP LH LH. 57/- Concrete Bearers for Vertical S&C 113A 110A Composite (Branded 1460) 48427 Concrete Bearers for NR60 S&C CEN60E2 9875 (9 mm White) both.1b Insulators Rail Seat Pad Type Clips Sleeper / Bearer Type Rail Section Type Cat.9 mm field 48684 26 26 G45 CEN60E1/ E2 12 mm both 48685 27 27 27 27 EG47 CEN56E1 8582 (Blue) field 8690 (Black) gauge 48064 48066 23 23 23 EG47 CEN60E1/ E2 48021 24 24 EG48 14.4 mm gauge.p. 19. MTCE.p. 19. No.h. 57/- PR401A PR401A PR402A PR402A 48239 48253 48243 48234 CP LH LH. MTCE. 90 m. No. Revision Date: March 2010 Sheet 95 of 196 .1b: Rail Pads.4 mm gauge.4.5 mm railpads available see RE/PW/196 EG49 CEN60E1/ E2 9875 (White) both 48294 22 22 22 22 eP20129 eP20129 eP20130 eP20130 EG49 CEN60E1/ E2 5720 (Green) both 48060 21 21 21 21 e2007 e2007 Screw with Washer 57/48686 Screw with Washer 57/48686 For notes.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. and below Notes Type Cat.2. CP 48248 48045 CP INST.9 mm CEN56E1 field 48684 26 26 EG48 CEN60E1/ E2 12 mm both 48685 27 27 27 27 EG49 CEN56E1 1436 Gauge 10274 (Red) field 10275 (Yellow) gauge 48082 48081 21 21 21 10079 (Grey) field non-cat EG49 CEN56E1 1432 (S&C) Gauge 21 21 21 4452 (Blue) gauge 48027 7551 (White) both Above 90 m. CP 22 (note 7) eP20129 eP20129 eP20130 eP20130 48236 48308 48252 48309 CP LH LH. INST. 5. [6 mm & 10 mm gauge management insulators also available] 48294 22 (note 7) 22 (note 7) 22 (note 7) G44 CEN56E1 8582 (Blue) field 8690 (Black) gauge 48064 48066 23 23 23 G44 CEN60E1/ E2 7551 (White) both 48021 24 24 G45 CEN56E1 14.h. see Sheet D. Clips and Insulators .4.

Type 4C instead of type 2A. PAN 12.5mm EVA rail pads. 3. and 109 lb. LR6 113A / 110A - - 3A 3A 3A 3A CV 113A / 110A - - 3B 3B 3B 3B RCV. F40 concrete sleepers not suitable for 98 lb.p. PAN M6. Type 3A instead of Type 1 (baseplates only).5mm Studded Rubber. HO PAN 113A / 110A - - Nil Nil Nil Nil 109/98 - - 1 1 1 1 PAN 6.3.Gall Slight MV 113A / 110A GRN (Blue) GRN (White) 48027 48436 3A 3A 3A 113A / 110A - - 3D 3D 3D 3D 109/98 - - 4C 4C 4C 4C PR401A PR402A 48239 48253 150 - - 18 18 18 18 - - Slab Track using 10 mm thick strip pad 113A / 110A - - 16 or 17 16 or 17 16 or 17 16 or 17 PR401A PR401A PR402A e1809 48239 48253 48243 48255 VB 113A / 110A - - 2 x 3A 2 x 3A 2 x 3A 2 x 3A - 1 x 3A 1 x 3B 1 x 3A 1 x 3B 1 x 3A 1 x 3B 1 x 3A 1 x 3B 2 x 3B 2 x 3B 2 x 3B PR401A PR401A PR402A PR402A 48239 48253 48243 48234 CP LH LH. PAN L6. NRS2 CEN60E1/E2 5720 Both (or 4452 both) 48060 48027 25 (or 21) 25 (or 21) 25 (or 21) 25 (or 21) e2007 e2007 48248 48045 CP Abbreviations used throughout: GRN: Glass Reinforced Nylon EVA: Ethyl Vinyl Acetate RBC: Rubber Bonded Cork INST: Installation with all new materials MTCE: Maintenance or serviceable materials CP: Corrosion Protection (previously ‘Sheradised’) FC: FASTCLIP eP: e-Plus LH: Left Handed NOTES 1. PAN 11. PAN 9. L PAN 6. Clips and Insulators . FB rail must not be used in conjunction with concrete S&C bearers.h.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. NR60 S&C: Schwihag slide and check rail baseplates use 5. PAN 5 113A / 110A - - Nil Nil Nil Nil 109/98 - - 1 1 1 1 PAN 7. e series clips must NOT be used in grey (Flake Graphite) cast iron baseplates. For details of pad types see sheet D 4. 100 - LH CP LH VC 113A / 110A VD 113A / 110A - - 2 x 3B NRS1.Gall Severe White .h. PAN 4A. Revision 3 Date: March 2010 Sheet 96 of 196 . V4N 113A / 110A - - 3A 3A or 4C 3A 3A or 4C PAN 1. 5.2: Rail Pads. 113A / 110A - - 3A 3A 3A 3A 109 / 98 - - 4C 4C 4C 4C PAN 2. Pads 3A and 4C are for baseplates up to 205 mm wide. Clips 90 m. 57/- PR427A PR427A PR428A PR428A 48245 48242 48244 48249 CP LH LH. ASP. If the rail seat is worn. Cat. Switch Heel Baseplates & Crossing Baseplates 113A / 110A - - 3C 3C 3C 3C Cut pads required from strip 3A Type of insulator used is dependent upon the side Gall of the rail. INST. 120. PAN 9J. 57/- Above 90 m. 8. 2. 6.p. Pimpled or Dimpled pads must NOT be used in tunnels or level crossings. BS113A and CEN56E1 rail sections are fully interchangeable. PAN 3 Notes Type 109/98 - - 4C 4C or 5 4C 4C or 5 V. MTCE. CP PR401A PR401A PR402A 48239 48253 48243 CP LH MTCE. No. use type 1 instead of Nil. FB rail. CP ASP.4. LGN. PAN 8. Type 4A instead of Type 3A. NRS2 CEN56E1 10274 field 10275 gauge 48082 48081 25 (or 21) 25 (or 21) 25 (or 21) 25 (or 21) e2007 e2007 48248 48045 CP NRS1. Between cast crossing and baseplates use 10.2 Insulators Baseplate Type Rail Section Type Rail Seat Pad Type Cat No. 7. PAN 4. 98 lb. Blue . PAN 10.5mm RBC ‘rail’ pad. Elsewhere use 10. Type 5 instead of type 4A. 4. VASP 3rd Rail Insulators types 140. and below INST.

5 mm RBC (Height adjustment) 48730 3B 5.3: Rail Pads.5 mm Lipped EVA (260 wide strip) 48449 16 10. Insulators Location of N um ber G auge P ost N ylon G lass R einfo rced N ylon (G R N ) C om p osite (S G Iron and N ylon ) Pandrol Clips PR Series Revision 3 e Series Date: March 2010 e-plus Series Sheet 97 of 196 . 57/- 1 2.5 mm ‘H’ EVA 48521 13 1.5 mm Lipped EVA (220 x 140) 48089 20 7.5mm ‘H’ Rubber (Pandrol 6650) 48271 7 5.5 mm Lipped EVA (220 x 140) 48094 17 10.5 mm ‘+’ Rubber (for SHC) 48092 22 10. 57/- Code Rail Seat Pad Type Cat no.5 mm ‘+’ EVA (for SHC) 48493 4C 7.5mm for Vossloh W14 with CEN56E1 Rail 48682 10 10.5 mm ‘H’ RBC 48029 27 10.5 mm ‘+’ Rubber (for SHC) 48492 23 10.5 mm Lipped EVA 48096 21 10.5mm ‘H’ Rubber (Pandrol 5197) 48088 6 5.5 mm ‘H’ RBC 48267 25 10.© Network Rail Track Design Handbook NR/L2/TRK/2049 D.5 mm Lipped EVA 48095 18 FC16 9.5 mm ‘H’ EVA 48086 19 5.5 mm Lipped EVA (220 X 140) 48476 12 10.5mm for Vossloh W14 with CEN60E1/E2 Rail 48683 11 10. RBC (Rubber Bonded Cork) = Type A.3/8” x 5.5 mm ‘H’ Rubber 48269 26 10.3 Rail Seat Pad Types Code Rail Seat Pad Type Cat no.5 mm Lipped EVA (260 x 250) 48178 15 1.5 mm Lipped EVA (260 x 140) 48093 14 1.5mm ‘H’ Rubber (Pandrol 7031) 48613 9 7.5mm ‘H’ Rubber (Pandrol 8854) 48254 8 7.4.5mm ‘H’ Rubber (Pandrol 9328) 48293 6A 7.5 mm ‘H’ Rubber (Pandrol) 48028 2 5.5 mm RBC (150 x 2000) 3D 5. Rubber = Type B. Clips and Insulators .5 mm RBC 48017 3A 5.5 mm Rubber (150 x 2000) 4A 7.5 mm ‘H’ Rubber 48268 Attenuation types: EVA (Ethyl Vinyl Acetate) = Type C.7/8” x 3/16” (pad under conductor rail insulator) 49152 4B 7.5 mm RBC (Height adjustment) 48731 3C 5.5 mm ‘+’ EVA (for SHC) 48499 5 10.5 mm ‘H’ Rubber 48091 24 10.

57/- 2450* 091000 5450 091020 2600 091001 5600 091021 2750 091002 5750 091022 2900 091003 5900 091023 3050 091004 6050 091024 3200 091005 6200 091025 3350 091006 6350 091026 3500 091007 6650 091027 3650 091008 6950 091028 3800 091009 7250 091029 3950 091010 7550 091030 4100 091011 7850 091031 4250 091012 8150 091032 4400 091013 8450 091033 4550 091014 8750 091034 4700 091015 9050 091035 4850 091016 9350 091036 5000 091017 9650 091037 5150 091018 9950 091038 5300 091019 10 250 091039 NOTES 1.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. 57/- LENGTH (mm) Catalogue No.5. Revision Date: March 1996 Sheet 98 of 196 . * 2450 length may also be cut from 2600 if required.1: Standard Timber Lengths AVAILABLE TIMBER LENGTHS FOR SWITCH AND CROSSING WORK LENGTH (mm) Catalogue No.

(a) (b) (c) (d) Revision 2 These bearers may be extended in the opposite direction by agreement.e. 3. Similarly. 2. where a 3800 mm timber is required. i. the concrete equivalent will be 4050 mm. The diagrams show typical timber bearer extensions for point motors. Extended additionally for the detector. The minimum opening between running edges is to be: For point motor worked switches: 1067 mm For RCPL operated switches: 385 mm The standard length of concrete bearer for point motors is 3600 mm.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. Date: March 2010 Sheet 99 of 196 .5. Switches fitted with Rail Clamp Point Lock (RCPL) mechanisms will not normally require extended bearers at the toe.3: Extended Bearer Lengths for Point Motors S e e n o te s : 3a 3d 3350 3350 Switches 3a 3d 3800 3350 3800 3350 Switch Diamonds 3d See notes: 3b 3d 3b 3d 3d Follow-on Switches See note: 3c NOTES 1. The responsible Network Rail Signal Engineer may require particular alterations. 250 mm longer than the timber equivalent.

6. washers and end post 0057/053830 95lb / 95lb Insulated fishplate kits complete with 11/8 ″ bolts. washers & end post 0057/053867 98lb / 98 lb Insulated fishplate kits complete with 11/8 ″ bolts. Revision 2 Date: March 2010 Sheet 100 of 196 . (Skirted type) 0057/053871 109/110A/CEN56E1 to 109/110A/CEN56E1 Insulated fishplate kits complete with 11/8 ″ bolts. nuts. 057/053913 057/053893 057/053895 Rail section(s) From To New 95lb BH CEN56E1 worn 1/8 ″ Complete Set * New CEN56E1 FB CEN56E1 worn /16 ″ Complete Set * 8″ Complete Set * New CEN56E1 1 1/ CEN56E1 worn New 95lb BH 95lb BH worn 16 ″ Complete Set * 057/053944 New 95lb BH 95lb BH worn /8 ″ Complete Set * 057/053760 New CEN56E1 FB New 95lb BH Complete Set * New CEN56E1 FB 95lb BH worn 1/ 95lb BH worn 1/ 057/053943 057/053761 057/053762 057/053912 New CEN56E1 FB New 95lb BH 1/ 1 16 ″ Complete Set * 8″ Complete Set * CEN56E1 worn /16 ″ 1 Complete Set * * Lift and junction plate sets exclude end posts. washers and end post 0057/053982 CEN56E1 / CEN56E1 Double block joint insulated fishplate complete with 11/8 ″ bolts. washers and end post. washers and end post 0057/053839 CEN56E1 / CEN56E1 4-hole Coronet kit including joint assembly kit and pair of fishplates 0057/053840 CEN56E1 / CEN56E1 6-hole Coronet kit including joint assembly kit and pair of fishplates 0057/060019 CEN60 / CEN60 4-hole Coronet kit including joint assembly kit and pair of fishplates 0057/060020 CEN60 / CEN60 6-hole Coronet kit including joint assembly kit and pair of fishplates 0057/053730 CEN56E1 / CEN56E1 4-hole Mk 1 Tenconi (Benkler) complete kit 0057/053630 CEN56E1 / CEN56E1 6-hole Mk 2HT Tenconi (Benkler) complete kit 0057/060015 CEN60 / CEN60 4-hole Tenconi (Benkler) complete kit 0057/060100 CEN60 / CEN60 6-hole Tenconi (Benkler) complete kit Nylon insulated lift and junction fishplates Part No. washers & end post 6-hole semi-encapsulated fishplates complete with locking pins and end post 6-hole Mk. nuts. nuts. 3 kits. 3 semi-encapsulated fishplates complete with 11/8 ″ bolts. 3 semi-encapsulated fishplates complete with 11/8 ″ bolts. nuts. complete with locking pins and end post 4-hole Mk. nuts.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. nuts. Type and description 4-hole Mk. nuts. washers and end post 0057/053860 95lb / 95lb Insulated fishplate kits complete with 11/8 ″ bolts.1: Insulated Rail Joints Insulated Rail Joints Rail section(s) 0057/053965 CEN56E1 / CEN56E1 0057/053421 CEN56E1 / CEN56E1 0057/053391 CEN56E1 / CEN56E1 0057/053390 CEN56E1 / CEN56E1 SHOP PREPARED ONLY Part No.

6 metres in non-electrified areas.6 metres or more. 2.Train Detection. Distance between staggered pair and joint at end of track circuit.© Network Rail Track Design Handbook NR/L2/TRK/2049 D.97 metres between running edges. Clearance for vehicle overhang: To be 4. track circuits (with associated IRJs) remain as the standard means of detecting trains in S&C . Insulated joint (IRJ or IBJ) at a track circuit boundary. a b c d e f l s Signal to replacement IRJ: 5 metres in new or altered track layout. 2.and Train Detection b c s T T e T T l T c T T T T T f s f T T c T T e s d s e l l c T T e s f T T T T a l Key. Distance between the inner joints of staggered pairs: To be 11 metres minimum. Fouling point: 1. if either pair is staggered by 1. To be 18. T Key to dimensions shown in the figure. d must be not less than 18.3 metres minimum.88 metres minimum from fouling point to IRJ. 2.2: Positioning of Insulated Rail Joints . Minimum effective length of track circuit: To be 18. if both pairs are staggered by less than 1. For further detail see Network Rail Company Standard NR/SP/SIG/11752 .7 metres on the Isle of Wight line. Revision 1 Date: March 2010 Sheet 101 of 196 . Although axle counters are becoming more common.3m. Insulated joint (IRJ or IBJ). IRJ to facing point of toes: 20 metres minimum wherever possible.particularly in complex S&C. 0 . 1.3 metres minimum.6 metres.6 metres in electrified areas if the traction current return rails overlap.20 m in existing track layouts.must not exceed the following dimensions: 2.1 metres in electrified areas if the insulated rails overlap. NOTES 1. Stagger .6.

and protecting running lines from shunt movements. and the type. but their use should be confined to locations where it is not possible to install Vertical traps. In particular locations. Loose. The effectiveness of friction buffer stops can be accurately modelled and designed to suit the traffic and location.3). signals and buildings. These retardation arrangements include Friction Buffer Stops. Passenger loops. approaching buffer stops in terminal or bay platforms. The effectiveness of sand drags depends on the type of material used. adjacent highways. the installation and outcome of a TPWS intervention should be taken into account at the design stage and considered in the risk assessment. Converging freight-only lines where the consequence of an overrun might foul a passenger line. the turnout rails should be further extended to enable the derailed vehicle to be guided away from the running line. at the approach to swing or moveable bridges. provided that they are not installed in CWR.7.2).7. Revision 3 Date: February 2007 Sheet 102 of 196 . which will enable the vehicle running through the points to be deflected away from the passenger line being protected.1: Trap Points and Vehicle Retardation Unless other arrangements are in place which fulfil the same purpose. except where the PSR on the approach is greater than 40mph. Derailed vehicles should remain upright wherever possible and be deflected away from hazards and obstructions such as overhead line structures. In running lines. In situations where the trap is close to the fouling point of the main line. Sand drags are best suited to retard trains running at low speed. The secondary risk of consequence to the derailed vehicles themselves shall be considered in the siting and design of trap points. In some situations a full lead may be required. The design chosen will depend on a risk assessment and the ability of the design to stop the type of traffic using the route. Crossing loops on single lines where the overlap beyond the protecting signal is substandard or where the line is worked by a non-token method. loops. Retarder Trap Points (see sheet D. trap points are required to protect passenger lines from unauthorised train movements from: • • • • Freight-only lines and sidings. spring or mechanical retarders and (where appropriate) Sand Drags (see sheet D. typically the exits from bay platforms. its depth and compaction. weight and speed of the vehicles involved. or at stations where vehicles are left unattended at gradients steeper than 1 in 500. strengthened traps shall be formed of BV or BVS switches.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. uncompacted blanketing sand (to Network Rail Specification NR/SP/TRK/033) to a depth of 450mm above rail level is recommended for new sand drags. Any trap point provided for the protection of a passenger line shall be of the double switch type and shall have the appropriate switch rail extended to form a throw-off. it may be necessary to consider the provision of some means of progressively slowing vehicles to a stand. • • • Trap points in sidings may be formed using AV switches. whether it is wet or dry. in which case CV or CVS switches shall be used NR60C leads may be used as trap points. bay and loop platform lines.7.

Length. rolling stock examiners shall inspect the vehicle prior to its return to traffic. Refer to Standard Drawing RE/PW/ 748 for full details of the design. 5. Except for radii which are given in metres. see Sheet E. The accuracy of the 1455mm trap gauge is important for correct retardation.2: Interlaced Retarder Trap Points Revision 1 a . Sheet 103 of 196 Track Design Handbook NR/L2/TRK/2049 Date: August 2004 NOTES © Network Rail CV RH switches. b D. 7. e. 4. gauge = 1455mm. dimensions are in millimetres. 6. all dimensions apply equally to a left hand type. Toe to the start of the straight. a. 1.7. Left hand or right hand retarder trap points are to be ordered as required. 2. 20935mm 25455mm 20775mm 26455mm 45785mm Toe to the start of the check rails. 8. Both ends of each check rail to be provided with a Type 1 flare entry. d. c.1. gauge = 1432mm. 3. Each running rail and check rail joint within the retarder portion shall be fitted with F4 fishplates in the flangeway. Toe to the start of gauge widening. Toe to the end of the trap gauge widening.8. over which the trap gauge is 1455mm. b. Interlaced retarder trap points shall not be used where London Underground Limited (LUL) stock operates. Key to dimensions.24 6m 24 6m 246m c Straight d e Toe. A right hand interlaced retarder trap point is shown. from d. After any vehicle has passed into the retarder.

7. 2.3: Sand Drags .1 Suggested form of Sand Drags NOTES 1. See further notes on next page. All dimensions in mm 2. Lengths of sand drags shown are considered to be a minimum . except when a red lamp would be misinterpreted by drivers approaching on an adjacent running line. * = one red lamp only should be exhibited.site conditions may require extra provision (due to gradients) Types: A) B) C) Facing trap points at exit from Bay and Loop Platform Lines and from Crossing Loops on Single Passenger Lines 12 200 mm Facing trap points at exits from Passenger Loops and in Passenger Lines approaching Swing or other Moveable bridges 24 400 mm Buffer stop ends of Terminal and Bay Platform Lines 6 100 mm Commencement of sand drag Position of red or white 'stop' lamp End of sand drag Covering * 450 Rail level 150 6100 TYPE A 6100 Level 1370 End of sand drag Covering * 450 Rail level 150 18300 TYPE B 6100 Level 1370 Covering End of sand drag 1370 * 450 Rail level 150 3050 TYPE C 3050 Level NOTES 1. Revision 1 Date: August 2004 Sheet 104 of 196 .© Network Rail Track Design Handbook NR/L2/TRK/2049 D. in which case a lamp painted white and showing a white light should be substituted.

bolt. Sleeper.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. 3. 1370 mm from the commencement of the sand drag and the supporting post should be of timber. coach screws.2 Height at end of the sand drag. 100 X 65 TIMBER SECTION D . SLEEPERS COACH SCREWS 150 x 150 x 12 angle cleats at alternate sleepers except at joints in the 300 x 75 boards which are to be spaced midway between sleepers each having cleats POST FOR LAMP NOTES 1. 150 x 150 x 12 angle cleats. 2.4: Sand Drags . 150 Height at commencment of the sand drag. The red stopping lamp should be sited in the centre of the track. Material for filling should be ‘Blanketing Sand’ to Network Rail Company Standard NR/SP/TRK/033. 20 dia. TIGHT ENOUGH TO HOLD POST RIGID 40 X 40 TIMBER Rail level. D 150 x 75 boarding across the tracks at the ends of the sand drag. In terminal stations the 300 x 75 mm boarding to be omitted and the filling materials to be extended to the platform walls and across the space between the tracks. 450 D 20 dia. RED (OR WHITE) LAMP (See note 3) 300 x 75 boarding 1 220 12 DIA BOLT 254 LONG. Fill. secured to the sleepers by 150 x 150 x 12 angle cleats if required.7. 64 300 x 75 boarding.D. 20 dia.L. R. bolt. Revision 2 Date: February 2007 Sheet 105 of 196 . CROSS SECTION.

Must not be used on routes equipped with Vaughan Harmon Track Circuits Available for flat bottom rail sections only Not recommended at Accommodation/Farm crossings on track circuited lines STRAIL will be superseded by STRAIL 2005 Only permitted where timber sleepered track exists in track categories 4 . providing a continuation of the road surface to enable road vehicles to cross the railway on the level. 3. 4. The term does not include cattle-cum-trespass guards. Table 1: Application of Proprietary Systems by Crossing Type: Manufacturer Polysafe: Public Vehicular Walkway Accommodation or Farm RRV Access Frameless Polymer - 3 - - 1. 2.© Network Rail Track Design Handbook NR/L2/TRK/2049 D. 5. barriers and the track system. signalling devices.2.3 Concrete Steel Framed - 3 - 1.8. including the associated support system.1 Definition of a level crossing surface system: An installation.1: Level Crossing Surface Systems . signs.6 In accordance with NR/L2/RVE/0007 “Specification for on and off tracking of Road-Rail Vehicles” (RRV) Not in running lines Revision Date: June 2008 Sheet 106 of 196 .2 Polymer Steel Framed - - - Public Vehicular 3 3 3 - - - Emergency/Track Access - - - 3 Pedestrian - 3 - - Farm - - - Inno STRAIL - - 3 3 TAP STRAIL - - - 3 2 Pede STRAIL - 3 - - 4 STRAIL/STRAIL 2005 3 - - - Timber - 35 36 Ballast/Aggregate - 35 37 - - Slab with embedded rails 3 - - - 2 HoldFast: STRAIL: Others: Crossing Type System - NOTES 1. 7. 6.

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.8.2: Level Crossing Surface Systems - 2
Table 2:
Surface System Type to be Installed as a New or Replacement Public Vehicular Crossing
Surface system types for public vehicular crossings:
Type A
Modular bridging system
Type B
Modular bridging system with reinforced filling
Type C
Full depth modular system with multiple 4ft panel
Type D
Full depth interlocking modular system with single 4ft panel
Type E
Concrete slab with embedded rails

Road speed

Operating condition

Up to 30 mph

Up to 40 mph

Up to 50 mph

Above 50 mph

Normal

A, B, C, D

A, B, C, D

B, C, D

D,

Exceptional

B1, C, D, E

B1, C, D, E

C, D, E

D, E

NOTES
1. Not where track radius is <400 m
Definition of Operating Condition:
Normal Operating Conditions are defined in NR/SP/TRK/040 Level Crossing Surface Systems.
Exceptional Operating Conditions exist where any one or more of the normal parameters are exceeded.
Proprietary surface systems with Network Rail Product Acceptance, by system type, for use as a public vehicular
level crossing:
Type A
Polysafe steel framed concrete
Type B
Polysafe steel framed polymer
Type C
HoldFast Public Vehicular System
Type D
STRAIL Premium
Type E
Harmelen style crossing – (currently under development for UK application)

Revision

Date: June 2008

Sheet 107 of 196

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Track Design Handbook NR/L2/TRK/2049

D.8.3: Level Crossing Road Profiles - 1
Level Crossing Road Profiles
The vertical profile over any vehicular crossing should have no sudden changes of vertical curvature.
The profile over Public Road Crossings and User Worked Crossings (UWC) must be installed to the requirements
shown below.
These design parameters will apply:1. On the installation of any new vehicular crossing.
2. Where the entire crossing surface system across the track or tracks is to be replaced due to deterioration of
the existing asset or due to any other reason such as a change in approved road use or track renewal.
3. Whenever renewal of ballast and/or sleepers takes place at any Automatic Half Barrier Crossing, Automatic
Full Barrier Crossing (including MCBs with auto lower and MCB-OD), Automatic Open Crossings Remotely
Monitored or User Worked Crossing with vehicular use.
4. Where the renewal of the ballast and/or sleepers through all tracks at a crossing is undertaken.
The road profile is to be made as compliant as reasonably practicable but in no way rendered worse:
1. Where one of a number of tracks is to be provided with new surface systems for whatever reason.
2. Where the renewal of ballast and/or sleepers to one of a number of tracks at a crossing is to be undertaken.
Where a crossing is to be converted, e.g. from gates to some form of barrier, the profile must be appropriate to the
new category.

Public Road Crossings
The profile over any Public Road Crossing should not cause a long, low vehicle, e.g. a low-loader, to become
grounded and obstruct the railway. The safe profile is defined by the vehicle category, which is in turn determined by
the road and rail traffic density defined below:
3

Measurement of Safe Profiles
Actual Daily Road Vehicle
User

more than 2000
2000 or less
600 or less

or

Daily Traffic Moment

Crossing Category by
vehicle type

Theoretical Wheelbase
Length

more than 80 000
80 000 or less
25 000 or less

1
2
3

15.3
9.75
8.5

The profile must comply with a maximum permitted hump of 75 mm anywhere on the road surface over a length
equal to the wheelbase of a specified nominal road vehicle.
Note: The traffic data in the table above should be established by consulting the recorded vehicle usage in ALCRM
obtainable from the Operations Risk Control Coordinator (ORCC), or if a profile is recorded in the Level Crossing
Order, the latter shall be used. Any likely increase in road usage following automation of the crossing should be
taken into account. Other factors, such as the proximity of heavy plant operators, which may necessitate a flatter
profile, should be taken into account.
The profile should exist across the full width of the carriageway and the approaches. The approaches extend for a
minimum of 20 m from the nearest rail for category 2 and 3 crossings, and up to 30 m for category 1 crossings.

Continued on next sheet

Revision

Date: March 2010

Sheet 108 of 196

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Track Design Handbook NR/L2/TRK/2049

D.8.4: Level Crossing Road Profiles - 2
User Worked Crossings (UWC)
The wheelbase to be adopted in assessing the vertical profile for these crossings is dependent upon the vehicular
use and is based upon the definitions shown below. The category of the crossing must be agreed with the
Operations Risk Control Coordinator (ORCC) for that asset and it must take account of legal agreements between
Network Rail and the users.
Category A: Private roads or field-to-field crossings which are used throughout the year or are subject to
intensive seasonal use in that they give access to several fields or large tracts of agricultural land; and crossings
used by large vehicles and large heavy farm machinery. Maximum design hump of 75 mm with a theoretical
wheelbase of 8.5 m, profile to extend 12 m beyond nearest rail.
Category B: Little used private roads and other field-to-field crossings where large lorries or heavy farm
machinery is evidently taken over the crossing. Maximum design hump of 75 mm, theoretical wheelbase of
6.5 m, profile to extend 9 m beyond nearest rail.
Category C: Occupation or accommodation crossings subject to use only by cars and light farm vehicles.
Maximum design hump of 75 mm, theoretical wheelbase of 4 m, profile to extend 6 m beyond nearest rail.
Category D: Crossing restricted to use by livestock only. No restrictions on the crossing profile.
Approach slopes shall not exceed a 1 in 8 gradient. Where there is a sharp change in profile at the bottom of an
approach slope, or where there is a steep slope up from the crossing, care must be taken in order that overhung
ends of vehicles or machinery will not ground or strike overhead line equipment.
Definitions:

Actual Daily Road
Vehicle User

The number of road vehicles passing between 06.00 and 24.00, averaged
over a 9 day period. The value recorded in ALCRM is acceptable if a full
9 day census is not available.

Traffic Moment

The number of road vehicles using the crossing multiplied by the number of
trains passing in a given period.

Accommodation Crossing

A field-to-field crossing, essentially for the use of the farmer.

Occupation Crossing

Where a private road crosses the railway, e.g. leading to a house or farm.

