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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 Several sheets withdrawn (use RE/PW drawings instead).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 Rail section sheets withdrawn, instead they are cross referenced to RE/PW drawings on sheet D.1.1.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

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. 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 that take proper account of the speed of traffic. 2

Scope

The specification applies to all design work carried out on existing and new track assets for use in Network Rail Infrastructure. 3

Reference documentation

NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure. 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. The designs of Network Rail’s standard range of S&C are based on these values. Preferred Geometries and Configurations of S&C are tabulated on sheet J.1.1. Alternative designs of S&C, or of other components or methods having a bearing on track geometry, may be approved for use subject to demonstration of acceptable values; and there being an accepted business benefit from so doing. The approval process is set out in Network Rail Company Procedure NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure. 5

Issue of data sheets

The data sheets, which follow, are numbered, as sheets rather than pages, in a separate series. Revised or additional sheets will not be issued individually; the complete Track Design Handbook will be re-issued, and each re-issue will incorporate a revised index as well as the sheets themselves. 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

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Ref: Issue: Date: Compliance Date

7

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

Index list of data sheets NR60, Vertical, General

Section A Geometry A.1.1 Switch and crossing design philosophy – General A.1.2 Switch and crossing design philosophy – NR60 A.1.3 Vertical S&C – switch details A.1.4 NR60 Inclined S&C – switch details A.2.1 Standard Circular Curve Turnouts – leads and radii A.2.2 Circular Curve Turnouts – setting out offsets A.2.3 Standard Circular Curve Turnouts – leads and radii A.2.4 Standard Circular Curve Turnouts – leads and radii A.3.1 Standard Transitioned Turnouts – leads and radii A.3.2 Transitioned Turnouts – setting out offsets A.3.3 Standard Transitioned Turnouts & Crossovers – leads and radii A.4.1 Leads and Radii across Standard Track Interval – 1970 A.4.2 Leads and Radii across Standard Track Interval – 1970 A.5.1 Diamonds - Leads and Radii – 1 A.5.2 Diamonds - Leads and Radii – 2 A.6.1 Standard Double Junctions from Tracks at 1970 Interval A.6.2 Standard Tandem Turnouts – Radii, leads and offsets to crossing noses A.6.3 Standard Scissors Crossovers A.6.4 Standard Double Junctions from Straight Tracks at 1970 Interval A.6.5 Standard Single Junctions Sheet withdrawn March 2010 A.6.7 Standard Slips: Single and Double A.6.8 Obtuse Crossings and Switch Diamonds – Openings at Knuckle A.7.1 End and Centre Throw – General A.7.2 Centre Throw (Static) of Coaches built to C1 gauge, Appendix A, on Vertical Switches A.7.3 Centre Throw (Static) of Coaches with 16m Bogie Centres (Type B) on Vertical Switches A.7.4 End Throw (Static) of Type A and Type B Coaches on Vertical Switches A.7.5 Buffer Locking Considerations A.8.1a Standard Structure Gauge A.8.1b Temporary Works Structure Gauge A.8.1c Special TENs Structure Gauge A.8.1d Additional Clearances required for Cant & Curvature New Sheet March 2010 A.8.2 Track Intervals A.8.4 Electrical Clearances – 25kV A.8.5 Design of Layouts for 25kV Overhead Electrified Lines – 1 A.8.6 Design of Layouts for 25kV Overhead Electrified Lines – 2 A.8.7 Relationship of Conductor Rail to Standard Load Gauge A.8.8 Conductor Rail Positioning at Switches A.8.9a Sidings – Layouts and Geometry Requirements A.8.9b Construction of On-Track Plant Calibration Sidings A.8.10 Passing Clearances – 1 A.8.11 Passing Clearances – 2 A.8.12 Passing Clearances – 3 A.8.13 Platform Structure Standards A.8.14 Platform Alignments and Lengths A.9.1 Gauge Widening on Plain Line Curves A.9.2 Gauge Transition – between 1438mm and 1432mm gauge track

Rev.

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

Ref: Issue: Date: Compliance Date

NR60, Vertical, General Section B Requirements for Speed B.1.1 Definitions for curving rules B.2.1 Curving design values – Cant and Rate of Change of Cant B.2.2 Curving design values – Cant Deficiency B.2.3 Curving design values – Rate of Change of Cant Deficiency B.2.4 Curving design values – Guidance on Circular Curves B.2.5 Curving design values – Guidance on Transitions B.3.1 Curve Formulae B.3.2 Speeds through turnouts – Equivalent Radius Formulae B.3.3 Maximum Speeds through Follow-on Crossovers and Turnouts B.3.4 Principle of Virtual Transition B.3.5 Compound Curves, Reverse Curves B.3.6 Transition Lengths in Relation to Speed, Cant and Deficiency B.3.7 Speeds Through Turnouts with Track Reversing to Parallel Main Line – 1 B.3.8 Speeds Through Turnouts with Track Reversing to Parallel Main Line – 2 B.3.9 ditto for NR60 Sheet withdrawn March 2010 B.3.10 Maximum speeds through follow-on crossovers and turnouts B.3.11 Maximum Speeds for Short Switches and Complex S&C B.4.1 Vertical Curves B.4.2 Vertical Curves Formulae B.4.3 Compensating and Equivalent Gradients due to Curved Track B.5.1 Two Levelling B.5.1 (continued) Two Levelling Section C Permanent Way Mathematics C.1.1 Permanent Way Mathematics – 1 C.1.2 Permanent Way Mathematics – 2 C.1.3 Permanent Way Mathematics – 3 C.1.4 Permanent Way Mathematics – 4 C.1.5 Permanent Way Mathematics – 5 C.1.6 Permanent Way Mathematics – 6 C.1.7 Permanent Way Mathematics – 7 C.1.8 Permanent Way Mathematics – 8 C.2.1 Transition Curves – Straight to Circular Curve (and vice-versa) C.2.2 Transition Curves – Circular Curve to Circular Curve C.2.3 Transition Curves – Circular Curve to Circular Curve C.2.4 Transition Curves – Reverse Curves C.2.5 Transition Curves – Clothoid Spirals C.2.6 Transition Curves – Bloss Form C.2.7 Transition Curves – Bloss Form – Comparison to Cubic Parabola C.3.1 Centre-Line Setting Out for S&C – 1 C.3.2 Centre-Line Setting Out for S&C – 2 Section D Selection of Components and/or Systems D.1.1 Rail section designations D.2.1 Rail Section – CEN60E1 Sheet withdrawn March 2010 D.2.2 Rail Section – CEN60E1A1 Sheet withdrawn March 2010 D.2.3 Rail Section – CEN56E1 Sheet withdrawn March 2010 D.2.4 Rail Section – CEN54E1A1 Sheet withdrawn March 2010 D.2.5 Rail Section – CEN33C1 Sheet withdrawn March 2010 D.2.6 Standard Rail Lengths D.2.8 Rail Section – 60E2 Sheet withdrawn March 2010 D.4.1a Rail Pads, Clips and Insulators – 1a D.4.1b Rail Pads, Clips and Insulators – 1b New Sheet March 2010 D.4.2 Rail Pads, Clips and Insulators – 2 D.4.3 Rail Pads, Clips and Insulators – 3

Vertical

Vertical NR60 NR60

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

Rev.

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

Ref: Issue: Date: Compliance Date NR60, Vertical, General D.5.1 D.5.3 D.6.1 D.6.2 D.7.1 D.7.2 D.7.3 D.7.4 D.8.1 D.8.2 D.8.3 D.8.4

Standard Timber Lengths Extended Bearer Lengths for Point Motors (formerly Sheet D.6.3) 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.1.1 Switches - Full Depth – Rail and Timber Lengths E.2.1 Switches - Shallow Depth – Rail and Timber Lengths E.3.1 Common Crossings – Rail Lengths for Turnouts and Crossovers E.4.1 Common Crossings – Baseplates and Timber Spacings for Built-Up and Part-Welded Crossings – 1 E.4.2 Common Crossings – Baseplates and Timber Spacings for Built-Up and Part-Welded Crossings – 2 E.4.3 Cast Centre Block Crossings – 1, EAE Type – Common crossings E.4.4 Cast Centre Block Crossings – 2, EAE Type – Common crossings E.4.5 Cast Centre Block Crossings – 3, EAE Type – Common crossings E.4.6 Cast Centre Block Crossings – 4, EAE type – Obtuse crossings E.4.7 Cast Centre Block Crossings – 5, EAE type – Obtuse crossings E.5.1 Obtuse Crossings – 1 in 4.75 to 1 in 8 E.6.1 Cast Manganese Crossings, Single Lead Turnouts – 1, EAE Type E.6.2 Cast Manganese Crossings, Single Lead Turnouts – 2, EAE Type E.6.3 Cast Manganese Crossings, Double Junctions, N1/N5, EAE Type E.6.4 Cast Manganese Crossings, Double Junctions, N2, EAE Type E.6.5 Cast Manganese Crossings, Double Junctions, N3 Obtuse, EAE Type E.6.6 Cast Manganese Crossings, Double Junctions, N4, EAE Type E.6.7 Cast Manganese Crossings, Scissors Common Crossing, N6, EAE Type E.6.8 Cast Manganese Crossings, Scissors Saddle, N7, EAE Type E.6.9 Cast Manganese Crossings, Scissors Common, N8, EAE Type E.6.10 Cast Manganese Crossings, Scissors Compound Crossing, N6/N7, EAE Type E.6.11 Cast Manganese Crossings, Common Crossing for 1 in 7.5 Single & Double Slips, EAE Type E.6.12 Cast Manganese Crossings, Obtuse Crossing for 1 in 7.5 Single & Double Slips, EAE Type E.6.13 Cast Manganese Crossings of Manoir Industries – 1 E.6.14 Cast Manganese Crossings of Manoir Industries – 2 E.6.15 Cast Manganese Crossings of Manoir Industries – 3 E.6.16 Cast Manganese Crossings of Manoir Industries – 4 E.6.17 Cast Steel Vees for Common and Obtuse Crossings – EAE Type E 7.1 Identification Markings of Edgar Allen’s Cast Crossings E.7.2 Identification Markings of Manoir Industries Outreau’s Cast Crossings E.8.1 Check Rails – 1 Types 1 & 2 and Special Applications E.8.3 Check Rails – 2 Positioning in Relation to Crossing Nose E.8.4 Check Rails – 3 Using CEN33C1 Rail Profile E.8.5 Check Rails – 4 NR60 S&C E.9.1 Swing Nose Crossings E.10.1 S&C Baseplates – 1 (Types VA and V)

Vertical

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

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

Ref: Issue: Date: Compliance Date

E.10.2 E.10.3 E.11.1 E.12.2 E.12.3 E.12.4

S&C Baseplates – 2 (Types VB and VC) S&C Baseplates – 3 (Types VD and CV) Concrete Bearers, Size and Weight Switch Diamonds – Full Depth – Strengthened – 1 Switch Diamonds – Full Depth – Strengthened – 2 Switch Diamonds – Shallow Depth – Strengthened – 1

NR60, Vertical, General Vertical Vertical Vertical Vertical Vertical Vertical

Section F Miscellaneous F.1.1 Identification of Pandrol Baseplates – 1 F.1.2 Identification of Pandrol Baseplates – 2 F.2.1 Identification of Concrete Sleepers – Chaired/Baseplated Types F.2.2 Identification of Concrete Sleepers – Fastenings F.2.3a Identification of Concrete Sleepers – Direct Fastening Types – 1 F.2.3b Identification of Concrete Sleepers – Direct Fastening Types – 2 F.2.3c Identification of Concrete Sleepers – Direct Fastening Types – 3 F.2.3d Identification of Concrete Sleepers – Direct Fastening Types – 4 F.2.4a Identification of Concrete Sleepers – Special Types & Shallow Depth – 1 F.2.4b Identification of Concrete Sleepers – Special Types & Shallow Depth – 2 F.2.5a Identification of Concrete Sleepers – post-1996 designs – 1 F.2.5b Identification of Concrete Sleepers – post-1996 designs – 2 F.3.1 Standard Method of Measurement of S&C F.4.1 Standard Symbols for use on Layout Drawings – 1 F.4.2 Standard Symbols for use on Layout Drawings – 2 F.4.3 Standard Symbols for use on Layout Drawings – 3 F.5.1 Adjustment Switches & Welds Adjacent to Non-Ballasted Underbridges F.6.1 Weights of Components and S&C Units F.7.1 S&C Detail Drawing Aide-Memoir – 1 F.7.2 S&C Detail Drawing Aide-Memoir – 2 F.9.1 Calculation of Leads and Lags in Curved Jointed Track

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

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.1.1 List of Other Relevant Publications (Sheet temporarily withdrawn) Section H Obsolescent and Historic data H.1.1 Rail section – BS95RBH Sheet withdrawn March 2010 H.2.5 Speeds through turnouts H.3.1 H.3.2 H.4.1 H.4.2 H.4.4 H.4.5

Switch diamonds: Vertical S&C – Full-depth, 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.1.1 Preferred Geometries and Standard Configurations of S&C J.1.2 Standard Configurations of S&C for Running Lines –Construction Codes J.2.1 S&C Layout Design J.2.2 Siting of S&C – 1 J.2.3 Siting of S&C – 2 J.3.1 Design Considerations – Speeds Through S&C J.4.1 Types of S&C Unit – 1 J.4.2 Types of S&C Unit – 2 J.4.3 Rail Joints, Bearers, and Checking Arrangements J.5.1 Measurement of Crossing Angles J.5.2 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

© Network Rail

Track Design Handbook NR/L2/TRK/2049

Index A.1.1: Switch and Crossing Design Philosophy - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 A.1.2: Switch and Crossing Design Philosophy - NR60 S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 A.1.3: CEN56E1 Vertical S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 A.1.4: NR60 Inclined S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 A.2.1: CEN56E1 Vertical S&C - Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . 10 A.2.2: CEN56E1 Vertical S&C Circular Curve Turnouts - Setting Out Offsets . . . . . . . . . . . . . 11 A.2.3: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . . . . . . 12 A.2.4: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . . . . . . 13 A.3.1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and Crossovers Leads and Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 A.3.2: CEN56E1 Vertical S&C Transitioned Turnouts - Setting Out Offsets . . . . . . . . . . . . . . . 15 A.3.3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers - Leads & Radii . . . 16 A.4.1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval . . . . . 17 A.4.2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval . . . . . . . . 18 A.5.1: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . 19 A.5.2: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 2 . . . . . . . . . . . . . . . . . . . . . . . . 20 A.6.1: CEN56E1 Vertical S&C Standard Double Junctions from Tracks at 1970 Interval . . . . . 21 A.6.2: CEN56E1 Vertical S&C Standard Tandem Turnouts - Radii, Leads and Offsets to Crossing Noses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 A.6.3: Standard Scissors Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 A.6.4: NR60 Inclined S&C Standard Double Junctions from Straight Tracks at 1970 Interval . 24 A.6.7: CEN56E1 Vertical Standard S&C Slips - Single and Double . . . . . . . . . . . . . . . . . . . . . 25 A.6.8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds Openings at Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 A.7.1: End and Centre Throw - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 A.7.2: Centre Throw (Static) of Coaches Built to C1 Gauge Appendix A* on Vertical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 A.7.3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on Vertical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 A.7.4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches . . . . . . . . . . . 30 A.7.5: Buffer Locking Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 A.8.1a: Standard Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 A.8.1a (continued): Notes on Standard Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 A.8.1b: Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 A.8.1b (continued): Notes on Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . 35 A.8.1c: Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 A.8.1c (continued): Notes on the Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . 37 A.8.1d: Additional Clearances required for Cant and Curvature . . . . . . . . . . . . . . . . . . . . . . . . 38 A.8.2: Track Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 A.8.4: Electrical Clearances - 25 kV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 A.8.5: Design of Layouts for 25kV Overhead Electrified Lines - 1 . . . . . . . . . . . . . . . . . . . . . . . 41 A.8.6: Design of Layouts for 25kV Electrified Lines - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 A.8.7: Relationship of Conductor Rail to Standard Load Gauge . . . . . . . . . . . . . . . . . . . . . . . . 43 A.8.8: Conductor Rail Positioning at Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 A.8.9a: Sidings - Layouts and Geometry Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 A.8.9b: Construction of On-Track Plant Calibration Sidings . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Revision

