Turnout 1

Engineering Standard
Track
Engineering Standard
ESC 250
TURNOUTS AND SPECIAL

TRACKWORK
Version 4.7
Issued June 2012
Owner: Chief Engineer, Track
Approved Andrew Wilson Authorised Malcolm Kerr

by: Technical Specialist by: Chief Engineer
Wheel/Rail Track
Disclaimer
This document was prepared for use on the RailCorp Network only.
RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be
sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the
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RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes
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Copyright
The information in this document is protected by Copyright and no part of this document may be reproduced, altered,
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UNCONTROLLED WHEN PRINTED Page 1 of 74

RailCorp Engineering Standard — Track
Turnouts and Special Trackwork ESC 250
Document control
Version Date Summary of change
1 October 2006 First issue as a RailCorp document. Includes content from
TS 3101, TS 3402, RTS.3430, CTN 04/09
2 April 2007 Minor corrections; inclusion of requirement to review
electrical implications of new crossing materials; inclusion
of requirement to provide switch protection pads on sharp
radius conventional switches in sidings; limit on use of
diamonds in sharp curves; additional table of definitions in
component order.
3 October 2007 Changes include: alteration to limits for "front of points";
changes to reference drawings for tangential turnouts
4 May 2008 Section 3.2 – Additional references; Section 5.2 –
Clarification of design requirements for diamond crossings;
Section 5.4.7 – Clarification of the measurement of the
landing zone for catchpoints and inclusion of reference to
ESC 215 to determine rolling stock outline; Section 7.1.4.3
– Addition of In-bearer layouts; Section 7.1.5.1 – Addition of
guidelines for selection of crossing rates based on main line
speeds; Appendix 5 – Addition of approved In-bearer
layouts and correction of heading in Table 25.
4.1 December 2008 Section 5.1.2 – Additional requirements for the checkrail
opening; Appendix 2 – Changed requirements for Crossing
Identification
4.2 May 2009 Format Change; Section 4.4.2 Figure 2 – wording change
to clarify steepness of ballast ramp
4.3 December 2009 Changed Table captions to read "Table XX" rather than
"Figure XX"
4.4 July 2010 Section 2.2 - Number of reference Rolling Stock standard
changed; Sections 4.1.2, 4.2.2, 4.4.2, - Number of
reference Rolling Stock standard changed
4.5 February 2011 Section 6.1.1.1 – Inclusion of reference to limits on
transitions included in ESC 210; Appendix 6 - Inclusion of
additional approved products
4.6 August 2011 New section 2.4 – Standard Plans – includes content from
CTN 11/09; Section 2.2 - Deletion of signals reference
drawing; Section 6.1.4.3 - Deletion of signals reference
drawing; New section 6.1.7- Switch and stockrail drilling –
includes content from CTN 11/13; Section 6.1.8 to 6.1.11 –
Renumbered; Section 9.1 - Addition of acceptance limits for
switch location and squareness
Section 11 - Some damage limits included; Appendix E -
Tables 18 and 19 - Updated approved tangential turnout
designs; Appendix F - Updated approved products;
Appendix G - Detailed listing of Standard Plans - – includes
content from CTN 11/09
4.7 June 2012 Changes detailed in Summary table below
© RailCorp Page 2 of 74
Issued June 2012 UNCONTROLLED WHEN PRINTED Version 4.7
Summary of changes from previous version

Summary of change Section
Document
Control changes
Control
Reformatted to new template
Signal drawing added 2.2
Addition of limits on crossing rates in diamonds and the use of raised checkrails 4.2.1
Correction of typographical error 4.2.2
New section – “securing of points” includes content from CTN 12/03 6.1.8
6.1.9 to
Renumbered
6.1.12
Appendix
Change of naming convention in “K” crossing diagrams
C
Appendix
Table 23 – inclusion of Civil drawing number for spiking plate on concrete bearers
G
Contents
1 Purpose, Scope and Application...........................................................................................6