ALCRM

All Level Crossing Risk Model

Revision

Date: March 2010

Sheet 109 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

E.1.1: CEN56E1 Vertical S&C Switches - Full Depth - Rail and Timber Lengths

Switch type

Stock rail
length

Switch rail
length

Stock rail
fronts

Stretcher
bars
(Drives)

Lengths of timbers required

2600

2750

2900

3050

AV

11 960

8890

3070

2 (1)

11

4

3

-

BV

13 380

10 310

3070

2 (1)

12

5

3

-

CV

16 930

13 860

3070

3 (2)

14

4

4

3

DV

16 930

13 860

3070

4 (2)

16

7

3

-

EV

20 555

17 485

3070

4 (2)

19

8

5

-

FV

23 395

20 325

3070

5 (3)

22

8

8

-

SGV

26 945

23 875

3070

6 (3)

23

14

6

-

GV

30 495

27 425

3070

6 (3)

26

17

5

-

HV

41 430

38 360

3070

9 (5*)

37

21

9

-

NOTES
1. The numbers shown for timbers required are as detailed on the relevant RE/PW drawing (600, 601 and 603).
Timber lengths will require alteration to provide for:
a) conductor rail fixings.
b) point motors, cranks, etc.
2. All dimensions are in millimetres.
3. For the details of switch geometry, see sheet A.1.1.
4. * Backdrives on the HV switch are hydraulic type, adjacent to stretcher bar Nos. 4, 6, 8 & 9 (see RE/PW/603).

Revision 3

Date: March 2010

Sheet 110 of 196

Rail and Timber Lengths Switch Stock rail length Switch rail length Stock rail fronts Stretcher bars (Drives) Lengths of timbers required 2600 2750 2900 3050 BVS 14 750 11 680 3070 2 (1) 10 5 4 2 CVS 16 930 13 860 3070 2 (2) 14 4 4 4 DVS 16 930 13 860 3070 2 (2) 16 7 3 - EVS 20 555 17 485 3070 3 (2) 19 8 4 - FVS 23 395 20 325 3070 3 (2) 22 8 5 - SGVS 26 945 23 875 3070 5 (3) 23 14 6 - GVS 30 495 27 425 3070 5 (3) 26 17 5 - HVS 41 430 38 360 3070 7 (4*) 37 21 4 - NOTES 1. 5. Timber lengths will require alteration to provide for: a) conductor rail fixings.1. 5 & 7 (see RE/PW/805). b) point motors. All dimensions are in millimetres. 3. 3. 2. etc.1: CEN56E1 / CEN54E1A1 Vertical S&C Switches . cranks.Shallow Depth . see sheet A.805 incl). For the details of switch geometry. CEN54E1A1 switch rail is identical to the former UIC54B.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 4.2. * Backdrives on the HVS switch are hydraulic type. adjacent to stretcher bar Nos.1. The numbers shown for timbers required are as detailed on the relevant RE/PW drawing (801 . Revision 3 Date: June 2008 Sheet 111 of 196 .

Revision Date: March 1996 Sheet 112 of 196 .1.no.75 172 3070 4880 5720 2357 3458 5815 13 208 3070 6035 5720 2358 3952 6310 15 240 3780 4830 6430 3070 4120 16 256 3780 5435 6430 3066 18.5 296 4490 6080 7140 2391 21 336 5200 6655 7850 7190 3989 4054 7120 7055 2326 4624 4689 7080 6950 2391 2326 4609 4674 7065 6935 7135 7070 24 384 5885 8790 9245 3104 3039 24* 384 - - - 3104 3039 28 448 6445 8870 10 275 3683 3618 32.6.4. 3. 5.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 4. 6. Further crossings are detailed on sheets E.365 518 7185 10 305 10 965 4031 5341 5406 3832 8510 8380 7515 7450 NOTES 1.Common Crossings . Cast crossings marked * are produced by M. deduct 720mm from the lengths quoted.5 72 3070 4030 5720 5 80 3070 4030 5720 5.1.8.1: CEN56E1 Vertical S&C . For details of check rail lengths see sheet E.6.I. see sheets E.4.6. to E.5 88 3070 4030 5720 6 96 3070 4740 5720 6. 8.2. E.3 to E. All dimensions are in millimetres.P.5 120 3070 5330 5720 8 128 3070 5590 5720 2358 2747 5105 9. For short wing rail built-up crossings. 2.5 104 3070 4740 5720 7 112 3070 5450 5720 7. Outreau.6. Cast manganese crossings shown are for single turnouts and crossover conditions.3. 7.25 148 3070 4110 5720 2358 3397 5755 10 160 3070 4495 5720 2360 3095 5455 10. Cast centre Part Welded Built up RE/PW drg. Gauge is 1432mm. For details of timber spacings and baseplates.1.12. Crossing angle 1 in N e=a+b 4 64 f=c+d Built up/Part-Welded/Cast Centre Block/ Cast Nose Crossings Wing rail fronts a (LH) c (RH) 3070 Vee rails d (LH) b (RH) 4030 Cast manganese crossings Wing rails [see note 6] Wing fronts LH a (LH) RH c (RH) Vee legs d (LH) b (RH) Overall lengths e f 5720 4. Overall wing rail lengths do not apply to cast centre block crossings. Not all of the crossings included in the table are available as cast nose or centre block types.Rail Lengths for Turnouts & Crossovers Nose IP a d c b 127mm 606 607 668 608 669 609 610 670 611 673 684 684 Nose to I.12. E.

7. 2. see sheets E.2. 9. 8.1 in 4 1 in 4.1. thus: (N)AV Joints for cast manganese crossings shown by a double line.25 1 in 10 1 in 10.5 1 in 7 1 in 7. Nose baseplates are indicated by shaded boxes with thickened sides in the table. 3.6.12. to E. 561 710 766 VB300 660 VB360 710 750 V-V 710 V-V 710 V-V 750 VA456 VB294 V-V V-V 660 748 710 710 VA384 VD462 VB348 V-V 710 749 710 710 VA318 VA396 VD492 V-V 710 710 846 710 10¾AV VA324 VA408 VD540 V-V V-V 710 V-V 586 710 710 710 710 VA192 10AV VA330 VA432 VD528 V-V V-V 710 V-V 710 710 710 710 710 710 710 710 VB246 VA192 9¼AV VA342 VA444 VD564 V-V V-V 710 710 710 710 710 710 710 710 VB312 VB252 VA192 8AV VA354 VD462 VD588 V-V V-V 710 710 710 710 710 710 V-V 710 VB324 VB264 VA198 7½AV VA360 VD480 CV CV V-V V-V 710 6H 710 710 V-V 710 VD498 CV CV 710 VA366 710 710 710 7AV VB342 VB288 VA204 V-V 710 710 V-V Track Design Handbook NR/L2/TRK/2049 Date: March 1996 710 710 710 710 710 710 710 V-V 710 V-V VB300 VA210 6½AV VA378 VD522 CV CV 710 710 710 710 V-V 710 V-V VB312 VA216 6AV VA390 VD552 CV CV 710 710 710 710 V-V 710 V-V VB324 VA222 5½AV VA408 710 710 V-V 710 V-V VB342 VB234 5AV 4½BV 710 710 V-V 710 V-V VB360 VB240 4½AV V-V 710 V-V V-V 4½XV 710 V-V 710 © Network Rail Crossing Timber E. The baseplates quoted in the table are for straight/straight crossings. Joints for built up / part welded crossings indicated by a thickened horizontal line.4.365 see sheet E.75 4F V-V V-V 710 3F V-V 2F V-V 1F 4XV NOSE 4AV 1H 4BV 2H CV CV 3H CV CV 4H V-V 5H V-V V-V 710 V-V 710 V-V 710 V-V 710 710 710 710 710 710 710 710 710 4½CV 710 710 710 710 V-V 710 710 V-V V-V 710 710 710 710 V-V 710 V-V 710 710 710 710 710 V-V 710 V-V 710 V-V 710 7H V-V 710 V-V NOTES Sheet 113 of 196 1. 5. Built up crossings are not available beyond 1 in 21.5 1 in 5 1 in 5.Baseplates & Timber Spacings for Built-Up & Part Welded Crossings .4.1: CEN56E1 Vertical S&C Common Crossings . 4.6. . For details of timber spacings and baseplates for cast crossings.5 1 in 6 1 in 6. 710 All dimensions are in millimetres. 6. Dimension nose to centreline of the AV baseplate is 127mm in all cases.1 Revision . For details of 1 in 13 to 1 in 32.5 1 in 8 1 in 9.

2: CEN56E1 Vertical S&C Common Crossings .Baseplates & Timber Spacings for Built-Up & Part-Welded Crossings .5 1 in 21 1 in 24 (Note 7) 1 in 28 (Note 7) 1 in 32.2 Revision Crossin g .4.365 (Note 7) Timber V-V 12F V-V 690 11F V-V 10F VB366 690 705 VB336 690 V-V 9F VB342 700 V-V 8F VB360 710 V-V 7F VB354 710 V-V 6F V-V 710 V-V 4F VB336 3F VB282 2F VA222 1F VA198 NOSE 13AV 1H VA306 2H VA360 3H VA408 4H VB240 5H VB294 6H VB348 7H V-V 8H V-V VB354 710 710 VB342 710 VB306 710 VB294 VB258 710 VA210 710 710 710 15AV 710 710 710 710 710 660 710 801 681 710 710 710 700 710 660 711 710 700 711 VB324 710 710 9H VB366 10H V-V 625 710 720 640 660 V-V 720 710 Sheet 114 of 196 VB372 13H V-V 710 VB240 720 VB294 710 12H 710 VA216 VB270 VB342 698 VA192 VB246 VB312 695 VA174 720 636 710 VB354 723 VA222 VB282 695 VA150 VA192 640 710 VB318 710 710 VA258 695 VA348 VA168 VA228 591 VB282 670 710 710 VB258 710 695 VA330 VA366 VA204 695 VA306 670 710 710 VA222 VB288 710 V-V 710 710 670 VA342 VA174 695 VA288 VA318 710 660 695 VA264 670 710 VA336 VA186 VB252 VB336 801 V-V 710 VA210 VB294 VB366 710 VA156 670 VA294 VA336 660 695 32AV VA270 710 710 695 VA222 685 28AV VA306 VA348 625 VA174 VB246 VB318 710 685 710 710 695 VA204 VA222 710 VA276 VA312 VA360 710 VA204 VB270 710 685 710 710 695 VA186 VA198 24AV VA282 VA324 VA384 710 VA222 710 VA282 VA336 VA396 710 21AV VA204 VA198 VA216 710 695 685 710 710 695 VA228 VA222 VA186 VA210 710 18½AV VA294 VA342 710 710 685 710 710 695 VB252 VB246 VA210 VA192 VA210 710 16AV VA294 VA222 710 710 704 VB240 695 VB270 710 715 710 VB294 VB270 VB270 VB252 VA198 VA204 710 710 710 VB234 700 710 695 690 VB294 VB300 VB288 VB270 VA204 VA204 710 710 710 710 VB252 710 VB324 VB312 710 710 710 VB348 VB318 700 VB330 705 VB312 690 710 VB258 720 VB324 710 710 VB282 720 VB348 710 VB318 723 14H VB372 15H V-V 710 VB336 710 710 VB360 710 16H VB384 17H V-V 710 Track Design Handbook NR/L2/TRK/2049 Date: March 1996 5F 11H 705 VB360 © Network Rail 1 in 13 E.1 in 15 1 in 16 1 in 18.

7 R.1 2151. 595.7 Type Splay Splay Splay Splay Splay Splay Splay Type Angle 1 in 3.4 1592.4 2283.1 R.0 R.5 Angle NOTES 1. 927 1126 4030 1015.E.CV VD 588 4. All weights in kg.2 1604.5 XV V-V V-V V-V Jt 710 710 710 710 710 710 710 710 710 Jt V-V V-V CV .625 1 in 4 1 in 4.8 1471.E.E.E. 455.7 R.9 2205.E.5 1 in 5 1 in 5. Flash butt welds shown: 3.9 1543.9 R. 540.8 2083.E. 662.E.7 2228.6 R. 924 1159 4030 1117.E. 4740 803.CV CV .5 1 in 6 1 in 6. 1 in 3.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.625BV VA 432 N 3. 745.0 1592. Revision 1 4. 494.1 R.E.0 R. Date: June 2001 Sheet 115 of 196 .CV 4 BV VA180 N 4 XV V-V V-V V-V Jt 710 710 710 710 710 710 710 710 710 Jt V-V V-V CV .625XV V-V V-V V-V Jt 710 710 710 710 710 710 710 710 710 Jt V-V V-V CV .2 1579.E.2 R. Fronts and Vee legs supplied to customer requirement.Common Crossings .0 R.5 1 in 6 1 in 6.2 2228. 5. All crossing dimensions to Nose.0 R.E. 823.CV VA 522 VA 390 VA 180 N VA 234 VB 360 V-V V-V Jt 710 710 710 710 710 710 710 710 710 710 Jt V-V V-V V-V CV .5 BV VA 180 N 4.0 R.CV VD 498 VA 378 VA 180 N VA 222 VB 342 V-V V-V Jt 10H 9H 8H 7H 710 710 710 710 710 710 710 710 710 710 V-V V-V V-V VD 588 VA 480 VA 372 VA 180 VA 216 VB 324 V-V V-V 6H 5H 4H 3H 2H 1H NOSE 1F 2F 3F 4F 5F 6F 7F 8F 9F 10F 11F 7F 8F 9F 10F 11F 12F 12F Mass c/w fittings Mass w/o fittings Mass c/w fittings Mass w/o fittings 2245.Edgar Allen Type 18H 17H 16H 15H 14H 13H 12H 11H 10H 9H 8H 7H 6H Jt 5H 4H 3H 2H 1H NOSE N 1F 2F 3F 4F Jt 5F 6F 927 3070 3070 3070 927 1827 1827 94 4 1824 927 3070 743.1 CEN56E1 Vertical S&C .CV CV .E.1 R.3: Cast Centre Block Crossings .Baseplate Designations & Spacings .CV VA 552 VA 408 VA 180 N VA240 V-V V-V V-V Jt 710 710 710 710 710 710 710 710 710 V-V V-V CV .5 Angle 18H 17H 16H 15H 14H 13H 12H 11H Jt 710 710 710 710 710 710 710 710 710 Jt V-V V-V CV .625 1 in 4 1 in 4.0 R. 1159 3070 3070 Angle 906.5 1 in 5 1 in 5.4.CV 3. 2.E. 4030 4030 3070 924 1875 4030 817.0 1540. 4740 745. All legs shown straight/straight.E.

4 R.75 1 in 13 Angle 18H 17H 16H 15H 14H 13H 12H 11H 10H 9H 8H Jt 7H 6H 5H 4H 3H 2H 1H NOSE N 1F 2F 3F 4F Jt 5F 6F 713.E.E. All weights in kg. 315. Flash butt welds shown: 3.2 1710. All legs shown straight/straight.4 R.E.9 1965.1 R. 392.0 R.E. 421. 2230 867 3070 3070 987 927 927 3070 3070 464.5 1385.E.6 R.5 1 in 8 1 in 9. 367.E. Revision 1 4.6 R.0 R.9 R.4 Mass c/w fittings Mass w/o fittings Type Splay Splay Splay Splay Splay Splay Splay Type Angle 1 in 7 1 in 7. 269.E.8 2026.0 1462.4: Cast Centre Block Crossings .7 2324.25 1 in 10 1 in 10. 1972 4110 1852 5590 1961 1827 927 1827 459.5 R.2 1644. Date: June 2001 Sheet 116 of 196 .8 2435.E.5 1 in 8 1 in 9.7 2312.E.2 CEN56E1 Vertical S&C . 1972 4880 4495 469.25 1 in 10 1 in 10. 5. Fronts and Vee legs supplied to customer requirement.5 1349.Baseplate Designations & Spacings .75 1 in 13 Angle NOTES 1.3 R.Edgar Allen Type 6035 2627 3070 3070 967 867 1852 987 937 3070 479.9 R.5 R. All crossing dimensions to Nose. 2. Angle 18H 17H 16H 15H 14H 13H 12H 11H 10H 9H Jt Jt 710 710 710 710 710 710 710 710 710 710 710 V-V V-V V-V V-V VD 564 VA 462 VA 360 VA 180 N VA 210 VB 312 V-V V-V Jt Jt 710 710 710 710 586 710 710 710 710 710 710 V-V V-V V-V V-V VD 528 VA 444 VA 354 VA180 N VA 204 VB 300 V-V V-V Jt 710 710 710 710 846 710 710 710 710 710 710 V-V V-V Jt V-V V-V VA 540 VA 432 VA 342 VA 180 N VA 198 VB 288 V-V V-V Jt Jt 710 748 749 710 710 710 710 710 710 V-V VB 348 VD 492 VA 408 VA 342 VA 180 N VA 192 VB 264 VB 342 V-V Jt 710 660 561 660 710 710 710 710 710 710 Jt V-V VB 360 VB 294 VA 462 VA 396 VA 342 VA 180 N VA 180 VA 252 VB 324 V-V Jt 710 750 766 750 710 710 710 710 710 710 V-V V-V VB 300 VA 456 VA 384 VA 342 VA 180 N VA 180 VA 246 VB 312 V-V Jt 710 660 710 681 710 660 710 710 710 710 710 710 710 V-V V-V VB 348 VB 294 VB 240 VA 408 VA 360 VA 342 VA 180 VA 180 VA 222 VB 282 VB 336 V -V 6H 5H 4H 3H 2H 1H NOSE 1F 2F 3F 4F 5F 6F 7F 8F 9F 10F 11F 7F 8F 9F 10F 11F 12F 12F Mass c/w fittings Mass w/o fittings 8H 7H 2254.E.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.2 1619.Common Crossings .7 R.2 1935. 220.E.E.E.4 R. 290. 5450 792.7 1623. 1 in 7 1 in 7. 5330 725.4.E.

7 3511.E.6 R.0 R.E. 235. All legs shown straight/straight.E.E.2 2158.5 R.9 R.8 R. 3969 6080 3960 3441 1651 2701 332. 4830 337. Date: June 2001 Sheet 117 of 196 .4.1 R.E.3 CEN56E1 Vertical S&C . 206.7 2765.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.E.2 R. 214. 1 in 15 1 in 16 1 in 18. 7185 2305 5341 6445 2280 5165 5885 5200 1722 1701 4742 8870 10305 332.E. 5435 355. Jt 801 710 710 710 710 801 710 710 710 710 710 710 710 710 V-V Jt VB 366 VB 318 VB 270 VA 222 VA 396 VA 342 VA 342 VA 180 N VA 180 VA 210 VB 258 VB 306 VB 354 Jt V-V 7F 8F 9F 10F 11F 710 700 711 700 710 710 710 710 710 710 710 710 710 710 Jt V-V VB 336 VB 294 VB 246 VA 438 VA 378 VA 312 VA 270 VA 270 N VA 270 VA 270 VB 252 VB 294 VB 342 V-V Jt 625 710 710 711 710 710 625 710 710 710 710 710 710 710 710 710 710 V-V Jt VB 366 VB 324 VB 288 VB 252 VA 234 VA 402 VA 330 VA 270 VA 270 VA 270 N VA 270 VA 270 VB 234 VB 270 VB 306 VB 342 V-V Jt 660 710 710 591 710 710 660 660 710 710 710 710 710 710 710 710 710 710 710 V-V VB 354 VB 318 VB 282 VB 258 VA 222 VA 210 VA 378 VA 318 VA 270 VA 270 VA 270 N VA 270 VA 270 VA 222 VB 258 VB 288 VB 324 VB 360 V-V Jt 710 710 710 640 636 640 710 710 710 710 710 710 710 710 710 710 710 715 704 700 700 700 V-V VB 372 VB 342 VB 312 VB 282 VA 258 VA 228 VA 234 VA 234 VA 372 VA 336 VA 306 VA 306 VA 306 VA 276 VA 270 VA 210 VA 240 VB 270 VB 300 VB 330 VB 354 V-V Jt Jt N Jt Jt 710 723 720 720 720 720 720 720 723 710 670 670 670 670 685 685 685 685 685 710 710 690 690 690 690 690 V-V Jt VB 372 VB 348 VB 324 VB 294 VB 270 VB 246 VA 222 VA 216 VA 234 VA 270 VA 354 VA 282 VA 270 VA 270 VA 270 N VA 270 VA 270 VA 270 VA 218 VB 240 VB 270 VB 294 VB 318 VB 342 VB 366 Jt V-V 12F Mass c/w fittings Mass w/o fittings 710 710 710 710 710 710 710 710 710 698 695 695 695 695 695 695 695 695 695 695 695 695 695 695 695 695 705 705 705 V-V VB 372 VB 348 VB 324 VB 306 VB 282 VB 258 VB 240 VA 216 VA 192 VA 174 VA 180 VA 252 VA 330 VA 294 VA 270 VA 270 VA 270 VA 270 VA 270 VA 270 VA 204 VA 228 VB 252 VB 270 VB 294 VB 312 VB 336 VB 360 V-V Angle 18H 17H 16H 15H 14H 13H 12H 11H 10H 9H 8H 7H 6H 5H 4H 3H 2H 1H NOSE 1F 2F 3F 4F 5F 6F 7F 8F 9F 10F 11F 12F Mass c/w fittings Mass w/o fittings 2203.E. 226.4 2263. Fronts and Vee legs supplied to customer requirement.5 1 in 21 1 in 24 1 in 28 1 in 32.2 1899.3 2430.E.365 Angle NOTES 1. All weights in kg.365 Angle 18H 17H 16H 15H 14H 13H 12H 11H 10H 9H 8H 7H Jt 6H 5H 4H 3H 2H 1H NOSE N 1F 2F 3F 4F 5F Jt 6F 344.E.3 1948. Flash butt welds shown: 3.E.4 1627.3 Type Splay Splay Splay Splay Splay Splay Splay Type Angle 1 in15 1 in 16 1 in 18. Revision 1 4. 231. All crossing dimensions to Nose.6 R.8 R. 2.6 3188.2 R.E.2 2531.8 R. 8790 6655 1670 4490 1666 3780 3780 382.5 3462.Edgar Allen Type 334.Common Crossings .E.6 3293.8 2509. 5. 220.Baseplate Designations & Spacings .5: Cast Centre Block Crossings . 229.E.5 1 in 21 1 in 24 1 in 28 1 in 32.6 R.2 R.4 R.

75 1 in 5 Angle NOTES 1.5 R.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. Check extension rails supplied as required. 1 in 4. Revision 1 4. 6.1 R. All legs shown straight/straight. V-CV 710 CV-CV 650 VD 546 650 VA 420 VA 252 VA 252 650 K 650 VD 546 650 CV-CV 650 V-CV Jt 650 650 VA 420 710 Mass c/w fittings Mass w/o fittings Jt V-CV 710 650 VD 528 650 VA 414 VA 246 VA 246 650 K 650 VD 528 650 CV-CV 650 V-CV Jt 650 650 VA 414 710 7R 6R Jt CV-CV Angle V-CV 5R CV-CV 4R VD 510 3R VA 402 2R VA 246 1R VA 246 1L VA 402 2L VD 510 3L CV-CV 4L V-CV 5L 710 6L Jt 7L 1830 1826 1817 1486 1486 1486 Mass c/w fittings Mass w/o fittings Type Obtuse Obtuse Obtuse Type Angle 1 in 4.4. 2.Baseplate Designations & Spacings . Flash butt welds shown: 3.E.4 CEN56E1 Vertical S&C .75 710 3R 2845 1460 703.E.OBTUSE Crossings . All check rails supplied with 2250 splay. 5.5 1 in 4. Date: June 2001 Sheet 118 of 196 .5 Jt 4R 1R 3360 2845 1460 5R 668. 1 in 4. All crossing dimensions to Knuckle. 7.5 R. 742. Point & Wing rail ends supplied to customer requirement.E.E.1 R.Edgar Allen Type 1L 650 650 K 650 3L 650 4L 650 5L 6L 7L 650 650 2L 1460 2845 3360 3360 2845 1460 1460 2845 3360 1 in 5 650 2R 3360 668. Angle 7R 6R 703. 1460 2845 3360 742.7 R. All weights in kg.E.6: Cast Centre Block Crossings .7 R.E.

E.E.E. 603.E. All weights in kg. Jt 5R 1R KN 1L 2L 4237 3555 1784 Angle 703.2 R.2 R. 6.E. Date: June 2001 Sheet 119 of 196 .7 R.7 R. 2. 650 V-CV 650 CV-CV 650 CV-CV 650 VD 540 650 VA 438 VA 294 VA 192 K VA 294 VA 438 VD 540 650 650 650 650 650 CV-CV V-CV 650 650 CV-CV Jt Mass c/w fittings Mass w/o fittings Jt 650 V-CV Jt 650 CV-CV 650 CV-CV 650 VD 510 650 VA 420 VA 282 VA 192 K VA 282 VA 420 VD 510 650 650 CV-CV Jt 650 650 650 650 CV-CV V-CV 650 650 V-CV Jt 650 CV-CV 650 VD 582 650 VD 480 650 VA 402 VA 276 VA 192 K VA 276 VA 402 VD 480 650 650 CV-CV Jt 650 650 650 650 VD 582 V-CV 650 650 Jt V-CV 650 CV-CV 650 VD 552 650 VD 462 650 VA 390 VA 264 VA 192 K VA 264 VA 390 VD 462 650 650 CV-CV Jt 650 650 650 650 VD 552 V-CV 650 650 650 V-CV 650 CV-CV 650 VD 528 650 VA 444 650 VA 378 VA 264 VA 192 K VA 264 VA 378 VA 444 650 650 650 650 650 VD 528 650 CV-CV Jt 650 650 V-CV 650 Angle V-CV 7R CV-CV 6R VD 588 5R VD 510 4R VA 426 3R VA 366 2R VA 258 VA 192 VA258 VA 366 1R KN 1L 2L VA 426 3L VD 510 4L VD 588 5L CV-CV 6L V-CV 7L Jt Mass c/w fittings Mass w/o fittings 2246 2234 2373 2363 2360 2813 1854 1854 1854 1854 1864 2180 Type Obtuse Obtuse Obtuse Obtuse Obtuse Obtuse Type Angle 1 in 5.E.5 1 in 7 1 in 7.5 1 in 7 1 in 7. All check rails supplied with 2250 splay.5 1 in 6 1 in 6.9 R.E.E. 563.2 R.E.7: Cast Centre Block Crossings . Flash butt welds shown: 3. 703.5 CEN56E1 Vertical S&C . 1784 3555 4237 4237 3555 1784 1784 3555 4237 4237 3555 1784 1784 3555 4237 4237 3555 1784 1784 3555 4237 3555 1784 563. 1 in 5.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 7.5 1 in 8 Angle NOTES 1.7 R.5 1 in 6 1 in 6. 1784 3555 4237 767. All legs shown straight/straight.5 1 in 8 650 650 650 3R 650 2R 650 K 650 650 650 650 3L 650 4L 650 5L 7L 603. All crossing dimensions to Knuckle.E. 5.7 R. 767.4. 608.7 R.Baseplate Designations & Spacings . Check extension rails supplied as required. Jt 4R 6L 649.7 R.Edgar Allen Type 7R 6R 4875 4237 4215 2014 2014 4215 4875 608.OBTUSE Crossings . 649.9 R.E.2 R. Point & Wing rail ends supplied to customer requirement.E. Revision 4.

5 1 in 6 1 in 6. Point rails Length depends upon the adjacent common crossings. indicated in the table as ‘special’ are to be specifically detailed and manufactured.1.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. which gives point rail lengths measured from the nose.6½NV D6AV 710 640 658 710 V .CV 620 VC408 710 V .CV 552 D8AV VC336 VC438 V . Date: December 1999 Sheet 120 of 196 .CV 700 710 V . with heel end drilled for a fishplated joint or left undrilled for a welded joint.5. Closure rail required.5 1 in 7 1 in 7. d) a negative cant occurs on either track through the crossing.CV 710 710 5L NOTES 1.CV 710 V .CV 2L D4¾BVL 1L D4¾AV Knuckle - 1R D4¾AV 2R D4¾BVR 3R V .CV 710 670 710 V . Fabricated obtuse crossings shall not be used where the line speed exceeds 75mph. Revision 1 Standard.Obtuse Crossings .5 1 in 6 1 in 6. Fixed obtuse crossings shall not be used where a) the line speed exceeds 90 mph on jointed track or 105 mph on fully welded track.5 1 in 7 1 in 7.5 345 4900 5300 5700 6100 6500 6800 7100 3920 3920 3920 1 in 7 372 1 in 7.5 292 Special Special 4300 4700 5100 5400 5700 6000 6200 6800 7200 1 in 6 319 Special 4200 4600 5000 5400 5800 6100 6400 6700 7300 3946 3946 1 in 6. All dimensions are in millimetres.5AV 7 .6½NV VC384 700 650 664 419 VA192 VC438 VC354 D6AV 710 V .5 398 1 in 8 425 5600 6000 6400 6800 7100 3893 3893 3893 3893 6300 6700 7100 3867 3867 3867 3867 3867 7100 7400 3840 3840 3840 3840 3840 3840 Non-standard with heel end undrilled.75 to 1 in 8 Table of Timber Spacings and Baseplates for Fabricated Crossings 1 in 4. No closure rail required.8NV D7AV VC354 VC480 625 499 472 620 VC330 D7.75 253 Special Special Special 4200 4500 4800 5000 1 in 5.5 1 in 8 1 in 9. see table. Combined point/wing rails.CV 3L V .CV 525 499 658 608 D8AV 7 .CV 710 710 680 700 380 D5½ AV 670 380 700 D5½ AV 446 419 446 664 VC366 680 V .1: CEN56E1 Vertical S&C .CV 710 VC480 VC384 710 V . Knuckle Obtuse to nose crossing mm Common crossing 1 in 4 1 in 4. In any of these cases. exceptionally 1 in 8.75 1 in 4.CV 710 525 641 650 552 7-8NV D7½AV VC348 VC456 V .5 1 in 8 5L 710 4L V . 4.5.5 1 in 5 1 in 5. b) the crossing angle is flatter than 1 in 7. Rail lengths: Wing rails 5690 for all angles.5.CV 710 VC456 VC366 681 V . the rail to be cut and drilled or welded on site.CV 710 710 710 625 640 710 630 710 710 608 VC330 VC420 V . 2.1 in 4. switch diamonds shall be specified. 3.CV 710 710 V . Check rails 5690 for all angles.8NV D6½AV 681 630 641 472 710 VC408 VC336 D7AV 6 .CV VC420 VC348 D6½AV 6 . c) the radius of either track is sharper than the limiting radii shown in sheet A. below.75 1 in 5.CV 4R V .CV 710 710 V .25 1 in 10 1 in 10.