Date:

Sheet 1 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.8.10: Passing Clearances - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 A.8.11: Passing Clearances - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 A.8.12: Passing Clearances - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 A.8.13: Platform Structure Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 A.8.14: Platform Alignments and Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 A.9.1: Gauge Widening on Plain Line Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 A.9.2: Gauge Transition - between CEN60 plain line and 1432mm gauge track . . . . . . . . . . . 53 B.1.1: Definitions for Curving Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 B.2.1: Curving Design Values - Cant and Rate of Change of Cant . . . . . . . . . . . . . . . . . . . . . . 55 B.2.2: Curving Design Values - Cant Deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 B.2.3: Curving Design Values - Rate of Change of Cant Deficiency . . . . . . . . . . . . . . . . . . . . . 57 B.2.4: Curving Design Values - Guidance on Circular Curves . . . . . . . . . . . . . . . . . . . . . . . . . 58 B.2.5: Curving Design Values - Guidance on Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 B.3.1: Curve Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 B.3.2: Speeds Through Turnouts - Equivalent Radius Formulae . . . . . . . . . . . . . . . . . . . . . . . 61 B.3.3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers . . . . . . . . . . . . . 62 B.3.4: Principle of Virtual Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 B.3.5: Compound Curves, Reverse Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 B.3.6: Transition Lengths in Relation to Speed, Cant & Deficiency . . . . . . . . . . . . . . . . . . . . . . 65 B.3.7: Speeds Through Turnouts with Track Reversing To Parallel Main - 1 . . . . . . . . . . . . . . 66 B.3.8: Speeds Through Turnouts with Track Reversing to Parallel Main - 2 . . . . . . . . . . . . . . . 67 B.3.10: Speeds Through NR60 Follow-on Turnouts & Crossovers . . . . . . . . . . . . . . . . . . . . . . 68 B.3.11: Maximum Speeds for Short Switches and Complex S&C . . . . . . . . . . . . . . . . . . . . . . . 69 B.4.1: Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 B.4.2: Vertical Curves Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 B.4.3: Compensating and Equivalent Gradients due to Curved Track . . . . . . . . . . . . . . . . . . . 72 B.5.1: Two-Levelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 B.5.1 (continued): Two-Levelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 C.1.1: Permanent Way Mathematics - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 C.1.2: Permanent Way Mathematics - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 C.1.3: Permanent Way Mathematics - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 C.1.4: Permanent Way Mathematics - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 C.1.5: Permanent Way Mathematics - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 C.1.6: Permanent Way Mathematics - 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 C.1.7: Permanent Way Mathematics - 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 C.1.8: Permanent Way Mathematics - 8 (Calculation of Diamonds) . . . . . . . . . . . . . . . . . . . . . 82 C.2.1: Transition Curves - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 C.2.2: Transition Curves - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 C.2.3: Transition Curves - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 C.2.4: Transition Curves - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 C.2.5: Transition Curves - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 C.2.6: Transition Curves - 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 C.2.7: Transition Curves - 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 C.3.1: CEN56E1 Vertical - Centreline Setting Out for S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 C.3.2: NR60 Inclined - Centreline Setting Out for S &C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

Revision

Date:

Sheet 2 of 196

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D.1.1: Rail Section Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 D.2.6: Standard Rail Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 D.4.1a: Rail Pads, Clips and Insulators - 1a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 D.4.1b: Rail Pads, Clips and Insulators - 1b . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 D.4.2: Rail Pads, Clips and Insulators - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 D.4.3: Rail Pads, Clips and Insulators - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 D.5.1: Standard Timber Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 D.5.3: Extended Bearer Lengths for Point Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 D.6.1: Insulated Rail Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 D.6.2: Positioning of Insulated Rail Joints - and Train Detection . . . . . . . . . . . . . . . . . . . . . . . 101 D.7.1: Trap Points and Vehicle Retardation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 D.7.2: Interlaced Retarder Trap Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 D.7.3: Sand Drags - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 D.7.4: Sand Drags - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 D.8.1: Level Crossing Surface Systems - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 D.8.2: Level Crossing Surface Systems - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 D.8.3: Level Crossing Road Profiles - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 D.8.4: Level Crossing Road Profiles - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 E.1.1: CEN56E1 Vertical S&C Switches - Full Depth - Rail and Timber Lengths . . . . . . . . . . 110 E.2.1: CEN56E1 / CEN54E1A1 Vertical S&C Switches - Shallow Depth Rail and Timber Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 E.3.1: CEN56E1 Vertical S&C - Common Crossings Rail Lengths for Turnouts & Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 E.4.1: CEN56E1 Vertical S&C - Common Crossings Baseplates & Timber Spacings for Built-Up & Part Welded Crossings - 1 . . . . . . . . 113 E.4.2: CEN56E1 Vertical S&C - Common Crossings Baseplates & Timber Spacings for Built-Up & Part-Welded Crossings - 2 . . . . . . . 114 E.4.3: Cast Centre Block Crossings - Baseplate Designations & Spacings - 1 . . . . . . . . . . . . 115 E.4.4: Cast Centre Block Crossings - Baseplate Designations & Spacings - 2 . . . . . . . . . . . . 116 E.4.5: Cast Centre Block Crossings - Baseplate Designations & Spacings - 3 . . . . . . . . . . . . 117 E.4.6: Cast Centre Block Crossings - Baseplate Designations & Spacings - 4 . . . . . . . . . . . . 118 E.4.7: Cast Centre Block Crossings - Baseplate Designations & Spacings - 5 . . . . . . . . . . . . 119 E.5.1: CEN56E1 Vertical S&C - Obtuse Crossings - 1 in 4.75 to 1 in 8 . . . . . . . . . . . . . . . . . 120 E.6.1: Cast Manganese Crossings - Single Lead Turnouts - 1 (LH or RH) . . . . . . . . . . . . . . . 121 E.6.2: Cast Manganese Crossings - Single Lead Turnouts - 2 (LH or RH) . . . . . . . . . . . . . . . 122 E.6.3: Cast Manganese Crossings - Common Crossings for Double Junctions . . . . . . . . . . . 123 E.6.4: Cast Manganese Crossings - Common Crossings for Double Junctions . . . . . . . . . . . 124 E.6.5: Cast Manganese Crossings - Obtuse Crossings for Double Junctions . . . . . . . . . . . . 125 E.6.6: Cast Manganese Crossings - Common Crossings for Double Junctions . . . . . . . . . . . 126 E.6.7: Cast Manganese Crossings - Common Crossings for Scissors Crossover . . . . . . . . . 127 E.6.8: Cast Manganese Crossings - Saddle Crossings for Scissors Crossover . . . . . . . . . . . 128 E.6.9: Cast Manganese Crossings - Common Crossings for Scissors Crossover . . . . . . . . . 129 E.6.10: Cast Manganese Crossings - Combined Saddle Crossings for Scissors Crossover . 130 E.6.11: Cast Manganese Crossings - Common Crossings Single and Double Slips . . . . . . . 131 E.6.12: Cast Manganese Crossings - Obtuse Crossings for Single and Double Slips . . . . . . 132 E.6.13: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 E.6.14: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 E.6.15: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 Revision

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E.6.16: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 E.6.17: Cast Steel Vees for Common and Obtuse Crossings . . . . . . . . . . . . . . . . . . . . . . . . . 137 E.7.1: Identification Markings of Edgar Allen’s Cast Crossings . . . . . . . . . . . . . . . . . . . . . . . . 138 E.7.2: Identification Markings of Manoir Industries Cast Crossings . . . . . . . . . . . . . . . . . . . . 139 E.8.1: Check Rails - 1: Vertical S&C - Types 1 & 2 and Special Applications . . . . . . . . . . . . . 140 E.8.3: Check Rails - 2: Vertical S&C - Positioning in Relation to Crossing Nose . . . . . . . . . . 141 E.8.4: Check Rails - 3: Using CEN33C1 Rail Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 E.8.5: Check Rails - 4: NR60 Inclined S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 E.9.1: CEN56E1 Vertical S&C - Swing Nose Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 E.10.1: CEN56E1 Vertical S&C - Baseplates - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 E.10.2: CEN56E1 Vertical S&C - Baseplates - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 E.10.3: CEN56E1 Vertical S&C - Baseplates - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 E.11.1: CEN56E1 / CEN54E1A1 Vertical S&C - Concrete Bearers - Size & Weight . . . . . . . 148 E.12.2: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 1 . . . . . . . . . 149 E.12.3: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 2 . . . . . . . . . 150 E.12.4: CEN56E1 / CEN54E1A1 Vertical S&C - Switch Diamonds, Shallow Depth, Strengthened . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 F.1.1: Identification of Pandrol Baseplates - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 F.1.2: Identification of Pandrol Baseplates - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 F.2.1: Identification of Concrete Sleepers - Chaired / Baseplated types . . . . . . . . . . . . . . . . . 154 F.2.2: Identification of Concrete Sleepers (Fastenings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 F.2.3a: Identification of Concrete Sleepers - Direct Fastening Types - 1 . . . . . . . . . . . . . . . . 156 F.2.3b: Identification of Concrete Sleepers - Direct Fastening Types - 2 . . . . . . . . . . . . . . . . 157 F.2.3c: Identification of Concrete Sleepers - Direct Fastening Types - 3 . . . . . . . . . . . . . . . . 158 F.2.3d: Identification of Concrete Sleepers - Direct Fastening Types - 4 . . . . . . . . . . . . . . . . 159 F.2.4a: Identification of Concrete Sleepers - Special Types & Shallow Depth 1 . . . . . . . . . . . 160 F.2.4b: Identification of Concrete Sleepers - Special Types & Shallow Depth 2 . . . . . . . . . . . 161 F.2.5a: Identification of Concrete Sleepers - Post 1996 Designs - 1 . . . . . . . . . . . . . . . . . . . . 162 F.2.5b: Identification of Concrete Sleepers - Post 1996 Designs - 2 . . . . . . . . . . . . . . . . . . . . 163 F.3.1: Standard Method of Measurement of S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 F.4.1: Standard Symbols for use on Layout Drawings - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 F.4.2: Standard Symbols for use on Layout Drawings - 2 (Crossings) . . . . . . . . . . . . . . . . . . 166 F.4.3: Standard Symbols for use on Layout Drawings - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 F.5.1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges . . . . . . . . . . . . 168 F.6.1: Weights of Components and S&C Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 F.7.1: S&C Detail Drawing Aide-Memoire - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 F.7.2: S&C Detail Drawing Aide-Memoire - 2 continued from Sheet F.7.1. . . . . . . . . . . . . . . . 171 F.9.1: Calculation of Leads and Lags in Curved Jointed Track . . . . . . . . . . . . . . . . . . . . . . . . 172 G.1.1: List of Relevant Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 H.2.5: BR109/BS110A/BS113A FB Inclined S&C, 1435 mm Gauge: Speeds Through Turnouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 H.3.1: CEN56E1 Vertical S&C - Switch Diamonds - Full Depth, Non-strengthened . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 H.3.2: Check Rails: Vertical S&C - High Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 H.4.1: RT60 Inclined S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Revision

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H.4.2: RT60 Inclined S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 178 H.4.4: RT60 Inclined S&C Double Junctions from Straight Tracks at 1970 Interval . . . . . . . . 179 H.4.5: RT60 Inclined S&C Single Junctions from Straight Tracks at 1970 Interval . . . . . . . . . 180 J.1.1: Preferred Geometries and Standard Configurations of S&C . . . . . . . . . . . . . . . . . . . . . 181 J.1.2: Standard Configurations of S&C - Construction Codes . . . . . . . . . . . . . . . . . . . . . . . . . 187 J.2.1: S&C Layout Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 J.2.2: Siting of S&C - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 J.2.3: Siting of S&C - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 J.3.1: Design Considerations - Speeds Through S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 J.4.1: Types of S&C Unit - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 J.4.2: Types of S&C Unit - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 J.4.3: Rail Joints, Bearers and Checking Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 J.5.1: Measurement of Crossing Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 J.5.2: Measurement of Lead Lengths and Track Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . 196

Revision

Date:

Sheet 5 of 196

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A.1.1: Switch and Crossing Design Philosophy - General Turnouts Design of turnouts By definition, a turnout is ‘handed’ left or right, the reference being to the direction of the ‘turnout’ line from the ‘through’ or ‘main’ line. The creation of a track layout will define the hand of switches required, the turnout can then be designed by applying the various lead lengths of the standard elements. Normally a left handed turnout will have left hand switches but in some instances, where the majority of the traffic takes the turnout route, switches of an opposite hand are installed to provide a smoother alignment through the turnout.

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 - if the right hand stock rail has a set or ‘kink’ in it at the switch toe, then by definition, it is a right hand turnout. Similarly, a left hand stock rail with a set will define a left hand turnout. In the very rare instance of both stock rails having a very small set, the turnout would be defined as equal split - this design is discouraged as it involves non-standard manufacturing processes.

Measurement of lead lengths See Sheet J.5.2.

Speed calculations The calculations required to establish the maximum speed over a particular layout/curve/turnout/etc., (detailed on various sheets in this handbook) will produce a specific speed in km/h. This must be converted to mph by dividing by 1.609344, as all speed restrictions in the UK are quoted in mph. It is important to realise that when rounding the resultant figure to a multiple of 5 mph (the increments used), no upward rounding is permitted. Hence a calculated figure of say 24.6 mph MUST be rounded down to 20 mph. Failure to do so would result in an excess of cant deficiency/rate of change beyond the permitted limits.

Revision 4

Date: June 2008

Sheet 6 of 196

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Track Design Handbook NR/L2/TRK/2049

A.1.2: Switch and Crossing Design Philosophy - NR60 S&C Basis of NR60 Series Geometry NR60 geometry is identical to the earlier RT60 geometry. However, NR60 S&C uses components of a single converged design; whereas RT60 components varied between the S&C manufacturers. NR60 uses 60E2 rail profile, RT60 used CEN60E1 rail. CEN60E1A1 switch rail is used in both. The NR60 series is a range of turnouts, crossovers and junctions incorporating principles of geometry which offer good ride quality while reducing impact forces. They have been optimised for mixed traffic including high speed tilting trains above 125 mph. The range of configurations is described in more detail on Sheets A.1.4, A.2.3, A.2.4 & A.3.3, and includes:•

Transitioned turnouts - for turnouts, crossovers, and single and double junctions;

•

Natural (and circular curve) turnouts - for turnouts and junctions where space is restricted or geometry dictates.

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.

•

In the transitioned turnouts, a comfortable ride is assured by a clothoidal transition from the switch curve to the straight at the crossing; the crossing area is designed with straight alignment on all 4 legs - improving the ride through the crossover road.