2 References...............................................................................................................................6
2.1 Australian and International Standards.....................................................................................6
2.2 RailCorp Documents .................................................................................................................6
2.3 Other References......................................................................................................................6
2.4 Standard Plans..........................................................................................................................6
3 Description ..............................................................................................................................7
4 Design Requirements .............................................................................................................8
4.1 Turnouts ....................................................................................................................................8
4.2 Diamond Crossings.................................................................................................................10
4.3 Slips.........................................................................................................................................12
4.4 Catchpoints .............................................................................................................................12
4.5 Expansion Switches ................................................................................................................17
4.6 Manual Point Levers ...............................................................................................................17
5 Documentation Requirements.............................................................................................18
5.1 Turnouts ..................................................................................................................................18
5.3 Slips.........................................................................................................................................19
5.4 Catchpoints .............................................................................................................................19
6 Allowable Configurations.....................................................................................................20
6.1 Turnouts ..................................................................................................................................20
6.3 Slips.........................................................................................................................................31
6.4 Catchpoints .............................................................................................................................31
6.6 Manual Points Levers..............................................................................................................33
7 Configuration Requirements for Existing Special Trackwork..........................................33
8 Prohibited Configurations....................................................................................................33
9 Acceptance Standards .........................................................................................................34
9.1 Turnouts ..................................................................................................................................34
9.3 Slips.........................................................................................................................................35
9.4 Catchpoints .............................................................................................................................35
9.6 Manual Point Levers ...............................................................................................................35
10 Repair Standards ..................................................................................................................35
10.1 Geometry ................................................................................................................................35
10.2 Component Repair ..................................................................................................................37
11 Damage Limits.......................................................................................................................38
Appendix A Definitions ..............................................................................................................40
Appendix B General Turnout Data ............................................................................................48

Appendix C Other Special Trackwork Data..............................................................................53
Appendix D Standard Designs for Conventional Turnouts....................................................55
Appendix E Standard Designs for Tangential Turnouts ........................................................57
Appendix F Approved Products ...............................................................................................59
Appendix G Standard Plans.......................................................................................................60
1 Purpose, Scope and Application

This Standard establishes functional and design requirements, approved configurations,
acceptance standards, damage limits and repair standards for the following elements of
track infrastructure:
• turnouts,
• diamond crossings,
• catchpoints, and
• expansion switches.
It includes switch and crossing components.
It also includes manual points lever operation, but does not cover points operation where
the points are connected to the signalling system.
It is applicable to all RailCorp main line and siding tracks.
The standard also contains definitions of standard terminology relevant to turnouts and
special trackwork (See 0).
2 References
2.1 Australian and International Standards

Nil
2.2 RailCorp Documents

ESR0001-200 - Minimum Operating Standards for Rolling Stock
ESC 200 - Track System
ESC 210 - Track Geometry & Stability
ESC 215 - Transit Space
ESC 220 - Rail and Rail Joints
ESC 230 - Ties and track support
ESC 240 – Ballast
SPC 251 - Turnout Components
Signals drawings
M02-678 – Switch Installation for In-bearer points, not in operation

M10-508 Sheet 1– “In bearer A & B sleeper signal footprint details”
M10-508 Sheet 2 – “In bearer backdrive signal footprint details”
2.3 Other References

Nil
2.4 Standard Plans

Standard designs (also known as Standard Plans) are extensively referenced in this
standard. A standard design normally comprises a set of plans, with significant reference
made to other Standard Plans for component details etc.
0 (Table 22 and Table 23) contains a listing of Standard Plans for conventional turnouts,
diamonds, catchpoints and expansion switches referenced within the body of this
standard, and further listing of second and third level Standard Plans referenced by the
first level documents.
Some of the Standard Plans have been replaced. A further listing in 0 (Table 24)
provides a listing of superseded plans and their replacement. Superseded plans are not
to be used.
3 Description
Turnouts allow rail tracks to converge or diverge. They are an assembly of rail
components comprising:
• Switch and stockrail assemblies

• V Crossings
• Checkrail units (not required for swing nose crossings)
• Closure rails
• Bearers
• Plates, fasteners and rail joints
• Points operating equipment
(See 0 for turnout component descriptions)
Diamond crossings allow rail tracks to cross each other. They are an assembly of rail
components comprising:
• V Crossings
• K Crossings
• Checkrail units (not required for swing nose crossings)
• Closure rails
• Bearers
Catchpoints and derail devices provide a level of protection against train collisions at the
junctions of sidings and main running lines. Catchpoints or derail devices are provided
when required to conform to RailCorp Signalling Design Standards.
Catchpoints and derail devices may be interlocked with a signalling system or operate via
a manual lever.
Catchpoints are an assembly of:

• Closure rails
• Throw off rails
• Bearers
• Ramp (or derail) blocks
• Points operating equipment
Expansion switches provide a level of control for rail stresses when tracks are attached to
sub-structures (eg steel underbridges) which are also subject to temperature related
expansion and contraction.
Expansion switches are an assembly of:

• Closure rails
• Bearers
4 Design Requirements
This standard has been developed in consideration of the following criteria:
• speed on each leg of the points and crossing structure (eg. on the through and
diverging tracks in a turnout structure) including consideration of maximum
superelevation (cant) deficiency;
• service loads (and dynamic response) including effects of impact loading at the
points and crossing wheel transfer locations, track alignment, maintenance
standards, and traffic task;
• component material types and maintenance requirements (eg. fabricated versus
cast crossings, fixed nose versus swing nose and spring wing crossings, material
hardness and hardening processes);
• servicing requirements (eg. lubrication and adjustment);
• component, layout geometry and assembly details include the following:
– bearer dimensions, location and orientation;

– rail fastening baseplate and chair dimensions, location and orientation;
– track radius or alignment curvature;
– crossing angle and wheel transfer area cross-sectional geometry;
– switch geometry and cross-sectional geometry;
– detailed component geometry;
– flangeways and wheel opening dimensions;
– checkrail length, location and effectiveness, profile and end flaring;
– wheelset geometry (i.e. wheel cross-sectional profile and wheelset back to
back);
• requirements for movable components where applicable, including the geometric fit
for construction and maintenance in all switch and crossing positions;
• need for trailable points in yard operations;
• requirements for rails, bearers and fastenings.
4.1 Turnouts
Turnout general arrangements and components shall meet the requirements of
Section 6.1 of this standard. Designs for turnouts comprising compatible individual
components shall comply with standard configurations unless otherwise approved by the
Chief Engineer Track.
The following criteria shall be used in the design of points and crossing configurations:
4.1.1 Turnout Geometry

1. Nominal gauge shall be 1435 mm.
2. All turnout components shall be designed so that the rail is vertical (ie zero cant).
The 1:20 cant in open track shall be transitioned to zero cant over a minimum of
3 sleepers clear of the turnout bearers.
4.1.2 Rolling Stock Interface

1. Turnout components shall meet the requirements of RailCorp standard ESC 215
– Transit Space. This shall include clearances between crossovers where such
moves are permitted by signalling.
2. The nominal dimension from the gauge face of the running rail of a crossing to
the working face of the checkrail (i.e. checkrail effectiveness) shall be 1391 mm
with a crossing flangeway width of 42mm and a checkrail gap of 44mm.
3. The design switch rail toe / stockrail open throw dimension shall be ≥ 100mm or
otherwise to suit signalling equipment, if installed.
4. Switch rail throat opening shall be 60mm ± 5mm.
5. The checkrail end opening shall be flared, and provide an opening ≥ 80mm (≥
85mm if the checkrail is adjustable) to the gauge face of the running rail at the
flared end. The flare angle shall be as shown in Figure 1.
Checkrail
80 65 44
150 Gauge face
1700
Figure 1 - Flare on checkrail end
6. Checkrail height shall be between 0mm and 25mm above the running rail and
shall take into consideration rolling stock clearances.
7. The design wheelset back to back dimension shall be 1357mm – 1360mm as

documented in RailCorp standard ESR0001-200.
8. Flangeways shall be designed to accommodate a wheel flange height of ≤ 45mm.
9. The turnout components shall be designed to suit the following new and worn
wheel profiles for the traffic involved:
– ANZR1
– WPR 2000
– Passenger only lines use WPR2000 with full flange (new) and 7/8 flange all
turned for 130mm wide wheels.
– Other lines have passenger trains, as above, freight traffic, a majority of which
have WPR2000 wheel profiles, some freight wagons and all locomotives with
ANZR1, and some odd interstate and historic passenger vehicles with ANZR1.
– Worn wheel shapes should be considered.
4.1.3 Track Geometry

1. The maximum superelevation (cant) deficiency allowable through the
diverging track of a turnout shall be as detailed in RailCorp standard
ESC 210.
2. Design requirements for general track geometry including vertical/horizontal

track alignment and superelevation are detailed in RailCorp standard
ESC 210.
3. Maximum design superelevation in turnouts shall be 50mm.
4.1.4 Components
The design shall be based on relevant RailCorp standards for the components used
within the turnout.
4.1.5 Rail Adjustment

Turnouts shall be designed as “fixed anchor points”. Designs are to include suitable rail
anchoring arrangements as specified in Section 6.1.12.
4.1.6 Signalling Interfaces

Turnouts shall be designed to meet the signalling requirements specified by the Chief
Engineer, Signals. This includes requirements for
• the placement of insulated joints,