Single Lead Turnouts .6. All weights in kg.1 (LH or RH) Type CEN56E1 Vertical S&C . 2.2 splay 7 339 Straig 8N 235 220 Straight Opening -8 561 ht 5105 O/A 238 Straight Opening .Details of Edgar Allen Crossings NOTES 1. Revision Angle .c/w fittings Centres splay 978 1490 pwl/r 1041 1575 710 710 710 N 710 710 279 Straight Opening .10 748 aig Str Angle 235 325 Straight Opening 160 IP-N 5N 309 aig Str ht 1 in 10 aig Str Type Weight c/w fittings Centres splay 1029 745 1577 745 745 N 710 685 600 0 236 Straig N 220 Straight Opening Stra ight 713 ht 5455 O/A 325 Straight Opening 160 IP-N VJA348 VA282 VA252 VA312 VA312 VA378 VA258 VJA300 5 309 N ht aig Str 1 in 10 aig Str Angle Type Weight c/w fittings Centres 1 in 103/4 Angle splay 1067 1609 pwl/r 1168 1739 splay 1067 1609 Type Weight c/w fittings 710 1245 1854 pwl/r 1311 1942 710 N 710 710 710 Straig 0N 236 203 Straight Opening -7 846 331 .7 “ “ VA246 “ “ VA330 VA324 VA444 t/o curve cont.8 “ VA246 “ “ VA366 VA360 VA486 c/w fittings Centres 710 710 710 N 710 710 660 ht 383 Straight Opening 148 IP-N VA366 VA300 VA252 VA312 VA312 VA384 VA288 VA366 “ 1029 1577 VA342 VA282 VA252 VA312 VA312 VA378 VA264 VA324 pwl/r 1105 1668 VA342 VA282 VA252 VA312 VA312 VA360 VA336 VA432 N aig Str ht ht 5755 O/A 305 . All dimensions in mm.13 846 358 Straight Opening 184 128 IP-N VA390 VA318 VA258 VA312 VA312 VA420 VA348 274 7N S tr a ig ht 1 in 8 “ “ “ “ “ VA390 VA438 S tr Angle Type Weight c/w fittings Centres 1 in 91/4 splay 1067 1622 pwl/r 1193 1778 710 710 710 N 710 710 748 a ig ht Type Weight S tr a ig 8N 245 . VA324 VA282 VA252 VA312 VA312 VA372 VA270 VA348 710 710 710 N 710 710 660 710 661 ht aig Str 7 235 ht 5455O/A VA324 VA282 VS252 VA312 VA312 VA366 VA258 VA330 Centres splay 710 ht 338 Straight Opening 172 IP-N 8 345 aig Str Straig N ht ht 5815 O/A 165 Straight Opening Stra ight 320 Straight Opening 208 IP-N VA300 VA264 VA258 VA312 VA312 VA342 VA414 VA486 VA318 N 2 395 N ht aig Str 1 in 13 “ “ “ “ “‘ “ VA378 VA444 VA426 aig Str Sheet 121 of 196 Angle Type Weight c/w fittings Centres splay 1372 2026 pwl/r 1435 2100 710 710 710 710 N 710 710 800 710 710 ht 8N 235 Straig 188 Straight Opening Stra ight 290 Straight Opening 240 IP-N VA324 VA282 VA258 VA258 VA312 VA312 VA324 VA396 VA456 VA288 ht 6310 O/A 0 412 N ht aig Str 1 in 15 “ “ “ “ “ “ “ VA366 VA426 VA414 ht aig Str 0N 307 Straig 7190 O/A ht Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Angle ht © Network Rail Weight E.1: Cast Manganese Crossings .

All dimensions in mm 2.6.9 1N 232 296 IP-N 239 a S tr ig h t 310 VA258 VA246 VA246 VA276 VA306 VA306 VA306 VA330 VA372 VA198 S tr a ig 236 Straight Opening 336 IP-N 46 0 9N a ig 7065 O/A 184 Straight Opening 384 IP-N 403 1N S tr a ig ht Type Weight c/w fittings Centres 1372 2016 686 686 686 686 N 670 670 670 670 670 OLD B’P 3 03 S tr a 9N 113 Straight Opening S tr a ig h t 368 VA246 VA252 VA252 VA258 VA276 VA294 VA312 VA324 VA342 VA360 VA144 ig h t 7135 O/A 3N 153 Straight Opening 448 IP-N 383 2N S tr a ig ht 1 in 28 700 splay Angle Type Weight c/w fittings Centres Sheet 122 of 196 Angle Type 705 705 705 705 690 690 690 690 685 NEW B’P VJA246 VA252 VA252 VA258 VA276 VA294 VA312 VA324 VA342 VA360 VJA144 Weight c/w fittings Centres S tr a ig ht 3 61 S tr a 8N 7515 O/A ig h t CI BLOCK splay 686 ht Track Design Handbook NR/L2/TRK/2049 Angle a ig ht S tr a ig h t 46 7 4N N 4N S tr 1 in 24 S tr ht S tr a ig h t 468 9N 111 Straight Opening S tr a ig h t 710 4N 7080 O /A 1N 6 232 4 62 6N 95 Straight Opening S tr a ig h t 715 c/w fittings Centres splay 7120 O /A CI BLOCK Date: March 1996 Type a ig VA246 VA246 VA270 VA312 VA312 VA312 VA336 VA378 VA426 VA246 NEW B’PLATE VJA246 VA246 VA270 VA312 VA312 VA312 VA336 VA378 VA426 VJA246 Angle S tr a ig h t 405 4N N 6 306 ht -2 S tr Angle t 109 Straight Opening Centres splay ig h a ig © Network Rail Weight E.c/w fittings Centres splay 1327 2013 pwl/r 1435 2112 710 710 710 710 N 710 710 710 710 175.Details of Edgar Allen Crossings NOTES 1.2: Cast Manganese Crossings .2 (LH or RH) Type CEN56E1 Vertical S&C .Single Lead Turnouts . All weights in kg.5 Straight Opening -5 700 265 Straight Opening 762 256 IP-N VA294 VA282 VA258 VA264 VA312 VA312 VA318 VA384 VA444 VA246 3 98 9N S tr 1 in 16 “ “ “ “ “ “ “ VA354 VA408 VA360 a S tr Angle Type Weight c/w fittings 1 in 181/2 1359 2005 pwl/r 1422 2090 710 710 710 N 710 710 710 625 710 710 Type Weight 239 VA252 VA240 VA264 VA294 VA300 VA300 VA360 VA402 VA450 VA270 “ “ “ “ “ “ VA336 VA372 VA414 VA384 c/w fittings Centres splay 1318 OLD B’PLATE 1966 1 in 21 710 710 710 N 710 710 710 660 660 710 Weight 745 745 745 710 710 710 710 710 1324 1931 710 710 710 710 N 710 710 710 710 ht 980 266 Straight Opening . Revision Angle .

Revision Angle .6.15 710 169 .8 VA366 VA294 VA246 VA312 VA312 VA372 VA354 VA450 + 24 358 Straight Opening 148 IP-N 6 316 N ht aig Str 1 in 9¼ ht aig Str Angle Type Weight c/w fittings Centres 1 in 103/4 PWL/R 1122 1692 710 710 710 N 710 593 710 203 Straight Opening -7 331 .N1 and N5 Positions .8 5524 O/A + 20 312 Straight Opening 172 IP-N 3N 318 N ht aig Str 362 + 16 5541 O/A c/w fittings N Centres 1 in 13 Angle Type Weight c/w fittings Centres splay 1305 1953 710 710 710 710 N 710 710 641 641 641 189 Straight Opening -6 645 .1 5548 O/A 245 .Details of Edgar Allen Crossings NOTES 1. All dimensions in mm 2.7 711 VA324 VA282 VA246 VA312 VA312 VA342 VA318 VA408 ht aig Str Type Weight 8 235 281 .Common Crossings for Double Junctions Type CEN56E1 Vertical S&C . All weights in kg.3: Cast Manganese Crossings .10 642 233 .c/w fittings Centres pwl/r 1008 1602 710 710 710 N 710 710 571 279 Straight Opening .1 VA324 VA282 VA258 VA258 VA312 VA312 VA324 VA384 VA438 VA270 271 Straight Opening 240 IP-N 5 382 N ht aig Str 1in 15 ht aig Str Angle Type Weight c/w fittings Centres Sheet 123 of 196 Angle Type Weight N c/w fittings Centres N 0 307 N 6895 O/A 738 .1 VA378 VA312 VA258 VA312 VA312 VA408 VA390 VA504 415 Straight Opening 128 IP-N 0N 319 ht aig Str 1 in 8 ht aig Str Angle Type Weight c/w fittings Centres PWL/R 1152 1730 710 710 710 N 710 710 642 8 235 N 239 Straight Opening .3 + 11 Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Angle 8N 235 © Network Rail Weight E.

All weights in kg.7 311 Straight Opening 208 IP-N VA300 VA258 VA258 VA312 VA312 VA324 VA414 VA474 VA276 7N 383 aig Str ht 1 in 13 Sheet 124 of 196 N2 aig Str Angle Type Weight c/w fittings Centres N ht 8 235 736 .4: Cast Manganese Crossings .7 N ht 710 710 710 N 692 670 642 364 Straight Opening 120 IP-N ht 5 261 N aig Str ht 36 0 .8 N 6195 O/A -11 Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Angle 8 235 © Network Rail Weight E.4 N 8N 235 3 318 N ht aig Str 360 .6 642 -14 4131 O/A VA402 VA330 VA258 VA312 VA312 VA384 VA534 c/w fittings Centres 2 165 310 Straight Opening 800 aig Str Angle ht 404 Straight Opening 128 IP-N VA390 VA318 VA258 VA312 VA312 VA360 VA438 VA570 8N 310 ht aig Str 1 in 8 ht aig Str Type Weight c/w fittings Centres 1 in 91/4 DPW 1265 1857 710 710 710 N 710 593 710 Type Weight -19 5466 O/A 239 Straight Opening +5 473 .5 -15 5541 O/A c/w fittings N Centres 1 in 10 Angle Type Weight c/w fittings Centres splay 1221 1818 710 710 710 N 710 710 641 641 652 165 Straight Opening +3 911 .6.5 0N 245 -10 5065 O/A 278 Straight Opening +7 359 . Revision Angle .c/w fittings Centres DPW 896 1401 710 710 N 710 710 219 Straight Opening +5 229 .4 571 369 Straight Opening 112 IP-N VA312 VA264 VA300 VA306 VA408 VA534 9N 247 aig Str ht 1 in 7 aig Str Angle Type Weight c/w fittings Centres 1 in 71/2 DPW 1067 1613 Type Weight 711 711 N 711 711 711 Stra ig DPW 1184 1790 2 31 . All dimensions in mm.7 711 360 Straight Opening 148 IP-N VA366 VA300 VA252 VA312 VA312 VA336 VA408 VA534 ht aig Str Angle 279 .N2 Positions . 2.Common Crossings for Double Junctions Type CEN56E1 Vertical S&C .Details of Edgar Allen Crossings NOTES 1.

Revision Angle .2 m OS = 9 # 2 214 K 4284 O/A Angle Type Weight c/w fittings 328 Straight Opening Centres 1 in 61/2 OBT 844 650 1034 * 658 472 K 472 658 328 Straight Opening 2K 214 650 VA354 VA252 VA192 VA252 VA354 * 359.2 Straight Opening 2K 214 640 VA348 VA360 VA246 VA192 VA246 VA360 VA348 1 in 7 SV4 PROFILES 393. 2.4 m OS = 7 # 2 214 K Type Weight c/w fittings 305.07 m OS = 13 # 5 213 K 4270 O/A Angle Type Weight c/w fittings 356 Straight Opening Centres OBT 880 670 1225 * 1 in 6 664 446 K 446 664 356 Straight Opening 2K 214 670 VA366 VA246 VA192 VA246 VA366 * 238. All weights in kg.c/w fittings 387 Straight Opening Centres 1 in 51/2 OBT 880 680 1223 * 681 419 K 419 681 387 Straight Opening 5K 213 680 VA378 VA252 VA192 VA252 VA378 * 229.6.5: Cast Manganese Crossings .7 m OS = 8 491.2 m OS = 8 # 5 284 K 5690 O/A Angle Type Weight c/w fittings Centres Type Weight c/w fittings Centres K * = Baseplate varies according to type of common crossing fitted.3 m OS = 6 331. N3 # = Standard Junction radii and offset.1 m OS = 7 # 2 214 K 4284 O/A Angle Type Weight c/w fittings Centres 1 in 71/2 obt 1179 1778 378 Straight Opening 710 630 625 525 K 525 625 630 378 Straight Opening K 5 284 710 VA402 VA420 VA330 VA246 VA192 VA246 VA330 VA420 VA402 473.Obtuse Crossings for Double Junctions Type CEN56E1 Vertical S&C .5 m OS = 10 179. All dimensions in mm.N3 Positions .Details of Edgar Allen Crossings NOTES 1.3 m OS = 9 238.6 m OS = 6 309. N3 Sheet 125 of 196 Angle K Track Design Handbook NR/L2/TRK/2049 Date: March 1996 4284 O/A Angle © Network Rail Weight E.2 Straight Opening Centres OBT 819 1358 640 641 499 K 499 641 305.

N4 Position .c/w fittings Centres 1 in 41/2 SPLAY 889 710 1376 710 N 710 685 350 Straight Opening -7 753 179 .5 Straight Opening -4 238 .3 710 VA336 VA270 VA312 VA372 VA528 VA480 538.2 710 418 Straight Opening 0N ht 262 aig Str 104 IP-N VA324 VA264 VA312 VA330 VA462 VA366 ht aig Str 0N 166 491 +7 4280 O/A Angle Type Weight c/w fittings Centres SPLAY 832 710 1267 710 N 710 710 219 Straight Opening -2 604 .8 Straight Opening -3 393 .3 176 Straight Opening -1 710 710 710 710 N 710 710 710 710 710 300 0 VJA324 VA294 VA276 VA294 VA312 VA312 VA312 VA366 VA438 VJA276 268.Details of Edgar Allen Crossings NOTES 1.5 Straight Opening 247.4 710 VA366 VA276 VA306 VA354 VA498 VA438 aig Str ht 490 Straight Opening 3N ht 262 aig Str 88 IP-N 5N 165 309 +11 Angle Type Weight c/w fittings Centres SPLAY 876 710 1341 710 N 710 710 259.Common Crossings for Double Junctions Type CEN56E1 Vertical S&C . Revision Angle .6: Cast Manganese Crossings .6 Straight Opening 5N ht 262 aig Str 80 IP-N 1 in 5 aig Str ht 5N 143 238 + 15 4060 O/A Angle Type Weight c/w fittings Centres 1 in 51/2 SPLAY 892 710 1337 710 N 710 710 284 Straight Opening -4 309 .1 Straight Opening 0 262 N 96 IP-N ht aig Str 1 in 6 aig Str ht 0 166 N 393 +9 4280 O/A Angle Type Weight c/w fittings Centres 1 in 61/2 SPLAY 851 710 1305 710 N 710 710 239 Straight Opening -2 491 .3 710 VA360 VA270 VA312 VA354 VA516 VA414 451.47 N4 Sheet 126 of 196 Angle aig Str ht 3N 297 6942 O/A 3 390 000 5N +3 Track Design Handbook NR/L2/TRK/2049 Date: March 1996 4278 O/A © Network Rail Weight E.6. 2. All weights in kg.1 VA408 VA300 VA318 VA390 VA564 VA528 aig Str ht 356 Straight Opening 8N ht 262 aig Str 72 IP-N 8N 165 179 + 20 4286 O/A Angle Type Weight c/w fittings Centres SPLAY 880 600 1339 600 N 710 710 269.2 710 389 Straight Opening 9N ht 261 aig Str 112 IP-N VA306 VA264 VA312 VA318 VA444 VA342 1 in 7 aig Str ht 2N 165 604 +6 4271 O/A Type Weight c/w fittings Centres SPLAY 1306 1950.5 IP-N 9N ht 396 aig Str 1 in 15. All dimensions in mm.

Revision Angle . All dimensions in mm.7: Cast Manganese Crossings .6. for baseplate. 2.6. All weights in kg. * See Sheet E.Details of Edgar Allen Crossings NOTES 1.N6 Position .c/w fittings 196 Straight Opening Centres DPW 648 909 647 630 630 N 680 VA306 VA276 VA246 LV312 1 in 10 Stra ig Type Weight c/w fittings Centres DPW 806 1118 713 713 713 N 680 VA342 VA306 VA270 VA258 LVA312 Stra ig Weight c/w fittings Centres Type Weight c/w fittings Centres Angle Type Weight c/w fittings Centres Angle Type Weight N N c/w fittings Centres N N6 N6 N6 N6 Sheet 127 of 196 Angle Type Weight c/w fittings Centres N ht aig Str 5N 212 ht Stra ight 3275 O/A 104 Straight Opening 208 IP-N 0 115 N ht aig Str ht 5N 308 4235 O/A Stra ight Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Angle N 0N 115 * aig Str Type ht 221 Straight Opening 714 1 in 13 Angle 160 IP-N * aig Str Angle ht 131 Straight Opening © Network Rail Weight E.Common Crossings for Scissors Crossover Type CEN56E1 Vertical S&C . 3.8.

All dimensions in mm.8: Cast Manganese Crossings . All weights in kg.Saddle Crossings for Scissors Crossover Type CEN56E1 Vertical S&C .988 645 355 VA540 VA468 K - 355 645 680 VB Type Weight c/w fittings Centres COM’D 1632 2396 1 in 6. Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Type 6K 2 11 c/w fittings Centres Angle Stra ight 325 Straight Opening 'b' 4212 E-E a 7K 2 79 Angle 203 0K 104 Straight Opening 'a' 680 Straight ight Stra b 0 2 03 Angle 0K 1 35 135 0K VA468 VA540 10SC 269 Straight Opening 'b' 2670 E-E a © Network Rail Weight E. Revision Angle .490 K 13SC VL 649 648 472 K 472 648 649 680 VA588 VA528 VA468 VA444 VA468 VA528 VA588 13SC 211 6K Type Weight VR Weight b Type Weight Type Weight N7 N7 Sheet 128 of 196 Type Weight K K K c/w fittings Centres Angle Stra ight c/w fittings Centres Angle 279 7K c/w fittings Centres Angle Straight ight Stra K c/w fittings Centres K Note: Obtuse Crossings for use in slips and scissors crossovers must be specified with the raised portion of the check rail removed where 3rd rail electrification is in use.Details of Edgar Allen Crossings NOTES 1. 2.6.N7 Position .c/w fittings 131 Straight Opening 'a' Centres COM’D 1142 680 10SC VB 1652 1 in 4.

813 +7 Angle Type Weight c/w fittings Centres N8 Angle Type Weight c/w fittings Centres Type Weight N c/w fittings Centres N8 Sheet 129 of 196 Angle N N 0N 172 .3 .988 S tr a ig ht 14 7 S tr a 9 N ig h t 4008 O /A Angle Type Weight SPLAY 838 c/w fittings Centres 1302 630 630 N 684 683 249 Straight Opening +4 244 .c/w fittings Centres SPLAY 838 1316 279 630 630 N 684 683 683 Straight O pening S tr a ig 520 Straight O pening 252 80 IP-N ht VA354 VA276 VA312 VA366 VA522 VA450 9N S tr a ig ht 1 in 4.552 9N 147 Type Weight c/w fittings Centres SPLAY 851 1303 244 .N8 Position . 2.6 182 N 6 262 1 in 4.3 330 N 0 262 N 330 .3 -11 Angle Type Weight c/w fittings Centres DPW 1045 752 710 N 710 710 341 Straight Opening +7 182 .6 182 4346 O/A 182 .3 683 89 IP-N VA330 VA264 VA312 VA354 VA486 VA384 1 in 5.490 aig Str ht 0 166 -14 4008 O/A 419 Straight Opening -11 . Revision Angle .Common Crossings for Scissors Crossover Type CEN56E1 Vertical S&C .Details of Edgar Allen Crossings NOTES 1.3 2 44 +4 Angle 470 Straight Opening -14 . All dimensions in mm.6.3 244 N 9 252 239 Straight Opening 714 714 N 710 710 710 Straig 104 IP-N ht VA324 VA264 VA312 VA330 VA456 VA348 1 in 6.9: Cast Manganese Crossings .6 -20 Track Design Handbook NR/L2/TRK/2049 Date: March 1996 4280 O/A © Network Rail Weight E.6 710 VA444 VA312 VA312 VA384 VA528 77 IP-N CV 560 Straight Opening -20 . All weights in kg.

6 CAST CLO (WIT SURE 29 H CH ECK) 60 c/w fittings Centres Angle Type Weight c/w fittings Centres Angle Type Weight c/w fittings Centres N6 N6 N7 N7 N6 N6 Sheet 130 of 196 Angle Type Weight c/w fittings Centres Note: Obtuse Crossings for use in slips and scissors crossovers must be specified with the raised portion of the check rail removed where 3rd rail electrification is in use. Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Weight 753 194 Straight Opening 184 1685 N Type 676 VA288 VA258 LVA312 VA636 VA492 VA492 VA636 LVA312 VA258 VA288 1790 (Rails 410 each) 194 Straight Opening -6. All dimensions in mm 2.5 Angle 753 © Network Rail Weight E. CHECKED CLOSURES CV CV 752 CV See Details Below CV 1 IN 8 1 IN 8 128 N-IP 18 4 128 IP-N 3940 N-N 1685 N 16 85 N 1685 N ST R 780 960 RE 2 OSU L C K) CAST ITH CHEC (W 377 377 E-K K 1514 15 14 1 IN 3.6.984 E-K -6.c/w fittings K Centres 1 in 8 / 3. All weights in kg.10: Cast Manganese Crossings .N6 and N7 Position .984 Special 752 752 N 710 752 CV CV CV CV Straight 752 N 710 752 6 182.5 Straight STR 780 182. Revision Angle .Combined Saddle Crossings for Scissors Crossover Type CEN56E1 Vertical S&C .Details of Edgar Allen Crossings NOTES 1.

Details of Edgar Allen Crossings NOTES 1.Common Crossings Single and Double Slips Type CEN56E1 Vertical S&C . All weights in kg.c/w fittings Centres DPW 877 167 Straight Opening 600 600 N 710 710 694 Stra ight 137 6N 369 Straight Opening a Str 120 IP-N VA270 VA252 VA318 VA318 VA396 VA540 1 in 7½ 260 2 ight Stra Angle Type Weight c/w fittings Centres Angle Type Weight c/w fittings Centres Type Weight c/w fittings Centres Angle Type Weight c/w fittings Centres Angle Type Weight c/w fittings Centres Sheet 131 of 196 Angle Type Weight c/w fittings Centres 3978 O/A N Stra ight Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Angle t igh © Network Rail Weight E. 2.11: Cast Manganese Crossings .6. Revision Angle . All dimensions in mm.

2. Revision Angle .6. (b) One side of single slip only. All weights in kg. All dimensions in mm. (c) Obtuse crossings for use in slips and scissors crossovers must be specified with the raised portion of the check rail removed where 3rd rail electrification is in use.Obtuse Crossings for Single and Double Slips Type CEN56E1 Vertical S&C .c/w fittings 280 Straight Opening Centres 1 in 7½ (a) Angle OBT 620 Weight Angle OBT Type Weight Type Weight Type Weight Sheet 132 of 196 Type Weight NX ARX BRX CRX ht aig Str 0K 210 210 0 625 525 1 1 1 CLX BLX ALX K 525 625 620 1 1 1 ARX BRX 1 NX CRX Str aig ht 280 Straight Opening 0K 210 ht aig Str 210 Stra 0 K ight ht aig Str K 4200 O/A 280 Straight Opening 620 0K 210 210 0 4200 O/A K Str aig ht K K K NOTES c/w fittings Centres Angle ALX 0K 210 ht aig Str c/w fittings Centres Angle BLX 280 Straight Opening 21 0 Stra 0 K ight c/w fittings Centres Angle 620 K c/w fittings Centres K (a) Both sides of double slip or one side of single slip. Track Design Handbook NR/L2/TRK/2049 Date: March 1996 Type 625 c/w fittings Centres Angle 525 SV7 /2 SSV7 /2 SSV7 /2 SSV7 /2 SSV7 /2 SSV7 /2 SV7 /2 854 Weight K c/w fittings Centres 1 in 7½ (b) 525 SV71/2 SV71/2 SV71/2 SV71/2 SV71/2 SV71/2 SV71/2 854 CLX Type 625 © Network Rail Weight E.12: Cast Manganese Crossings .Details of Edgar Allen Crossings NOTES 1.

0 STR OPG Angle ht Stra ig ht aig Str 6310 O/A 2N 395 208 IP-N 5565 O/A 3 333 m 172 IP-N 5815 O/A Stra ig 8 23 5 ig Stra ht ht N 2N 2 23 ht -6.8 -10 ig Stra ht R. For general notes on these crossings.3 STR OPG 191.33 0N 23 6 ht ht Stra ig ig Stra 3N 22 3 ht ig Stra Str aig ht ht aig Str N Str aig 8N 345 172 IP-N 5455 O/A 5N 309 160 IP-N 5505 O/A ht ht aig Str ht Stra ig ht Str aig aig Str ht ht 148 IP-N m 5.24 8N 23 5 5.25 Welded 1 IN 10 or Welded 1 IN 10.5 STR OPG 337.2 0.6.7 STR OPG 326. Revision Date: March 1996 Sheet 133 of 196 .2 ig Stra ig Stra ht R.2 STR OPG 238.2 0.16.25 1 in 10 1 in 10.0 STR OPG 320.26297.24 p g -8.75 1 in 13 12H 11H 10H 9H 8H 7H 6H 5H 4H 748 3H 748 2H 710 1H NOSE N 1F 2F 3F 710 710 710 710 VA 366 748 VA 288 748 VA 384 710 VA 312 VA 312 VA 252 VA 300 VA 366 N 710 710 710 710 VA 366 731 VA 288 600 VA 384 685 VA 312 VA 312 VA 252 VA 300 VA 366 N 710 710 710 710 VA 300 846 VA 258 710 VA 378 710 VA 312 VA 312 VA 252 VA 282 VA 342 N 710 710 710 710 VA 330 846 VA 258 710 VA 366 710 VA 312 VA 312 VA 252 VA 282 VA 324 N 710 710 710 710 707 VA 330 655 VA 258 687 VA 366 710 VA 312 VA 312 VA 252 VA 282 VA 324 N 710 728 727 715 VA 318 VA 486 VA 414 VA 342 VA 312 VA 312 VA 258 VA 264 VA 300 4F 5F 6F 7F 8F 9F 10F 11F 12F OLD PATTERN NEW PATTERN CURVED CURVED STRAIGHT CURVED CURVED STRAIGHT DRAWING NO.33 7N 23 5 1.4 STR OPG 220.9 STR OPG 225.13: Cast Manganese Common Crossings CEN56E1 Vertical S&C .Details of Manoir Industries Crossings .75 Welded 1 IN 13 or Welded NOTES 1.6.75 1 IN 10.68 7 m 1.25 1 IN 9.7 STR OPG 325.4 STR OPG 1 in 9.4 -7.2 0.75 0 m g 148 IP-N 5755 O/A 2N 327 7N 339 g p aig Str ht Str aig ht aig Str g 383. 0.26296.26299.75 1 in 10.2 0.75 0 R.26298.26302.2 TYPE SPLAY SPLAY SPLAY SPLAY SPLAY SPLAY Angle 1 IN 9.1 369.25 1 in 9. see sheet E.68 7 R.2 0.0 STR OPG 203.26615.6 STR OPG 165.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.

2 STR OPG 235.75 1 IN 18.2 0.2 290.4 STR OPG 188.7 STR OPG 188.5 VA 330 710 VA 306 VA 306 VA 306 VA 306 VA 306 4F N 710 710 728 727 675 VA 288 710 VA 456 710 VA 396 800 VA 324 710 VA 312 VA 312 VA 258 VA 258 VA 282 VA 324 N 710 710 710 710 710 710 VA 300 710 VA 438 625 VA 378 710 VA 312 710 VA 306 VA 306 VA 306 VA 312 VA 324 N 710 710 710 710 VA 270 710 VA 450 710 VA 402 625 VA 360 710 VA 300 710 VA 300 VA 294 VA 264 VA 240 VA 252 N 710 710 710 710 VA 270 710 VA 450 660 VA 402 660 VA 360 710 VA 300 710 VA 300 VA 294 VA 264 VA 240 VA 252 N 710 710 710 710 VA 246 VA 426 VA 378 VA 336 VA 312 VA 312 VA 312 VA 270 VA 246 VA 246 VA 336 5F 6F 7F 8F 9F 10F 11F 12F OLD PATTERN STRAIGHT NEW PATTERN STRAIGHT STRAIGHT STRAIGHT STRAIGHT STRAIGHT DRAWING NO.0 STR OPG 94.7 STR OPG 265.75 1 IN 18. see sheet E.7 STR OPG 103. 0.2 0. Revision 1 Date: June 2001 Sheet 134 of 196 .8 STR OPG 1 IN 13 1 IN 15 1 IN 15 1 IN 18.6.5 1 IN 21 Angle 12H 11H 10H 9H 8H 7H 6H 5H 681 4H 710 3H 660 2H 710 1H NOSE 710 N 710 1F 710 2F 710 3F VA 324 710 VA 462 710 VA 390 800.26300.7 STR OPG 109.2 0.26295.14: Cast Manganese Common Crossings CEN56E1 Vertical S&C .5 Welded 1 IN 21 NOTES 1.2 TYPE SPLAY SPLAY SPLAY SPLAY SPLAY SPLAY Angle 1 IN 13 or Welded 1 IN 15 or Welded 1 IN 15 or Welded 1 IN 18.2 0.Details of Manoir Industries Crossings .2 0.26616.7 STR OPG 290.6.5 STR OPG ht Stra ig 6935 / 7065 O/A 9N 460 N 6 23 2 ht ig Stra ht Stra ig Stra ig ig Stra ht ht 1N 22 0 2391 N 336 IP-N 6700 O/A 467 4N ht aig Str ht Stra ig ht 9N 449 296 IP-N 6950 / 7080 O/A ight Stra 6N 232 N 2391 p g ight N 0 307 Stra Stra ig ig Stra ht ht 0N 30 7 Stra ig ig Stra ht ht N 8 23 5 ht ig Stra ht Stra ig aig Str ight Stra 468 9N ht aig St r 296 IP-N 7190 O/A g 240 IP-N 7190 O/A 0N 412 4N 462 g Stra ig p ht ht aig Str ht 240 IP-N 208 IP-N 6310 O/A 0N 412 Stra ig ht aig Str ht Stra ig 2N 395 aig Str ht g 320.26294. For general notes on these crossings.0 STR OPG 165.16.26301.9 STR OPG 259.26292.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.