Principles Adopted for Standard Turnout Configurations 1. Design maximum speeds are based upon useable increments in miles per hour (i.e. 25, 30, 35 mph etc.). 2. Maximum allowable cant deficiency values, as set out in sheet B.2.2, are used in the determination of switch radii and initial crossing angles. 3. Crossing angles are rounded up to the nearest ¼ of a whole number (e.g. 1 in 17, 1 in 17¼, I in 17½ etc.). However, many CEN56E1 and all NR60 crossing angles will be quoted as decimals (1 in 17.25, 1 in 17.5 etc.). 4. Based on the rounded-up crossing angle the final switch and turnout radii, transition and lead lengths, and general geometry are determined.

General Parameters (see Sheets B.2.1 to B.2.4) •

Rails inclined at 1 in 20 and set at 1435 mm nominal track gauge within fully welded layouts.

•

Maximum cant deficiency, on the turnout line, of 110 mm at speeds up to 105 mph, and 85 mm above that.

•

Maximum rate of change of cant deficiency of 80 mm/sec. On a transitioned turnout only, an exceptional value of 93.33 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.

Revision 7

Date: March 2010

Sheet 7 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.1.3: 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. Toe to IP L2

Heel offset H

Toe to heel L1

Heel angle 1 in ∼

Entry angle 1 in ∼

196 750.16

141 052

1542.98208

18 505

278.53865

7317

15.904403

59.669887

196 750.16

186 936.65

2988.02322

20 288

219.55314

6527

19.633740

59.669886

AV

7

AVT

8

BV

8

20

3500

230 724.78

184 012

1574.84848

21 337

289.16004

8737

17.830694

80.586548

CV

9.25

25

4250

287 251.45

245 767

1615.10392

24 877

372.99182

11 920

18.143969

110.266503

DV

10.75

30

5200

367 038.30

331 687

1613.80233

29 174

297.86830

12 440

23.590631

156.854444

EV

15

40

7000

739 696.30

645 116

2503.06229

40 457

302.69882

17 257

32.639808

189.846820

FV

18.5

50

8550

1 137 066.68

980 920

3168.39649

49 816

293.04404

20 807

40.907497

225.888333

SGV

21

60

10 150

1 398 518.18

1 263 740

3150.95190

56 993

299.41963

24 357

45.935453

306.055765

GV

24

70

11 600

1 826 293.27

1 650 380

3600.16188

65 136

300.77672

27 907

52.376332

349.842595

HV

32.365*

90

17 495

3 000 716.00

3 000 716

3000.35326

89 693

291.75251

38 843

71.709978

500.059376

NOTES 1. All dimensions are in millimetres, gauge is 1432 mm. 2. All angles shown are in centre-line measure. 3. Speeds shown may need alteration in respect of curved and canted main lines. 4. HV planing length includes 3000 mm of straight from the toe. 5. The origin of the AVT switch radius occurs at 22.75992 mm outside the running edge of the main line. 6. For details of rail lengths and timbers for full depth switches, see sheet E.1.1. 7. For details of rail lengths and timbers for shallow depth switches, see E.2.1. 8. For vertical S&C all radii shown are to the running edge of the high, or outer, rail. 9. * True value of 1 in 32.365 crossing is 32.3648889.

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

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.1.4: NR60 Inclined S&C Switch Details Referring to the figure below, the clothoidal entry curve forms the tangent with the straight stock rail at A and merges with the switch radius R at B, where the offset is 12 mm. The shift of the switch radius is 3 mm. For practical purposes, a straight tangent is taken from the point C where the offset to the transition is 3 mm, and projected back to the stock rail at point T, which is the mathematical switch toe. 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 - C (L1)

Entry angle 1 in ~

Length of transition at toe C - B (L2)

Headcut length

Flexing length

NR60C

8.25

25

195 647

788

263

1389

5497

10 580

NR60D

9.5

30

259 192

907

302

1599

6327

11 230

NR60E

12.5

40

448 216

1193

398

2102

8320

14 480

NR60F

15.75

50

711 167

1503

501

2648

10 480

17 080

NR60SG

20.25

65

1 175 135

1932

644

3404

13 471

20 330

NR60G

23.5

75

1 582 360

2241

747

3950

15 632

22 280

NR60H

31.25

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

11 129.663

11 430.014

17.564647

NR60D

11 237.949

11 583.654

23.053150

NR60E

14 962.163

15 416.757

29.948284

NR60F

19 867.924

20 440.557

35.787745

NR60SG

27 698.972

28 435.061

42.419327

NR60G

27 446.977

28 301.106

57.647184

NR60G Trans 31.25

31 346.649

32 200.778

50.476757

NR60H

36 514.040

37 648.303

76.613595

NOTES 1. All dimensions are in millimetres. 2. Switch Radii shown above are to the running edge of the high, or outer, rail of curve. Radii shown on subsequent sheets for NR60 geometry are to centre line. 3. Speeds shown may need alteration in respect of curved and canted main lines.

Revision 6

Date: March 2010

Sheet 9 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.2.1: CEN56E1 Vertical S&C - Standard Circular Curve Turnouts - Leads & Radii Switch

Crossing 1 in ~

Lead L2. Nose to toe

Planing radius

Switch radius

Turnout radius

Toe to heel L1

Heel H

Max turnout speed [A] mph. See note 7

AV

6 6.5 7 7.5 8 9.25 7 7.5 8 9.25 10 10.75 8 9.25 10 STR 10 # 10.75 13 9.25 10 10.75 13 STR 13 $ 15 13 15 16 18.5 21 16 18.5 21 24 18.5 21 24 28 21 24 28 32.365 28 32.365

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. 378 263 737 191 230 112 277 328 331 687* 551 575 331 687/Str. 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. 6. 7. 8.

9.

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, see Sheet J.1.1. 16N Planing Switch Gauge is 1432 mm. curve curve Turnou All dimensions are in millimetres. t curve Lead lengths are given from the toes of switches to noses of common crossings. * indicates a natural lead, i.e. the radii of the L2 switch and turnout are equal. # The length of straight in a CV STR 10 is 2217 mm measured along the main line from the nose toward the toe. $ The length of straight in a DV STR 13 is 6077 mm measured along the main line from the nose toward the toe. Speeds shown may need alteration in respect of curved and canted main lines. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP (figures only given where Toe

1. 2. 3. 4.

Max turnout speed [B] mph. See note 7

maximum speed is different to the curved beyond IP case).

Revision 4

Date: March 2010

Sheet 10 of 196

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. All dimensions are in millimetres. 2. Gauge is 1432 mm. 3. Lead lengths are given from toes of switches to noses of common crossings. 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.2.2: CEN56E1 Vertical S&C Circular Curve Turnouts - Setting Out Offsets

Revision 1

Switch Crossin Lead L2 g 1 in ~ Toe Nose AV 6 17 437 6.5 18 040 7 18 617 7.5 19 170 8 19 700 9.25 20 934 BV 7 20 315 7.5 20 901 8 21 465 9.25 22 785 10 23 520 10.75 24 218 CV 8 23 787 9.25 25 025 10 25 715 STR 10 25 117 10.75 26 371 13 28 152 DV 9.25 27 642 10 28 513 10.75 29 346 13 31 644 STR 13 29 940 15 33 464 EV 13 38 451 15 40 697 16 41 752 18.5 44 211 21 46 444 FV 16 47 252 18.5 50 112 21 52 743 24 55 638 SGV 18.5 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 32.365 90 211

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.2.3: NR60 Inclined S&C Standard Circular Curve Turnouts - 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. H See note 5

Max turnout speed [B] mph. See note 5

NR60C

8.25

23 928

194 930

194 930

11 430

319.82

25

20

NR60D

9.5

27 554

258 475

258 475

11 584

246.74

30

25

NR60E

12.5

36 255

447 498

447 498

15 417

252.80

40

30

NR60F

15.75

45 681

710 450

710 450

20 441

280.58

50

35

NR60SG

20.25

58 732

1 174 417

1 174 417

28 435

329.49

65

40

NR60G

23.5

68 158

1 581 643

1 581 643

28 301

241.06

75

45

NR60H

31.25

90 634

2 796 873

2 796 873

37 648

241.30

100

55

NOTES 1. For permitted usage, see Sheet J.1.1. 2. These are “natural” turnouts (switch and turnout radii equal). 3. The “heel” position coincides with the start of the transition in the transitioned turnouts shown on Sheet A.3.3, and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design. 4. All dimensions are in millimetres. Gauge is 1435mm. 5. Speeds shown may need alteration in respect of curved and canted main lines. 6. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP.

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

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.2.4: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii Switch Designation

Crossing Angle 1 in ~

Lead toe - IP L2

Centreline switch radius

Centreline turnout radius

Heel length L1

Heel Offset H

Max turnout speed [A] mph. See note 5

NR60C

9.5

25 160

194 930

284 822

11 430

319.82

25

NR60D

8.25

26 004

258 475

185 562

11 584

246.74

25

20

11

29 264

258 475

372 559

11 584

246.74

30

25

12.5

30 829

258 475

526 343

11 584

246.74

30

9.5

32 454

447 498

237 267

15 417

252.80

25

11

34 424

447 498

330 766

15 417

252.80

30

25

13.5

37 405

447 498

540 978

15 417

252.80

40

30

15.75

39 809

447 498

811 082

15 417

252.80

40

35

12.5

41 818

710 450

410 903

20 440

280.58

35

30

13.5

43 061

710 450

490 648

20 440

280.58

40

30

17.25

47 304

710 450

895 159

20 440

280.58

50

35

17.25

55 540

1 174 417

788 326

28 435

329.49

50

35

21.5

59 974

1 174 417

1 375 580

28 435

329.49

65

45

23.5

61 862

1 174 417

1 762 047

28 435

329.49

60

50

21.5

65 687

1 581 643

1 282 213

28 301

241.06

65

45

27

72 202

1 581 643

2 230 155

28 301

241.06

70

50

33.5

93 289

2 796 873

3 312 779

37 648

241.30

100

60

NR60E

NR60F

NR60SG

NR60G

NR60H

Max turnout speed [B] mph. See note 5

NOTES 1. For permitted usage, see Sheet J.1.1. 2. The “heel” position coincides with the start of the transition in the transitioned turnouts shown on Sheet A.3.3, and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design. 3. All dimensions are in millimetres. Gauge is 1435mm. 4. Speeds shown may need alteration in respect of curved and canted main lines. 5. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP (figures only given where maximum speed is different to the curved beyond IP case).

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

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

9.25

19 698

4589

43 984

141 052

141 052

9760

1188

20

BV

8

9.25

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

10.75

22 852

5360

51 065

184 012

184 012

11 730

1510

20

9.25

10.75

25 448

5360

56 256

245 767

245 767

7366

584

20

9.25

13

27 007

6513

60 526

245 767

245 767

13 000

3271

25

10.75

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

18.5

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

18.5

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

- 7056

70

24

32.365

69 933

16 350

156 216

1 650 380

1 650 380

38 000

3559

70

32.365

45.75

93 153

32 830

219 137

3 000 716

3 000 716

55 700

2730

90

Trans

16N

Date: February 2007

HV

6.

Sheet 14 of 196

7. 8. 9.

For permitted usage, see Sheet J.1.1. Planing All dimensions are in millimetres. Switch Radius Radius Gauge is 1432 mm. All angles are shown in centre-line measure. Lead lengths are shown between the toes of switches and the noses of common crossings. Speeds shown may need alteration in respect of curved and canted main lines. # For details of the cant applied within a GV24/28 turnout see drawing RE/PW/655. * For details of the GV24/28 extended transition turnout (no cant) see drawing RE/PW/781. The HV32.365/45.75 turnout uses a swing nose crossing; the IP to nose dimension being - 4118. Toe

1. 2. 3. 4. 5.

Turnout Radius

ition Str

I.P. Natural Angle Nose of Actual Crossing L2

Gauge

NOTES

Track Design Handbook NR/L2/TRK/2049

10.75 EV

© Network Rail

Crossing 1 in ~

A.3.1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and Crossovers - Leads and Radii

Revision 2

Switch

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

9.25

19 698

1177

913

666

448

BV

8

9.25

21 808

1178

920

687

487

8

10

22 261

1198

954

725

521

CV

DV

EV

FV

8

10.75

22 852

1215

985

766

564

387

9.25

10.75

25 447

1216

990

780

593

432

9.25

13

27 007

1255

1063

874

694

527

378

10.75

13

30 125

1256

1066

884

713

558

423

306

10.75

15

31 713

1281

1115

951

793

642

503

377

15

18.5

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

18.5

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

32.365

69 933

1371

1293

1216

1140

1064

988

914

842

771

702

635

570

508

449

393

341

HV (T) 32 365 45.75

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 45.75

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. All dimensions are in millimetres. 2. Gauge is 1432 mm.

5000

Heel length L1

Toe

4. # denotes a GV 24/28 turnout to drawing RE/PW/655.

16N

5. * denotes a GV 24/28 extended transition turnout to drawing RE/PW/781.

Sheet 15 of 196

6. (T) = Theoretical values, (A) = Actual values of existing installations. IP Lead length L2

Nose

Gauge

2500

3. Lead lengths are given from toes of switches to noses of common crossings.

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.3.2: CEN56E1 Vertical S&C Transitioned Turnouts - Setting Out Offsets

Revision 1

Switch Crossing 1 in ∼ Lead L2

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.3.3: 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. For permitted usage, see Sheet J.1.1. 2. All dimensions are in millimetres. Gauge is 1435mm. 3. 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. Speeds shown may need alteration in respect of curved and canted main lines. 5. Definitions: L1 = Length of straight, T - C (see sheet A.1.4: NR60 Inclined S&C Switch Details). L2 = Length of transition curve, C - B (see sheet A.1.4). L3 = Length of switch radius, R (see sheet A.1.4). L4 = Length of transition curve from radius R to straight through crossing. L5 = Length of straight to common crossing intersection point, IP. Switch designation NR60C NR60D NR60E NR60F NR60SG NR60G NR60G

Crossing angle 1 in ~ 11 13.5 17.25 21.5 27 #31.25 33.5

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, across 1970 six-foot (running edges) Switch designation NR60C NR60D NR60E NR60F NR60SG NR60G NR60G

Crossing angle 1 in ~ 11 13.5 17.25 21.5 27 #31.25 33.5

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. # NR60G 31.25 has a different ‘heel position’ from standard (see sheets A.1.4. & A.2.3.) - 32 201.085 mm from toe, offset 313.52 mm.

Revision 10

Date: March 2010

Sheet 16 of 196

4.5

5

5.5

6

6.5

7

7.5

8

9.25

10

10.75

13

15

16

18.5

21

24

28

32.365

45.75

64

72

80

88

96

104

112

120

128

148

160

172

208

240

256

296

336

384

448

518

- 4118

271 766

4

64

1811 89 815 51 641 39 057

4.5

72

1942

2088 123 436 70 213

5

80

2058

2217

2360

5.5

88

2161

2333

2488

2628

6

96

2437

2604

2756

2894

6.5

104

2709

2872

3021

3158

7

112

2978

3137

3285

3421

7.5

120

3245

3401

3547

3682

8

128

3344

3509

3664

3807

3942

9.25

148

3748

3923

4087

4241

4589

10

160

4059

4234

4400

4774

4975

10.75

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

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

32.365

518

10 235

10 712

11 819

12 818

13 896

15 159

16 350

2 258 522

45.75

- 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. All dimensions are in millimetres. 2. Gauge is 1432 mm. 3. Leads are from nose to nose and are to the nearest 1 mm.