26626.2 0.26293.6.2 0.5 STR OPG 88.2 STR OPG 110.15: Cast Manganese Common Crossings CEN56E1 Vertical S&C .6 STR OPG 6747 238.6.25696. Revision Date: March 1996 Sheet 135 of 196 .6 STR OPG 105.3 Angle Stra igh t aig Str ht Stra igh t 448 IP-N 36 8 3N ht Stra ig ig Stra 252.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.Details of Manoir Industries Crossings .26291.8 STR OPG 110.26290.1 650 m N 5406 9N 3 03 ht R.25697. see sheet E.2 233. 0.6 STR OPG 113.2 0.1 STR OPG N ht 2N 668 R.5 STR OPG +10 .7 STR OPG 1 IN 21 1 IN 24 1 IN 24 1 IN 24 1 IN 28 1 IN 28 12H 11H 10H 9H 740 8H 7H 6H 710 5H 660 4H 660 3H 710 2H 710 1H NOSE N 1F 2F 3F 710 710 710 710 703 VA 246 640 VA 426 722 VA 378 723 VA 336 720 VA 312 710 VA 312 VA 312 VA 270 VA 246 VA 246 4F N 710 710 720 723 722 VA 258 703 VA 228 640 VA 198 722 VA 360 723 VA 330 720 VA 306 710 VA 306 VA 306 VA 306 VA 306 VA 294 VA 258 N 710 710 720 723 722 VA 228 703 VA 228 640 VA 198 722 VA 360 723 VA 330 720 VA 306 710 VA 306 VA 306 VA 306 VA 306 VA 294 VA 246 N 710 710 720 723 722 740 VA 258 735 VA 228 615 VA 198 678 VA 360 680 VA 330 680 VA 306 680 VA 306 VA 306 VA 306 VA 306 VA 294 VA 258 5F N 680 695 695 695 695 693 VA 264 740 VA 240 740 VA 216 735 VA 234 615 VA 270 678 VA 360 680 VA 342 680 VA 324 680 VA 312 VA 294 VA 276 VA 258 VA 252 VA 252 VA 246 N 680 695 695 695 695 693 VA 264 VA 240 VA 216 VA 234 VA 270 VA 360 VA 342 VA 324 VA 312 VA 294 VA 276 VA 258 VA 252 VA 252 VA 246 6F 7F 8F 9F 10F 11F 12F OLD PATTERN NEW PATTERN STRAIGHT STRAIGHT STRAIGHT CURVED STRAIGHT STRAIGHT DRAWING NO.16.16 50 m 310 4N aig Str ght 384 IP-N 8130 O/A p g 4N 29 1 ht ig Stra Stra ig ig Stra ht ht 9N 30 3 g 384 IP-N 8380 / 8510 O/A 1N 534 6N 521 g ai Str p ht Stra ig ht aig Str ht Stra ig N 1N 534 Stra ig ig Stra ht 1N 22 0 31 0 4N ht 384 IP-N 6685 O/A 5406 ht aig Str ht Stra ig ht aig Str 4N 448 336 IP-N ht Stra ig 254.2 0.5 STR OPG g 229.2 TYPE SPLAY SPLAY SPLAY SPLAY SPLAY SPLAY Angle 1 IN 21 Welded 1 IN 24 1 IN 24 Welded 1 IN 24 or Welded 1 IN 28 1 IN 28 Welded NOTES 1.4 STR OPG 110.3 STR OPG 8380 / 8510 O/A 238. For general notes on these crossings.3 10160 O/A 2N 661 ht ig Stra Stra ight 8N 354 448 IP-N 10300 / 10430 O/A 8N 36 1 ht ig Stra -2.2 0.

13 TO E. 3.6.6.6 ight Stra 8N 326 11560 / 11870 O/A N R3 000 .72 ig h t 0N 2 42 5m 253 IP-N 456 0N R . the minimum length of 1800 mm of rail (2250 mm desirable) to be welded on before delivery.365 NEW PATTERN Revision 1 Date: December 1999 Sheet 136 of 196 . or opposite the end of the shorter leg where ends are staggered. It is important when ordering to quote the drawing number as shown.24603. 2.0 STR OPG 1 IN 15. 700 N 1F 2F 3F 4F 525 600 525 600 560 600 640 600 640 600 640 600 640 640 N 600 600 640 600 640 600 640 575 N 520 5F 520 6F 7F 8F 9F 10F 11F 12F OLD PATTERN CURVED CURVED DRAWING NO.7 2N 829 R3 0 00. In ‘welded’ crossings.365 Angle 13H 12H 650 11H 600 10H 600 9H 600 8H 600 7H 6H 5H 4H 3H 2H 1H NOSE 1.4 272. The designation ‘welded’ indicates BS11 grade ‘A’ rails to be flash butt welded by the manufacturer on to the ends of the crossings before delivery.22166.Details of Manoir Industries Crossings .7 25 S tr a ig ht +13 +1 288. 4.2 TYPE SPLAY SPLAY Angle 1 IN 15.7 16 m 3578 N 518 IP-N 6980 O/A 8292 ht aig Str m N 5406 S tra R .797 1 IN 32.2 0. 0.6.16 INCLUSIVE -4 -1.797 1 IN 32.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.2 STR OPG 85.16: Cast Manganese Common Crossings CEN56E1 Vertical S&C .7 STR OPG 153. Running edge openings are quoted at the ends of the castings. Particular required overall lengths must be specified on the original order.2 STR OPG 16 m GENERAL NOTES FOR SHEETS E.

3 13 2750 227.5 3.9844 1279 330.9 4 1279 329.5 15 2750 199.5 1210 235.3476 1359 229.75 1208 335.6 3.25 / BV 8 type 1 tandem 12 mm nose 12 mm nose NOTES 1. and noses of crossings (16 mm common. 3.5 1881 266.6.1 9.5 1498 211.7 BV 8 scissors 5 1192 249.Edgar Allen Type 'L' 'a' 'O' Common Crossings Angle Obtuse Crossing Angle Vee Length R.9 12 mm nose 1175 258. Opening ‘O’ quoted for straight/straight condition. 5. 6.25 1902 221. wing fronts and vee rail legs supplied to customer’s requirements.5 4 'b' Remarks 12 mm nose BV 8 scissors 1145 299.5 1881 251.6 1247 364.6 6. All dimensions in millimetres to running edges.5 1233 364.5 1550 253.2 3.4 6. 4.7 7.2 1135 266.6 4. 12 mm obtuse).E.25 3.2 6.8128 5.3 8 7. Flash but welds shown: Crossings are suitable for use in single and double slips and other specially constricted locations. Customer to provide details of openings ‘a’ and ‘b’.5 7 1528 223.5 1218 280.6 1359 208.1 6 1208 216. All wing rails.2 12 mm nose 4. Revision Date: June 2001 Sheet 137 of 196 .3 12 mm nose BV 9.17: Cast Steel Vees for Common and Obtuse Crossings CEN56E1 Vertical S&C .© Network Rail Track Design Handbook NR/L2/TRK/2049 E.2 3. Opening 1 in ~ 1 in ~ L O 1208 383.3 10 2243 240.5 4. 2.

I. Arrangement of cored out structure on underside of casting changed.P. 600 Obtuse Crossing 600 Saddle Crossing 600 Design Modification Marks: are cast on in raised letters at positions shown thus above: SV1 SV2 SV3 SV4 SV5 Revision 2 Design change in the area where single leg develops into the main body of crossing.A. Bond holes in the web not practicable in this crossing.1: Identification Markings of Edgar Allen’s Cast Crossings Traceability Stamping: After final inspection of the crossing and prior to despatching to site. Length of single leg shortened and length of body increased maintaining O/A length as for SV1.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. Date: March 2010 Sheet 138 of 196 . Casting Identification Marks: The following are examples of which appear on the side of the crossings: EDGAR ALLEN 2733 AMS PRODUCTION ORDER MONTH & YEAR CAST CROSSING ANGLE W. on the LH side when viewed in the direction of the arrow (shown thus in the diagrams below).7. Further improvement to the area where single leg ends develop into main body of casting. No 03 2008 1 in 13 MANUFACTURER MATERIAL (For crossing angles up to 1 in 24. Modification as for SV2. the sales order number is stamped in 12mm high characters on the top surface of the wing / checks of all crossings.'s ORDER & X-ING No. plus head profile machined to 1 in 20 inclination across full face of the head. the angle is additionally stamped on the relieved top of Vee ) Common Crossings MODIFICATION MARK E. Basically all support ribs are now transverse (as opposed to longitudinal in SV1 & SV2).

Revision Date: March 1996 Sheet 139 of 196 .TG 1/NR = 1 in N Right Hand Curved Crossing BRB .TG 1/N-SE = 1 in N Welded Crossing Mark B MI OUTREAU .BS113A .© Network Rail Track Design Handbook NR/L2/TRK/2049 E.TG 1/NL = 1 in N Left Hand Curved Crossing BRB .BS113A .BS113A .02-96 = Manoir Industries Crossing manufactured in Feb 1996 xxxxxxx = Serial Number of Crossing All marks to be 40 mm high.BS113A . 5 mm relief.2: Identification Markings of Manoir Industries Cast Crossings MARK A MARK B Mark A BRB .7.TG 1/N = 1 in N Straight Crossing BRB .

TYPE 2 Check Rails (Foot machined) .9 No CV baseplates required c) 7110 Long for 1 in 21 to I in 28 crossings .to RE/PW/613 . 1420 for I in 21 to 1 in 28 crossings. 0 for 1 in 4 to 1 in 9.25 crossings.12 No CV baseplates required F l a r e 1 i n 9 0 o v e r 2 2 5 0 . SPECIAL APPLICATIONS Check Rails (Foot machined) . Measured along the head of the check rail 2.833 deg. Tandems and any special (short) flares Flare varies: minimum length 1000 Face inclined at 14. 710 for 1 in 10 to 1 in 18.25 crossings . 2 x 1360 for 1 in 32.1: Vertical S&C . 2.1: Check Rails . 710 for 1 in 4 to 1 in 13 crossings.for speeds above 75 mph a) 5690 Long for 1 in 4 to I in 9. Measured at running edge height. Revision 1 Date: June 2001 Sheet 140 of 196 .Double & Single Slips. a) 4980 long for 1 in 4 to 1 in 13 crossings .Types 1 & 2 and Special Applications GENERAL NOTES 1. For positioning of Check Rails with relation to Crossing Nose see Sheet E.8.833 deg. to the vertical 75 [note (1)] 41 [note (1)] NOTES 1.to RE/PW/613 .365 crossings .5 crossings. face vertical Flare 1875 long Flare 1 in 30 over 650 (see note 1) Entry flare 650 long Face inclined at 14. Measured along the head of the check rail 2. 6 o ve r 8 4 0 ( S e e n o t e 1 ) F l a re 8 4 0 [ n o t e ( i ) ] Face inclined at 14° 50′ to vertical 715 710 1420 (See Note 2) 1420 710 715 NOTES 1.10 No CV baseplates required d) 8410 Long for 1 in 32.8 No CV baseplates required Flare 1 in 75 over 1875.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.5 crossings .3 2. 1420 for 1 in 15 to 1 in 24 crossings.833 degrees = 14º 50’ TYPE 1 Check Rails (Foot machined) . b) 5690 long for 1 in 15 to 1 in 24 crossings . to vertical 127 127 (See note 2) 1420 715 715 1420 NOTES 1.for speeds up to 75 mph.8 No CV baseplates required b) 6400 Long for 1 in 10 to 1 in 18. To be positioned as specified.8. f a c e v e r t i ca l Flare 2250 F l a r e 1 i n 3 7 .365 crossing.7 No CV baseplates required. Parallel Wing Flares to be Machined as for Check Rails 3. 14.

8.3: Check Rails .© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 2.365 Crossings 90° CROSSING NOSE 90° END OF CHECK RAIL CROSSINGS 1 IN 32.365 = 250 715 710 1420 1360 1360 1420 710 715 NOTES 1. Revision 1 Date: June 2001 Sheet 141 of 196 . For further details of check rails see Sheet E.1.Positioning in Relation to Crossing Nose Position of Type 1 Check Rail CROSSING NOSE 90° 90° ALL CROSSINGS 1 IN 4 TO 1 IN 28 = 100 2035 260 127 588 1420 END OF CHECK RAIL 1875 SPLAY (1 IN 75) 1420 VARIABLE 588 127 Position of Type 2 Check Rail CROSSING NOSE 90° CROSSINGS 1 IN 4 TO 1 IN 18. Special Applications Check Rail (minimum flare length 1000) to be positioned as specified.5 = 200 2645 CROSSINGS 1 IN 21 TO 1 IN 28 = 250 2595 595 715 710 1420 VARIABLE END OF CHECK RAIL 90° 2250 SPLAY (1 IN 90) 1420 710 715 Position of Check Rail for 1 in 32.8.2: Vertical S&C .

8.5. figures will be 47. 63 and 85 mm respectively. CEN33C1 check rails will be used in all NR60 S&C .refer to sheet E.3 should be referred to for check rail lengths and positioning relative to crossings noses.8.unless specifically shown otherwise on RE/PW drawings. 2. 4. due to gauge widening. e.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 5. Further detail is shown on drawing RE/PW/860. Use of CEN33C1 check rails in CEN56E1 Vertical S&C will require the authority of the Network Rail Route Asset Manager (Track) .8.3: Using CEN33C1 Rail Profile 79 # 41 # 57 # NOTES 1.g. all figures will increase accordingly. Check Rail M ain Flare 1 in 76 (16 over 1215 ) Running Rail (Rail foot om itted for clarity) Entry Flare 1 in 30 (22 over 660) 79 57 41 Type 1 C heck R ail For plain line at all speeds and Vertical S&C up to 75 m ph Check R ail M ain Flare 1 in 99 (16 over 1590 ) Running Rail (Rail foot om itted for clarity) Entry Flare 1 in 30 (22 over 660) Type 2 C heck R ail For Vertical S &C up to 125 m ph 14 41 # R elationship betw een C heck Rail and R unning Rail Revision 1 Date: March 2010 Sheet 142 of 196 . 3.1 and E.8. The flares will be as detailed below. for a 47 mm flangeway. Where flangeways are wider. # Figures shown pertain to 41 mm flangeway.4: Check Rails . The flare details below are principally intended for continuous checking of tight radii plain line curves. but sheets E.

D and D2 are used in through route(s) and turnout/crossover route. Revision 6 Date: March 2010 Sheet 143 of 196 .25 660 1725 1725 2855 660 7625 C Up to 75 27 660 2360 2360 3480 660 9520 D 76 to 125 27 660 3660 3660 3480 660 12 120 D2 76 to 125 33.except for Type D2 Check Rails where used with a 1 in 33. Types C.5: Check Rails .25 2855 148 108* 30 27 3480 229 108* 30 33. and all Type E (High Speed) Check Rails. wear) Running edge of Running Rail Traffic principally over TRAILING crossing Line of Crossing Nose Direction of traffic Crossing Wing Fronts Crossing Vee Varies (500 min) 660 16 22 S3 L2 Check rail S2 S1 57 79 at installation (75 minimum) L3 L1 660 S3 41 at installation (44 max.5 crossing.5 660 1080 1080 1540 660 5020 B 30 to 50 17.8.5 660 3660 3660 4130 660 12 770 E 90 to 125 33.4: NR60 Inclined S&C Traffic principally over FACING crossing Line of Crossing Nose Crossing Vee Crossing Wing Fronts Direction of traffic Varies (500 min) 660 L1 16 22 S3 L2 Check rail S2 S1 57 79 at installation (75 minimum) L3 660 S3 41 at installation (44 max. 2. Table 2: Minimum lengths Maximum Speed (mph) L1 (mm) L2 (mm) 30 1080 1080 50 1725 1725 75 2360 1725* 125 3660 1725* S2 (1 in ~) S3 (1 in ~) Crossing Angles up to & including:- L3 (mm) 68 68 30 11 (also D12.to be used wherever possible. Type E is defined as HIGH SPEED CHECK RAIL and is used only in the through route where cant or cant deficiency exceeds 90mm. 4. Types A and B are used only in the turnout or crossover route. wear) Running edge of Running Rail NB The 44mm maximum wear dimension may be increased to 47mm for all crossing/check rail combinations . if the crossing is in the low rail of the curve. or the speed in the reverse direction exceeds 50 mph.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 3.5) 1540 108 108 30 17.5 660 5675 3660 4130 660 14 785 NOTES 1. use appropriate L1 and S1 values. however.5 4130 S1 (1 in ~) * Where reverse direction working exceeds 50 mph. in order to assist production and reduce confusion when ordering replacements Check Rail Type Speed (mph) Crossing Angles up to and including:- Entry flare L1 L2 L3 Entry Flare Total Length A Up to 30 12. Table 1: Standard lengths . advice should be sought from the Principal Engineer S&C at Network Rail HQ. For Manufacturing and Assembly details see drawing RE/PW/2014.

5 4.5 Swing nose Diagram of Rail Lengths 18 225 F F 2665 3097 5614.5 ( 4SN ) Wing rail F 4117.61″ φ = 01° 25′ 55.0 100 β θ Flexing point β 232.7 Set 3386.Swing Nose Geometry Swing Nose Geometry Swing nose F = Flash butt weld 14 457.1: CEN56E1 Vertical S&C .0 95.P. α θ 4117.7 4.3 I.P.1216216216 (swing nose numerical angle) N = 45. 3646.8 (56SN) 8842.75 (swing nose crossing angle) 226.17″ SN = 65.5 1107.0 ( 222SN ) 5614.5 ( 90N ) 100 β 128.3 (52SN) φ Wing rail F 4.11″ β = 00° 37′ 34.9.5 3646.0 ( 4SN+90N ) 14 717.0 α φ 260.5 ) ING RAIL 11 786 (W F * 113A UIC 54 B Splice ex tension ra il Sliding vee rail joint 2665 UIC 54 B 113A F 1007 2770 to splice rail end.7 100 α 4378.0 α 90 95. F 11 786 (W ING RAIL ) * Point extens ion F rail 'F' = Flash butt weld 1 in 45.0 3386.0 Set 100 Knuckle α = 01° 48′ 16.5 (4SN) 128.8 θ 4.55″ θ = 00° 15′ 13.7 I. 208.5 1120.75 SWING NOSE CROSSING Revision 2 Date: June 2006 Sheet 144 of 196 .© Network Rail Track Design Handbook NR/L2/TRK/2049 E.0 90.0 β 260.5 ( 226SN ) Enlarged Detail of Swing Nose.

1 When detailing baseplates for timbered layouts. They are 254mm wide and have 44 mm thick rail seats. it may not be possible to fit two clips. All vertical S&C baseplates shown on sheets E. VC and VD are available as types 2. The centre sections of baseplates types VB. although a type 4 centre section has two centre clip housings.10. where type 2 is a raised shoulder 14mm high.10. it is advisable to commence at the last position at which two separate V baseplates can be used and work in towards the IP of the crossing. type 3 is a one-clip housing for one rail fastening and type 4 has two clip housings.10.3 are produced in grey (flake graphite) cast iron.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.Baseplates .1: CEN56E1 Vertical S&C . All dimensions are given in millimetres. the next higher numbered baseplate must be used. 3 & 4.3 & 4 rails with flat centre section Type 1.1 to E. for use. Crossing Vees Recommended minimum dimensions Switch Heels (298) & Obt Xings 305 Wing (228) Fronts 235 c 168 a (368) 375 168 175 70 111 111 70 175 (6) 13 if rails are to be insulated 44 44 Type VA Type V For 2. Note that. The value of the opening ‘a’ is calculated and if this does not coincide with a baseplate designation. for example with cast crossings. The dimension ‘a’ is the numerical value given in the baseplate nomenclature. An opening of 368 mm is the minimum for 2 'V' baseplates 168 a Type VA Nomenclature c Nomenclature c Nomenclature c Nomenclature c VA126 VA132 VA138 VA144 VA150 VA156 VA162 VA168 VA174 VA180 VA186 VA192 VA198 VA204 462 468 474 480 486 492 498 504 510 516 522 528 534 540 VA210 VA216 VA222 VA228 VA234 VA240 VA246 VA252 VA258 VA264 VA270 VA276 VA282 VA288 546 552 558 564 570 576 582 588 594 600 606 612 618 624 VA294 VA300 VA306 VA312 VA318 VA324 VA330 VA336 VA342 VA348 VA354 VA360 VA366 VA372 630 636 642 648 654 660 666 672 678 684 690 696 702 708 VA378 VA384 VA390 VA396 VA402 VA408 VA414 VA420 VA426 VA432 VA438 VA444 VA450 714 720 726 732 738 744 750 756 762 768 774 780 786 Revision Date: March 1996 Sheet 145 of 196 . The range of VA baseplates may be extended by multiples of 6mm for openings wider than 450.

* Centre Section Types 2.2: CEN56E1 Vertical S&C .© Network Rail Track Design Handbook NR/L2/TRK/2049 E. with alternative centre section types 2. * * 168 44 44 Type VB Type VC For 2 rails with alternative centre section types 2. 15 Min.3 & 4 variable with ‘a’ Type VB Baseplates Nomenclature c VB234 VB240 VB246 VB252 VB258 VB264 VB270 570 576 582 588 594 600 606 Centre Nomenclature section 2 2 2 2 2 2 2 VB276 VB282 VB288 VB294 VB300 VB306 Centre Nomenclature section c 612 618 624 630 636 642 2 2 2 3 3 3 VB312 VB318 VB324 VB330 VB336 VB342 c 648 654 660 666 672 678 Centre Nomenclature section 3 3 3 3 3 3 VB348 VB354 VB360 VB366 VB372 VB378 c Centre section 684 690 696 702 708 714 3 3 4 4 4 4 c Centre section 792 798 804 810 816 822 4 4 4 4 4 4 Type VC Baseplates Nomenclature c VC348 VC354 VC360 VC366 VC372 VC378 684 690 696 702 708 714 Revision 1 Centre Nomenclature section 2 2 2 2 2 2 VC384 VC390 VC396 VC402 VC408 VC414 c 720 726 732 738 744 750 Centre Nomenclature section 2 2 2 3 3 3 VC420 VC426 VC432 VC438 VC444 VC450 Date: December 1999 c 756 762 768 774 780 786 Centre Nomenclature section 3 3 3 3 3 3 VC456 VC462 VC468 VC474 VC480 VC486 Sheet 146 of 196 .2 c c a 168 168 168 a 12 Min.3 or 4 For 2 rails and 1 wing rail.10.Baseplates .3 or 4.

10. * 44 44 Type VD Type CV For 2 rails and 2 wing rails.3 c a 168 168 111 181 175 12 Min. types 2.3: CEN56E1 Vertical S&C .3 & 4 variable with ‘a’ Type VD Baseplates Nomenclature c VD456 VD462 VD468 VD474 VD480 VD486 VD492 792 798 804 810 816 822 828 Revision 1 Centre Nomenclature section 2 2 2 2 2 2 2 VD498 VD504 VD510 VD516 VD522 VD528 c 834 840 846 852 858 864 Centre Nomenclature section 2 2 2 3 3 3 VD534 VD540 VD546 VD552 VD558 VD564 Date: December 1999 c 870 876 882 888 894 900 Centre Nomenclature section 3 3 3 3 3 3 VD570 VD576 VD582 VD588 VD594 VD600 c Centre section 906 912 918 924 930 936 3 3 4 4 4 4 Sheet 147 of 196 .© Network Rail Track Design Handbook NR/L2/TRK/2049 E.Baseplates . with alternative centre section.3 or 4 * Centre Section Types 2.

6315. (With 18 mm thick SG [Spheroidal Graphite] Cast Iron Baseplates).3 dia. Weight: 136 kg/m. (Direct fastening . in 75mm increments.3 dia. Cross sectional Area: 57 260 sq. Weight: 144 kg/m. Weight: 124 kg/m. plus 3600. Lengths: From 2600 to 2825. 110 min flat 205 160 Used for all vertical layouts. (With 44mm thick Grey [Flake Graphite] Cast Iron Baseplates). All links 6 dia. plus 6000.© Network Rail Track Design Handbook NR/L2/TRK/2049 E. 130 min flat 130 min flat 15 15 186 93 103 146 Used for Shallow Depth vertical switches and swing nose crossings. in 75mm increments. 6900 and 7020. Soffit level 115 All links 6 dia. Cross Sectional Area: 49 200 sq. mm. 115 310 Soffit level 15 15 115 115 310 All strands 9. mm. All strands 9. 130 min flat 130 min flat 160 Used for Full Depth vertical switches. Revision 2 Date: August 2004 All links 6 dia. Lengths: From 2600 to 2825. and from 4025 to 4325 in 75mm increments. plus 3600. Cross Sectional Area: 53 925 sq. 40 Type “R” Shallow Bearer. All supplied with lipped rail pads. 110 40 Type “D” Deep Bearer 110 min flat Soffit level 20 = = 265 All strands 9. in 75mm increments.Size & Weight NB: The type “R” bearer is also used for NR60 inclined S&C.3 dia.1: CEN56E1 / CEN54E1A1 Vertical S&C . Lengths: 2500 (type 001).11. 6620.no baseplates required). 120 90 80 40 Type “S” Shallow Bearer.Concrete Bearers . mm. Sheet 148 of 196 . from 2600 to 5150.

* indicates that these baseplates are fitted with distance blocks.CV V .25 10 10.CV V .© Network Rail Track Design Handbook NR/L2/TRK/2049 E.5 V2 SDV 10.VA180 V .CV V . + indicates that all PV baseplates on timber position 1 must be made in cast steel.CV V-V 1 in 13 PV PV1 PV1* PV2* PV3* PV4* VBS312 VBS366 V . Table of Dimensions . Differing common crossings may require modification to baseplates and rail lengths quoted.CV V .12.2: CEN56E1 Vertical S&C .PV* V .Switch Diamonds.VA180 V .PV* V .CV V-V 1 in 12.CV NOTES 1.CV V . Full details are shown on RE/PW/753.VA180 V . Strengthened . 2.3.CV V-V 1 in 10 PV PV1* PV2* PV3* PV4* VBS342 V .5 8 9.5 to 1 in 15 Switch diamond angle 1 in ~ 7. Layouts shown are for the straight / straight condition (common crossings of the same angle).25 PV PV1* PV3* PV4* VBS300 VBS372 V .CV V-V 1 in 15 PV PV PV1* PV1* PV2* PV3* PV4* VBS312 VBS360 V .LPV* V .PV* V .CV V .VA180 V .VA180 V . For flatter full depth switch diamond angles (strengthened by the use of heel blocks).VA180 V .5 V3 SD10.CV V . 2.1 in 7. All switch diamond angles shown on this sheet are strengthened by 4 no.CV V-V 1 in 8 PV PV2* PV3* VBS264 VBS354 V .5R3 SD10.5 PV PV2* PV3* VBS282 VBS378 V .CV V-V 1 in 9.1 Typical General Arrangement (1 in 10.5R2 SDV 10.PV* V . 2-hole heel-type blocks positioned between each back rail and wing rail.5R1 V V PV4 CVS PV2 PV PV1 PV PV2 PV1 CVS VBS390 PV CV VA 180 CV PV3 VBS324 SDVS 2880 Switch rail foot relief Moveable length Table of Baseplates 1 in 7.LPV* V .VA180 V .PV* V .PV* V .5 V4 SD10. 3.PV* V . Revision 1 Date: June 2001 Sheet 149 of 196 .75 13 15 8435 8445 10 250 11 325 8330 8330 8330 9040 Wing rail length 14 050 12 630 12 630 12 630 12 630 14 050 14 050 15 470 Back rail length 5710 5710 5490 4780 4780 4070 4070 4070 Knuckle to back rail 1950 1950 2170 2880 2880 3590 3590 4300 115 115 115 115 115 115 115 115 255 255 255 255 255 255 255 255 Knuckle to centreline 1 baseplate 280 280 280 280 280 280 280 280 Centreline of first baseplate to centreline of 2nd timber 710 710 710 710 710 710 710 710 All other timber spacings 710 710 710 710 710 710 710 710 Switch rail length Knuckle to switch toe Knuckle to centreline 1st timber st NOTES 1.5 shown) SD 10.5 V1R SDV 10.12.LPV* V .5 to 1 in 15 Timber positions (from the knuckle) 5 6 7 8 Switch diamond 1+ 2 3 4 9 10 11 12 1 in 7. see sheet E.75 PV PV1 PV1* PV2* PV3* PV4* VBS318 VBS372 V .5 12.VA180 V .CV V-V 1 in 10.5 PV PV1* PV2* PV3* PV4* VBS324 VBS390 V .PV* V .CV V . Full Depth.

Differing common crossings may require modification to baseplates and rail lengths quoted. 2. * indicates that these baseplates are fitted with distance blocks. see sheet E. Full details are shown on RE/PW/708.615 PV PV PV* PV1* PV2* PV2* PV3* V . 2-hole heel-type blocks positioned between each switch rail and wing rail This gives the minimum number of 8 HT fixings between rails for CWR.SSDS V . 2.© Network Rail Track Design Handbook NR/L2/TRK/2049 E.SSDS V-V V-V V-V V-V 1 in 18. The layouts shown are for the straight / straight condition (common crossings of the same angle). Strengthened .829 24 28 9710 9710 9723 9723 9723 9723 9723 18 288 18 288 18 288 18 288 18 288 18 288 18 288 115 115 115 115 115 115 115 305 305 305 305 305 305 305 Knuckle to centreline 1 baseplate 280 280 280 280 280 280 280 Centreline of first baseplate to centreline of 2nd timber 710 710 710 710 710 710 710 All other timber spacings 710 710 710 710 710 710 710 6315 6315 6315 6315 6315 6315 6315 heel block 7025 7025 7025 7025 7025 7025 7025 Knuckle to centreline of 3 heel block 7735 7735 7735 7735 7735 7735 7735 Knuckle to centreline of 4th heel block 8445 8445 8445 8445 8445 8445 8445 Switch rail length Wing rail length Knuckle to switch toe Knuckle to centreline 1st timber st st Knuckle to centreline of 1 heel block Knuckle to centreline of 2nd rd NOTES 1.5 21 21.829 PV PV PV* PV1* PV1* PV1* PV2* PV2* PV3* VB372 V-V V-V V-V 1 in 24 PV PV PV PV1* PV1* PV1* PV1* PV2* PV2* VB384 V-V V-V V-V 1 in 28 PV PV PV PV* PV* PV1* PV1* PV1* PV2* VB312 VB336 VB360 V-V 8 9 NOTES 1.1 in 17 to 1 in 28 Timber positions from the knuckle Switch diamond 1+ 2 3 4 5 6 7 10 11 12 13 1 in 17 PV PV PV1* PV1* PV2* PV2* PV3* V .1 in 17 to 1 in 28 Switch diamond angle.SSDS V .12. All switch diamond angles shown on this sheet are strengthened by 4 no.5 PV PV PV* PV1* PV1* PV2* PV2* PV3* V . Table of Dimensions . Revision 1 Date: June 2001 Sheet 150 of 196 .Switch Diamonds.LSDS V-V V-V V-V V-V 1 in 17. Full Depth.3: CEN56E1 Vertical S&C .12.SSDS V-V V-V V-V V-V 1 in 21 PV PV PV* PV1* PV1* PV2* PV2* PV3* PV3* V-V V-V V-V V-V 1 in 21. 1 in ~ 17 17.2 Table of Baseplates . 3. + indicates that all PV baseplates on timber position 1 must be made in cast steel. For sharper switch diamond angles (strengthened by the use of back rails).2.615 18.

RPV1 SGV .RPV1 SGV . Table of Dimensions .RPV1 SGV .RVA180 V . 2.CV V .CV V-V RPV2 RPV3 RPV3* RVBS258 RVBS312 RVBS366 SGV .CV V-V 1 in 10. Strengthened Typical General Arrangement (1 in 10.CV V-V 1 in 10 1 in 13 1 in 15 RVP1SD RPV1 RVP1SD RPV1 RPV1 RPV2 RPV2* RPV3 RVBS264 RVBS312 RVBS360 SGV V .5 12.CV V .12.RPV1 SGV .5 8 9. For flatter shallow depth switch diamond angles strengthened by the use of heel blocks.5.CV V . * indicates that the baseplate so marked is fitted with a distance block.RPV1 SGV .CV RVA180 V .RVA180 V .25 RVP1SD RPV2 RPV3* RPV4 RVBS300 RVBS372 SGV .4: CEN56E1 / CEN54E1A1 Vertical S&C .Switch Diamonds.5 to 1 in 15 Timber position from the knuckle Switch diamond 1 2 3 4 5 6 7 8 9 10 11 12 1 in 7. Differing common crossings may require modification to baseplates and rail lengths quoted.RVA180 V .CV V-V 1 in 9.12.1 in 7.CV NOTES 1.5 to 1 in 15 Switch diamond angle.RPV1 SGV . Revision 1 Date: June 2001 Sheet 151 of 196 .RVA180 V .1 in 7.RVA180 V .RVA180 V .CV V-V 1 in 8 RVP1SD RPV2 RPV4 RVBS264 RVBS354 SGV .CV V .CV V-V 1 in 12.RPV1 SGV .RVA180 V .CV V-V RVP1SD RPV2 RPV3* RPV4 RVBS270 RVBS342 SGV .5 RVP1SD RPV1 RPV2* RPV4 RVBS258 RVBS324 RVBS390 SGV .CV V .© Network Rail Track Design Handbook NR/L2/TRK/2049 E. Layouts shown are for straight/straight condition (common crossings of same angle).75 RVP1SD RPV1 RPV2 RPV3 RPV4* RVBS258 RVBS318 RVBS372 SGV .RPV1 SGV .5 shown) CVS Movable length 5715 Foot relief RPV1 RVA 180 2590 RDVS RCVSL RDVS RDVS 2 CV CV RPV1 RPV2 RD101/2 V1 RPV4 RVBS 324 RVBS 390 RPV1 RPV1 RVBS 258 RD101/ 1 RD10 /2 V4 2 RD101/2 V2 V3 Strapping as necessary Table of Baseplates .RPV1 SGV .CV V .5 RVP1SD RPV2 RPV4 RVBS282 RVBS378 SGV .25 10 10.CV V . see sheet E. 1 in ~ 7.75 13 15 8435 8445 10 250 11 325 8330 8330 8330 9040 Wing rail length 14 050 12 630 12 630 12 630 12 630 14 050 14 050 15 470 Back rail length 5710 5710 5070 5070 5070 4360 4360 4360 Knuckle to back rail 1950 1950 2640 2590 2590 3300 3300 4010 Knuckle to switch toe Knuckle to centreline of 1st timber Knuckle to centreline of 1st baseplate 1st baseplate to 2nd timber 115 115 115 115 115 115 115 115 255 255 255 255 255 255 255 255 280 280 280 280 280 280 280 280 710 710 710 710 710 710 710 710 710 710 710 710 710 710 710 710 Switch rail length All other timber spacings NOTES 1.RPV1 SGV .RPV1 SGV . Shallow Depth.

Jointed. Jointed. Wood. Wood.use PAN 11. LGN 44 3-AS screws 3 Not normally req’d 1 1-401A & 1-402A 299 2 For inside guard rail on longitudinal timbers.1: Identification of Pandrol Baseplates . (EF30 Sleeper OBSOLETE). Plain line. CWR. Flangeways 44.3 2-SC Screws 2 1-Rubber / RBC 1 2-303 174 2 Plain line. Jointed. Concrete. Wood. Wood. Continuous checking. Continuous checking. OBSOLESCENT . Flangeways 41 . Wood. Wood. PAN L6 44 3-AS Screws 3 Not normally req’d 1 2-401A 259 4 As PAN6 but one short end for limited clearances PAN M6 44 2-AS Screws 2 Not normally req’d 1 2-401A 269 4 As PAN6 but two short ends for limited clearances PAN 7 35 3-AS Screws 3 Not normally req’d - 2-401A 270 4 PAN 8 35 3-L1 Lockspikes - 1-Pitchplastic (Not normally req’d) - 2-401A 252 4 PAN 9 / PAN 9J 35 2-Thro’ bolts 2-Flanged 1-RBC or Rubber 1 2-401A 254. Wood. S&C. fixing studs.256 4 PAN 9 / PAN 9J 35 2-AS Screws 2 Not normally req’d 1 2-401A 254. 2 Plain line.Fixing PAN 1 33.3 3-AS Screws 3 1-Hairfelt 1 2-303 172 4 Plain line.on E1 sleepers. Alternative fastening using 2 No. Wood. Wood.256 4 285 2 Plain line. Wood. ‘e’ type clips should not be used in these grey (flake graphite) iron baseplates.use PAN9 35 2-L6 Lockspikes - Not normally req’d - 2-303 62-LP-37 2 Plain line. Adjacent to vertical S&C. 51. Flangeways 44. Eccentric bushes and double coil spring washers required. CWR. Lower Category (Plain) lines. Holes as for PAN6. Wood. Jointed. or PR402A for PR401A in the alternative housings when fouling of other components occurs. OBSOLESCENT . Wood. Track Design Handbook NR/L2/TRK/2049 Date: June 2008 PAN 5 PAN 6 © Network Rail Seating Depth F. Plain line. Half Baseplate.use PAN 11. CWR. PAN 2 35 3-AS Screws 3 1-Hairfelt - 2-303 173 4 Plain line. For longitudinal timbers with guard rails to alternate with LGN in the ratio 2 x LN then 1 x LGN. 2-Vossloh type 2-Eccentric Maintenance pads Ss8-214 screws RBC (Grade FC897) 1 2-401A 184 2 VN 44 3-AS screws 3 Not normally req’d 1 2-401A/402A 710 4 For direct fastening to bridge and slab track. CWR. LN 44 3-AS screws 3 Not normally req’d 1 2-401A or 1-401A & 1-402A 300 3 CCVN 44 4-AS screws 4 1-5 mm Rubber - 2-401A & 2-402A 845 4 Plain line. OBSOLETE 44 3-AS Screws 3 Not normally req’d 1 2-401A 255 4 S&C. NOTES 1. Adzed jarrah.256 4 PAN 9 / PAN 9J 35 2-SC Screws 2 1-RBC or Rubber 1 2-401A 254. [J type used at joints] OBSOLESCENT Use for maint replacements only . 2. OBSOLESCENT Plain line. Concrete.use PAN9 NOT ADOPTED . OBSOLESCENT .use PAN8 NOT ADOPTED . CWR. Concrete. Sheet 152 of 196 CCX PAN 9-44 35 2-Thro’ bolts 2-Flanged 1-RBC or Rubber 1 1-401A & 1-402A Plain line. As PAN10/10A but with rail pad. 57 & 64 mm. Pandrol clips as shown can be replaced: PR304 for PR303. Plain line.use PAN8 NOT ADOPTED . Concrete. No. Continuous 95BH check. Straight track and curves flatter than 800 metres radius. PAN 3 33.57mm. Jointed.1 Revision 2 Baseplate . 51 and 57 available Plain line.use PAN 11. Wood. Consider eqv’t SG plate on hardwood. Jointed. PAN 4 35 2-SC Screws Ferrules Baseplate Pads 2 1-Rubber / RBC Rail Type of Pandrol Dwg No. Wood. OBSOLESCENT . PAN 10 / 10 A 35 2-AS Screws 2 Not normally req’d - 2-401A 286 4 PAN 11 35 3-AS Screws 3 Not normally req’d 1 2-401A 287 4 PAN 12 / 12A 35 2-AS screws 2 Not normally req’d 1 2-401A 288 4 CC PAN 1-44 44 4-AS screws 4 Not normally req’d 1 1-401A & 1-402A 273 2 HO-PAN 44 2-AS screws 2 Not normally req’d - 1-401A & 1-402A 276 2 ASP 35 1-RBC (Grade FC14).1. [J type used at joints] OBSOLETE. Jointed.use PAN11 Lower Category (Plain) lines. Special locations and curves sharper than 800 metres radius. Lower Category (Plain) lines. Replacement baseplates for BR1/BR3 track respectively. of PAN Pads clip RE/PW/ Housings - 2-303 175 Normal use of Baseplate NOT ADOPTED .

Vertical. AS Screws angled inwards at 10°. Use NOT RECOMMENDED. Vertical. RCV 44 3-AS screws 3 - 2 2-401A or 402A 705 4 Vertical. Angled chair screws. GRN (black) insulators. Composite (RE/PW/186) or nylon (RE/PW/247) insulators.1. NOTES 1. Pandrol clips as shown can be replaced .using field side AS1 (BS95RBH) chair fixing hole as datum. Vertical. but may be used in SG (Spheroidal Graphite) iron baseplates. CEN60E1/60E2 or CEN56E1. SG iron. Raised check rail within S&C. [Must use PR401A/402A clips in earlier Grey Iron version]. SG iron. Track Design Handbook NR/L2/TRK/2049 Date: June 2008 Dwg No. 2. Wood. RE/PW/ © Network Rail Seating Depth F. Rerailing with CEN60E1/60E2 or CEN56E1 . Inclined. SG iron. [Must use PR401A/402A clips in earlier Grey Iron version]. [Drawings in the series RE/PW/1000 . CEN60E1/60E2 or CEN56E1. Studded rubber rail pad.Fixing Ferrules Baseplate Pads Rail Pads PAN 14 SG 35 4-AS screws 4 - 1 V4N2 SG 44 4-AS screws 4 - 1 33CVxx 44 4-AS screws 4 - 1 V4N 44 4-AS screws 4 - V2SG 18 4-AS screws 4 V2SGX 18 4-Vossloh type Ss8-182 screws MV 44 WT Type of Pandrol clip No. ‘e’ type clips should not be used in grey (flake graphite) iron baseplates. Plain line. For use on timbers in front of shallow depth vertical S&C units to maintain soffit level. CEN60E1/60E2 or CEN56E1.2: Identification of Pandrol Baseplates . Can also be used either side of 4 Hole IBJ. GRN (black) insulators.2 Revision 3 Baseplate . (38mm flangeway for high speed S&C cover checks). SG iron. Vertical. CV 44 3-AS screws 3 - 1 2-401A or 402A 613 4 Vertical. Either side of 6 Hole IBJ.51mm. or adjacent to. On crossing legs adjacent to CEN54E1A1 switches in follow-on leads. SG iron. Plain line. On crossing legs adjacent to CEN54E1A1 switches in follow-on leads. Resilient rail pad. Plain line . Longitudinal timbers. 33RCVxx raised check version available (RE/PW/848). Sheet 153 of 196 V 44 3-AS screws 3 - 1 2-401A or 402A 605 4 Narrow longitudinal timbers.1599 show Network Rail accepted products. Vertical.limits housing/rail gall. Wood. For use on concrete in front of shallow depth vertical S&C units to maintain soffit level. 3. For shallow depth longitudinal timbers. SG iron. Check rail. S&C. Severe: GRN (Blue) insulators and Nylon 66 ferrules. SG iron. Angled chair screws. Resilient rail pad. Wood. Plain rail within S&C. Specifically where 2 switch fronts abut. Check rail within S&C.PR402A for 401A in the alternative housings when fouling of other components occurs. Thick base to compensate for soleplate on adjacent switches. * 4 x Fe6 spring washers (no ferrules) Narrow longitudinal timbers. Continuous CEN33C1 check. On outer rails of S&C with radii <246m . Specifically where 2 switch fronts abut. Vertical. Flangeways 38 . but are not Network Rail Copyright]. SG iron. SG iron. Standard: GRN (Black) insulators. Variable shims for maintenance. Check rail within S&C.on rail opposite 33CVxx. Thick base to compensate for soleplate on adjacent switches. of PAN Housings 281 2 858 2 1-401A & 1-402A (plus 1-SHC) 843 2 1 2-401A 2-402A 765 4 - 1 2-401A 859 (Draft) 2 - 5 mm EVA 1 2-401A 859 (Draft) 2 3-AS screws 3 - 1 2-401A 840 4 35 4-High Tensile AS screws * - 1 2-401A & 2-402A 846 4 PAN WB 44 2-AS screws 2 - 1 2-401A & 2-402A 119 4 PAN WBM 44 2-AS screws 2 - 1 2-401A & 2-402A 71-YP-154D 4 VT6 50 3-AS screws 3 - 1 2-401A or 402A 715 4 CVT6 50 3-AS screws 3 - 1 2-401A or 402A 715 4 1-e1809 1-e1810 1-e1809 1-e1810 Normal use of Baseplate Either side of 6 Hole IBJ. Plain rail within. NRS1 18 3-AS screws 3 - 10mm 2-e2007 [1038] 2 NRS2 18 4-AS screws 4 - 10mm 2-e2007 [1116] 2 113-60 Combi 18 3-AS screws 3 - 10mm 2-e2007 [1123] 2 MAS1P 26 3-AS screws 3 - 1 2-e2007 [1033] 2 SGV 18 3-AS screws 3 - 1 2-401A or 402A 813 (Draft) 4 SGCV 18 3-AS screws 3 - 1 2-401A or 402A 4 - SG iron.

© Network Rail

Track Design Handbook NR/L2/TRK/2049

F.2.1: Identification of Concrete Sleepers - Chaired / Baseplated types

d

g

d2

d1

l

W

THROUGHBOLT
(INSULATED) (Y)

Type of
Shoulder

Drawing
Number

8’ 6”

10”

1’ 21/8“

6½”

5¼”

535 lbs

20 x 0.2”

HORZTL

E4

4’ 8½”

8’ 6”

10”

1’ 21/8“

6½”

5¼”

535 lbs

20 x 0.2”

HORZTL

F7

4’ 8½”

8’ 3”

3
10 /8”

1’ 2¾“

7
6 /8”

5½”

570 lbs

28 x 0.2”

HORZTL

F7A

4’ 8½”

8’ 3”

103/8”

1’ 2¾“

67/8”

5½”

570 lbs

28 x 0.2”

HORZTL

F7B

4’ 8½”

8’ 3”

103/8”

1’ 2¾”

67/8”

5½”

570 lbs

28 x 0.2”

HORZTL

2580

290

368

165

140

282 kg

28x5

CR

1435
to
1448

EF31

2580

1432

Revision

2580

290

290

368

368

165

165

140

140

282 kg

282 kg

28x5

28x5

CS1 CHAIRS (BH)
PAN 9 (FB)

Z1
Z1

CS1S CHAIRS (BH)
MRC4/3 OR 5/3 OR
PAN 9(FB)

Z1

MRC6/3

Mills MRC 6/3 baseplate and
clips. SC screws into rubber
inserts.

Z2

MRC6/3

Mills MRC 6/3 baseplate and
clips. LC screws into beech
wood plugs.

Y

MRC6/3

Through bolts. Mills MRC 6/3
baseplate and clips. Some
Pandrol and some Heyback
baseplates were also used.

CR

HORIZTL

EF30A

Remarks
Method of
securing sleeper
X
Y

RE/PW/284

d2

Through bolts. Continuous
Y

Date: March 1996

CCX-PAN 9 / PAN 9 checking & with provision for

S.R. conductor rail insulators.

Y

RE/PW/289

EF30

d1

Chair / Baseplates

ERS4409

Pre Stress
No / Ø

4’ 8½”

d

(Z)

2
'LC'
BEECH WOOD

ERS4411

Weight

E1

w

SCREWS
PLUGS

ERS4413

Gauge g

l

Principal Dimensions

1
'SC'
RUBBER

ERS4413A

Sleeper
designation

THROUGHBOLT (X)

Y

w/o HOLES FOR CRs

As EF30 but without insulator
fixings.

CCX-PAN9-51

Through bolts. For continuous
check rails through level
crossings. It is desirable that
BH check is worn by 13mm.

Sheet 154 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

F.2.2: Identification of Concrete Sleepers (Fastenings)
g
d

RL

40
LONGER

l
16

d1

END OF 3rd RAIL
ELECTRIFIED LINES

AD

SHC

w
d2

BJB

CS3

Revision 1

PAN

Date: June 2001

VOSSLOH

RNB

FASTCLIP

Sheet 155 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

w

d

d1

d2

Pre Stress
No / diameter

Type of
Shoulder

Drawing
Number

8' 6"

10 3/8"

1' 27/16"

8"

5½"

275 kg

20 x 0.2"

SLOPING

ERS4415

Principal Dimensions

BJB
BJB

Designed originally for RDC
(Research Dept. Clip)
fastening. Then used with
BJB 750 Spring Bar
Assembly. Stud Screws into
beechwood plugs.

BJB

-

F13

4' 8½"

8' 3"

10 /8"

1' 2 /16"

8"

5½"

275 kg

26 x 0.2"

SLOPING

AD

AD (Arthur Dean) fastening
109 lb rail. Bolt secured by
pin in horizontal hole through
sleeper.

F14

4' 8½"

8' 3"

3
10 /8"

7
1' 2 /16"

8"

5½"

275 kg

26 x 0.2"

SLOPING

AD2

As F13 but with 110A FB rail.

F16

4' 8½"

8' 6"

103/8"

1' 27/16"

8"

5½"

275 kg

26 x 0.2"

CR

ERS4419

RNB6

RNB assembly. Cast-in
anchor plates.
T-head bolts.

F16A

4' 8½"

8' 6"

103/8"

1' 27/16"

8"

5½"

275 kg

26 x 0.2"

CR

ERS4419

RNB7

As F16, but with provision for
SR conductor rail insulators.

F17

4' 8½"

8' 3"

3
10 /8"

7
1' 2 /16"

8"

5½"

275 kg

26 x 0.2"

SLOPING

ERS4421

RNB7

RNB assembly. Cast-in
anchor plates.
T-head bolts.

F19

4' 8½"

8' 3"

3
10 /8"

1' 27/16"

8"

5½"

265 kg

26 x 0.2"

SLOPING

ERS6457

SHC

SHC fastening. Cast-in
hoops.

F19A

4' 8½"

8' 6"

103/8"

1' 27/16"

8"

5½"

265 kg

26 x 0.2"

SLOPING

ERS6457

SHC

As F19.

F23

3
4' 8 /8"

8' 3"

103/8"

7
1' 2 /16"

8"

5½"

270 kg

26 x 0.2“

PANDROL

F23B

4' 83/8"

8' 3"

3
10 /8"

1' 27/16"

8"

5½"

270 kg

26 x
4.5mm

8' 3"

3

7

RE/PW/248 RE/PW/248 RE/PW/248

Pandrol clip fastening. Cast
in malleable iron shoulders.
Superseded by F27.

3
10 /8"

1' 27/16"

8"

5½"

275 kg

26 x 0.2"

ERS4415

F11

4' 8½"

8' 3"

103/8"

1' 27/16"

8"

5½"

275 kg

26 x 0.2"

ERS3889

3

7

F23C

Revision

3

4' 8 /8"

10 /8"

1' 2 /16"

8"

5½"

270 kg

24 x 4.5

Date: March 1996

PANDROL

8' 6"

NER 60-YP-40 NCR58-YP-206

4' 8½"

SLOPING

F10

SLOPING

4' 8½"

SLOPING

E10

PANDROL

BJB 750 Spring Bar
Assembly. Stud Screws into
beechwood plugs.

SLOPING

Remarks

SLOPING

Sleeper
Gauge
designation
g

Fastenings

l

Nominal
Weight

F.2.3a: Identification of Concrete Sleepers - Direct Fastening Types - 1

All type 23’s also available
designated A.W.S. (With
holes to take A.W.S.
inductors etc).

Sheet 156 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

3
10 /8“

7
1’ 2 /16“

8”

5½"

270 kg

22 x 0.2”

SLOPING

F23D

4’ 83/8”

8’ 3”

103/8“

1’ 27/16“

8”

5½"

270 kg

22 x 4.5

SLOPING

F24

4’ 83/8”

8’ 6”

103/8“

1’ 27/16“

8”

5½"

275 kg

24 x 0.2”

F24/1

3
4’ 8 /8”

8’ 6”

3
10 /8“

7
1’ 2 /16“

8”

5½"

275 kg

24 x 4.5

F24A

4’ 83/8”

8’ 6”

103/8“

1’ 27/16“

8”

5½"

275 kg

24 x 0.2”

F24A/1

4’ 83/8”

8’ 6”

103/8“

1’ 27/16“

8”

5½"

275 kg

24 x 4.5

F24A/1CP

4’ 83/8”

8’ 3”

103/8“

1’ 27/16“

8”

5½"

275 kg

24 x 4.5

F24B

3
4’ 8 /8”

8’ 6”

3
10 /8“

7
1’ 2 /16“

8”

5½"

275 kg

24 x 4.5

CR

F24/2

1432

2590

264

367

204

141

275 kg

24 x 4.5

HORZTL

F24/2S

1432

2590

264

367

204

141

275 kg

STRAND

F24/BS

1432

2590

264

367

200

165

280 kg

STRAND

F24/BS4R

1432

2590

264

367

200

150

285 kg

STRAND

CR

CS3

1432

2500

264

367

203

140

285 kg

22 x 4.5

SLOPING

RE/PW/271 RE/PW/192 RE/PW/193 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/248 RE/PW/248

CR
CR
CR
CR

d2

HORZTL

d1

CR

d

Fastenings

Drawing
Number

8’ 3”

w

Remarks

F23 wire arrangement
modified.

F23 wire arrangement
modified. Metric wires.

Similar to F27 but longer and
provision for SR conductor
rail insulators.

As F24 but with metric prestress wires.

Without holes for mounting
insulators.

PANDROL

Type of
Shoulder

3
4’ 8 /8”

l

Without holes for mounting
insulators.

As F24/1 but with one end
shortened by 3″ to avoid
fouling catchplates.

Insulator mounting holes one
side only.

Insulator mounting holes one
side only.

6 x 9.3mm Strands.
Insulator mounting holes one
side only.
6 x 9.3mm Strands.
Standard for 3rd rail
electrified track.

6 x 9.3mm Strands.
4-rail electrified track.

CS3

Pre Stress
No / diameter

F23A

Principal Dimensions
Sleeper
Gauge
designation
g

CR

Weight

F.2.3b: Identification of Concrete Sleepers - Direct Fastening Types - 2

CS3 clip fastening. Cast-in
hoops.

NOTES
1. Pre Stress is conventionally provided by a number of tendons, e.g. 24 tendons of 4.5mm diameter.
Some designs of sleeper use multiple wires formed into ropes or ‘STRANDs’. Where information is available,
the number/diameter of STRANDs is given in the remarks column, e.g. 6 x 9.3mm.

Revision 1

Date: June 2008

Sheet 157 of 196

6 x 9.Direct Fastening Types .5 F27S 4’ 83/8” 8’ 3” 103/8“ 1’ 27/16“ 8” 5½" 275 kg STRAND 6 x 9. Keel Board Sleepers. F27APS has holes only for gluing in inserts and o/a depth ‘d’ varies. 6 x 9.g.2. F27T 4’ 83/8” 8’ 3” 103/8“ 1’ 27/16“ 8” 5½" 275 kg 22 x 4. Revision 1 Date: June 2008 Sheet 158 of 196 . F27APS 4’ 8 /8” 8’ 3” 3 10 /8“ 1 1’ 3 /16“ 8” 5½" 275 kg 22 x 4. Pre Stress is conventionally provided by a number of tendons.5 Adjustable PANDROL.3mm.© Network Rail Track Design Handbook NR/L2/TRK/2049 Fastenings Drawing Number Type of Shoulder w d F27 4’ 8 /8” 8’ 3” 3 10 /8“ 7 1’ 2 /16“ 8” 5½" 275 kg 22 x 4. Where information is available. As F27 but with strand reinforcement. Heavy Duty. Normal Duty. Without holes for mounting insulators.5mm diameter. PANDROL RE/PW/266 HORZTL With holes for fixing timber planks for L-Crossings. the number/diameter of STRANDs is given in the remarks column. 24 tendons of 4. 5 mm pads.3c: Identification of Concrete Sleepers .3mm Strands.5 Adjustable PANDROL. e.5 F27BS 1432 2515 264 367 203 165 285 kg STRAND F34S 1432 2420 290 364 200 175 285 kg STRAND Standard PANDROL sleeper. 6 x 9.g.3mm or 8 x 5/16” Strands. 4 mm insulators. As F23 but with horizontal shoulders & increased end areas.5 With holes for mounting AWS magnets. F27P 4’ 83/8” 8’ 3” 103/8“ 1’ 27/16“ 8” 5½" 275 kg 22 x 4. F27AWS 4’ 83/8” 8’ 3” 103/8“ 1’ 27/16“ 8” 5½" 275 kg 22 x 4.5 Keel Board Sleepers. NOTES 1.3mm Strands.3 8 x 9.3mm Strands. 6 x 9. F27AP 4’ 83/8” 8’ 3” 103/8“ 1’ 27/16“ 8” 5½" 275 kg 22 x 4. RE/PW/719 RE/PW/719 RE/PW/719 RE/PW/719 3 d2 Remarks l 3 d1 Weight Principal Dimensions Sleeper Gauge designation g Pre Stress No / diameter F.3mm Strands.5 F27PS 1432 2515 264 367 204 141 275 kg STRAND F27A 1432 2515 264 367 203 165 275 kg 24 x 5 F27AS 1432 2515 264 367 203 165 285 kg STRAND F27B 1432 2515 264 367 203 165 285 kg 22 x 4. Some designs of sleeper use multiple wires formed into ropes or ‘STRANDs’. e.

g. NOTES 1. e.5a. With 4 fixings for 113A guard rails.2. 2. 6 x 9. Where information is available.3mm. the number/diameter of STRANDs is given in the remarks column. F40LRE 1432 2420 285 364 200 175 285 kg With inserts one end for Lateral Resistance End Plate.Direct Fastening Types . Revision 1 Date: June 2008 Sheet 159 of 196 .5mm diameter.3mm) F40 10 mm pads.2. For details of 5F40 (1435mm gauge) sleeper see sheet F. Also available with Fastclip and Pressed Steel shoulders.g. 24 tendons of 4. Pre Stress is conventionally provided by a number of tendons. PANDROL 285 RE/PW/191 2420 HORZTL 1432 STRAND (6 x 9.4 Remarks 364 200 175 285 kg F40AWS 1432 2420 285 364 200 175 285 kg With holes for mounting AWS magnets. 8 mm insulators. F40GR 1432 2420 285 364 200 175 285 kg F40GW 1432 2420 285 364 200 175 285 kg With provision for gauge widening. Some designs of sleeper use multiple wires formed into ropes or ‘STRANDs’. e.© Network Rail Track Design Handbook NR/L2/TRK/2049 d1 d2 Fastenings d Drawing Number w Type of Shoulder l Pre Stress No / diameter Principal Dimensions Sleeper Gauge designation g Weight F. 110A & 113A rail only.3d: Identification of Concrete Sleepers .

3mm Strands.Special Types & Shallow Depth 1 SLOPING SHOULDER HORIZONTAL SHOULDER g R. CR EF28 Method of securing sleeper 165 CR 2500 28 x 0. 8 x 9. Insulator mounting holes one end only. e. e. 6 x 9.L. Stud screws into beechwood plugs. Shallow depth for restricted headroom & with provision for S. Pandrol fastening. Pre Stress is conventionally provided by a number of tendons. conductor rail insulators. Insulator mounting holes one end only. Without holes for mounting insulators. the number/diameter of STRANDs is given in the remarks column.R.2. Similar to F27 but only 6½” deep.3mm Strands. Revision 1 Date: June 2008 Sheet 160 of 196 . Superseded by EF29.4a: Identification of Concrete Sleepers .g. Used to save headroom.¾“ (526) l EF 21 & 25 40 LONGER HORIZONTAL SEATING AWS MOUNTING HOLES d2 28 x 5 1432 2580 290 330 165 140 260 kg 28 x5 EF28A 1432 2580 290 330 165 140 260 kg 28 x5 EF28/2 1432 2580 290 330 165 140 260 kg EF28S 1432 2580 290 330 165 140 265 kg STRAND EF28(0)S 1432 2580 290 330 165 140 265 kg STRAND BJB 625 Spring Bar Assembly.5mm diameter.3mm.2" BJB 625 5½" Remarks PANDROL PANDROL PANDROL 6½" Drawing Number 1215/16" RE/PW/283 ERS 7032 LM 904-62B 111/2" Type of Shoulder 8’ 3" SLOPING d2 Pre Stress d1 CR EF25 d CR 4’ 81/2" w CR EF21 l ENDS FOR 3rd RAIL ELECTRIFIED LINES No / diameter Principal Dimensions Sleeper Gauge designation g Weight W W PANDROL d1 d1 d2 16 8 x 9. NOTES 1. Where information is available.g. 24 tendons of 4. As EF28 but without insulator fixings. Some designs of sleeper use multiple wires formed into ropes or ‘STRANDs’. d 1’ 8.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.