16M

4. Radii are to the nearest 1 mm.

S = 1970mm

16N

Gauge

IP

Nose

Nose

Sheet 17 of 196

IP

Lead Nose of (45.75) 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.4.1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval

Revision 1

Xing 1 in ∼

8.25

9.5

1 IN ∼

IP to Nose

120

132

152

7.5

120

3899

357 197

164 019

8.25

132

4095

4311

303 278

11 176

12.5

13.5

200

216

15.75 252

17.25 276

20.25 324

21.5

23.5

344

376

27 432

31.25 500

33.5 502.5*

CROSSING 1 IN ∼

7.5 169 987

8.25

131 544

RADII 9.5

152

11

4384

4993

386 770

232 302

194 220

153 907

140 451

9.5

176

4956

5371

5808

581 651

390 123

255 627

220 535

185 477

177 062

167 335

12.5

200

5236

5698

6188

6619

1 184 760

456 056

355 214

272 310

254 549

234 918

214 321

200 393

13.5

216

5892

6416

6879

7159

741 475

507 317

353 576

324 205

293 018

261 652

241 188

234 184

13.5

15.75

252

6273

6866

7397

7720

8372

1 606 443

675 866

576 101

484 473

404 333

357 464

342 290

15.75

17.25

276

6491

7127

7698

8048

8758

9179

1 166 738

898 219

693 671

540 331

459 772

434 970

17.25

20.25

324

7572

8218

8617

9432

9922

10 792

758 781

693 519

20.25

21.5

344

7734

8408

8825

9681

10 197

11 117

11 463

3 046 074

941 904

843 385

21.5

23.5

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

2 444 323 1 363 534 1 166 308

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

31.25

500

9515

10 049

11 169

11 858

13 115

13 596

14 321

15 470

16 692

8 063 364

31.25

33.5

502.5*

10 260

11 429

12 150

13 473

13 981

14 748

15 969

17 273

17 897

33.5

NOTES 1. Lead lengths are from intersection point to intersection point (IP to IP) across a standard track interval of 1970 mm between running edges.

3. Gauge is 1435 mm. 4.

G auge

N

* IP to Nose dimension for the 1 in 33.5 crossing is 15 times crossing angle. All others are 16 times crossing angle.

R Lead

S=1970

Sheet 18 of 196

2. All dimensions are shown in millimetres and radii and lead lengths are rounded to the nearest millimetre.

M

Track Design Handbook NR/L2/TRK/2049

Date: June 2008

4629

© Network Rail

7.5

A.4.2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval

Revision 7

CROSSING 1 IN ∼

X

4.75

151

5.5

130

6

119

6.5

110

7

102

7.5

95

8

89

9.25

77

10

72

10.5

68

12.75

56

4

4.5

5

5.5

6

6.5

7

7.5

8

9.25

10

10.75

13

15

16

18.5

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

5.5

6

6.5

7

7.5

8

9.25

10

10.5

12.75

C

1. Gauge is 1432 mm. All dimensions are in millimetres and are given to the nearest millimetre. 2. Lead lengths are from noses of fixed common crossings to the intersection of gauge lines of obtuse crossings or switch diamonds, calculated from formulæ based on sheet C.1.4., and apply to straight main lines only. For calculation purposes, the obtuse crossing/switch diamond angle is taken as the angle between the intersecting track centrelines, at which point the radii are also assumed to change. The physical crossings will be marginally different in angle (one slightly less, the other slightly more) but the difference is negligible in manufacturing terms.

4 75

ge Gau

A M

N>M

STR. M NM

STR. M

RA

X

10.5

12.75

13

15

17

17.615

18.5

21

21.829

24

28

ge Gau

A

N (L - W)
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.

A.8.1a: Standard Structure Gauge

Revision 3

NOTES

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.8.1a (continued): Notes on Standard Structure Gauge 1. 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. 2. All dimensions are in millimetres. Dimensions from rail running edge are taken at 14mm below top of rail level. 3. 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, and review by, the Network Rail Senior Track Principles Engineer (Gauging) or the Senior Gauging Engineer; and where applicable, the Route Asset Manager (Electrification & Plant). 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, UK2, W12, W10, W9, W8, W7, W6 and all passenger and locomotive stock.

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, W12, W10, W9, W8, W7, W6 and all passenger and locomotive stock. All UK domestic passenger and locomotive stock. W12, W10, W9, W8, W7, W6 and all ECS passenger and locomotive stock.

Rolling stock shown as clear refers to vertical height clearance only. 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. This will be a particular consideration on arched structures.

† Allows for OLE Normal Clearance with full tolerance. ‡ Allows for OLE Normal Clearance with close tolerance. § Allows for OLE Special Reduced Clearance (required to allow potential for OLE in future). 4. 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, including super-elevation (cant). See sheet A.8.1d. 5. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. The proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance than shown above [note 3]. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate clearance to OLE equipment can be considered. 6. Permissible infringements in respect of conductor rail equipment, guard and check rails, train stops and structures in the space between tracks are not shown. Refer to Lower Sector Structure Gauge shown in Appendix 1 of GC/RT5212 Requirements For Defining And Maintaining Clearances. 7. 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. The minimum, distance to the face of any column shall be 2000mm. Refer to GC/RT7014 ‘Infrastructure Requirements at Stations’. 8. Nearest face of masts carrying overhead line equipment on electrified railways. 9. Nearest face of signal posts and other isolated structures less than 2000mm in length but excluding masts carrying overhead line equipment on electrified railways. This dimension may be reduced for signalling installations in certain circumstances; refer to NR/GN/SIG/11210 Appendix 2G05. 10. 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). At distances beyond 2000mm or 3000mm from the platform edge, as applicable, the minimum headroom shall be 2300mm. 11. 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. The minimum lateral dimension is 730mm and is shown for guidance only. Refer to GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’ and GI/RT7016 ‘Interface between Station Platforms, Track and Trains’. 12. 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. 13. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an allowance made for passing clearance.

Revision 3

Date: March 2010

Sheet 33 of 196

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. FACES OF BUILDINGS.

© Network Rail

See following page for details of the notes referenced in this drawing.

A.8.1b: Temporary Works Structure Gauge

Revision 1

NOTES

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.8.1b (continued): Notes on Temporary Works Structure Gauge 1. This diagram illustrates minimum lateral and overhead clearances to be adopted for Temporary Works on lines not equipped with OLE. Not applicable to TENs Routes and other routes with special requirements. 2. All dimensions are in millimetres. Dimensions from rail running edge are taken at 14mm below top of rail level. 3. 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. 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, UK2, W12, W10, W9, W8, W7, W6 and all passenger and locomotive stock.

Special minimum clearance requirements consult Gauging Engineer

Rolling stock shown as clear refers to vertical height clearance only. 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. This will be a particular consideration on arched structures.

4. 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, including super-elevation (cant). 5. The structure gauge does not allow for overhead electrification. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate clearance to OLE equipment can be considered. 6. Permissible infringements in respect of conductor rail equipment, guard and check rails, train stops and structures in the space between tracks are not shown. Refer to Lower Sector Structure Gauge shown in appendix 1 of GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’. 7. 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. The minimum, distance to the face of any column shall be 2000mm. Refer to GC/RT7014 ‘Infrastructure Requirements at Stations’. 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). An anti-trespass guard (max height 150mm) may be placed between the platform edge and any hoarding. The antitrespass guard shall not foul the Lower Section Structure Gauge (see note 6); in most cases this will prevent the guard extending to the platform edge. 8. (This note intentionally blank). 9. (This note intentionally blank). 10. 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). At distances beyond 2000mm or 3000mm from the platform edge, as applicable, the minimum headroom shall be 2300mm. 11. 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. The minimum lateral dimension is 730mm and is shown for guidance only. Refer to GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’ and ‘GI/RT7016 ‘Interface between Station Platforms, Track and Trains’. 12. The Gauging Engineer must be informed of all locations where temporary works are erected and the proposed erected and removal dates. Full dimensions of the available space must be provided complete with the relative track geometry data (radius, cant, sixfoot etc) in order that out-of-gauge loads are not authorised for gauge clearance through the structure. 13. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an allowance made for passing clearance.

Revision 1

Date: March 2010

Sheet 35 of 196

2. See following page for details of the notes referenced in this drawing.

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; INCL. FACES OF BUILDINGS.

© Network Rail

1. 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 - to be found on the DfT website [TENs routes are annotated as High Speed and Conventional on the map]).

A.8.1c: Special TENs Structure Gauge

Revision 1

NOTES

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.8.1c (continued): Notes on the Special TENs Structure Gauge 1. 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. Special requirements apply for viaducts and tunnels. 2. All dimensions are in millimetres. Dimensions from rail running edge are taken at 14mm below top of rail level. 3. 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, and review by, the Network Rail Senior Track Principles Engineer (Gauging) or the Senior Gauging Engineer; and where applicable, the Route Asset Manager (Electrification & Plant). 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, (Piggyback/ GB+), UK1, UK2, W12, W10, W9, W8, W7, W6 and all passenger and locomotive stock.

Rolling stock shown as clear refers to vertical height clearance only. 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. This will be a particular consideration on arched structures.

† Allows for OLE Normal Clearance with full tolerance. ‡ Allows for OLE Normal Clearance with close tolerance. 4. 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, including super-elevation (cant). 5. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. The proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance than shown above [note 3]. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate clearance to OLE equipment can be considered. 6. Permissible infringements in respect of conductor rail equipment, guard and check rails, train stops and structures in the space between tracks are not shown. Refer to Lower Sector Structure Gauge shown in Appendix 1 of GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’. 7. 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. The minimum, distance to the face of any column shall be 2000mm. Refer to GC/RT7014 ‘Infrastructure Requirements at Stations’. 8. (This note intentionally blank). 9. (This note intentionally blank). 10. 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). At distances beyond 2000mm or 3000mm from the platform edge, as applicable, the minimum headroom shall be 2300mm. 11. 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. The minimum lateral dimension is 730mm and is shown for guidance only. Refer to GC/RT5212 ‘Requirements for Defining and Maintaining Clearances’ and GI/RT7016 ‘Interface between Station Platforms, Track and Trains’. 12. Included within the dimension is an allowance for a 700mm wide walkway and 300mm wide cable trough. It may be possible in tight situations to reduce the dimension, but only where alternative access is available, via a route in a position of safety, connecting with the walkways each side of the structure or where the railway operates on a ‘no person’ basis, whereby staff are only allowed on the track when special protection measures are in place. 13. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an allowance made for passing clearance.

Revision 1

Date: March 2010

Sheet 37 of 196

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A.8.1d: Additional Clearances required for Cant and Curvature The clearance dimensions given in the preceding sections are valid for straight and level track only; and allowance must be made for the effects of curvature and cant. The vertical allowance should be taken from Table 2; whilst the horizontal allowance is the sum of the appropriate values from Table 1 and Table 2. More precise values can be derived from a full analysis using ClearRoute or other approved methodology. This analysis must take account of all vehicles using, or likely to use, the particular section of route; where necessary, advice shall be obtained from the Network Rail Senior Track Principles Engineer (Gauging) or the Senior Gauging Engineer. Horizontal

Vertical

Cant

Rail Level

Table 1: Allowance for Overthrow of Rolling Stock on Curves Radius (m) Greater than 5000 (and straight) 2001 - 5000 1501 - 2000 1001 - 1500 751 - 1000 501 - 750 401 - 500 301 - 400 251 - 300 201 - 250 151 - 200 101 - 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 - 20 21 - 30 31 - 40 41 - 50 51 - 60 61 - 70 71 - 80 81 - 90 91 - 100 101 - 110 111 - 120 121 - 130 131 - 140 141 - 150 151 - 160 161 - 170 171 - 180 181 - 190 191 - 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. The lowest rail is taken as rail level. 2. # Added only to dimensions on the inside of a curve (dimensions on the outside of a curve are unaffected).

Revision

Date: March 2010

Sheet 38 of 196

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Track Design Handbook NR/L2/TRK/2049

A.8.2: 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.

1

Clearances Between Trains

1. On new lines, 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. 2. When existing lines are reconstructed or altered, the same minimum clearance of 380 mm shall be provided wherever possible. If such provision is not reasonably practicable, the maximum clearance possible shall be achieved. 3. Where the clearance between kinematic envelopes becomes less than 200 mm, Network Rail will notify Her Majesty’s Railway Inspectorate (HMRI). 4. Where it is proposed that the clearance between kinematic envelopes is likely to be less than 100 mm, Network Rail will seek dispensation from HMRI beforehand.

2

Intervals Between Tracks

1. In all new construction where there are only two tracks, they must be at such spacing as will provide the required clearances as specified in paragraph (1.1) above. (With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track, this equates to an interval of 1965 mm between running edges, normally taken as 1970 mm). 2. 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. In reconstruction of existing railways this extra spacing may be reduced to 900 mm. (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 - normally taken as 3188 and 2883 mm respectively). 3. Sidings: In new works and also in reconstruction of existing railways (except where otherwise approved in cases of special difficulty), the spacing between the centreline of a siding and that of the nearest running line shall be not less than 4300 mm. Where rolling stock examination or shunting operations are likely to be regularly performed in the siding, this dimension shall not be less than 4600 mm. (With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track, this equates to intervals of 2865 and 3165 mm respectively between running edges - normally taken as 2883 and 3188mm respectively). Requirements for intervals between sidings are given on Sheet A.8.9a.

Revision 3

Date: March 2010

Sheet 39 of 196

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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.8.4: Electrical Clearances - 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.

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, H

270 (min)

270 (min)

200 (min)

150 (min)

Depth, K

765

625

505

425

NOTES 1. Column 1 - Normal clearances with full tolerances. 2. Column 2 - Normal clearances with close tolerances. 3. Column 3 - Reduced clearances. 4. Column 4 - Special reduced clearances. 5. All dimensions are in millimetres. 6. Where different load gauges, construction depths or uplifts apply, appropriate adjustments shall be made. 7. Column 1 gives the recommended height for new or reconstructed structures. 8. 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. 9. Where the height of a structure lies between two of the limits shown in the columns above, the additional clearance shall be used to increase electrical clearances before increasing construction depth/uplift tolerances. 10. The dimensions given relate to straight and level track and due allowance must be made for the effects of vertical and horizontal curvature, including cant, in order to maintain the required clearances. 11. For ease of presentation, the track tolerance is shown above the kinematic load gauge rather than below it.

Revision 1

Date: December 1999

Sheet 40 of 196

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Track Design Handbook NR/L2/TRK/2049

A.8.5: Design of Layouts for 25kV Overhead Electrified Lines - 1 NB: Designers are advised to seek specialist advice at the earliest stage of a project. 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, 200 mm desirable, 380 mm maximum.

Toe

L

Y

Type of Switch

Length L = Switch toe to opening position Y Minimum, Y = 150

Desirable, Y = 200

Maximum, 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. All dimensions are in millimetres. 2. If the above criteria cannot be met, discussion with the OLE designer will be required. 3. Continued on sheet A.8.6.

Revision 6

Date: June 2006

Sheet 41 of 196

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A.8.6: Design of Layouts for 25kV Electrified Lines - 2 Having satisfied all permanent way design parameters, the location of S&C, to give desirable mast positions, can be applied as follows:1. A distance of 50 metres is to be applied between the desirable 200 mm running edges opening point for followon switches. 2. Where headspans are to be provided, the 200 mm running edges opening points are to be located in line across, where possible. 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, this should result in no design problems for the overhead wiring. This distance can be reduced but consultation is advised with the OLE designer at this stage.