For use at approaches to vertical S&C. Shallow depth for restricted headroom. the number/diameter of STRANDs is given in the remarks column. Pandrol fastening joint sleeper.3mm Strands. For use in line associated with vertical S&C. With holes for insulators. Wider and with a greater bearing area than F27.© Network Rail Track Design Handbook NR/L2/TRK/2049 2500 290 330 165 140 265 kg 28 x 5 HORZTL EF29S 1432 2500 290 330 165 140 265 kg STRAND HORZTL RE/PW/283 EF32 1432 2580 290 339 174 140 273 kg 28 x 5 CR RE/PW/294 EF32A 1432 2580 290 339 174 140 273 kg 28 x 5 EF32S 1432 2580 290 339 174 140 273 kg STRAND EF32(0)S 1432 2580 290 339 174 140 273 kg STRAND EF33 1432 2500 290 339 174 140 275kg 28 x 5 HORZTL EF33S 1432 2500 290 339 174 140 278 kg STRAND HORZTL 1432 2500 300 365 200 184 F35S 1432 2500 290 365 200 184 315 kg RE/PW/283 Pandrol fastening.g. Increased pre-stress. Without holes for insulators. With holes for insulators. Pandrol fastening. RE/PW/291 RE/PW/294 RE/PW/294 RE/PW/294 RE/PW/294 CC226 Remarks CR d2 CR d1 CR d CR w Method of securing sleeper 1432 l Drawing Number Pre Stress No / diameter EF29 Principal Dimensions Sleeper Gauge designation g Type of Shoulder Weight F.3mm Strands. NOTES 1.2.3mm Strands. Pandrol fastening horizontal rail seating. Where information is available.5mm diameter. Pre Stress is conventionally provided by a number of tendons. e. e.3mm Strands. 8 x 9.4b: Identification of Concrete Sleepers . Available with AWS mountings. Available with AWS mountings. CC226S 1432 2500 290 365 200 184 315 kg STRAND CR 8 x 9. Shallow depth for restricted headroom.3mm Strands.3mm. 32 x 4. 6 x 9.5mm or 26 x 5mm STRAND PANDROL CR For use at approaches to vertical S&C.g. Revision 1 Date: June 2008 Sheet 161 of 196 . Without holes for mounting insulators. 8 x 9. 8 x 9. Some designs of sleeper use multiple wires formed into ropes or ‘STRANDs’. Without holes for mounting insulators.Special Types & Shallow Depth 2 8 x 9. 24 tendons of 4.

EF36 1432 2580 285 330 165 140 270 CR Fastclip EF28 type but Fastclip.3d) with 1435 gauge.5a: Identification of Concrete Sleepers .Post 1996 Designs . 5F40 1435 2420 285 364 200 175 295 HORZTL e clip F41 1432 2420 285 364 200 175 295 HORZTL Fastclip F40 type but Fastclip. 5EF36 1435 2580 285 330 165 140 270 CR Fastclip As EF36 but with 1435 gauge. EF36(0) 1432 2580 285 330 165 140 270 HORZTL Fastclip EF29 but with Fastclip.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.1 Principal Dimensions Weight (kg) Designation Gauge g l w d d1 d2 Type of Fastening Shoulder Remarks 5EF28 1435 2580 285 330 165 140 270 CR e clip As EF28 but with 1435 gauge.2. Revision 4 Date: June 2008 As F40 (see sheet F. EF38 1435 2580 265 329 165 140 280 CR Vossloh* As 5EF28 but with Vossloh. F42 1435 2420 285 364 200 175 304 HORZTL Vossloh As 5F40 but Vossloh.2. Sheet 162 of 196 . 5EF29 1435 2580 285 330 165 140 270 HORZTL e clip As EF29 but with 1435 gauge. 5F41 1435 2420 285 364 200 175 295 HORZTL Fastclip As F41 but with 1435 gauge. 5EF36(0) 1435 2580 285 330 165 140 270 HORZTL Fastclip As EF36(0) but with 1435 gauge. F43 1435 2420 285 364 200 175 285 HORZTL Vossloh As F42 but smaller csa.

Revision 5 Date: March 2010 Sheet 163 of 196 . 4th rail. (Type FE) (Type FE clip & shoulder still being trialled/developed). EG47D(4R). EG51(T) 1435 2580 285 330/343 165 140 273 HORZTL / CR APC01 1435 2900 310 364 $ 200 186 435 HORZTL e clip APC02 1435 2900 310 364 $ 200 186 435 HORZTL Fastclip $ For CEN56E1 rail only. For mounting APC magnets. Fastclip 3rd & 4th rail variants available. see diagram on sheet F.2 Principal Dimensions Designation Gauge g l w d d1 d2 Weight (kg) Type of Fastening Shoulder Remarks G44 1435 2500 285 365/378 200 175 308 HORZTL Fastclip For CEN56E1 or CEN60E1/E2 rail. G50(T) 1435 2500 285 365/378 200 175 308 HORZTL Fastclip As G44 but with Fastclip Type FE. * Vossloh fastening is type W14. 3rd & 4th rail variants available. G44CR 1435 2500 285 378 # 200 175 308 HORZTL Fastclip # For CEN60E1/E2 rail only. G45 1435 2500 285 365/378 200 175 308 SLOPING Vossloh* For CEN56E1 or CEN60E1/E2 rail. As G44 but with Vossloh W14. G44LRE 1435 2500 285 365/378 200 175 308 HORZTL Fastclip For CEN56E1 or CEN60E1/E2 rail. Weights quoted are nominal. As EG47 but with Fastclip Type FE. 3. LUL spec.4a.2. NOTES 1.© Network Rail Track Design Handbook NR/L2/TRK/2049 F. (Type FE) (Type FE clip and shoulder still being trialled/developed). 4. NTF504 1432 2580 285 329 $ 165 140 270 CR e clip $ For CEN56E1 rail only. 3rd & 4th rail variants available. EG47D. As APC01 but Fastclip.2. EG48 1435 2580 285 330/343 165 140 308 HORZTL / CR Vossloh* For CEN56E1 or CEN60E1/E2 rail. G44 with inserts for Lateral Resistance End Plates. EG47D(3R). For CEN56E1 or CEN60E1/E2 rail.Post 1996 Designs . G44 with check bracket holes. For details and explanation of the dimensions. 2. EG47 1435 2580 285 330/343 165 140 273 HORZTL / CR Fastclip For CEN56E1 or CEN60E1/E2 rail. EG49 1435 2580 285 330/343 165 140 270 HORZTL / CR e+ clip For CEN56E1 or CEN60E1/E2 rail. The following sleepers are also available with 35 mm internal diameter cable duct (the letter ‘D’ being suffixed to the standard designation above): G44D. For CEN56E1 or CEN60E1/E2 rail.5b: Identification of Concrete Sleepers . $ For CEN56E1 rail only. 3rd & 4th rail variants available.

1: Standard Method of Measurement of S&C Turnout L2 1M L1 L1 + L2 Crossover L2 1M L3 1M L1 L1 + L2 + L3 Junction L2 1M L3 L4 1M 1M L1 + L2 + L3 + L4 L1 Diamond L2 1M 1M L1 L1 + L2 Single / Double Slip L2 L2 L3 L3 1M 1M 1M 1M L4 L1 L1 L1 + L2 + L3 Revision Date: March 1996 L1 + L2 + L3 +L4 Sheet 164 of 196 .3.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.

or between differing. N/A 4 hole insulated fishplate ?? “dry” 4 hole.4. Dimensions are to be given to toes of switches. 3.8 from each rail end.1 Description Expansion Gap Req’d Remarks Standard Fishplates 6mm* *At 20°C F2 2 hole Flat. noses of common crossings. DBE Rail Drilled for fishplates at Both Ends. except radii which may be in m. 2. 4. Hallade half chord points and rail bonding (when required) to be shown. radii) Direction/Hand of Curvature (adjacent to dimension) Position of Twist (from vertical to 1 in 20) Tie Unit for Split Bearers Axle Counter NOTES 1. at 187. “Back Hole Fish” Nil One fishbolt hole 30 dia. Used on checked track Switch Anchor Plate (on Shallow Depth Vertical or NR60 Stock Rail) or Tangent Point (at start of.1: Standard Symbols for use on Layout Drawings . Revision 1 Date: June 2008 Sheet 165 of 196 . Method of operation of switches. Bullhead and Inclined Flat Bottom S&C should be dimensioned in imperial units. and running edges. close tolerance insulated fishplates Nil “dry” 6 hole close tolerance insulated fishplate Nil “dry” 4 hole insulated fishplate Nil Shop Glued 6 hole insulated fishplate Nil Shop Glued Parallel wing/check rail insulated joint N/A Symbol Jt TJF4 F4 1 l ft( *At 20°C. Used in conjunction with TJ Fishplates for subsequent welding. Fishplate on congested side 6mm* F4 4 hole Flat. Dimensions for both CEN56E1 Vertical and NR60 Inclined S&C shall be in mm. Used on parallel wing rail extensions *At 20°C. fishplate on congested side 6mm* TJ Tight Joint Fishplates Nil Tight Joint Fishplates on congested side for use with parallel check rails Nil As F4 above but without expansion gaps. intersection of gauge lines at obtuse crossings and switch diamonds.3+/. w Rail Ends Undrilled Nil For welding in.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.0. N/A DOE Rail Drilled for fishplates at One End only N/A UD Rail UnDrilled for fishplates at either end.

Fishplated (Not weldable) “N” CM “N” CM Cast Monobloc. Note: Wing fronts currently LCAMS. AMS block with LCAMS legs welded on. “N” SN - - “N” SD Switch Diamond. Welded Ends. “N” WCB “N” WCB Bainitic Cast Centre Block with pearlitic legs welded on. Bainitic Cast Centre block with pearlitic legs welded on. 2. Fishplated Ends - “N” SSD Strengthened Switch Diamonds. AMS block with pearlitic legs welded on.© Network Rail Track Design Handbook NR/L2/TRK/2049 F. Fishplated ends. Revision Date: March 1996 Sheet 166 of 196 . 4. suffixed thus:Splay Wing “N” SPY Left hand parallel wing “N” PWL Right hand parallel wing “N” PWR Double parallel wing “N” DPW NOTES 1. AMS Steel can be either low or high carbon content. Swing nose. Bainitic nose with pearlitic legs welded on. # Part Welded crossings are identical to fabricated/built-up. Welded Monobloc. “N” WCN “N” WCN Bainitic nose with pearlitic legs welded on. Cast Monobloc . Welded leg ends. “N” CCB “N” CCB AMS Cast Centre Block. AMS cast nose with LCAMS legs welded on. etc. L or R/H splice quoted to identify crossing “N” LHS/RHS “N” Fabricated. Fabricated crossings and both types of cast nose crossings can be supplied with either short or long wing flares. 3. LCAMS legs welded on. should be shown in the relevant crossing description. “N” WM - Cast Centre block. “N” is crossing angle. Part Welded # “N” W “N” W Welded fabricated. leg openings. “N” CN “N” CN AMS Cast Nose with LCAMS legs welded on.2: Standard Symbols for use on Layout Drawings . except that instead of the splice area being fastened with MGL Pins. it is welded into a single unit. Fishplated ends (not welded). AMS saddle with pearlitic vee. Crossings described above can be supplied with or without parallel wings. Details of these flares together with all details regarding rail lengths. AMS.2 (Crossings) Common Crossings Symbol Symbol Obtuse Crossings Fabricated / Built up only.4.

3 Adjustment Switch Direction of Traffic Change of Rail Section CEN56E1 CEN60E1 Adjustment Switch incorporating Change of Rail Section Direction of Traffic CEN56E1 CEN60E1 Fouling Point (for rolling stock) FP Lateral Resistance End Plates LP LP LP NOTES 1.4. the clamp on (Sleeper Anchor) type should be used in preference. they should be fitted to every sleeper.3: Standard Symbols for use on Layout Drawings . 3. Revision 1 Date: June 2008 Sheet 167 of 196 .© Network Rail Track Design Handbook NR/L2/TRK/2049 F. 4. LREPs may be fitted to one end only (outside of curve) or both ends of sleepers/bearers. On curves below 375m radius. The screw on type is obsolescent. The Sleeper Anchor may be fitted to sleeper end(s) or in the ‘four-foot’. 2.

is the minimum. Revision Date: December 1999 Sheet 168 of 196 .0m.5m w w C entreline w w CASE 3 D irec t fas te n in g s A djustm ent sw itch w he n required w w C entreline w w 4.5m A djustm ent sw itch w hen required 4 .5m CASE 2 D irect fas te n in g s A djustm ent sw itch w hen required 4.5m 4 .5 m 4 . 9.1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges 4.5m M inim um dim ension w eld to joint betw een individual longitudinal tim bers is 2 m etres.5.5m 4. The rail length indicated. NOTES 1.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.5m w w w w CASE 4 W a yb e am s A djustm ent sw itch w he n required w w w w 4.5m A djustm ent sw itch w hen required 4. positioned as indicated relative to a bridge abutment or waybeam free end or intermediate joint.5m 4.5m CASE 1 D ire ct faste n in g s w w w w = = 4. “w” indicates the position of a weld.5 m w w C entreline w w A djustm ent sw itch w hen required 4. 2.

48 Crossing timber. each 0. pair 30.9 Chair CC 31. insulated (Steel/Nylon) 23.7 Fishplates. insulated (Steel/Nylon) 32. pair.7 Pandrol PR401A or PR402A clip 1.083 .6. pair.1: Weights of Components and S&C Units BS95RBH Item Weight (kg) Fishplates. Jarrah. the approximate weight in tonnes can be calculated by multiplying the total length of rail (in metres) within the unit by: . skirted.4 Crossing timber.91 Crossing timber. Jarrah. with baseplates.7 Panlock clip 1.60 Crossing timber.1 Fishplates.8 Chairscrew 0.6 V Baseplate 27.0 Pandrol e clip 0. plain. softwood.2 Fishbolt + nut. 12 “ x 5 “ . 10 metres 0. 12 “ x 5 “ . softwood.0 Tonnes Granite ballast. 12 “ x 6 “. each 1. with chairs.58 Switches and Crossings For built-up (fabricated) full depth S&C units on timber complete with chairs / baseplates / blocks / bolts. 28 x F27 concrete 10.for BS95RBH 0. pair.83 18 288 mm track panel.6 Fishbolt + nut.7 Steel key 0.6 F27BS or F40 concrete sleeper 285. 10 metres 0. 28 x PAN 6 Jarrah 6.0 CEN56E1 Item Weight (kg) Fishplates.2 CV Baseplate 36.9 Chair AS1 20. 12 “ x 6 “.00 18 288 mm track panel.0 EF28S concrete sleeper 265. 1 cu.097 Revision Date: March 1996 Sheet 169 of 196 .for CEN56E1 0.© Network Rail Track Design Handbook NR/L2/TRK/2049 F. plain. skirted 22.1 PAN 6 or VN baseplate 23. 10 metres 0. 10 metres 0. metre 1.

10 List of coordinates for all T.) next station? Are all signalling requirements (IBJ’s etc.3 4.4 Specified Rail for dimension stated (along 6 ft rail) 3.8 Chord length & specified rail measured 3. / File Reference / Copyright Signatures / Dates / Amendments [ [ [ [ [ [ ] ] ] ] ] ] [ [ [ [ [ [ ] ] ] ] ] ] 3 Setting Out / Dimensioning 3.6 HC tied in relative to track mileage 3.1 & B.P.7.5 1.1 4.4 1. T-N.is it satisfactory for speed / HMRI requirements? Materials .s.5.4 5.5 2.2 Baseline ends tied in and dimensioned 3.2 1.6 Rail section (full / shallow depth) Switch type (CV etc. KN-N etc. / Stage no.? Notes .1 Datum clearly shown & dimensions to S&C 3.7 4.1 5.6 Station / Site / Description Renewal item no.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.) shown? Standard Notes .2 4.1 2. etc.3 5.7.? Existing track / S&C shown dotted ? Have passing clearances / structural clearances been checked? [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] 2 Title Block 2.7 White line positioning 3. Type of switch operation / low friction slide baseplates [ [ [ [ [ [ ] ] ] ] ] ] [ [ [ [ [ [ ] ] ] ] ] ] Designer Checker [continued on Sheet F. RHTO.1 1 General 1. Designer’s initials / Checker’s initials Scales / Size of Drawings Plan no.5.2 5.6 1. etc.8 Tangent points and radii. at each HC (turnout/diverging) Equivalent radii of turnouts Radii sharper that 200 m.11 Steelwork tied in to existing track feature (toe.? Track designations shown (up fast etc.1: S&C Detail Drawing Aide-Memoire .P.5 4.2] Revision Date: March 1996 Sheet 170 of 196 .9 Layout .3 1.8 1. Split) Point numbers (including switch diamonds) All non-standard fronts / rail lengths Lead lengths of turnouts / diamonds / etc.7 1.9 Do baseline offsets give correct versines (+/.5 5.) clear and to scale 3.) [ [ [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] ] ] [ [ [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] ] ] 4 Alignment 4.2 2.) and hand (LHTO. check rail / gauge widening Vertical alignment details / longitudinal section [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] 5 Switches 5.s.4 4.) & relation to S&C 3.1 1.all dimensions in millimetres etc.4 2.2) Track spaces at noses (standard).3 2.Check rail type / bonding arrangements etc.1mm)? 3.6 4.3 Dimensions (N-N. direction of curve Transition lengths / rates of change Cants and changes of cant shown on correct rail Has two-levelling been necessary ? (Sheets B. I. switches.5 HC (Half Chord) Points (and nos.does it agree with Track Category matrix? Speeds shown for all tracks / turnouts / crossovers etc. 3.

5 Do housings match rail joint positions? [ [ [ [ [ ] ] ] ] ] [ [ [ [ [ ] ] ] ] ] 11 Miscellaneous 11.4 Correct bearers for appropriate crossing type 10.6 Positions / numbers .2: S&C Detail Drawing Aide-Memoire .© Network Rail Track Design Handbook NR/L2/TRK/2049 F. parallel wing lengths 6.1 Angle.7.see Sheet F.6 Non-standard angles to be fully designed / authorised 9 Rails 9.switch fronts / switch / stock lengths 11.5 9.4 Rail lengths / baseplates / non-standard timber spacings 8.4 RE openings at leg ends 6. rail section.6 Revision 1 Rail material type / section / end drilling Manganese rails to be fully dimensioned Twist rails / positioning / hand / length Closure rails to be numbered for identification Types of joint / weld throughout Type of adjacent plain line (F40 concrete etc.7 Back / Front rail blocks for 1 in 24 / 28 cast crossings? 6.5 Extend of manufacturers supply to be shown on plan 11.2 9.4.) Date: June 2008 Sheet 171 of 196 .8 Requirements for track cross-section? 11.5 Any non-standard dimensions 7.5 Baseplates / non standard timber spacings 6.2 Non-strengthened protected by adjustment switches? 8.1 9.5 Any non-standard dimensions 8.1.2 Check limiting radii / switch diamonds (see Sheets A. list of all 2/L baseplates 11.3 Correct arrangement for drive of switches 10.2) 7. strengthened / non-strengthened 8.6 Non-standard angles to be fully designed / authorised 8 Switch Diamonds 8.4.2) 7.4 Rail lengths / baseplates / non-standard timber spacings 7.1 Angle / type (see Sheet F.1 Correct designation / spacings shown? 10.3 All 4 sides of diamond directly dimensioned? 7. LHS/RHS.2) 6.4 9.2 Leg lengths to N.1 & A.4 Speed changes .Sectional Appendix alterations 11.1 Angle / Type (CCB.8 Any non-standard dimensions 6. 6 Common Crossings 6.9 All platform details / clearances shown? [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] 7 Obtuse Crossings 7.5.7 Requirements for materials list? 11.5.3 9.6 Cast Crossing manufacturers to be stated 6.3 Check rails / Type / Position / length / Splays 6.1 Single / Double slips .2 Provision of expansion switches 11.2 Rail pad requirements specified? 10.7.2 continued from Sheet F.9 Non-standard angles to be fully designed / authorised Designer Checker [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] [ [ [ [ [ [ ] ] ] ] ] ] [ [ [ [ [ [ ] ] ] ] ] ] [ [ [ [ [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] ] ] ] ] [ [ [ [ [ [ [ [ [ [ [ [ [ ] ] ] ] ] ] ] ] ] ] ] ] ] 10 Concrete Bearers 10. PWR etc .3 All 4 sides of diamond directly dimensioned? 8.3 If two-levelling.overhead masts / signal posts 11.

288 × 1000 D = -------------------------------------------------------------------------. Hence for outer rails of 18. To calculate the difference in the lengths of these rails. If standard length rails were used on the outer and inner rails. and due to attention should be paid to place the marginally longer rails on the outside curve to partially alleviate the need for “short” rails on the inside. In rail manufacture. where A is any amount of gauge widening. R.432 + 0. one rail would be said to “lead” the other. “Short” rails are available in lengths of 18 250. To accommodate this problem.07 + A) metres. and a special “short” is used for the inner shorter rail.© Network Rail Track Design Handbook NR/L2/TRK/2049 F.576 D = ---------------------------. then the appropriate “short” rail should be used.288 m in length. Then the difference in rail lengths. or the other one would “lag” the first. 18 200 and 18 150 mm. The radius of the inner rail will be R-G. the track radius at the centre of the head of the outer rail is used. a standard rail length is used as the longer rail.mm ( Radius of Curve in metres ) 27468. D. and hence will be slightly longer than the inner rail if all the joints are to be exactly opposite each other. is given by:L×G D = -------------R where L is the standard length of the outer rail. there is a permissible tolerance on the overall length.9. say 18. 2. the outer rail will have a slightly larger radius than the inner rail. When the lead (or advance) of the inner rail over the outer reaches 25. where G = (1.mm R NOTES 1.1: Calculation of Leads and Lags in Curved Jointed Track In curved track. 50 or 75 mm. Revision Date: March 1996 Sheet 172 of 196 . 1.502 × 18. given in metres.288 metres.

Revision 1 Date: February 2007 Sheet 173 of 196 .1.© Network Rail Track Design Handbook NR/L2/TRK/2049 G.1: List of Relevant Publications Sheet temporarily withdrawn (pending full review of Track Design Handbook).

0 33.6 74.4 1260.0 420.7 45 30 487.5 70 NOTES For both tables: (a) Based on bogie centres of 12.5 74. (h) Crossovers without transitions are not recommended for higher speeds.4 1260.5 75.3 53.9 122 129.4 35. (c) Based on maximum permissible cant deficiency of 90 mm.3 1634.3 292.© Network Rail Track Design Handbook NR/L2/TRK/2049 H. (e) Cant rising to 25 mm within the lead.7 75. Gauge 1435 mm Turnout Type Straight planed Effective Radius at Switch Toes m (a) Radius of Turnout Curve m 115.5 114.2 metres.0 53.7 29.4 35 25 383.4(g) 78.9 71.4 50.9 45 705.7(f) 84.2 60.4 F21 (18) Speed Restriction Theoretical Maximum Speed On Switches km/h (b) On Turnout km/h (c) On Transition km/h (d) mph 746.8 86.6 40.5 75.5 114.9 20 15 136.4 30 25 352.5 50 SG28 (21) 1242.0 145.3 1634.4 50. (f) Cant rising to 32 mm within the lead.7(e) 103.6 20 15 217. gauge 1435 mm Turnout Transitioned (from) Effective Radius at Switch Toes m (a) Radius of Circular part of turnout curve m E20 (16) 524.3 26.1 25 20 270.9 47.3 37.2 (h) 50 (h) SG21 1242.5 47.2 35.1 25 20 273.0 56. (g) Cant rising to 29 mm within the lead.7(e) (h) 65 (h) G24 1406.3 61.2 35.4 94.6 40.6 20 15 193. (d) Based on maximum rate of change of cant deficiency of 55 mm/sec.1 41.2 897.1 45. (i) Speeds shown may need alteration in respect of curved and canted main lines.0 187. 1435 mm Gauge: Speeds Through Turnouts Turnouts with Circular Curves.8 187.2 746. Revision Date: December 1999 Sheet 174 of 196 .0 47.3 26.5 420.0 129.7 29.5 63.8 94. (b) Based on maximum permissible cant deficiency of 125 mm.2 1165.0 60 G28 (24) 1406.8 56.9 20 15 161.9(f) (h) 75 (h) Curved planed A7 A7 B8 B8 C10 C10 D12 D12 E16 E16 F20 Curved Planed Turnouts with Transitions to Straight within the Lead.7 40 35 F20 705.9 86.8 Theoretical Maximum Speed Speed Restriction On Switches km/h (b) On Turnout km/h (c) On Reverse km/h (d) Turnout mph Crossover mph 145.4 746.5: BR109/BS110A/BS113A FB Inclined S&C.9 122.6 110.4 292.4 82.6 110.9(f) 117.3 37.9 33.7 35 30 524.4 37.2.3 1165.

Non-strengthened Table of Baseplates Timber Position (from the knuckle) Switch Diamond 1+ 2 1 in 7.3.Switch Diamonds . 2.5 PV PV1 PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-V 1 in 12. Table of Dimensions Switch Diamond Angle. Differing common crossings may require modification to baseplates and rail lengths quoted. 1 in ~ 7. Revision Date: December 1999 Sheet 175 of 196 . Layouts shown are for the straight/straight condition (common crossings of the same angle).1: CEN56E1 Vertical S&C .5 8 9. 2. + indicates all PV baseplates on timber position 1 must be made of cast steel.© Network Rail Track Design Handbook NR/L2/TRK/2049 H.5 12.25 3 4 5 6 7 8 9 10 11 PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-SDS V-V PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-SDS V-V PV PV1* PV2* PV4* V-LSDS V-SDS V-SDS V-SDS V-SDS V-V 1 in 10 PV PV1* PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-V 1 in 10.25 10 10. * indicates these baseplates are fitted with distance blocks.75 PV PV1 PV1* PV2* PV3* HV-LSDS V-LSDS V-LSDS V-SDS V-SDS V-V 1 in 15 PV PV PV1* PV1* PV2* HV-LSDS V-LSDS V-LSDS V-SDS V-V V-LSDS PV3* NOTES 1.5 PV PV2* 1 in 8 PV 1 in 9.Full Depth.75 15 Switch Rail Length 7725 8445 10 250 11 325 8330 8330 8330 Wing Rail Length 9790 9790 9790 9790 9790 11 210 11 210 Knuckle to switch toe 115 115 115 115 115 115 115 Knuckle to C Lof 1st Timber 305 305 305 305 305 305 305 Knuckle to C Lof 1st Baseplate 280 280 280 280 280 280 280 1st Baseplate to 2nd timber 710 710 710 710 710 710 710 All other timber spacings 710 710 710 710 710 710 710 NOTES 1. Non-strengthened switch diamonds shall not be used in CWR track unless protected on each leg by adjustment switches.

7 No. bays min.e. ba ne 2 N o. 2.© Network Rail Track Design Handbook NR/L2/TRK/2049 H. The above details are recommended for use with fixed crossings in the high rail of curved main lines at speeds of 105 mph and above. Note (iii) = Baseplate gauge stops fitted on all remaining timbers throughout the length of the check rail. not to be used for any new installations or replacement S&C. Key to diagram notes: Note (i) = Stops welded to soleplates at both ends of baseplates.High Speed Crossing FACING in the High Rail VT6 CVT6 Standard check Nose Direction of traffic Note (i) 38mm flangeway Note (i) li Main ys 7 No. Note (ii) = Cast Iron Web Gauge Stops fitted on 2 No. 8750 long No te (iii) Standard flare 2250 long Note (ii) No te (iii ) NOTES 1. 3. Revision Date: February 2007 Sheet 176 of 196 . bays 1 in 350 flare. timbers either side of nose timber.2: Check Rails: Vertical S&C . Where the line speed on curves is 90 mph or greater. 8 1 in 350 i) Note (i ii ) N o te (i Crossing TRAILING in High Rail CVT6 Stand a r d ch ec k Nose M ain line affic Direction of tr Note (i) 38mm flangeway 4 No. a b ys m g 750 lon flare. high speed check rails in Vertical S&C are declared ‘Obsolescent’ i. bays Note (i) 2 No. Full details are given in Network Rail Company Standard RT/CE/S/102.3. NB With the introduction of NR60 S&C. and the cant or cant deficiency exceeds 90mm. in. The check rail should be as long as the site permits but be contained within the length of its running rail avoiding any welds in either rail within the flangeway portion. Nylon ferrules to be used in preference to polypropylene to provide better gauge retention. and may also be used for lower speeds if desired. the only permitted form of S&C is NR60 on Concrete Bearers with High Speed Check Rails (with effect from June 2006). bays flare dard Stan 50 long 22 ii i) N o te ( 4 No.

241 37 650.960 17.085 57.053113 RT60E 14 962.849 20 440. All dimensions are in millimetres.898 28 301. Revision Date: February 2007 Sheet 177 of 196 .189 15 416.787880 RT60SG 27 699.177 28 435.605 11 429. 2.085 50. Switch Radii shown above are to the running edge of the high. The shift of the switch radius is 3 mm.967 11 583.647351 RT60G Trans 31.1: RT60 Inclined S&C Switch Details Referring to the figure below. A T 3m m Str aig ht C 12m m R R B D efinition of S w itch G eom etry Switch details Switch designation Turnout speed mph Switch radius R (R6) Length of straight at toe T .490 35. the clothoidal entry curve forms the tangent with the straight stock rail at A and merges with the switch radius R at B. For practical purposes. or outer.287 42.898 32 201. rail of curve.082 76.B (L2) Headcut length Flexing length RT60C 25 195 647 788 263 1389 5496 10 580 RT60D 30 259 192 907 302 1599 6326 11 880 RT60E 40 448 216 1193 398 2102 8319 14 480 RT60F 50 711 167 1503 501 2648 10 479 17 730 RT60SG 65 1 175 135 1932 644 3404 13 470 20 980 RT60G 75 1 582 360 2241 747 3950 15 631 23 580 RT60H 100 2 797 591 2980 993 5252 20 784 29 430 Positioning of Switch Heels Switch designation Switch curve origin to heel Heel to toe Heel angle 1 in N RT60C 11 129.474044 RT60H 38 693.C (L1) Entry angle 1 in ~ Length of transition at toe C . and projected back to the stock rail at point T.419013 RT60G 27 446. which is the mathematical switch toe.546 23. where the offset is 12 mm.564737 RT60D 11 237.613027 NOTES 1.948231 RT60F 19 867. Radii shown on subsequent sheets for RT60 geometry are to centre line.© Network Rail Track Design Handbook NR/L2/TRK/2049 H.802 29.4.25 31 346. a straight tangent is taken from the point C where the offset to the transition is 3 mm.

25 5.4.25 250 000 210 000 N>M STR. calculated from formulæ based on sheet C.Leads and Radii .5 8.2: RT60 Inclined S&C Diamonds . X RC Gauge Sheet 178 of 196 Track Design Handbook NR/L2/TRK/2049 Date: June 2008 2. and apply to straight main lines only. the obtuse crossing/switch diamond angle is taken as the angle between the intersecting track centrelines.25. at which point the radii are also assumed to change. A M M N<M RA 3.25 N IP to Nose 84 88 104 112 120 132 A 8341 8549 9362 9646 9961 10 395 C RA 271 147 388 028 1 503 641 558 450 370 175 265 058 RC A 9015 9260 10 153 10 555 10 930 11 455 C RA 156 518 189 384 490 089 1 096 688 STR 937 036 RC A 9360 9624 10 593 11 032 11 443 12 014 C RA 134 148 157 566 321 630 504 689 934 337 STR RC OBTUSE / SW DIA Angle M 6. The limiting radii for fixed obtuse crossings are shown below. All dimensions are in millimetres and are shown to the nearest millimetre.1 Revision 1 OBTUSE CROSSINGS / SWITCH DIAMONDS .X 6.5 500 000 400 000 1 in 6. For calculation purposes. ge Gau © Network Rail M FIXED COMMON CROSSINGS H. Gauge is 1435 mm.when all four legs are straight. the other slightly more) but the difference is negligible in manufacturing terms.25 96 7.5 8.5 6. Lead lengths are from noses of fixed common crossings to the intersection of gauge lines of obtuse crossings or switch diamonds.25 115 7.25 NOTES C 1.25 . 4. exceptionally 1 in 8. The flattest fixed obtuse crossing is 1 in 7.4.5 87 8. Angle Desirable radius Minimum radius 1 in 7. The physical crossings will be marginally different in angle (one slightly less.5 7 7.1.25 N 5. Switch diamonds must be used if the radius is sharper.

Maximum speeds shown through fixed obtuse crossings take account of the maximum allowable cant deficiency of 75 mm (see Sheet A.5.25 4095 357 197 7. in all but one case the switch diamond offers no speed advantage over the fixed obtuse. Gauge is 1435 mm.25 87 10 825 503 972 Common crossing Lead length N1-N2 Radius Common crossing Lead length N2-N3 Radius Fixed obtuse crossings or switch diamonds Lead length N3 . Maximum speeds shown may require adjustment to take account of any curvature and cant of the main through route.5 52 718 1300 30 (30) 7 66 841 650 (30) 40 Turnout radius L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L4 R4 N4 RT60C 23 928 194 930 8. Maximum speed Turnout stagger N5 . intersection points (IPs) of common crossings.25 10 915 502 109 7 103 9620 889 250 RT60E 36 255 447 499 12. This should be reviewed and increased as necessary to provide appropriate minimum passing clearances for current and future traffic flows. 7.3). Figures in brackets in the ‘Maximum speed’ columns indicate the non-preferred option. The radii beyond the final common crossings (N4 and N5) to be determined in order to afford the required passing clearances and smooth transition into the plain line alignment. Turnout stagger L6 is a minimum to obtain an interval of 1970 mm between turnout roads.5 4629 303 278 8. intersection of gauge lines of obtuse crossings and switch diamonds. Interval between tracks (running edges) is 1970 mm.25 10 263 265 776 6. Radii shown are of centreline of tracks. 3.5 9836 366 893 6.N1 H. 6. R1 R6 X N5 Gauge L6 R2 N4 N2 N3 N1 Gauge Toe 4. Sheet 179 of 196 Track Design Handbook NR/L2/TRK/2049 Date: February 2007 2. N3 R3 R1 R6 S = 1970 R4 L2 L1 L3 L4 L5 5. All dimensions are in millimetres and are given to the nearest millimetre.25 RT60D 27 554 258 475 9.5 6188 581 651 11 13 573 449 056 8.25 RT60D 27 554 258 475 9.N1 Common Total Lead crossing Length Switch radius © Network Rail Six foot space Lead length Toe .Diamond Fixed obtuse Switch diamond L5 L6 mph mph 45 986 1950 25 (25) 50 577 1300 25 30 6.4.5 4629 303 278 8. Dimensions given are to toes of switches. and running edges.N4 Radius NOTES R5 L1 Toe 1.25 115 8131 270 430 5.25 115 8126 272 152 5.4: RT60 Inclined S&C Double Junctions from Straight Tracks at 1970 Interval Revision Turnout Switch designation . 8.

intersection points (IPs) of common crossings.N3 Radius L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L5 To reverse To straight 8. See sheet A. All dimensions are in millimetres and are given to the nearest millimetre.5 4629 303 278 8. intersection of gauge lines of obtuse crossings and switch diamonds. Maximum speeds are given both for a reversing configuration (forming a three-track crossover) and also for continuation as a diverging straight alignment. R3 Gauge R2 N3 R1 R6 S = 1970 N2 N1 Gauge L2 L1 L5 L3 Sheet 180 of 196 Track Design Handbook NR/L2/TRK/2049 Date: February 2007 3.5. and running edges.N1 Switch radius Turnout radius Common Crossing Lead N1 .25 115 37 402 25 25 9. Maximum speeds shown may require adjustment to take account of any curvature (and cant) of the main through route. Radii shown are of centreline of tracks.3.25 87 41 671 25 25 23 298 25 160 194 930 194 930 284 822 Obtuse crossings or switch diamonds NOTES 2.25 3940 193 272 7 9534 559 168 6.N2 Radius Common Crossing Lead N2 .5: RT60 Inclined S&C Single Junctions from Straight Tracks at 1970 Interval Revision TURNOUT . Where fixed obtuse crossings are used. Gauge is 1435 mm. 5. Dimensions given are to toes of switches.25 11 882 Straight 8.4. maximum speeds will be constrained by the maximum allowable cant deficiency of 75 mm. © Network Rail Switch Designation SIX FOOT INTERVAL H.RT60C DIAMOND Total lead length Maximum speed mph Lead Toe . 4. X Toe 1. 6. Interval between tracks (running edges) is 1970 mm.

2.1. Obsolescent and Withdrawn designs may only be used in Running Lines with the authority of the Head of Track Engineering at Network Rail HQ.25 Turnout n/a Withdrawn BV 10 Turnout n/a Withdrawn BV 10 Transition Turnout & Crossover n/a Withdrawn BV 10.25 Transition Turnout & Crossover n/a Withdrawn BV 7 Turnout n/a Withdrawn BV 7. No prior approval is required for the use of the preferred designs.© Network Rail Track Design Handbook NR/L2/TRK/2049 J.75 Transition Turnout & Crossover n/a Non-preferred CVS 8 Turnout Running Lines A or U Non-preferred CV 9.25 Transition Turnout & Crossover Running Lines B or W Withdrawn BV 9. S&C in Sidings shall be configured as follows: a) Hardwood timbers with grey cast iron baseplates.25 Transition Turnout & Crossover Running Lines T Non-preferred BVS 9.25 Turnout Running Lines W Revision 1 Sidings Date: March 2010 See note 4 See note 4 See note 4 See note 4 Sheet 181 of 196 . 4.25 Turnout Running Lines O Non-preferred CVS 9. Non-preferred designs may only be used with the authority of the Network Rail Route Asset Manager (Track). 3.1: Preferred Geometries and Standard Configurations of S&C NOTES 1. full depth switches and part-fabricated crossings. full depth switches and part-fabricated crossings. Type of fastening system and rail pads subject to approval. c) Steel bearers.1. Preferred designs should be used wherever possible.2) Withdrawn AV 6 Turnout n/a Withdrawn AV 6. full depth switches and fabricated crossings.5 Turnout n/a Non-preferred AV 7 Natural Curve Turnout Withdrawn AV 7.5 Turnout n/a Preferred BV 8 Natural Turnout Sidings Non-preferred BV 8 Natural Turnout Running Lines S Non-preferred BVS 8 Natural Turnout Running Lines A or U Preferred BV 8 Natural Crossover Sidings Non-preferred BV 8 Natural Crossover Running Lines S Non-preferred BVS 8 Natural Crossover Running Lines A or U Preferred BV 9. Status Geometry For use in: Construction code (see sheet J. b) Concrete bearers with 401 clips.75 Turnout n/a Withdrawn BV 10.25 Transition Turnout & Crossover Sidings Non-preferred BV 9.5 Turnout n/a Withdrawn AV 8 Turnout n/a Withdrawn AV 9. 5mm rail pads. and in Sidings with the authority of the Network Rail Principal Renewal & Enhancement Engineer (Track). 401 clips.

75 Transition Turnout & Crossover Preferred CV 13 Transition Turnout & Crossover Running Lines O Preferred CVS 13 Transition Turnout & Crossover Running Lines B Withdrawn CVS 13 Turnout n/a Withdrawn DVS 9.© Network Rail Track Design Handbook NR/L2/TRK/2049 Status Geometry For use in: Construction code (see sheet J.75 Natural Curved Turnout Running Lines B Non-preferred DVS 13 Transition Turnout & Crossover Running Lines B Non-preferred DVS 13 (Str) Turnout Running Lines B Non-preferred DV 15 Transition Turnout & Crossover Running Lines O Preferred DVS 15 Transition Turnout & Crossover Running Lines B Withdrawn EVS 13 Turnout Preferred EVS 15 Natural Curved Turnout Withdrawn EVS 16 Turnout Non-preferred EVS 18.25 Turnout Obsolescent CVS 9.75 Turnout Withdrawn CVS 10.75 Turnout Non-preferred CVS 10.5 Transition Turnout & Crossover Running Lines B Preferred EVS 21 Transition Turnout & Crossover Running Lines B Withdrawn FVS 16 Turnout Non-preferred FVS 18.2) Preferred CVS 9.75 Natural Curved Turnout Running Lines O Preferred DVS 10.1.5 Turnout n/a Obsolescent SGVS 21 Natural Curved Turnout n/a Obsolescent SGVS 24 Turnout n/a Obsolescent SGVS 28 Transition Turnout & Crossover n/a Obsolescent GVS 21 Turnout n/a Obsolescent GVS 24 Natural Curved Turnout n/a Revision 1 Running Lines B n/a n/a Running Lines B n/a n/a Running Lines B n/a n/a Running Lines F n/a Date: March 2010 Running Lines F Sheet 182 of 196 .5 Natural Curved Turnout Withdrawn FVS 21 Turnout Non-preferred FVS 24 Transition Turnout & Crossover Obsolescent FVS 28 Transition Turnout & Crossover n/a Obsolescent SGVS 18.25 Crossover Non-preferred CV 10 Turnout & Crossover Running Lines O Non-preferred CVS 10 Turnout & Crossover Running Lines B or W Non-preferred CVS 10 (Str) Turnout & Crossover Running Lines B or W Obsolescent CV 10.25 Turnout n/a Withdrawn DVS 10 Turnout n/a Non-preferred DV 10.5 Turnout Running Lines B Non-preferred EVS 18.

8. 5 Double Junction Running Lines B Non-preferred CV 9.25 Double Junction Running Lines Y Non-preferred FVS 18. BV 9. 8.2) Obsolescent GV 28 Transition Turnout & Crossover (two levelled) n/a Obsolescent GVS 28 Transition Turnout & Crossover n/a Obsolescent GVS 32. 4. CV 9. 7. 8.5.25(SD). 9. BV 9.25.5(SD). 13 Double Junction n/a Withdrawn GVS 24. 5. 15(SD). CV 10 (Equal-split Tandem) n/a Withdrawn Type 1.25 (Equal-split Tandem) Running Lines J or Q Withdrawn Type 1.75(SD). 6.75. 6.25.25 (Equal-split Tandem) n/a Revision 1 Date: March 2010 n/a n/a n/a See note 4 Sheet 183 of 196 .75.75.5. 9.5 Double Junction Running Lines B Withdrawn DVS 10. AVT 8. BV 9. 4.75.5 Double Junction Running Lines O Preferred DVS 10.75. BV 9.5.25 (Equal-split Tandem) n/a Withdrawn Type 1. 5. 21. 9.© Network Rail Status Track Design Handbook NR/L2/TRK/2049 Geometry For use in: Construction code (see sheet J.25. 5 Double Junction Running Lines W Preferred CVS 9. 9. 8 Double Junction Non-preferred DVS 10. 15 Double Junction n/a Withdrawn HVS 32.829(SD) 18. 12. 8. 17(SD).25.25(SD). 9.75.75. 5.25.25 (Equal-split Tandem) Running Lines J or Q Non-preferred Type 1. 16.25. 9.5.5 Double Junction Running Lines B Withdrawn CVS 10. 7 Double Junction Running Lines B or W Non-preferred DV 10.25.5 Double Junction n/a Withdrawn Type 1. 9.25. CV 10 (Equal-split Tandem) n/a Withdrawn Type 1. CV 10. 13. 10. CV 9. CV 9.5.5 Double Junction Running Lines W Preferred CVS 9. 8. 6. AVT 8 (Equal-split Tandem) n/a Non-preferred Type 1. 7.5 Double Junction Running Lines G or U Non-preferred CV 9. 6. 6. 7 Double Junction Non-preferred DV 10. 5. BV 9.75. 8. 6 Double Junction Non-preferred CVS 10. CV 10.25.75.25.365 Transition Turnout & Crossover n/a Obsolescent HVS 32. 8. BV 9.5.5 Double Junction Running Lines B Withdrawn DV 10.75 Transition Turnout & Crossover n/a Withdrawn AV 7. 4 Double Junction n/a Non-preferred BVS 8.5 Double Junction Running Lines O Non-preferred CVS 9.10.25. 6. 7.25 Double Junction Running Lines Y Non-preferred EVS 15.5 Double Junction Running Lines O Preferred DVS 10. 6. 10. 18.1. BV 9. 5 Double Junction Running Lines O Non-preferred CVS 9. 9. AVT 8 (Equal-split Tandem) n/a Withdrawn Type 1.5. 9.25.25 (Equal-split Tandem) Sidings Non-preferred Type 1.365. 7. 9.25. 8.75 Double Junction Running Lines Z Withdrawn SGV 21.25.25. 8. 28.25. 7. 6. 8. AVT 8.25. 7. 6.25.365 Natural Curved Turnout n/a Withdrawn HVS 45. 9. 10. 21.5.

75 (Same Side Tandem) n/a Withdrawn Type 2.75 (Same Side Tandem) Withdrawn 1 in 7 Single Slip .CEN56E1 Running Lines Q Non-preferred 1 in 8 Single Slip .CEN56E1 Sidings See note 4 Non-preferred 1 in 8 Single Slip .CEN56E1 n/a Non-preferred 1 in 8 Single Slip .Switch Diamond . BV 9.Fixed Obtuse .Fixed Obtuse .© Network Rail Track Design Handbook NR/L2/TRK/2049 Status Geometry For use in: Construction code (see sheet J.Fixed Obtuse .5 Single Slip .2) Withdrawn Type 1. CV 10.CEN56E1 n/a Withdrawn 1 in 10 Single Slip .Fixed Obtuse .5 Turnout Running Lines D Preferred NR60 C 11 Transitioned Turnout & Crossover Running Lines D Withdrawn NR60 D 8.Fixed Obtuse .CEN56E1 n/a Withdrawn 1 in 7.Switch Diamond . AVT 8. CV 10.5 Turnout Revision 1 Running Lines J or Q n/a Running Lines B See note 4 n/a Running Lines Date: March 2010 D Sheet 184 of 196 .5 Double Slip .Switch Diamond .Switch Diamond .CEN56E1 n/a Withdrawn 1 in 10 Double Slip .CEN56E1 Running Lines Q Non-preferred 1 in 8 Double Slip .25 (Same Side Tandem) n/a Withdrawn Type 2. CV 10.75 (Same Side Tandem) n/a Non-preferred Type 2. CV 10.Fixed Obtuse .CEN56E1 Non-preferred 1 in 8 Double Slip . AVT 8.Fixed Obtuse .5 Double Slip .75 (Same Side Tandem) n/a Withdrawn Type 2.75.CEN56E1 n/a Withdrawn 1 in 7 Double Slip .25.Fixed Obtuse .CEN56E1 Running Lines J Withdrawn 1 in 8 Single Slip . CV 9. CV 10.CEN56E1 n/a Withdrawn 1 in 7. BV 8. BV 9.Switch Diamond .CEN56E1 n/a Withdrawn BV 8 Scissors n/a Non-preferred CVS 10 Scissors Withdrawn DVS 13 Scissors n/a Withdrawn AV Trap points n/a Preferred BV Trap points Sidings Non-preferred BVS Trap points Running Lines X Preferred BVS Trap points Running Lines I Non-preferred CVS Trap points Running Lines X Non-preferred CVS Trap points Running Lines I Preferred NR60 C 8.25 Turnout Preferred NR60 D 9.Fixed Obtuse .75 (Equal-split Tandem) n/a Withdrawn Type 2.CEN56E1 n/a Withdrawn 1 in 7.CEN56E1 Running Lines J Withdrawn 1 in 8 Double Slip .Switch Diamond .25.Fixed Obtuse .25 Turnout Running Lines C Preferred NR60 C9.1.CEN56E1 n/a Withdrawn 1 in 7. CV 10.5 Single Slip .CEN56E1 Sidings See note 4 Non-preferred 1 in 8 Double Slip .

5 Turnout Withdrawn NR60 G 27 Turnout n/a Withdrawn NR60 G 31.5 Turnout n/a Withdrawn NR60 F 13. 4.1.5 Turnout Preferred NR60 G 23. 21. 10. 7.69(SD).5 Turnout n/a Preferred NR60 D 13.25. 7.5 Turnout n/a Withdrawn NR60 E 15. 5.5 Turnout n/a Withdrawn NR60 E 11 Turnout n/a Preferred NR60 E 12.5 Turnout n/a Preferred NR60 F 15.5. 5.66 (Double Junction) Running Lines n/a Withdrawn NR60 G 23.82 (Double Junction) Running Lines n/a Withdrawn NR60 D 9.25.08. 8.5 Transitioned Turnout & Crossover Withdrawn NR60 E 9. 20. 15. 4. 26.68 (Double Junction) Running Lines n/a Withdrawn NR60 E 12.58(SD).5 Turnout Running Lines D Preferred NR60 C 8.25 Turnout Preferred NR60 F 21.01. 17.62(SD).25 Turnout Withdrawn NR60 SG 21. 10.53 (Double Junction) Running Lines n/a Withdrawn NR60 F 15.75 Turnout Withdrawn NR60 F 17.04. 8.49 (Double Junction) Running Lines n/a Withdrawn NR60 H 31.75 Turnout n/a Preferred NR60 E 17.5. 13.2) Withdrawn NR60 D 11 Turnout n/a Withdrawn NR60 D 12.© Network Rail Track Design Handbook NR/L2/TRK/2049 Status Geometry For use in: Construction code (see sheet J.67(SD).82 (Double Junction) Running Lines C Preferred NR60 D 9.25.57. 13. 17.75. 11. 6.83(SD). 6. 5.5.5 Turnout Withdrawn NR60 E 13.5.69.65.5 Turnout n/a Preferred NR60 SG 27 Transitioned Turnout & Crossover Withdrawn NR60 G 21. 13.25 Turnout Running Lines D Preferred NR60 H 33.5.25.53 (Double Junction) Running Lines D Withdrawn NR60 C 8.97 (Double Junction) Running Lines n/a Revision 1 Running Lines Running Lines Running Lines Running Lines D D D D n/a Running Lines D n/a Running Lines Running Lines D D n/a Running Lines Date: March 2010 D Sheet 185 of 196 .27.42.01 (Double Junction) Running Lines n/a Withdrawn NR60 SG 20. 8. 7. 9.57(SD). 10.01.07(SD).25 Turnout Preferred NR60 SG 20.66.08. 5. 8.62. 7.65.25 Turnout & Crossover n/a Preferred NR60 G 33.5 Turnout n/a Withdrawn NR60 SG 23.5 Transitioned Turnout & Crossover Running Lines D Preferred NR60 H 31.25 Transitioned Turnout & Crossover Withdrawn NR60 F 12.5 Transitioned Turnout & Crossover Withdrawn NR60 SG 17.68 (Double Junction) Running Lines D Preferred NR60 E 12.

5(SD). 13.25. 13.5. 13.5 (Single Junction) Running Lines n/a Withdrawn NR60 E 17.25 (Double Junction) n/a Obsolescent RT60 D 9.5 (Double Junction) n/a Obsolescent RT60 C 8.5. 8.5 (Double Junction) n/a Obsolescent RT60 F 15. 3. 21. 17. 33.25 (SD). 33. 6. 27.5. 11(SD).25 Double Slip n/a Withdrawn RT60 C 7 Turnout n/a Withdrawn RT60 C 7.375. 21.25.5.5.5.75. 15.5 Turnout n/a Obsolescent RT60 B 6.1.5 (Double Junction) n/a Obsolescent RT60 H 31. 7 (Double Junction) n/a Obsolescent RT60 E 12.5.25.5(SD).5. 4. 17. 15.5. 11.5 (Double Junction) n/a Obsolescent RT60 SG 23. 7.5 (Double Junction) n/a Obsolescent RT60 D 9. 8.25.25. 6.5.75 (SD). 4.25. 13. 27. 6. 7. 5. 11.5 (Single Junction) Running Lines n/a Non-preferred NR60 C11 Scissors Running Lines D Non-preferred NR60 C Trap Running Lines K Withdrawn RT60 8.5. 21. 33.75 (Double Junction) n/a Obsolescent RT60 C 7. 9.25. 20.25 (Double Junction) n/a Revision 1 Date: March 2010 Sheet 186 of 196 .75 (SD).25 (Single Junction) Running Lines n/a Withdrawn NR60 F 21.5 (Double Junction) n/a Obsolescent RT60 G 23.© Network Rail Track Design Handbook NR/L2/TRK/2049 Status Geometry For use in: Construction code (see sheet J. 11 (Single Junction) Running Lines n/a Withdrawn NR60 D 13.25 (SD). 12. 5. 27(SD). 5.5 (Single Junction) Running Lines n/a Withdrawn NR60 SG 27.5.5. 27 (Single Junction) Running Lines n/a Withdrawn NR60 G 33. 5.5. 13. 8. 17.5.25(SD).5. 17.25 Single Slip n/a Withdrawn RT60 8.5 (SD).5 (Double Junction) n/a Obsolescent RT60 E 12.25.25.2) Withdrawn NR60 C 11. 11 (SD).25. 4. 10.75.5(SD). 7.25. 8.5. 20. 20.

1.5mm pad Yes D Running Lines NR60 Concrete Shallow depth Anti Creep Device e-plus & 10.5mm pad Yes n/a n/a No No No No No No Yes No No PR401 & baseplates Yes CCB n/a Yes Yes Yes Yes Yes Yes No No No Part Fabricated n/a Yes Yes Yes Yes No No No No No CCB n/a Yes Yes Yes Yes Yes Yes No No No CCB n/a Yes Yes Yes Yes No No No No No K Running Lines NR60 Concrete Shallow depth Stress Transfer Blocks and Anti Creep Device O Running Lines Vertical Timber Heel Blocks Full Depth Q Running Lines Vertical Timber Full Depth Heel Blocks PR401 & baseplates No S Running Lines Vertical Timber Strengthened Full Depth Heel Blocks PR401 & baseplates Yes T Running Lines Vertical Timber Strengthened Full Depth Heel Blocks PR401 & baseplates Yes Yes 3 Yes 3 U Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates Yes CCB n/a No Yes Yes Yes No No No No No W Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates Yes CCB n/a No Yes Yes Yes No No No No No X Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates No n/a n/a No Yes Yes Yes No No No No No Y Running Lines Vertical Concrete Shallow depth Anti Creep Device e-plus & 8mm pad2 Yes CCB Full Depth No No No No No No No No Yes Yes Z Running Lines Vertical Concrete Shallow Depth Stress Transfer Blocks e-plus & 8mm pad2 Yes CCB Full Depth No No No No No No No No Yes Yes NOTES 1. Style 63 machines. 2. or. Continuous check required in passenger lines. The selection of Point Operating Equipment (POE) shown in the above table supports the current engineering renewal policy.Construction Codes No No Running Lines HPSA & Powerlink Drive (Torsional)1 No No Yes B Hy-Drive (IBCL + SO) No No e-plus & 8mm pad2 Non-Locked Yard Points No No Anti Creep Device Switch Diamonds Rail Clamp Point Lock IBCL with mechanical supplementary drive Train Operated Points Rail Clamp Point Lock1 Style 63 Point Machine1 No No Concrete Shallow depth HW Point Machine1 Mechanically Worked points No No Vertical Rail section for Switch Diamond No n/a Running Lines Continuous Check Required n/a CCB Fit for CWR Clips & Pads (outside switch panel) Heel Assembly Switch type Bearer type Design For use in: Construction code Revision 1 CCB A .5mm pad Yes F Running Lines Vertical Concrete Shallow depth Stress Transfer Blocks e-plus & 8mm pad2 Yes G Running Lines Vertical Concrete Shallow depth Stress Transfer Blocks e-plus & 8mm pad2 Yes Stress Transfer Blocks and Anti Creep Device e-plus & 8mm pad 2 Yes Yes Yes Crossing type Concrete Shallow depth Running Lines Vertical Concrete Shallow depth J Running Lines Vertical Concrete Full Depth Heel Blocks e-plus & SG baseplates No Monobloc n/a No Yes Yes Yes No No No No No e-plus & 10. use 401 clips and 5mm pads. Rail Clamp Point Locks and the High Power Switch Actuator (HPSA) are currently approved across a range of S&C but their use prevents the transportation of switch panels with the POE pre-assembled. HW machines.2: Standard Configurations of S&C .Yes No Yes CCB n/a No No No No No No Yes No No CCB n/a No No No No No No Yes No No CCB n/a No No No No No No No No Yes CCB n/a No No No No No No No No Yes Yes n/a n/a No No No No No No No No Yes Anti Creep Device e-plus & 8mm pad2 Yes C Running Lines NR60 Concrete Shallow depth Anti Creep Device e-plus & 10. Sheet 187 of 196 Track Design Handbook NR/L2/TRK/2049 Date: March 2010 I © Network Rail No No Vertical J. where appropriate. 3. e2007 clips and 5mm pads. Pending approval of e-plus clips and 8mm pads.

staging and phasing of the work on site. 4 Design of Layouts Layouts should be designed to give consistent through alignment curvatures with a minimum number of steps in radii and avoidance of abrupt changes of cant deficiency. where structures such as underbridges are affected by the scheme then any alteration to track position may need to be agreed by the responsible Network Rail Structures Engineer (or by the responsible Civil/Structures Engineer in the case of a bridge owned by a third party). platforms and tunnels. Without this. both over the through 'main' route and the turnout 'branch' route(s). it is vital that the registration is taken into account. 2 Track Alignment The layout must be placed on an established and proven designed through alignment of the main line. On higher category lines individual leads shall be separated by 80 metres of plain line to permit each fitting to be tamped independently. any departure from the permitted tolerances must be agreed with the Route Asset Manager (Electrification & Plant) before implementation.g.1: S&C Layout Design 1 Establishing the Track Layout The development of the layout design should be undertaken in accordance with the company's procedures for the feasibility. viaducts. between 10 metres and 40 metres of plain line shall be renewed on either side of the S&C being renewed. fixed points. and the checking of maximum permissible speeds will be exceedingly difficult. see Sheet J. it is impossible to obtain correct relationships between all items of S&C.1. On lower category lines 40 metres of plain line shall be provided. development and authorisation of Track Renewals and other projects. Ballast ramps shall be installed.4.2. It is important to follow the initial remit given and to identify the critical requirements for speed and functionality together with the other aspects including 'operational flexibility' and speed. geometry and OLE.© Network Rail Track Design Handbook NR/L2/TRK/2049 J. Taking due account of the requirements set out in the appropriate Railway Group and Network Rail Standards the design of the S&C layout will be shaped by the speeds required. When designing S&C layouts for New Works. the length (in metres) being calculated by dividing the line speed (in mph) by 6. the S&C should as far as possible be kept clear of embankments. reliability and ease of maintenance. Revision 4 Date: June 2008 Sheet 188 of 196 . When designing S&C for ‘like-for-like’ renewals. 3 Associated Plain Line Depending on the track category. the designer shall attempt to extend the distance between individual leads as far as is reasonably practicable within the constraints of the existing signalling. For notes relating to specific types of S&C unit. At any junction change (between CEN60E1/60E2 rail section and existing CEN56E1) cast or forged ‘transition rails’ to an approved design are welded into track. e. The final design should represent the very best interpretation of the remit and most effective trade-off between the many parameters. switch diamonds. Where Overhead Line Equipment is present. Similarly. matching existing layout footprint.