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, and only adopted after consultation with the OLE designer.

Overhead clearances All bridge, tunnel and awning profiles where lines are to be electrified should be made available to the OLE designer at the earliest possible stage, preferably at 1:20 scale.

Track intervals In designing new multi-track layouts for electrified lines, a track interval of 3800 mm (R.E.s) will provide sufficient clearance for overhead support structures to be erected in that interval.

Revision 1

Date: December 1999

Sheet 42 of 196

Load gauge W5 (static) 1104

855

220

280

23

60

50

155

A

Side ramp

Conductor rail +10

185

76 - 3

50 B

Running rail level

100

280

64 With the exception of approved electric track equipment, 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, B, C and D are to be measured from origin '0' on the railhead centreline. Straight lines are horizontal or vertical as perceived. A: x = -320, y = 86 C: x = -285, y = -115

All dimensions are in millimetres.

B: x = -285, y = 15 D: x = -250, 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.8.7: Relationship of Conductor Rail to Standard Load Gauge

Revision

1350 W6A load gauge (kinematic)

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. See RE/PW general arrangement drawings for standard conductor rail positions. Site specific requirements will be indicated on the relevant conductor rail layout drawing. 2. ’X’ not less than 200 mm between running edges; ‘Y’ not less than 1055 mm between running edges (not less than 915 between outside edges); ‘Z’ not less than 200 mm between conductor rails.

Sheet 44 of 196

3. All dimensions are in millimetres. 4. All possible conductor rail positions are shown; actual requirements for conductor rails shall be indicated on the relevant conductor rail layout drawing. 5. Conductor rail to be installed so that a minimum electrical clearance of 75 mm to other earthed metalwork, including track components, is maintained. 6. At locations where point motors are fitted, the conductor rail shall be terminated with the midpoint of the end ramp level but not beyond the switch tips, and gauged to the faster running line.

Track Design Handbook NR/L2/TRK/2049

Date: June 2008

S w itc h to e s

© Network Rail

Inclined straight planed

A.8.8: Conductor Rail Positioning at Switches

Revision 6

Inclined curved planed

© Network Rail

Track Design Handbook NR/L2/TRK/2049

A.8.9a: Sidings - Layouts and Geometry Requirements GUIDELINES FOR SIDING LAYOUT DESIGN Grouping 1. Sidings are to be arranged, preferably in groups of not more than five. 2. In overhead electrified sidings, a space between the groups of sidings of 5370 mm (running edges) should be provided for the installation of overhead masts.

Length Sidings shall be of sufficient length to accommodate the train intended to use them, plus an allowance for stopping accuracy - normally the length of the train plus 20m. Exceptionally, 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. stabling sidings)

3405

1970

5305

3870

Activities between tracks (i.e. preheating, examination, watering, cleaning, etc.)

4005

2570

5505

4070

Oil fuel sidings (subject to the size of the fuelling equipment)

5405

3970

NOTES 1. Tracks are assumed to be straight. 2. Track gauge is taken as 1435 mm. 3. See sheet A.8.2 for intervals between sidings and running lines.

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. The normal minimum radius on sidings shall be 150 m. The exceptional minimum radius on sidings shall be 125 m. The need for a length of straight track or transition between small radius reverse curves shall be considered, taking into account the following factors: 1. The ability to traverse the curves of vehicles likely to use the sidings; 2. The likelihood of buffer locking; 3. Vehicle coupling designs; 4. 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. The requirements for the alignment of track at buffer stops and arresting devices are set out in GC/RT5033. All new and re-laid sidings, whether straight or curved, shall be designed without cant.

Vertical alignment Where possible, standing or berthing sidings should be on the level. When this is not possible, 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.

Revision 3

Date: June 2008

Sheet 45 of 196

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A.8.9b: Construction of On-Track Plant Calibration Sidings 1 General 1. On Track Plant requires regular calibration of the lining system. The accuracy of the calibration affects the ability of the machine to create an alignment that replicates the design input into the machine. 2. For best results the calibration is adjusted and then tested on straight track while the vehicle is moving. This operation requires a considerable length of straight track. 3. This specification describes the requirements for the construction of new calibration sidings.

2 Construction Specification 1. A calibration siding shall be 150m in length. 2. One rail shall be selected as the reference rail. 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. The machine measurement trolleys shall therefore always be preloaded to this rail. 3. The alignment shall lie between +/- 10mm of a straight line between the sleepers marked as survey points at each end of the siding. The versine measured on a 20m chord will not exceed 5mm. 4. 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. The cross level will be within 3mm of design. The maximum allowable twist is 1 in 1000. Note: This is equivalent to the track geometrical construction tolerances for track with a line speed of up to 125 mph.

3 Construction materials specification 1. New or serviceable CEN56 or CEN60 rail shall be used. 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. Note: For an on-track machine to be calibrated correctly the contact between the reference rail and the machine trolley must be consistent. 2. New or serviceable concrete sleepers, preferably with a nominal design gauge of 1432mm, shall be used and shall be of a uniform type throughout the length of the calibration 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. New pads, insulators and fastenings shall be used. Where serviceable sleepers are used, and a choice of rail pad is available, the more resilient pad shall be used. 4. Ballast shall conform to NR/SP/TRK/006 Track ballast. The minimum ballast depth shall be 150mm measured from the bottom of the sleeper.

4 Survey Points 1. A sleeper shall be selected at each end of the siding to define the straight. 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.

5 Marking 1. At Survey Points the sleeper shall be painted yellow across the fourfoot and marked ‘SP’ in black letters in the centre. 2. 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 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. 3. A sign will be attached in the 4 foot of the track at each end of the calibration siding bearing the words ‘CALIBRATION SIDING. DO NOT TAMP’.

Revision

Date: June 2008

Sheet 46 of 196

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Track Design Handbook NR/L2/TRK/2049

A.8.10: Passing Clearances - 1 Manual rules for calculating passing clearances where safety validated kinematic envelope computer programmes are not available. 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. The clearance dimensions given in Figure 1 are valid for straight and level track only. Due allowance must be made for the effects of end and centre throw on curves, and also of superelevation; also for possible increments in the dimensions of the kinematic envelope. 2. For details of curve overthrows, see sheet A.7.1. 3. For values of end and centre throw on switches, see sheets A.7.2, A.7.3 and A.7.4 for vertical 113A S&C, and sheets A.7.6, A.7.7 and A.7.8. for NR60 inclined S&C. 4. Effect of differing cants on each track: (Notes continued on sheet A.8.11)

3415

Cantrail

X

Y

Figure 2

In Figure 2, the cant on the left hand track is shown as x and that on the right hand track as y. 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⎠

= 2.274 ( X – Y ) NB: If tracks are canted towards each other, cants must be added together.

Revision 1

Date: December 1999

Sheet 47 of 196

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A.8.11: Passing Clearances - 2 NOTES - Continued from sheet A.8.10 5. The kinematic envelope of width 3020 mm, shown in Figure 1 on sheet A.8.10, is appropriate to vehicles constructed to the British Railways C1 Rolling Stock Gauge. These include Mk.1 and Mk.2 coaches and the older Diesel Multiple Units. 6. Modern vehicles have their own characteristics and it is not possible to group them under a single kinematic envelope. The requirements are more onerous than those which satisfy the British Railways C1 Gauge and each case should be examined individually. 7. In the absence of kinematic envelope information, it is permissible to consider the problem using information applying to the static situation. The following tables on sheet A8.12 give the track interval which provides 305 mm passing clearance between static body profiles, after an allowance for end and centre throw, but with no allowance for cant (see Note 4). 8. The vehicles concerned have been grouped into four types as follows: Type A

Classes 150, 309, 313 to 322 incl., 455, 465, 471, 507, 508, Mk. 1 and Mk. 2.

Bogie Centres

14.173 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, 155, 156, 158, 159, 165, 166, 171, 253 and 254 (HST), 323, 331, Mk. 3 and Mk. 4.

Bogie Centres

16. 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.

Bogie Centres

18.70 metres

End Throw

1mm on a 24 200 metre radius curve

Centre Throw

1mm on a 43 710 metre radius curve

Type D

Mk. 5 coach.

Bogie Centres

19. 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.7.1). The values shown in tables 1 and 2 on sheet A.8.12 allow for the worst cases under the following conditions: Column 1 Routes used by Type A only. Column 2 Routes used by Types A and B only. Column 3 Routes used by Types A, B, C and D. Column 4 Routes used by Types A, B and D only.

Revision 1

Date: February 2007

Sheet 48 of 196

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Track Design Handbook NR/L2/TRK/2049

A.8.12: Passing Clearances - 3 Table 1: Sixfoots to be Used for Design Purposes (mm, 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; see note.

2025 2072 2132 2211

* 373 and similar stock, categorised as Type C for these purposes, must be considered as separate cases kinematically and reference should be made to the Network Rail Track Geometry & Gauging NST.

Table 2: Minimum Sixfoots (mm, Running Edges), to achieve 305mm passing clearance between body profiles in the static condition, after allowance for throw. 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.

1801 1813 1828

These values may be used as appropriate at those locations where such track intervals already exist and cannot be sensibly corrected, due to site constraints.

Revision

Date: March 1996

Sheet 49 of 196

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Track Design Handbook NR/L2/TRK/2049

A.8.13: Platform Structure Standards

2380

* * where speeds are > 165km/h

Platform width 2500 3000

*

Headroom 2500*

Overhead structure or hanging sign

Face of nearest structure, 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, building or platform furniture - to be 2000* from platform edges

* + W)

(6000 * + W ) where speeds > 165km/h

ISLAND PLATFORM

NOTES 1. ∗ Indicates a minimum dimension. 2. # Indicates a maximum dimension. 3. All dimensions are in millimetres. 4. For clearances to/from the kinematic envelope, see sheet A.8.1. 5. The back edges of platforms, i.e. non-track faces, are to be fenced to a minimum height of 1500 mm. 6. Longitudinal gradient through platforms to be not steeper than 1 in 500. 7. Ramps at each end of a platform are to be 2000 wide∗ and not steeper than 1 in 8. 8. All dimensions shown are for straight and level track; allowances must be made for the effects of vertical and horizontal curvature, including cant. 9. @ 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.

Revision

Date: March 1996

Sheet 50 of 196

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Track Design Handbook NR/L2/TRK/2049

A.8.14: Platform Alignments and Lengths 1. Group Standard Requirements See GI/RT7016 for the requirements regarding length of platforms, useable widths, and clearances to structures.

2. 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. Station platforms shall not be located on horizontal curves with radii less than 1000 m. Before station platforms are located on curved track, consideration shall be given to the following: a) Train to platform stepping distances, taking the types of train likely to call at the platform into account b) Visibility (either direct, by means of CCTV screens, or by mirrors) along the length of trains for train crew and station staff responsible for dispatching trains.

Vertical track alignment through station platforms Wherever possible, platforms shall be located on track with an average gradient not steeper than 1 in 500. 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. Where platforms are located on gradients steeper than 1 in 500, consideration shall be given to the need for additional arrangements to ensure safety. 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. Where the gradient is not constant, the average gradient shall be measured over the length of any train likely to use the platform in its planned stopping position.

3. Calculation of minimum Platform Length for splitting and joining of trains P=

minimum platform length.

L=

maximum length of train to be accommodated. (L1 + L2) where two separate trains are to be accommodated.

A=

allowance for inaccurate stopping as detailed in Group Standard GI/RT7016, normally taken as 5 metres.

S=

allowance for splitting a train into two portions, both of which will continue forward, taken as 4 metres.

B=

buffer stop allowance taken as 2m, in addition to A, to give the correct stopping position at a point 2 metres from the face of a buffer stop.

D=

This is a negative allowance to be used only in cases of special difficulty. If the driver’s door is not at the end of the coach or locomotive an allowance of -1m may be made. On multiple unit stock only, this allowance may be used at both ends of a platform.

Case 1. Train continuing complete

P=L+A

Case 2. Train terminating and reversing

P=L+A+B

Case 3. Train splitting into two portions, both continuing

P=L+A+S

Case 4. Train splitting into two portions, one reversing

P=L+A+S+B

Case 5. Two trains arriving separately, joining and continuing as one

P = L1 + L2 + A + A

Case 6. Stabled train in platform, second train terminating and reversing (without attaching)

P = L1 + L2 + A + A + B

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A.9.1: Gauge Widening on Plain Line Curves NOTES 1. Track gauge and check rail flangeway dimensions are shown in Network Rail Company Standard NR/SP/TRK/102; Track Construction Standards. 2. Changes in gauge and flangeway widening shall not be steeper than 1 in 400, i.e. 3 mm per 1200 mm nominal, approximating to two sleeper spaces. 3. The outside rail shall be considered as the datum rail for all gauge widening. 4. Check rail gauge, i.e. the dimension from the gauge face of the outside rail to the active face of the check rail, shall be 1391mm. 5. Gauge widening must not be applied to S&C without permission of the Head of Track Engineering at Network Rail HQ.

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A.9.2: Gauge Transition - between CEN60 plain line and 1432mm gauge track When CEN60 plain line, nominal gauge 1438mm, abuts with track of nominal gauge 1432mm, 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). This may be achieved by using 5F40 or 5EF28 sleepers (see Note 2) - or by G44 sleepers configured for CEN56E1 track (see Note 3). 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

3.0m

3.6m

4.5m

6.0m

Number of 1435mm gauge sleepers required

4

5

6

9

NOTES 1. When CEN60 plain line (nominal gauge 1438mm) abuts with track of nominal gauge 1435mm, no special measures are required to control the gauge variation. 2. 5F40 & 5EF28 sleepers have a designed gauge of 1435mm (+/-2mm). 3. G44 sleepers configured for CEN56E1 track have a designed gauge of 1436mm (+2/-1mm). 4. G44 sleepers configured for CEN60E1/E2 track have a designed gauge of 1438mm (+2/-1mm).

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B.1.1: Definitions for Curving Rules CIRCULAR CURVE - a curve of constant radius. TRANSITION CURVE - a curve of constantly varying curvature. It is normally provided between two lateral circular curves of differing radii, or between a lateral circular curve and a straight. If the variation is linear, the transition is in the form of a clothoid, often approximated by a cubic parabola. Non-linear forms are also available. COMPOUND CURVE - a curve formed of two similar flexure circular curves of differing radii, which may be connected by a transition curve. REVERSE CURVE - a curve formed by two circular curves of opposite hand, which may be connected by a transition curve. CANT (superelevation, or crosslevel) - is the vertical difference in height of the two rails of a track measured at the centre lines of the heads of the rails. It is POSITIVE when the outer rail on a curve is elevated above the inner rail, and NEGATIVE when the inner rail on a curve is raised above the outer rail. EQUILIBRIUM SPEED - 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. The vehicle is then said to be in equilibrium. EQUILIBRIUM CANT - is that cant at a particular speed at which the vehicle will have a resultant force perpendicular to the running plane of the rails. CANT DEFICIENCY - is the difference between the applied cant on the track and the equilibrium cant for the vehicle at the particular stated speed. HIGH CANT DEFICIENCY CURVES - are those curves where specific train fleets have permission to run at cant deficiencies in excess of 150 mm. DESIGN SPEED - is the speed in miles per hour for which a stretch of track is to be or has been designed. All speeds are quoted and signed in multiples of 5 mph (e.g. 5, 10, 15, 20, etc.) It should be noted that speeds will normally be governed by curvature and its associated cant, but may also be affected by clearances, signal sighting and other engineering requirements. PERMISSIBLE SPEED - is the highest speed at which conventional trains (i.e. not tilting trains) may traverse a curve with associated transition curves when radius, cant, cant deficiency, cant gradient and rates of change of cant and cant deficiency have all been taken into consideration. The Permissible Speed includes what have previously been referred to as Permanent Speed restrictions (PSRs). All Permissible Speeds are shown in the relevant Sectional Appendix. ENHANCED PERMISSIBLE SPEED - 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. There may be more than one Enhanced Permissible Speed applicable to a given section of line, depending on the characteristics of the particular train fleet. All Enhanced Permissible Speeds are listed in the relevant Sectional Appendix. CANT GRADIENT - indicates the amount by which the designed cant (superelevation or crosslevel) is increased in a given length of track, e.g. 1 in 1200 means that a cant of 1 mm is gained or lost in 1200 mm of track. Cant Gradients should always be flatter than 1 in 400. TWIST- is a cant gradient which is steeper than 1 in 400 and has irregularities imposed on the design cants. 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. RATE OF CHANGE OF CANT OR CANT DEFICIENCY - is the rate at which cant or cant deficiency is increased or decreased, 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. RATE OF ROTATION OF CARBODY - 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. SECTIONAL APPENDIX - All permissible and enhanced permissible speeds are listed in the relevant publication known as the “Sectional Appendix” for a particular route. Any amendments/additions to these must be published in the approved manner.