1 1 Straight through alignments Wherever reasonably practicable (without major alterations which are incompatible with scheme scope). (ii) require every item to be pre-curved in the vertical plane. will also be off-the-shelf easily replaceable items. 3 Transitions Switches and crossing layouts cannot be located on through-alignment transition curves due to the complexity of geometry and superelevation. can be used left or right handed. (iv) the common crossings. (v) where bearer ties are used in double junctions to connect two or more tracks. 4 Vertical profile and alignment S&C should not normally be located on vertical curves (either hogging or sagging) where the vertical curve radius is any sharper than 10 km. (iii) make the switch detection systems difficult to achieve and maintain.2: Siting of S&C . all tracks must remain coplanar for 20 metres (minimum) beyond the last tied bearer. As a result the permissible speeds across the crossover. Such twists could not be accommodated (nor reliably maintained) especially within the switch and modern (cast) crossing areas. especially where tracks are tied together over through bearers. (iv) where bearer ties are used in crossovers. (iii) the switches will be standard 'off-the-shelf' type items (both for new and maintenance replacement situations). There are several reasons for this: (i) the straight through alignment is easier to maintain and re-establish. Revision 3 Date: March 2010 Sheet 189 of 196 . The requirement of through bearers will mean that the cant on both roads of a crossover would necessarily need to be the same. (v) the absence of cant will assist in the correct seating of the rails and crossings onto the baseplates. particular attention must be given to managing superelevation and in dealing with adverse or 'negative' cant on the turnout route.© Network Rail Track Design Handbook NR/L2/TRK/2049 J.this will exacerbate the breakage of baseplates and indeed rails. switches and crossings should always be positioned on straight through alignments on the 'main' route. the two tracks must remain coplanar from switch toe to switch toe. Particular attention must be paid to thoroughly investigating and checking the resulting speeds together with the rates of change of cant deficiency at each and every instantaneous change of radius. The consequences of doing so are to: (i) have crossings or switches not seated properly on their baseplates . 2 Curved through alignments (full curve) Where it is unavoidable and necessary to locate S&C on curved through alignments. or other layout may be significantly reduced from those available over a straight configuration (and as set out in the main tables within this document). and more readily obtainable. particularly if of cast monoblock design. Standard crossings will be cheaper (easier to manufacture). and in the NR60 transitioned turnout design. making them non-standard. (ii) the speed on the turnout or crossover on a curved main line will normally be reduced due to limiting cant or cant deficiency values. particularly track twists. and the correct fitting up of the switch drive mechanisms.2.

S&C should not be placed adjacent to overbridges with lightweight constructed supporting columns (e. 4 Overhead Line Equipment Considerations The positioning of S&C. Any proposal to slew an alignment over an underbridge must again.© Network Rail Track Design Handbook NR/L2/TRK/2049 J. or discontinuity such as adjustment switches. Also. Sheets A.8. i. there is a grave risk of the deflection of the bridge causing the switch toe to sit up above the stock rail with potential derailment resulting. platform level. To obtain the minimum disruption to the overhead catenary design. This can result in an unacceptably large stepping distance into the train stopped across the turnout on the platform road. This then requires the shape of the platform edge to be altered to allow for the extra end throw of rolling stock negotiating the turnout. Revision Date: February 2002 Sheet 190 of 196 . 2 Overbridges In overhead electrification areas.g. the positioning of S&C either underneath or even close to an overbridge can create problems (sometimes insurmountable) with wiring the layout. when an existing crossover is being relayed. the new crossover should be spread equally around the centreline of the previous crossover.2 1 Underbridges It is desirable that S&C should be positioned clear of any underbridge. as any derailment could demolish the bridge. footbridges). then the overall length of the crossover may well change by a small degree. is crucial as far as the relation to adjacent overhead masts is concerned.6 give guidance on this point. and hence any proposal to newly place S&C on the bridge must be fully investigated by the Network Rail Territory Structures Assessment Engineer. at Cambridge). No rail joints. However.2. be referred to the Network Rail Territory Structures Assessment Engineer.8. particularly crossovers.e. if switches are placed on an underbridge.5 and A. should be permitted on or immediately adjacent to an underbridge.g.3: Siting of S&C . The original design of the bridge may not have taken into account any lateral loading that would result from S&C being installed on top of it. The provision of boat-shaped (in plan). probably in a new design of material. concrete fenders should be considered for these types of overbridge. 3 Station Platforms Occasionally there is a requirement to position a turnout half way along a platform road to enable trains to be accepted or released around an adjacent train (e. do not keep one switch in its existing position and let the other move by the difference in overall length.

NR60 switch radii are tighter than CEN56E1 vertical equivalents. the main line permitted speed.Speeds Through S&C 1 Determination of Speeds through S&C The design speeds for turnouts and through any part of an S&C layout are determined for the centreline radii of the tracks involved. In no circumstance should the figure be rounded up. Revision 5 Date: March 2010 Sheet 191 of 196 . all maximum permissible values of cant.3. Ideally the crossover speed would need to be equal to.and passengers within them. must not be exceeded. or at the most only 10 mph less than. the rate of change of cant deficiency must be checked using the formulae on Sheet B. giving longer life. NB NR60 S&C speed values quoted throughout this document are for fully welded layouts on concrete bearers. say from fast to slow lines. using a D instead of a C at 25 mph. but when passing over the turnout on the ‘branch’ line.g.© Network Rail Track Design Handbook NR/L2/TRK/2049 J.1). 3 Speeds through Crossovers Running line (a line shown as such in Appendix A of the relevant Sectional Appendix). The non-provision of a signalled restriction of speed can be a significant factor in the time taken for trains to perform crossing movements. This is considered to represent the path and curvatures experienced by vehicles . 4 Choice of Speed for Turnouts and Crossovers The line speed in the vicinity of the S&C has a relevance if certain signalling restrictions are to be avoided. allows there to be no signalling restriction to the branch line turnout/crossover provided the difference in speeds between the main line and the branch is 10 mph or less. For example. as this will result in the maximum permissible figures being exceeded. As in turnouts above. When a resultant figure for the speed is produced.3. on a 90 mph main line.see paragraph 6. 5 Speeds through Junctions The permissible speed through any form of junction work will be determined by the cant and cant deficiency and the rates of change of cant and cant deficiency figures. there will be no separate speed restriction. see Sheet A. it is normal to expect a reduced speed restriction (for description. and give smaller lateral forces on the common crossing. such as in a diamond. At such locations consideration should be given to providing a longer switch. can be expected on the turnout road. 6 Curved Main Lines Where any curve is present. the permissible speed will need to be reassessed when the main lines are curved and/or canted. At each instantaneous change of radius. and rates of change of both. or concentrated heavy axle loads.this means the route required would not be cleared until the train had slowed to a particular speed at a specific position in advance of the junction. ‘Approach Control’. for instance. an 80 mph turnout would not need a signalled restriction of speed.this will give a smoother ride through the complete crossover. 2 Speeds through Turnouts When travelling over a turnout on the ‘main’ or through line. 39.4 mph would need to become 35 mph). these speeds are determined by the maximum permitted cant deficiency and the maximum permitted rate of change of cant deficiency. this then has to be rounded down to the nearest 5 mph (e. Turnouts are designed to give specific maximum speeds from a straight main line. timetabled-use crossovers should normally be designed using transitioned turnouts . cant deficiency. and in heavy use rapid side wear can result if high volumes of traffic. detailed in Group Standard GK/RT0032. whereas a 75 mph turnout would . and each value must be individually checked. It is important to realise that all turnout speeds need to be recalculated when the main line is curved and/or canted (positively or negatively) .1.1: Design Considerations .4.

3.25) obtained at the intersection of the two track centrelines.2 & A. (ii) double junctions. The use of high manganese common crossings in the diamond (the current norm) with their attendant greater expansion coefficient only serves to exacerbate the problem. 4 Diamond Crossing Geometry Based upon a straight through alignment of the 'main' route.© Network Rail Track Design Handbook NR/L2/TRK/2049 J. and because of this phenomenon. For curved through alignments of the 'main' route.g. This will produce the correct track radii. However. It Is not sufficiently accurate. where the alternative provision of two follow-on crossovers with sufficient space between them should always be investigated and encouraged. From the physical design of a switch diamond. these being: 2670 mm to the physical toe (2745 mm to the mathematical toe position) for NR60 switches.4.3.10. for example. it will be necessary to determine the geometry and appropriate lead lengths and radii from 'first principles'. and a crossover followed by a turnout. for a number of reasons. 1 in 8. see Sheet Nos.1: Types of S&C Unit .5.5. for angles sharper than about 1 in 3. transitioned crossovers should be used for all running line crossovers. which of course should be welded if at all possible. B. Their use is also governed by limiting track radii through the obtuse crossings. where the alternative layout would be a turnout. Where switch diamonds are used they are to be of the Full Depth Vertical design.3. There is a prohibition on their use where the maximum speed exceeds 105 mph (see NR/SP/TRK/102). For example. Therefore the new convention is that whole diamond configuration will be considered as having the exact angle (e. 2905 mm to the physical toe (3070 mm to the mathematical toe position) for new Shallow Depth Vertical. but results in minor difference in the two actual crossing angles (usually in the second decimal place of the 1 in N number). it will be necessary for the geometry of the individual crossings to be determined and manufactured.3 & B.53 and a 1 in 4. Standard stock rail ‘fronts’ are to be used in all normal situations. viz. to use the 'standard' lead lengths and centreline radii (adjusted for equivalent radius) produced by the tables on Sheet Nos A. a 1 in 4. Special strengthening by ‘back’ rails and blocks also assists. Fixed diamonds also tend to employ sharper check entry flares. by examination of the fine geometry it will be appreciated that the two obtuse crossings which form the diamond cannot be of exactly the same angle if either track is curved. While previously this has been dealt with by assuming that both crossings have identical angles this approach is incompatible with CAD-based design processes. For follow-on crossovers. These individual and exact differing angles must be used to calculate the lead lengths. using the centres of the circles and basic geometrical formulae. For practical manufacturing purposes the minor variation in angle will not normally be significant within the normal range of angles used and can be ignored.1. adjustment switches (with their additional maintenance liability) are often placed on all four legs of the diamond to help alleviate the problem. although designs are now developed for cast manganese obtuse crossings with bolted on long flare checks. 5 Switch Diamonds The use of switch diamonds in layouts is also discouraged. but the maintenance of exact track gauge at the knuckle becomes difficult due to the overturning tendency of the head of the wing rail with higher temperature. it is very difficult technically to restrain relative longitudinal movement between the switch and wing rails in the hot weather situation.3. An obvious choice for the transitioned turnout would be the entrance/exit to a passing loop or platform road. Revision 4 Date: March 2010 Sheet 192 of 196 . 3 Fixed Diamonds (Obtuse Crossings) The use of fixed diamonds is generally discouraged as they involve the use of relatively short lengths of rail. and the permissible speeds through them. (i) 3-line crossovers (turnout/diamond/turnout). A. unless of course the main line curvature demands otherwise. There are two principal sites where switch diamonds are commonly used.1 1 Turnouts Transitioned turnouts as detailed on Sheet Nos.47 crossing would both be made as 1 in 4.4.1 & A.3 (as opposed to circular curve turnouts) should be regarded as the first choice. 2 Crossovers Similarly.

Current designs are based on a 1970 mm six-foot spacing. 4 Single and Double Slips Single and double slips are not available in NR60. Revision 4 Date: March 2010 Sheet 193 of 196 . When trap or catch points are within the required anchor length. Tandem turnouts are not available in NR60. to eliminate the diamond. such as when the stress cannot be carried into the turnout. except in NR60C Trap Switches. where one turnout is interlaced in the same direction with a second turnout. This is achieved by staggering the relative positions of the two sets of switches. 3 Scissors Crossovers Wherever possible. authority will need to be obtained from the Head of Track Engineering at Network Rail HQ. scissors crossovers should be positioned on straight parallel tracks. or in sidings or depots.6. these should either be renewed or upgraded using NR60 C Traps.2). in which case.2 1 Double Junctions As far as possible.2: Types of S&C Unit .4. However. or indeed to weld them up.© Network Rail Track Design Handbook NR/L2/TRK/2049 J. so resulting in constant cant deficiency. 2 Tandem Turnouts Tandems.6. (see diagrams on Sheet A.6. should be investigated and encouraged. 5 Traps The NR60 design does not provide for use of stress transfer blocks. to use stress transfer blocks in a plain lead. Attention should be given to maintaining the required six-foot spacing/passing clearances right round the junction.1 & A. The possible splitting up of the double junction into a turnout. should not be used in main running lines due to the fact that it is not possible to strengthen them for CWR. Their use in terminal station track layouts is accepted where space is of a premium. normally by a minimum of two bearer spacings. a crossover. strengthened BV traps (see drawing RE/PW/723) or BVS Traps. and a further turnout. bearing in mind all potential/possible types of rolling stock likely to use the lines. it may very occasionally be necessary. as these have been designed to give as near as possible constant radii right through the junction. the junctions shown on Sheet Nos A. to facilitate the use of standard cast manganese crossings.4 should be used.

© Network Rail

Track Design Handbook NR/L2/TRK/2049

J.4.3: Rail Joints, Bearers and Checking Arrangements
1 Joints/Welds
The main requirement in S&C is the elimination as far as practicable of all rail joints. With by far the highest number
of maintenance problems occurring in association with all forms of rail joint, it is highly desirable to weld up the
complete layout. From the practical maintenance point of view, it is also desirable to complete the welding of the new
layout before trains run at all. Where temporary back-hole fished joints are used prior to welding, there is a great
danger of the track gaining a ballast memory situation even in 2 or 3 days, as the position of the joint is not
completely lost after welding, and eventual deterioration in the track bed results.
The need for insulated joints is accepted, and their positioning should be in accord with Sheet D.6.2; the avoidance
of positioning insulated joints directly on the switch fronts should be considered a priority.
Six-hole insulated joints should be used wherever practicable.

2 Bearers
Bearers are normally concrete, although hardwood or steel may be specified. The standard bearer spacing is
650 mm between centrelines in NR60; and 710 mm in Vertical S&C. The overall construction depth from rail head to
underside of bearer shall remain constant throughout an S&C layout.
The longest concrete bearers are nominally 8500 mm; requirements for longer lengths may be satisfied by ‘tying’
two shorter bearers together by an approved method.

3 Checking Arrangements
Check rails in S&C have been standardised. The designs for NR60 are now in four separate speed bands, and each
end of a check rail is to be considered separately, such that if a particular check is used at speed in one direction
only, then the trailing end would be to a shorter flare. Bi-directional lines are to have the same flare at both ends of
the check rail.
For NR60 Inclined S&C the nominal check rail gauge is 1394 mm (+3/-0); this is the main controlling dimension for
check flangeways within S&C. With a nominal track gauge of 1435 mm through the S&C this gives a flangeway
width of 41 mm (+3/-0) in both the crossing wing rails and the cover check rails.
Full details of checking arrangements are shown on Sheet E.8.5, but the above principles should be kept in mind.
In Vertical S&C the nominal check rail gauge is 1391 mm (+3/-0); since the nominal track gauge through the S&C is
1432 mm, the resultant flangeway width is 41 mm (+3/-0) in both the crossing wing rails and the cover check rails.
Details of check rail lengths and positions are shown on Sheets E.8.1 and E.8.3.
In curves sharper than 200 m radius where continuous check rails are provided (as required by HMRI for passenger
lines) a check overlap of length 20 m should be provided beyond the tangent point to enable the bogie wheel sets to
be properly aligned when joining or leaving the checked portion.Continuous check rails shall be lubricated.

Revision 4

Date: June 2008

Sheet 194 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

J.5.1: Measurement of Crossing Angles
1 Definition
Using ‘centreline measure’ which is the recognised method for crossing angle description in the UK, the angle of a
crossing (common or obtuse) is defined as 1 in N,
where N = 0.5 cot --θ- ,
2

θ being the angle in circular measure.

θ

1

N

2 Common Crossings
Using the running edges of the crossing nose, establish a point where the spread between the two edges measures
50 mm, and mark with a pencil/chalk. Then establish the point where the spread becomes 150 mm, and again mark
the spot on both rails. The distance between the 50 and 150 mm spread positions should then be measured in
millimetres along the centreline of the crossing, and the crossing angle is then 1/100 of the measurement - e.g. if the
distance between the 50 and 150 spreads is 2350 mm, the crossing angle is a 1 in 23.5.

50

150

100N
Useful checks are available - if the crossing is a cast manganese crossing, the angle will be cast on the side of the
crossing, or stamped on the end of the wing portion. If the crossing is a built-up rail crossing, the designation of the
cast blocks and central baseplates should also give the crossing angle (although certain blocks cover a number of
different angles).

3 Obtuse Crossings/Switch Diamonds
For measurement purposes, both are done in the same way. The principle is as for common crossings, establishing
two points that have a difference in running edges spread of 100 mm. It may however be easier to take for example
70 mm and 170 mm; this will still give the correct crossing angle. It is recommended that the measurement be taken
on both ends of the crossing, and any minor difference averaged out. If the crossing is in track, the opposite obtuse/
switch diamond can also be measured and the final angle obtained from averaging all four measurements. Again,
similar checks to those for the common crossings are available.

Revision

Date: February 2002

Sheet 195 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

J.5.2: Measurement of Lead Lengths and Track Intervals
1 Turnouts
Having determined the ‘hand’ of a turnout (as detailed on Sheet A.1.1) by standing in advance of the switch toes and
looking towards the crossing, the lead length of a right-hand turnout is measured along the running edge of the
right-hand switch rail and any closure rails to the nose of the common (or swing nose) crossing - irrespective of any
curvature, i.e. the measurement would be taken round the curve if the main line is curved, and not along the chord
length. Similarly for a left-hand turnout, the measurement is along the left-hand switch rail.
The above measurements should always be taken to the mathematical switch toe.
(In later Shallow Depth vertical, and in NR60 / RT60 inclined S&C designs, the switch rail is continued under the
stock rail head in advance of the mathematical toe position for a short distance:
165 mm in later Shallow Depth vertical S&C, and
75 mm in NR60 /RT60 inclined S&C;
see relevant RE/PW drawings for more detail).
In other S&C designs, including earlier Shallow Depth vertical, the physical end of the switch rail coincides with
the mathematical toe.
It is important to remember that by stated convention, the lead length does not alter even with curvature of the main
line. This of course does not preclude the calculation of layouts by using track centrelines, but this system must take
account of the lead length being unaltered by curvature; any adjustment necessary being made to the radius.

2 Across Track Intervals
All measurements should be taken to running edges of rails; never to the outside edge in view of the differing head
widths of various rail sections. (The exact position of the running edge is at a point 14 mm down from the crown of
the rail).
The measurement should always be square (at right angles) to one of the two tracks, and if the situation for example
is across the six-foot space for a double junction, then by convention the squaring should be from the main line
containing the diamond. Where the two tracks are converging/diverging, it is useful to measure square across from
both common crossings, and as a final check, to measure the direct dimension from nose to nose (without any
squaring across).
In plain line, the measurement of the six-foot space is done in the same way, and this figure should always be
measured horizontally; the difficulty of obtaining an exact figure when crossing d.c. conductor rails can be overcome
by the use of specially constructed wooden/composition ‘jumpers’ which raise the tape to the level of the top of the
conductor rail - needless to say, steel tapes (or any conductive material) should not be used in conductor rail
situations.
It is important when measuring track to avoid any electrical fouling of signalling track circuits with the tapes - either
across gauge from one rail to the other, or along a rail across an insulated joint.

3 Diamonds
To find the lead lengths of a diamond (and all four legs should always be measured), the exact position of the
crossing knuckle (the intersection of the running edges) has first to be determined. In fixed obtuse crossings, the
distance between the two point rail noses should be bisected, and a pencil/chalk mark made on the head of the
wing. For switch diamonds, this method should not be used as the switch rails can move longitudinally with thermal
changes - the position of the central bolt should be used, or the bisection of the distance where there are two equally
spaced central bolts holding the first slide baseplates.
The lead length is then taken from the knuckle of the obtuse/switch diamond to the common crossing nose.
It is important even when first setting out a layout of a diamond to measure all four legs, as the position of the two
obtuses relative to each other is extremely critical - e.g. on a 1 in 5 crossing, a 5 mm error in position would produce
a track gauge error of 1 mm.

Revision 3

Date: March 2010

Sheet 196 of 196

Standards Awareness Briefing Note
Ref: NR/L2/TRK/2049
Issue: 12
Title: Track Design Handbook
Standard Owner: Professional Head (Track)
Publication Date: 6th March 2010
Compliance Date: 5th June 2010
Non-Compliance rep (NRNC): Professional Head (Track)
Further information contact: Geoff South
Tel: 085 79184
Purpose: This specification gives the requirements for the design of track
alignments and layouts.
Information provided on track geometry, the mathematics of track layouts,
switch & crossing (S&C) assemblies, sleepers and rail fastenings is
intended to result in designs take proper account of the speed of traffic.

Scope: The specification applies to all design work carried out on track

assets on, or for use in, Network Rail Infrastructure.

What’s New/Changed:

o
o
o
o
o
o

o
o
o
o
o

Sheets A.1.2, A.6.3, A.6.7, B.2.1, B.2.2, B.2.3 (S&C geometry)
have new and/or more fully explained geometry requirements
Sheet A.8.1d (Additional Clearances required for Cant & Curvature)
is completely new.
B.2.4 (Guidance on Circular Curves) & B.3.3, B.3.10 (Speeds
through follow on Crossovers) have been completely revised.
Rail section sheets withdrawn, instead they are cross referenced to
RE/PW drawings on sheet D.1.1.
Sheet D.2.6 (Standard Rail Lengths) has been updated in line with
current rail purchasing contracts.
Sheets D.4.1a through to D.4.3 (Rail Pads Clips and Insulators)
have been substantially updated to include new and corrected
information.
Sheet D.6.2 now cross references the company standard on Train
Detection.
Sheets D.8.3 & D.8.4 (Level Crossing Road Profile) are completely
new.
Sheet E.1.1 shows revised switch and/or stock rail lengths for all full
depth vertical switches.
Sheet J.3.1 references different Group Standard; and approach
control speed differential reduced from 15 to 10 mph.
Sheet J.4.1: Where switch diamonds are required they are to be of
full depth vertical design.

Further detail on the changes is shown on the attachment.
Affected documents:
Reference

Impact

None

None

Implementation requirements: (The following posts have specific responsibilities within
this standard and shall receive technical briefing as part of the Implementation Programme)

Post

Professional Head (Track)
Senior Engineers of all teams identified
as requiring Technical briefs. They will
cascade to their teams.

Team

Engineering

Teams that require briefing:
(A-Awareness, T-Technical)
Executive Management Group
Commercial Property
Strategic Sourcing
Corporate Development
Finance
Govt & Corp Affairs
Human Resources
Information Management
Legal Services
National Delivery Service
Network Development
Ops & Customer Services
Planning
Safety and Compliance
CTRL
Westwood
Engineering
Professional Head [Track]
Professional Head [Plant and T&RS]
Professional Head [S&T]
Professional Head [Electrical Power]
Professional Head [Buildings & Civils]
Switch & Crossing Engineering
T&RS Systems
Technology Management [Track]
Technology Management [Plant]
Technology Management [T&RS]
Technology Management [Elec. Power]
Technology Management [Signalling]
Technology Management [Telecoms]
Technology Management [Ops Property]
Technology Management [Structures]
Asset Performance [Track & Plant]
Asset Performance [SPC]
Asset Performance [Buildings & Civils]
Network Electrification
Engineering Programme Management
Ergonomics
Systems Engineering
Asset Information
Controlled Publications
Data Control
Asset Systems
Asset Reporting
Buried Services
Rail Vehicle Asset Knowledge
Asset Head
Head of Asset Management [Track]
Track Design
Track Delivery
Head of Asset Management [S&T]
Head of Asset Management [E&P]
SP&C Delivery
Asset Management [Buildings & Civils]
Asset Protection
Investment Projects
Crossrail
FTOCS
Sig. Power & Comms
Buildings & Civils
FTN/GSM-R
Thameslink
Enhancement
Contractors*
Project Delivery Support
Programme Controls
Contracts & Procurement
HSEA
Infrastructure Maintenance
Central Team
Route Teams
Delivery Units
National Programme Team
Overhead Condition Renewals
Telecoms
Operational Property
Signal Work & Mechanical Locking
Contingent Labour Contractors
Plant Contractors
Infrastructure Support Services
Contractors (Off Track)

A

*NOTE: Contractors are responsible for arranging and undertaking their own Technical and Awareness Briefings in accordance with their own processes and procedures.

T

Note 7 expanded to include hoardings and anti trespass guards. including values in table. New entries for NR60 S&C.4 A. re Minimum Lengths of Transitions. Note 2 (re complex S&C and A or B switches) added.4.2. Final para.2. G44. Note 10 added: Speeds shown may need alteration in respect of curved and canted main lines.3 B. Minor corrections. Note 5 added: Speeds shown may need alteration in respect of curved and canted main lines. Note 1 expanded. Note 3 added: Speeds shown may need alteration in respect of curved and canted main lines. Asymmetric switch rail sections removed.3 Precise use of exceptional 93. Notes 5 & 6 expanded to explain that Length of Straight is from nose toward toe.2. Sheet withdrawn (CEN54E1A1 Rail Section). Note 3 added: Speeds shown may need alteration in respect of curved and canted main lines. EG47.1.6 B. NR60 S&C now on sheet D.6.1 A. Note 7 added: Speeds shown may need alteration in respect of curved and canted main lines. added. Sheet withdrawn (CEN56E1 Rail Section).2.8. Sheet withdrawn (CEN60E1 Rail Section).6.1b. Note 3 added: Speeds shown may need alteration in respect of curved and canted main lines.2. were to TDH sheet numbers.6.1).4.3 A. and use of 1 in 7 & 1 in 7½ slips on straight track only.3.1 D.5. Table enhanced/updated/corrected. Note 5 added: Speeds shown may need alteration in respect of curved and canted main lines. Correction: Divisor in Formula 7 now G. Attenuation types added. EG48 and EG49 sleepers.4.1c A. Double Junction configurations requiring NR60 Switch Diamonds deleted from table.6.4 A.2.1.5 D. Whole sheet (Speeds through CEN56E1 Follow-on T/outs & X/overs) revised.1b A.1a A. New sheet (overspill from above). including values in table.8.33 mm/sec Rate of Change of Cant Deficiency in transition turnouts defined. 23 – 27 incl added.6 D.1d added. Note 6 reworded to include the Obtuse Crossings in the section that must be straight.1 C.3 A. G45. re Minimum Lengths of Transitions.4. Remaining notes renumbered.2 B.1d A. Rail lengths updated in line with current rail purchasing contracts.5 A.4 B. was θ. Abbreviations/notes expanded.3.1a D.1 A.4.5 B. Sheet withdrawn (CEN33C1 Rail Section).1 B. Cross reference to (new) sheet A. Sheet withdrawn (60E2 Rail Section). Sheet withdrawn (NR60 Single Junctions).2 A.8 D.8.7 A.33 mm/sec Rate of Change of Cant Deficiency in NR60 S&C. NRS1 and NRS2 added.NR/L2/TRK/2049 Issue 12 .2 B. Values for Cant Deficiency in Complex S&C added to table (and Note 8 explaining same added).2.4.3 (re Track Intervals between a siding and the nearest running line) expanded/clarified. Dimensions pertaining to Notes 8 & 9 changed. Sheet withdrawn (Speeds through [NR60] Turnouts with Track Reversing to Parallel Main) – Figures were never calculated. Max Turnout Speed for GV24 Double Junction increased from 65 to 70 mph.2. Introduction of NR60 C11 Scissors. Note 3 added re Precise use of exceptional 93.2.2.2.4 A. Correction: 2L3 in second formula was L3.2.1.4.2. Final para.2 A.2. . Pad types 3D. Sheet withdrawn (CEN60E1A1 Rail Section). Row added to table re Rate of Change of Cant Deficiency at Switch Toes. Notes updated. Details of rail sections now referenced to RE/PW drawings.3.6 D. Whole sheet (Curving Design Values – Guidance on Circular Curves) expanded and clarified. Note 1 expanded to point users to the TENs map on the DfT website. Original note b) and 3050 bearer (second/subsequent drive positions) deleted.1.9 B.2. Limits on Cant in S&C revised.2 B.5.8.2 D.3 D. Sheet renumbered (was D.6.3 A. New sheet (Additional Clearances required for Cant and Curvature) Para 2.8.4 D. Values for Minimum Length of Transition added to table (and Note 4 explaining same added).1 D.8.3 B.10 B.1b D. Minor enhancements to insulator/clip sketches.3. Note 3 added: Speeds shown may need alteration in respect of curved and canted main lines. Whole sheet (Speeds through NR60 Follow-on T/outs & X/overs) revised.6.Further details of changes to individual data sheets: Number Change A.2 D.3 D.2. Notes expanded to detail Slip Radii limitations.3.3 A. added.

7. In Bearer Clamplock with Mechanical Supplementary Drive POE introduced.5 F.2 In para 1 (Turnouts): Clause explaining location of mathematical toe reworded. E. Note revised to match RE/PW/2014 drawing title.8.5.1 Group standard referenced in para 4 revised (was GK/RT0063). .6. but authority from Head of Track will be required.” Corrected to show gauge widened flangeways as well as standard 41mm flangeway. very occasionally.D.1 J. 2. J. Notes added: 1.8. rail lengths match shallow depth equivalents – except BV).3 D.2. Note re end posts with lift/junction plates added. “Varies (500 min)” in both sketches was “567”.2 Clause added to para 5 (Traps): Acknowledged that. J.3. sufficient space for thermit welding of heel joints.4. 2 Tenconi (CEN60) IRJs added.1 E.1 J.1.4 E.1. Clauses iv & v re Bearer Ties added to para 4 (Vertical profile and alignment). J.1 D. (Level Crossing Road Profiles – 2). (Level Crossing Road Profiles – 1).6.8. All stock rail lengths revised.2 D. New sheet.4 E. BV – HV switch rail lengths revised (stock/switch heel joints now in same bed. CVS 10 (Str) Turnout & Crossover and NR60 C11 Scissors (both Non-preferred) added.1 Final line added to para 5 (Switch Diamonds): Full depth vertical is the design to be used. Approach Control speed differential now 10 mph (was 15 mph).1. stress transfer blocks may be necessary in NR60 plain leads.2.8. New sheet.1. J. Cross reference to Company Standard on Train Detection.2 4 Coronet IRJs added.4 Clause added to Note 3 re use of CEN33C1 checks in Vertical S&C: “unless specifically shown otherwise on RE/PW drawings.4.5b H.8. Hy-Drive POE on Vertical S&C withdrawn.1 E. Sheet withdrawn (BS95RBH Rail Section). Sheet tidied. Axle counters v track circuits. Dual (CEN56E1/CEN60E2 rail) dimensions in column ‘d’ now explained in Remarks column.2 J.