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B.2.1: Curving Design Values - Cant and Rate of Change of Cant Parameter / Constraints

Normal Design Value

Maximum (or Minimum) Design Value

Exceptional Design Value (where different from Max.)

Cant - existing and upgraded lines

150 mm

150 mm

180 mm (see note 1)

Cant - 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)/1.5

(R-50)/1.5

150 mm

150 mm

0 mm

0 mm

Cant - in Other S&C (with 50 mm FWC)

110 mm

110 mm

Cant - on fixed obtuse crossings

110 mm

110 mm

Negative Cant - on fixed obtuse crossings

0 mm

0 mm

Negative Cant - on the turnout route and adjoining plain line

0 mm

80 mm

Cant (mm) on sharp - i.e. less than 290 m radius - curves (where R is the radius in metres) Cant - in S&C on Concrete with 60 mm FWC Cant - in Complex S&C (see note 5)

Maximum Cant Gradients:0 - 60 mph

1 in 400

1 in 400

65 - 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. Cants in excess of 150 mm will only be permitted where: (a) they existed before 1st July 1999; 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; OR (c) they are specifically approved by the Head of Track Engineering at Network Rail HQ. 2. 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. 3. Bearer rake and baseplate thickness must remain constant through the crossing (see Sheet B.5.1). 4. Minimum transition lengths are necessary to support the manual control of tampers. 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. Complex S&C is as listed in the table on Sheet B.3.11. A maximum design value of 50 mm of cant may be permitted in BV or BVS switches. 6. FWC = The designed minimum Free Wheel Clearance through switches.

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B.2.2: Curving Design Values - Cant Deficiency Parameter / Constraints

Normal Design Value

Maximum (or Minimum) Design Value

Exceptional Design Value (where different from Max.)

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. Applies to passenger type bogie rolling stock with air suspension, maximum 13 tonne axle weight, all seats full. 2. Applies to passenger type bogie rolling stock, light engines and class 140 to 144 trains PROVIDED THAT no spring catch point, level crossing, 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. Differential speeds may be required to limit the speed of freight traffic. 3. Enhanced Permissible Speeds apply to specific trains only. Speeds must be calculated using cant deficiencies which do not exceed the maximum operating cant deficiency of the particular train. All values of cant deficiency in excess of 150 mm must also take into consideration the effects of wind on curves (See GC/RC5521). 4. Cant deficiency above 110 mm in S&C may only be applied when: a) The S&C is NR60, b) the main line radius is flatter than 400 metres, c) high speed flares have been provided on the check rails and on the facing wing rails on crossings installed on the low rail, d) there are no longitudinal bearers, level crossings or direct fastening structures on the approach to or exit from the S&C, e) and the following have been considered and the assessment recorded with the design information: degree of track fixity, any change in cant deficiency on the approach to or exit from the S&C, maintenance regime. 5. The exceptional cant deficiency on the through route of S&C with swing nose crossings is 200 mm. 6. Enhanced Permissible Speeds are not applicable on the turnout route of S&C. 7. On leads which have been designed as ‘split equal’, both routes must be regarded as turnout routes. 8. Complex S&C is as listed in the table on Sheet B.3.11.

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B.2.3: Curving Design Values - Rate of Change of Cant Deficiency Parameter / Constraints

Normal Design Value

Maximum Design Value

Exceptional Design Value (where different from Max.)

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. [See sheets C.2.1, C.2.2, C.2.3 & C.2.4 for Cubic Parabola transitions, sheet C.2.5 for Clothoid transitions and sheets C.2.6 & C.2.7 for Bloss transitions]. Turnout Route of S&C

BS95RBH rail

55 mm/s

55 mm/s

BR109, BS110A, CEN56E1 (BS113A) Flat Bottom rail, 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)

93.33 mm/s (See Note 3)

It is permissible to disregard the rate of change of cant deficiency at the switch toes.

NOTES 1. These figures are maxima. Not all trains may be able to run at these values. 2. These rates should be calculated based on a vehicle which has no tilt lag [i.e. ignoring effects on the leading vehicle(s)]. For transitions where cant deficiency exceeds the value at which maximum tilt occurs, the average rate of change of cant deficiency over the length of a clothoid or cubic parabola transition shall be used. If the transition is of the Bloss form, then 1.5 times the average rate of change of cant deficiency shall be used. 3. Maximum rate of change of cant deficiency of 80 mm/sec. On an NR60 transitioned turnout only, an exceptional value of 93.33 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.

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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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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

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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.

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B.3.3: 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, a minimum length of intermediate straight must be provided. The length of this straight (measured in millimetres between the physical switch toes) for a given speed, must be no less than the Exceptional Design Values set out below, wherever possible the Desirable/Unconstrained Values should be used - and further increased, where practicable, to accommodate standard rail lengths. These figures allow for tilting train technology. .

Speed in mph

Desirable / Unconstrained

Normal Design Value

Exceptional Design Value

15

7510

4828.*

3152.*

20

10 014

6437.#

4202.*

25

12 517

8047.#

5253.*

30

15 021

9656.#

6303.#

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.

For desirable toe to toe distances on New Works see sheet J.2.1 paragraph 4.

2. * Using Standard 3070 mm stock rail fronts the toe to toe distance is 6140 mm. 3. # Using Standard 3070 mm stock rail fronts with a minimum (4500 mm) length between, the toe to toe distance is 10 640 mm. 4. Closure rails between the stock rail fronts should be rounded up to a standard rail length (see sheet D.2.6). 5. Minimum distances between toes derived from time intervals:Desirable / Unconstrained based upon 1.12 secs; Normal Design based upon 0.72 secs (< 43 mph), 0.8 secs (44 - 62 mph) and 1.01 secs (> 62 mph); and Exceptional based upon 0.47 secs (< 62 mph) and 0.63 secs (> 63 mph).

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B.3.4: Principle of Virtual Transition The determination of maximum permissible speeds on curves without transitions involves the concept of a virtual transition. Consider a coaching vehicle, having bogie centres C1 and C2, B metres apart, travelling at a uniform speed V km/h, from the straight on to a circular curve of radius R which is tangential to the straight at TP (see diagram).

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. Here the motion of the vehicle begins to change as it passes on to the curve, and the vehicle gradually acquires angular velocity. The change continues until the bogie centre C2 reaches TP, after which the vehicle moves round the curve with uniform angular velocity. The change of motion of the vehicle from straight to curve conditions takes place in a distance of B metres. The length B may therefore be considered as a virtual transition. The value of B to be used is 12.2 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 12.2m bogie centres) passenger rolling stock should be used in speed calculations. The value of 12.2m should not however be relaxed for vehicles with a longer wheelbase as the lateral thrust on track components becomes excessive. Deficiency of cant is considered as being gained in the length of the virtual transition, commencing on the straight 6.1m before TP, and terminating on the curve 6.1m beyond TP. Cant will normally be gained in the same length in a similar manner, but the cant gradient must not be steeper than the values shown in Sheet B.2.1. The run-up must be extended as necessary, or alternatively the cant must be suitably reduced so as not to exceed this gradient. The above principles also apply to instantaneous changes of radius without transition between, either similar flexure or indeed reverse curves. To check the rates of change of cant deficiency at the virtual transition, the deficiency on each curve R1 and R2 at the stated speed V must first be calculated. 2

2

11.82V 11.82V - and D2 = ---------------------then: D1 = --------------------R R 1

2

Then the rate of change of cant deficiency over the virtual transition is given by dD -------- = 0.02277 V (D1 -D2), where R1 is sharper than R2; dt

Note that for reverse curves, D1 must be added to D2.

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B.3.5: Compound Curves, 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 --------------------------------------------------------------3.6 ( rate of change of E )

OR

L=

( D 1 – D 2 )V max --------------------------------------------------------------3.6 ( rate of change of D )

Where a) E1 and E2 represent the cant applied to curves 1 and 2 respectively in mm. b) D1 and D2 represent the deficiency of cant on curves 1 and 2 respectively in mm. c) Vmax is the maximum permissible speed in km/h. The longest transition will therefore be obtained when E = D. Using the desirable rate of change of 35mm/sec, these equations become: L = 0.0079365(E1 - E2) Vmax

OR

L = 0.0079365(D1 - D2) Vmax

Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (Lmin) becomes: Lmin = 0.0050505(E1 - E2)Vmax

OR

Lmin = 0.0050505(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. Using the same abbreviations as shown above, the length of the transition, L, is obtained from the GREATER length of: ( E + E )V

1 2 max L = --------------------------------------------------------------3.6 ( rate of change of E )

OR

L=

( D 1 + D 2 )V max --------------------------------------------------------------3.6 ( rate of change of D )

Using the desirable rate of change of 35mm/sec, these equations become: L = 0.0079365(E1 + E2) Vmax

OR

L = 0.0079365(D1 + D2) Vmax

Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (Lmin) becomes: Lmin = 0.0050505(E1 + E2)Vmax

Revision 2

OR

Lmin = 0.0050505(D1 + D2)Vmax

Date: June 2001

Sheet 64 of 196

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Track Design Handbook NR/L2/TRK/2049

B.3.6: Transition Lengths in Relation to Speed, Cant & Deficiency For the form of transition curves, see Sheets C.2.1 to C.2.7 inclusive. Versines should be taken on overlapping chords and curves adjusted by the Hallade or other similar method. If the half-chords are measured out along the track and not the baseline, the resultant realignment will be a clothoid spiral.

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. The versine at HC 1 should be one-sixth of the versine at HC 2, and similarly at the other end of the transition - in the example shown above, the versine at HC 5 will be reduced by one-sixth of the difference between versines at HC 6 and HC 4. The length of the transition (L) is obtained from the GREATER length of: E × V max --------------------------------------------------------------3.6 ( rate of change of E )

OR

D × V max --------------------------------------------------------------3.6 ( rate of change of D )

where E = applied cant in mm, D = deficiency of cant in mm, Vmax = maximum permissible speed in km/h, and rate of change is measured in mm/sec. Hence also, the longest transition is obtained when E = D. Using the desirable rate of change of 35mm/sec, these equations become: L = 0.0079365 E. Vmax

OR

L = 0.0079365 D. Vmax

Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (Lmin) becomes: L = 0.0050505 E. Vmax

OR

L = 0.0050505 D. Vmax

It should be noted that the equation (Lmin = 0.0050505 E.Vmax) only applies to speeds equal to or greater than 50mph (80km/h). Below this figure, the minimum cant gradient of 1 in 400 is the critical factor, and L is obtained from: Lmin = 0.4 E Where the calculated minimum length of transition is unobtainable due to site conditions, 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. 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.

Revision 3

Date: March 2010

Sheet 65 of 196

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Track Design Handbook NR/L2/TRK/2049

B.3.7: Speeds Through Turnouts with Track Reversing To Parallel Main - 1 B

Parallel m ain line

Q

P S R A Basis of design The designs are based on point A, being the running edge of the heel end of the cast monobloc crossing manufactured to leg lengths as shown on Sheets E.6.1 and E.6.2. The angle at B is also the crossing angle, and the space S is dependent on the length of the crossing leg and whether the reverse is to 1970 or 3188 spacing. The speeds used equate to those for the transitioned turnouts detailed on sheet A.3.1.

Explanation of tabulated data (Sheets B.3.8, B.3.9) Table 1 shown on Sheet B.3.8 gives the radius and transition lengths when no length of straight is introduced from point A, i.e. 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). These figures are used again for the 3188 space, and the resulting length of straight along the turnout rail from point A is shown. Table 2 on shown Sheet B.3.8 gives the minimum overall length by allowing cant deficiency to reach 90 mm where possible, and minimum length (55mm/sec) transitions are used. This design results in a length of straight at point A before the transition commences. In most cases, there is no actual circular curve radius - the two transitions meet each other. All dimensions are in millimetres.

Revision 1

Date: December 1999

Sheet 66 of 196

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Track Design Handbook NR/L2/TRK/2049

B.3.8: Speeds Through Turnouts with Track Reversing to Parallel Main - 2 NOTES 1. Tables on this page apply to CEN56E1 Vertical S&C. 2. For diagrams and notes regarding designs, see sheet B.3.7.

Table 1 Crossing Angle 1 in

Design Speed km/h

Crossing Leg Length Nose - End

Radius R

Transition Length

1970 space Lead PQ

9.25 10 10.75 13 15 18.5 21 24 28 32.365 45.75

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 - end

Radius R

Transition Length

9.25

32

3397

134 515

10

34

3095

10.75

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

18.5

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

32.365

112

5341

1 647 558

50 906

7007

108 790

46 437

148 201

45.75

151

14 649

3 066 457

67 026

8459

142 494

64 189

198 211

Revision 1

Date: December 1999

Sheet 67 of 196

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Track Design Handbook NR/L2/TRK/2049

B.3.10: 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, a minimum length of intermediate straight must be provided. The length of this straight (measured in millimetres between the physical switch toes) for a given speed, must be no less than the Exceptional Design Values set out below, wherever possible the Desirable/Unconstrained Values should be used - and further increased, where practicable, to accommodate standard rail lengths. These figures allow for tilting train technology. Speed in mph

Desirable / Unconstrained

Normal Design Value

Exceptional Design Value

15

7242

4828.*

3152 *

20

9656

6437.#

4202 *

25

12 070

8047.#

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.

For desirable toe to toe distances on New Works see sheet J.2.1 paragraph 4.

2. * Using Standard 2670 mm stock rail fronts the toe to toe distance is 5340 mm. 3. # Using Standard 2670 mm stock rail fronts with a minimum (4500 mm) length between, the toe to toe distance is 9840 mm. 4. Closure rails between the stock rail fronts should be rounded up to a standard rail length (see sheet D.2.6). 5. Minimum distances between toes derived from time intervals:Desirable / Unconstrained based upon 1.08 secs; Normal Design based upon 0.72 secs (< 43 mph), 0.8 secs (44 - 62 mph) and 1.01 secs (> 62 mph); and Exceptional based upon 0.47 secs (< 62 mph) and 0.63 secs (> 63 mph).

Revision 7

Date: March 2010

Sheet 68 of 196

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Track Design Handbook NR/L2/TRK/2049

B.3.11: 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, 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. 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.

Revision

Date: February 2007

Sheet 69 of 196

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Track Design Handbook NR/L2/TRK/2049

B.4.1: Vertical Curves 1. The design of vertical curves shall take into account the types of vehicle likely to use the line, clearances to the underside of the vehicle and to structures over the track. Design values of vertical acceleration: Normal

2.25%g

Maximum for a hollow

3.25%g

Maximum for a hump

4.25%g

Exceptional

6.00%g

2. 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. 3. 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. Vertical curves should at least be 20m long These should be a length of 30m nominal (0m exceptional, providing radius >= 1000m) constant gradient between curves V

2

5. 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 2.25 % g - N orm al

18

3.25 % g - H ollow

Vertical Curve in km

16

4.25 % g - H um p 6.00 % 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

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Track Design Handbook NR/L2/TRK/2049

B.4.2: Vertical Curves Formulae Assumptions

L L /2

1. In the diagram, the design extends from TP1 (A) toward TP2 (K).

A (TP 1)

2. Due to long horizontal lengths compared with vertical differences, length L is presumed to be equal to AD, ABK, ACK and AIK.

D

B -G 1% y l1

3. The curve has equal length either side of the intersection point IP, i.e. L/2 is regarded as equal to AC, CK, AI and IK.

y1

C

E

y2

l2

K (TP

G +G 2%

y H l

4. The curve bisects BI at C, thus CI = y (the centre offset).

θ

F

5. All distances along the curve are considered to be horizontal and all offsets are considered to be vertical. 6. All gradients are expressed in percentages, thus 1 in 200 equals 0.5%. Down gradients are considered to be negative and all up gradients positive.

J

7. Offsets from each gradient are equal at equal distances each side of the intersection point, e.g. y1 = GH, y2 = EF.

8. As BI = 2y so KJ = 4y.

Formulae G l 100

1. Grade level

1 1 = (Level at A) + -----------

2. Offset y

Gl = -----------where G = (G1 - G2) 200L

3. Curve level

= grade level - offset

4. Maximum height of curve

1 = -------------------------------- where Ah = level at A

5. Chainage of maximum height

=

2

2

Ah + ( G ) L 200G LG ----------1G

y y

l

2

1 6. Offsets are proportional to the square of the distance from A, i.e. -----1 = -----------2

7. Radius R

⎛L ---⎞ ⎝ 2⎠

100L = -----------G

8. Tamper correction value = R - R2 – T 2

where R is the radius in metres and T is either 4, 8 or 12 m.

NOTES 1. For details of vertical curve to be used, see sheet B.4.1. 2. The tamper correction value is to be applied as:• negative adjustment on sag curves or • positive adjustment on a hog curve.

Revision 2

Date: March 2010

Sheet 71 of 196

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Track Design Handbook NR/L2/TRK/2049

B.4.3: 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. Similarly, if a limiting value of equivalent gradient, together with permitted speed, track type and radius of curvature of the track is known, a value for the actual gradient to achieve equivalent resistance can be deduced. 1. Establish criteria The radius of the curve in metres = R Calculate gradient as a percentage (e.g. 1 in 200 = 0.5%) = G 2. Find the degree of curvature, expressed in degrees = D, where D = 2 sin-1 15.24 --------------R

3. Determine “compensation” or increment to gradient due to curvature = P Track Type

CWR

CWR

Jointed

Jointed

Jointed

Degree of curvature, D Compensation factor speed < 30mph(P) Compensation factor speed > 30mph(P)

R2 in place of R in the transition formula.

a) Transition from R2 to R1 R2

Transition centreline

α R1

P

S

l3 l

2 6REL l

1. R1 > R2.

L

2R1

2. 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, i.e. 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

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Track Design Handbook NR/L2/TRK/2049

C.2.3: Transition Curves - 3 b) Transition from R1 to R2

Transition centreline.

R2 β

S

R1 P

) 2l - 2R L l) RE l(3 - R2 L E R 3(2 ) R2l

EL l) l(3R - R2 EL R 2 3(

1. R1 > R2. 2. 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, i.e. 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

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Track Design Handbook NR/L2/TRK/2049

C.2.4: Transition Curves - 4 4

Reverse Curves

In railway work, 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

≈

, co mm

(R + R )

2

and A ≈

2 L ( R 1 + R 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.

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.]

[approx.]

R2

S1

L 2

Reverse transitions must have a constant rate of change of curvature. Cants, when rounded off, may not necessarily give a constant rate of change of cant but, ideally, levels should be set out as shown in the diagram below. Refer to sheet C.2.1 for details of the form of the transition curve used.

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 . cu

Cant E 1

Cant E 2 LOW RAIL

Lift =

Revision

Date: March 1996

E1E2 E 1 + E2

Sheet 86 of 196

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Track Design Handbook NR/L2/TRK/2049

C.2.5: Transition Curves - 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. ‘L’ is the total length of the transition measured along the spiral.

φ

2

90L l - radians = ---------- degrees. = ----------

πR

2RL 2

4

L L S = ----------- − --------------------3 24R

2668R

5

l X = l − --------------------2

40 ( RL )

3

L L C = --- − ----------------22

240R

3

7

l l Y = ----------- − ------------------------3

6RL

336 ( RL )

This form of transition is used in the NR60 design of switches as shown on sheets A.1.2 & A.3.3 This form of transition is also used in normal Hallade curve realignment work.

Revision 2

Date: June 2006

Sheet 87 of 196

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Track Design Handbook NR/L2/TRK/2049

C.2.6: Transition Curves - 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, as compared with the second differential for a clothoid spiral. The general equation to the curve is: y=

5 1 ⎛ l4 l ⎞ ---- ⎜ --------– ------------3-⎟ R⎝ 2 4L 10L ⎠

⎛

4 l ⎞

3

1 l Hence the slope of the curve, β, at any point is given by: tan β = ---- ⎜ -----2- – ---------3⎟ R⎝L

2L ⎠

L With the special case of the slope at the heel of the transition, α, being given by: tan α = --------

2R

l ⎞ 1 ⎛ 3l 2 The local curvature (reciprocal of radius) at any point is given by: ---⎟ - ⎜ -------- – ------3 2 2

R⎝ L

2

L Shift on transition, S = -----------

L ⎠

3 2 2 c ⎛ 3 l 2 l -⎞ -------- ⎜ -------- – ------⎟ 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

0.3L l

l L/2

L/2

Revision 1

r ve

6S

S

la

u rc

Date: March 2010

Sheet 88 of 196

0.001

7 Key

5

0.0008 0.0007

0.0005 3

0.0004 0.0003

2

0.0002

Curvature in 1/metre

0.0006

4

1 0.0001 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

0.0009

Offset, Bloss Offset, cubic parabola Curvature, Bloss Curvature, cubic parabola

6

© Network Rail

C.2.7: Transition Curves - 7

Revision

The graph below illustrates the comparison of the Bloss transition with the cubic parabola

© Network Rail

Track Design Handbook NR/L2/TRK/2049

C.3.1: CEN56E1 Vertical - Centreline Setting Out for S&C Crossing angle 1 in ~

Deg. Min. Sec.

Decimal degrees

Radians

Nose to IP a (mm)

Intersection of centrelines to IP b (mm)

4 4.5 4.75 5 5.5 6 6.5 7 7.5 8 9.25 10 10.75 12.75 13 15 16 17.615 18.5 21 21.829 24 28 32.365 45.75

14° 15′ 00.12″ 12° 40′ 49.38″ 12° 01′ 04.84″ 11° 25′ 16.27″ 10° 23′ 19.89″ 09° 31′ 38.22″ 08° 47′ 50.68″ 08° 10′ 16.44″ 07° 37′ 41.34″ 07° 09′ 09.61″ 06° 11′ 17.22″ 05° 43′ 29.32″ 05° 19′ 33.61″ 04° 29′ 29.35″ 04° 24′ 18.71″ 03° 49′ 05.90″ 03° 34′ 47.36″ 03° 15′ 06.47″ 03° 05′ 46.74″ 02° 43′ 40.28″ 02° 37′ 27.47″ 02° 23′ 13.12″ 02° 02′ 45.82″ 01° 46′ 12.58″ 01° 15′ 08.34″

14.25003270 12.68038349 12.01801191 11.42118627 10.38885782 9.52728338 8.79741071 8.17123356 7.62814967 7.15266875 6.18811612 5.72481045 5.32600153 4.49148513 4.40519632 3.81830487 3.57982122 3.25179672 3.09631540 2.72785506 2.62429624 2.38697885 2.04606038 1.77015980 1.25231691

0.24870999 0.22131444 0.20975388 0.19933730 0.18131978 0.16628246 0.15354378 0.14261493 0.13313633 0.12483762 0.10800300 0.09991679 0.09295626 0.07839120 0.07688518 0.06664199 0.06247967 0.05675456 0.05404090 0.04761005 0.04580261 0.04166064 0.03571049 0.03089512 0.02185705

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. Crossing angles shown are for CEN56E1 Vertical S & C design, at 1432mm gauge. 2. See Sheet C.3.2 for NR60 Inclined S & C design 3. The use of the last column requires the main line to be straight, and assumes that the centreline of the branch line is parallel at the common crossing intersection point (I.P.). 4. For details of turnout lead lengths, and toe to IP, see sheet A.2.1 and A.3.1. 5. N/A - not applicable - swing nose required.

Revision 1

Date: December 1999

Sheet 90 of 196

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Track Design Handbook NR/L2/TRK/2049

C.3.2: NR60 Inclined - Centreline Setting Out for S &C Crossing angle 1 in ~

Deg. Min. Sec.

Decimal degrees

Radians

Nose to IP a (mm)

Intersection of centrelines to IP b (mm)

7.5 8.25 9.5 11 12.5 13.5 15.75 17.25 20.25 21.5 23.5 27 31.25 33.5

07° 37′ 41.34″ 06° 56′ 11.25″ 06° 01′ 32.07″ 05° 12′ 18.45″ 04° 34′ 52.39″ 04° 14′ 31.89″ 03° 38′ 11.78″ 03° 19′ 14.03″ 02° 49′ 43.85″ 02° 39′ 51.98″ 02° 26′ 15.90″ 02° 07′ 18.56″ 01° 49′ 59.91″ 01° 42′ 36.70″

7.6281497 6.9364585 6.0255750 5.2051244 4.5812200 4.2421927 3.6366059 3.3205647 2.8288464 2.6644397 2.4377504 2.1218233 1.8333085 1.7101947

0.1331363 0.1210640 0.1051661 0.0908465 0.0799573 0.0740402 0.0634707 0.0579547 0.0493727 0.0465032 0.0425467 0.0370328 0.0319972 0.0298485

120 132 152 176 200 216 252 276 324 344 376 432 500 502.5*

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. Crossing angles shown are for NR60 inclined S&C design, at 1435mm gauge. 2. See sheet C.3.1 for CEN56E1 Vertical design. 3. The use of the last column requires the main line to be straight, and assumes that the centreline of the branch line is parallel at the common crossing intersection point (I.P.). 4. For details of turnout lead lengths, and toe to IP, see sheets A.2.3, A.3.4 and A.3.3. 5. * Nose of 1 in 33.5 crossing extended to 15mm point, this dimension would have been 536 if the nose were at 16mm point - as per all other crossing angles.

Revision 5

Date: February 2007

Sheet 91 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.1.1: 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, UIC60B, Zu l-60

RE/PW/902

CEN56E1

BS113A

RE/PW/792

CEN54E1A1

A69, UIC54B, Zu UIC 54B

RE/PW/800

CEN33C1

U69, UIC33, R1 1-60

RE/PW/862

BS95RBH

95RBS, 95 lb RBS BH

RE/PW/549

Date: March 2010

Sheet 92 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.2.6: Standard Rail Lengths CEN56E1 (BS113A) 260 (Grade A)

60E2 (or CEN60E1) 260 (Grade A)

9.144 10.973 12.192 13.716 13.860 16.270 18.000 18.288 (60 ft) 19.000 # 20.000 # 20.500 # 21.000 # 22.710 23.395 27.665 # 36.000 108.000 216.000 *

9.144 10.793 12.000 # 13.716 13.860 16.000 # 16.270 18.000 18.288 (60 ft) 19.000 21.450 # 22.710 26.000 # 27.000 # 29.250 36.000 108.000 216.000 *

BS95RBH 260 (Grade A)

CEN33C1 260 (Grade A)

75FB (150 lb/yd) Conductor Rail [BS7865:1997]

9.144 12.192 # 13.716 # 13.860 # 18.288 (60 ft)

12.500 # 18.288 (60 ft) 15.000 #

18.288 (60 ft) 91.440 * 182.880 *

NOTES 1. Lengths marked thus # are less commonly ordered than others. 2. 60 ft Rails can be ordered as undrilled, or drilled both ends for fishing. All other rails will be undrilled. 3. All metric dimensions are in metres. 4. Lengths marked thus * are not rolled at lengths shown, but are (flash butt) welded up to these lengths.

Revision 4

Date: March 2010

Sheet 93 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.4.1a: Rail Pads, Clips and Insulators - 1a Insulators Sleeper / Bearer Type

F7, 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.

MTCE.

3A

3A

3A

3A

4A

4A

4A

4A

Cat. No. 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 (5.5 mm) or 4A (7.5 mm)

3A

3A (5.5 mm) or 4A (7.5 mm)

113A 110A

Nylon (Orange)

48424

5

5 (10.5 mm) or 4A+2 (13 mm)

5

5 (10.5 mm) or 4A+2 (13 mm)

109 98

Nylon (Blue)

48423

5

5 (10.5 mm) or 4A+2 (13 mm)

5

5 (10.5 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 (5.5 mm) or 4A (7.5 mm)

3A

3A (5.5 mm) or 4A (7.5 mm)

4A (7.5 mm) or 5 (10.5 mm)

4A

4A (7.5 mm) or 5 (10.5 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, 6A or 20

4A

4A (7.5 mm) or 5 (10.5 mm)

4A

4A (7.5mm) or 5 (10.5mm)

3A

3A (5.5 mm) or 4A (7.5 mm)

3A

3A (5.5 mm) or 4A (7.5 mm)

4A

4A (7.5 mm) or 5 (10.5 mm)

4A

4A (7.5 mm) or 5 (10.5 mm)

7

7 (5.5 mm) or 8 or 9 (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 4B, 8 or 9 (7.5 mm)

48436

109 98

Nylon (Blue)

48423

8 or 9

8 or 9 (7.5 mm) or 10 or 11 (10.5 mm)

113A 110A

GRN (Blue)

48027

10, 11 or 12

10, 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) or 4B, 8 or 9 (7.5 mm)

2 or 7

2 or 7 (5.5 mm) or 4B, 8 or 9 (7.5 mm)

109 98

Nylon (Blue)

48423

4B or 9

4B (7.5 mm) or 10 (10.5 mm)

4B or 9

4B (7.5 mm) or 10 (10.5 mm)

113A 110A 109 98

Composite (Branded 1575)

48420

2 or 7

2 or 7 (5.5 mm) or 4B, 8 or 9 (7.5 mm)

2 or 7

2 or 7 (5.5 mm) or 4B, 8 or 9 (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.

3A

CS3

F40, 5F40

-

INST.

48437

113A 110A

F23, F23A, F23B, F23D, F24, F24A, F24/1, F24BS, F24A/1, F24A/1CP, F24/4R, EF25, F27, F27P, F27S, F27AS, F27BS, EF28, EF29, EF32, EF33, EF28S, EF29S, EF32S, EF33S, F34S, CC 226 F35

None

Clips

90 m.p.h. and below

Composite (Branded 2549)

F16 RNB

F19 SHC

Type

Above 90 m.p.h.

113A 110A 109 98

113A 110A

F16 Conversion of former RNB fastenings

Rail Seat Pad Type Cat. No. 57/-

4B

4B (7.5 mm) or 5 (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, CP CP LH LH, CP

[Table continued on next page] For notes, see Sheet D.4.2.

Revision 2

Date: March 2010

Sheet 94 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.4.1b: Rail Pads, Clips and Insulators - 1b Insulators

Rail Seat Pad Type

Clips

Sleeper / Bearer Type

Rail Section

Type

Cat. No. 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. [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

14.4 mm gauge, 19.9 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, 19.9 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.p.h. INST.

MTCE.

90 m.p.h. and below

Notes

Type

Cat. No. 57/-

PR401A PR401A PR402A PR402A

48239 48253 48243 48234

CP LH LH, CP

22 (note 7)

eP20129 eP20129 eP20130 eP20130

48236 48308 48252 48309

CP LH LH, 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, CP

48248 48045

CP

INST.

MTCE.

5.5 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, see Sheet D.4.2.

Revision

Date: March 2010

Sheet 95 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.4.2: Rail Pads, Clips and Insulators - 2 Insulators Baseplate Type

Rail Section

Type

Rail Seat Pad Type

Cat No. 57/-

Above 90 m.p.h. INST.

MTCE.

Clips

90 m.p.h. and below INST.

Cat. No. 57/-

PR427A PR427A PR428A PR428A

48245 48242 48244 48249

CP LH LH, CP

PR401A PR401A PR402A

48239 48253 48243

CP LH

MTCE.

113A / 110A

-

-

3A

3A

3A

3A

109 / 98

-

-

4C

4C

4C

4C

PAN 2, PAN 4, PAN 4A, PAN 5

113A / 110A

-

-

Nil

Nil

Nil

Nil

109/98

-

-

1

1

1

1

PAN 7, PAN 8, PAN 10, HO PAN

113A / 110A

-

-

Nil

Nil

Nil

Nil

109/98

-

-

1

1

1

1

PAN 6, PAN 9, PAN 9J, PAN 11, PAN 12, ASP, V4N

113A / 110A

-

-

3A

3A or 4C

3A

3A or 4C

PAN 1, PAN 3

Notes

Type

109/98

-

-

4C

4C or 5

4C

4C or 5

V, L PAN 6, PAN M6, PAN L6, LGN, LR6

113A / 110A

-

-

3A

3A

3A

3A

CV

113A / 110A

-

-

3B

3B

3B

3B

RCV, 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. Blue - Gall Severe White - 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, CP

ASP, VASP 3rd Rail Insulators types 140, 120, 100

-

LH

CP LH

VC

113A / 110A

VD

113A / 110A

-

-

2 x 3B

NRS1, 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, 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. If the rail seat is worn, use type 1 instead of Nil; Type 3A instead of Type 1 (baseplates only); Type 4A instead of Type 3A; Type 4C instead of type 2A; Type 5 instead of type 4A. 2. 98 lb. and 109 lb. FB rail must not be used in conjunction with concrete S&C bearers. F40 concrete sleepers not suitable for 98 lb. FB rail. 3. Pimpled or Dimpled pads must NOT be used in tunnels or level crossings. 4. e series clips must NOT be used in grey (Flake Graphite) cast iron baseplates. 5. Pads 3A and 4C are for baseplates up to 205 mm wide. 6. For details of pad types see sheet D 4.3. 7. NR60 S&C: Schwihag slide and check rail baseplates use 5.5mm EVA rail pads. Between cast crossing and baseplates use 10.5mm RBC ‘rail’ pad. Elsewhere use 10.5mm Studded Rubber. 8. BS113A and CEN56E1 rail sections are fully interchangeable.

Revision 3

Date: March 2010

Sheet 96 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.4.3: Rail Pads, Clips and Insulators - 3 Rail Seat Pad Types Code

Rail Seat Pad Type

Cat no. 57/-

Code

Rail Seat Pad Type

Cat no. 57/-

1

2.5 mm Lipped EVA (220 X 140)

48476

12

10.5 mm ‘H’ Rubber (Pandrol)

48028

2

5.5 mm ‘H’ EVA

48521

13

1.5 mm RBC

48017

3A

5.5 mm Lipped EVA (260 x 140)

48093

14

1.5 mm RBC (Height adjustment)

48730

3B

5.5 mm Lipped EVA (260 x 250)

48178

15

1.5 mm RBC (Height adjustment)

48731

3C

5.5 mm Lipped EVA (260 wide strip)

48449

16

10.5 mm RBC (150 x 2000)

3D

5.5 mm Lipped EVA (220 x 140)

48094

17

10.5 mm Rubber (150 x 2000)

4A

7.5 mm Lipped EVA

48095

18

FC16 9.3/8” x 5.7/8” x 3/16” (pad under conductor rail insulator)

49152

4B

7.5 mm ‘H’ EVA

48086

19

5.5 mm ‘+’ EVA (for SHC)

48493

4C

7.5 mm Lipped EVA (220 x 140)

48089

20

7.5 mm ‘+’ EVA (for SHC)

48499

5

10.5 mm Lipped EVA

48096

21

10.5mm ‘H’ Rubber (Pandrol 5197)

48088

6

5.5 mm ‘+’ Rubber (for SHC)

48092

22

10.5mm ‘H’ Rubber (Pandrol 9328)

48293

6A

7.5 mm ‘+’ Rubber (for SHC)

48492

23

10.5mm ‘H’ Rubber (Pandrol 6650)

48271

7

5.5 mm ‘H’ Rubber

48091

24

10.5mm ‘H’ Rubber (Pandrol 8854)

48254

8

7.5 mm ‘H’ RBC

48267

25

10.5mm ‘H’ Rubber (Pandrol 7031)

48613

9

7.5 mm ‘H’ Rubber

48269

26

10.5mm for Vossloh W14 with CEN56E1 Rail

48682

10

10.5 mm ‘H’ RBC

48029

27

10.5mm for Vossloh W14 with CEN60E1/E2 Rail

48683

11

10.5 mm ‘H’ Rubber

48268

Attenuation types: EVA (Ethyl Vinyl Acetate) = Type C, Rubber = Type B, RBC (Rubber Bonded Cork) = Type A.

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

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.5.1: Standard Timber Lengths AVAILABLE TIMBER LENGTHS FOR SWITCH AND CROSSING WORK LENGTH (mm)

Catalogue No. 57/-

LENGTH (mm)

Catalogue No. 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. * 2450 length may also be cut from 2600 if required.

Revision

Date: March 1996

Sheet 98 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.5.3: 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 diagrams show typical timber bearer extensions for point motors. The responsible Network Rail Signal Engineer may require particular alterations. 2. Switches fitted with Rail Clamp Point Lock (RCPL) mechanisms will not normally require extended bearers at the toe. 3. (a) (b) (c)

(d)

Revision 2

These bearers may be extended in the opposite direction by agreement. 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, i.e. 250 mm longer than the timber equivalent. Similarly, where a 3800 mm timber is required, the concrete equivalent will be 4050 mm.

Date: March 2010

Sheet 99 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.6.1: 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.

Type and description 4-hole Mk. 3 kits, complete with locking pins and end post 4-hole Mk. 3 semi-encapsulated fishplates complete with 11/8 ″ bolts, nuts, washers & end post 6-hole semi-encapsulated fishplates complete with locking pins and end post 6-hole Mk. 3 semi-encapsulated fishplates complete with 11/8 ″ bolts, nuts, washers & end post

0057/053867 98lb / 98 lb

Insulated fishplate kits complete with 11/8 ″ bolts, nuts, washers and end post

0057/053830 95lb / 95lb

Insulated fishplate kits complete with 11/8 ″ bolts, nuts, washers and end post

0057/053860 95lb / 95lb

Insulated fishplate kits complete with 11/8 ″ bolts, nuts, washers and end post. (Skirted type)

0057/053871 109/110A/CEN56E1 to 109/110A/CEN56E1

Insulated fishplate kits complete with 11/8 ″ bolts, nuts, washers and end post

0057/053982 CEN56E1 / CEN56E1

Double block joint insulated fishplate complete with 11/8 ″ bolts, nuts, 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.

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.

Revision 2

Date: March 2010

Sheet 100 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.6.2: Positioning of Insulated Rail Joints - 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.

Insulated joint (IRJ or IBJ). Insulated joint (IRJ or IBJ) at a track circuit boundary.

T

Key to dimensions shown in the figure. a b c d

e f l s

Signal to replacement IRJ: 5 metres in new or altered track layout; 0 - 20 m in existing track layouts. IRJ to facing point of toes: 20 metres minimum wherever possible. Clearance for vehicle overhang: To be 4.88 metres minimum from fouling point to IRJ. Distance between the inner joints of staggered pairs: To be 11 metres minimum, if both pairs are staggered by less than 1.6 metres; if either pair is staggered by 1.6 metres or more, d must be not less than 18.3m. Distance between staggered pair and joint at end of track circuit. To be 18.3 metres minimum. Fouling point: 1.97 metres between running edges. Minimum effective length of track circuit: To be 18.3 metres minimum. Stagger - must not exceed the following dimensions: 2.6 metres in non-electrified areas. 2.6 metres in electrified areas if the traction current return rails overlap. 2.1 metres in electrified areas if the insulated rails overlap. 1.7 metres on the Isle of Wight line.

NOTES 1. For further detail see Network Rail Company Standard NR/SP/SIG/11752 - Train Detection. 2. Although axle counters are becoming more common, track circuits (with associated IRJs) remain as the standard means of detecting trains in S&C - particularly in complex S&C.

Revision 1

Date: March 2010

Sheet 101 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.7.1: Trap Points and Vehicle Retardation Unless other arrangements are in place which fulfil the same purpose, trap points are required to protect passenger lines from unauthorised train movements from: • • • •

Freight-only lines and sidings; 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; Passenger loops, bay and loop platform lines; Converging freight-only lines where the consequence of an overrun might foul a passenger line.

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, which will enable the vehicle running through the points to be deflected away from the passenger line being protected. In situations where the trap is close to the fouling point of the main line, the turnout rails should be further extended to enable the derailed vehicle to be guided away from the running line. In some situations a full lead may be required. The secondary risk of consequence to the derailed vehicles themselves shall be considered in the siting and design of trap points. Derailed vehicles should remain upright wherever possible and be deflected away from hazards and obstructions such as overhead line structures, adjacent highways, signals and buildings. • • •

Trap points in sidings may be formed using AV switches, provided that they are not installed in CWR. In running lines, strengthened traps shall be formed of BV or BVS switches, except where the PSR on the approach is greater than 40mph; in which case CV or CVS switches shall be used NR60C leads may be used as trap points, but their use should be confined to locations where it is not possible to install Vertical traps.

In particular locations; at the approach to swing or moveable bridges, or at stations where vehicles are left unattended at gradients steeper than 1 in 500, it may be necessary to consider the provision of some means of progressively slowing vehicles to a stand. The design chosen will depend on a risk assessment and the ability of the design to stop the type of traffic using the route. the installation and outcome of a TPWS intervention should be taken into account at the design stage and considered in the risk assessment. These retardation arrangements include Friction Buffer Stops, Retarder Trap Points (see sheet D.7.2), spring or mechanical retarders and (where appropriate) Sand Drags (see sheet D.7.3). The effectiveness of friction buffer stops can be accurately modelled and designed to suit the traffic and location. The effectiveness of sand drags depends on the type of material used, its depth and compaction, whether it is wet or dry, and the type, weight and speed of the vehicles involved. Sand drags are best suited to retard trains running at low speed; typically the exits from bay platforms, loops, approaching buffer stops in terminal or bay platforms, and protecting running lines from shunt movements. Loose, 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.

Revision 3

Date: February 2007

Sheet 102 of 196

24 6m

24 6m

246m c

Straight

d

e

Toe.

Key to dimensions. a. b. c. d. e.

20935mm 25455mm 20775mm 26455mm 45785mm

Toe to the start of the check rails. Toe to the start of the straight. Toe to the start of gauge widening, gauge = 1432mm. Toe to the end of the trap gauge widening, gauge = 1455mm. Length, from d, over which the trap gauge is 1455mm.

1. Interlaced retarder trap points shall not be used where London Underground Limited (LUL) stock operates. 2. After any vehicle has passed into the retarder, rolling stock examiners shall inspect the vehicle prior to its return to traffic. 3. A right hand interlaced retarder trap point is shown, all dimensions apply equally to a left hand type. Left hand or right hand retarder trap points are to be ordered as required. 4. Except for radii which are given in metres, dimensions are in millimetres. 5. Refer to Standard Drawing RE/PW/ 748 for full details of the design. 6. Each running rail and check rail joint within the retarder portion shall be fitted with F4 fishplates in the flangeway. 7. Both ends of each check rail to be provided with a Type 1 flare entry, see Sheet E.8.1. 8. The accuracy of the 1455mm trap gauge is important for correct retardation.

Sheet 103 of 196

Track Design Handbook NR/L2/TRK/2049

Date: August 2004

NOTES

© Network Rail

CV RH switches.

b

D.7.2: Interlaced Retarder Trap Points

Revision 1

a

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.7.3: Sand Drags - 1 Suggested form of Sand Drags NOTES 1. All dimensions in mm 2. Lengths of sand drags shown are considered to be a minimum - 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. * = one red lamp only should be exhibited, except when a red lamp would be misinterpreted by drivers approaching on an adjacent running line, in which case a lamp painted white and showing a white light should be substituted. 2. See further notes on next page.

Revision 1

Date: August 2004

Sheet 104 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.7.4: Sand Drags - 2 Height at end of the sand drag.

64

300 x 75 boarding.

Fill.

150

Height at commencment of the sand drag.

450

D

20 dia. bolt. Sleeper.

150 x 150 x 12 angle cleats.

CROSS SECTION. D 150 x 75 boarding across the tracks at the ends of the sand drag, secured to the sleepers by 150 x 150 x 12 angle cleats if required.

RED (OR WHITE) LAMP (See note 3)

300 x 75 boarding

1 220

12 DIA BOLT 254 LONG, TIGHT ENOUGH TO HOLD POST RIGID

40 X 40 TIMBER

Rail level. 20 dia. bolt.

R.L. 20 dia. coach screws.

100 X 65 TIMBER SECTION D - 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. Material for filling should be ‘Blanketing Sand’ to Network Rail Company Standard NR/SP/TRK/033. 2. 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. 3. The red stopping lamp should be sited in the centre of the track, 1370 mm from the commencement of the sand drag and the supporting post should be of timber.

Revision 2

Date: February 2007

Sheet 105 of 196

© Network Rail

Track Design Handbook NR/L2/TRK/2049

D.8.1: Level Crossing Surface Systems - 1 Definition of a level crossing surface system: An installation, including the associated support system, providing a continuation of the road surface to enable road vehicles to cross the railway on the level. The term does not include cattle-cum-trespass guards, signalling devices, signs, barriers and the track system.

Table 1: Application of Proprietary Systems by Crossing Type: Manufacturer

Polysafe:

Public Vehicular

Walkway

Accommodation or Farm

RRV Access

Frameless Polymer

-

3

-

-

1,2,3

Concrete Steel Framed

-

3

-

1,2

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. 2. 3. 4. 5. 6. 7.

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 - 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

© 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