• limiting conditions for the placement and operation of switch motors on power
operated points, crossings, switches and drives, including limitations on the drilling
of switches (hole size and location),
• in-bearer signalling,
• conductive rails for signalling and traction return,
• positive security of points that will be installed and over which rail traffic will operate
before the signal interlocking is connected, or where the signal interlocking
equipment will be removed from a set of points pending removal.
Where non standard carbon steels are proposed for use in switches or crossings a review
of electrical properties shall be undertaken and signalling and electrical implications
determined.
4.2 Diamond Crossings

Diamond crossings are not a preferred configuration on RailCorp main line track
infrastructure. Where practical new diamond crossing should not be installed and
existing special trackwork utilising diamond crossings should be redesigned when
renewal is proposed.
Diamond crossing general arrangements and components shall meet the requirements of
Section 6.2 of this standard. Designs for diamond crossings comprising compatible
individual components shall comply with standard configurations unless otherwise
approved by the Chief Engineer Track.
The following criteria shall be used in the design of diamond crossing configurations:
4.2.1 Crossing Geometry

1. Nominal gauge shall be 1435 mm.
2. All crossing components shall be designed so that the rail is vertical (ie zero
cant). The 1:20 cant in open track shall be transitioned to zero cant over a
minimum of 3 sleepers clear of the crossing bearers.
3. For straight track and curves of greater than 600mm radius the sharpest crossing
rate that can be designed for a “K” crossing is 1:8.25. “K” crossings with rates
sharper than 1:6 shall be fitted with checkrails raised above rail level by at least
20mm but no more than 25mm. This may be achieved by a crossing design with
a special checkrail section or by welding a 20-25mm steel section to the
checkrail. Raised checkrail design arrangements shall be approved by the Chief
Engineer Track.
4. For curved track of tighter than 600m radius additional checking arrangements
are required. These shall be approved by the Chief Engineer Track.

1. Diamond crossing components shall meet the requirements of RailCorp standard
ESC 215.
2. The nominal dimension from the gauge face of the running rail of a K crossing to
with a flangeway width of 44mm.
3. The nominal dimension from the gauge face of the running rail of a V crossing to
with a crossing flangeway width of 42mm and checkrail gap of 44mm.
4. The checkrail end opening shall be flared, and provide an opening ≥ 80mm to the
gauge face of the running rail at the flared end. The flare angle shall be as
shown in Figure 1.
5. Checkrail height shall be between 0 mm and 25 mm above the running rail and
shall take into consideration rolling stock clearances.

7. Flangeways shall be designed to accommodate a wheel flange height of ≤ 45mm.
8. The turnout components shall be designed to suit the new and worn wheel
profiles detailed in Section 4.1.2 (9) for the traffic involved.

1. Design requirements for general track geometry including vertical/horizontal track
alignment and superelevation are detailed in RailCorp standard ESC 210.
2. Maximum cant deficiency shall be 25mm
4.2.4 Components
The design shall be based on relevant RailCorp Standards for the components used
within the crossing.

Diamond crossings shall be designed as “fixed anchor points”. Designs shall include
suitable rail anchoring arrangements as specified in Section 6.2.2.

Diamond crossings shall be designed to meet the signalling requirements specified by the
Chief Engineer, Signals. This includes requirements for
• the placement of insulated joints

• In-bearer signalling
• Conductive rails for signalling and traction return
Where non standard carbon steels are proposed for use in crossings a review of
electrical properties shall be undertaken and signalling and electrical implications
determined.
4.3 Slips
Slips are not approved for standard application in RailCorp. Existing slip configurations
shall be replaced with standard turnout and diamond crossing designs where practicable.
The Chief Engineer Track shall provide design requirements where any installation of slip
configurations is proposed.
4.4 Catchpoints
Catchpoint general arrangements and components shall meet the requirements of
Section 6.4 of this standard. Designs for catchpoints comprising compatible individual
components shall comply with standard configurations unless otherwise approved by the
The following criteria shall be used in the design of catchpoint configurations:
4.4.1 Turnout Geometry

1. Nominal gauge shall be 1435 mm
2. All catchpoint components shall be designed so that the rail is vertical (ie zero
cant). The 1:20 cant in open track shall be transitioned to zero cant over a
minimum of 3 sleepers clear of the bearers.

1. Catchpoint components shall meet the requirements of RailCorp standard
ESC 215.
2. The design switch rail toe / stockrail open throw dimension shall be ≥ 100mm or
otherwise to suit signalling equipment, if installed.
3. Switch rail throat opening shall be 60mm ± 5mm.

5. The turnout components shall be designed to suit the new and worn wheel
profiles detailed in Section 4.1.2 (9) for the traffic involved:

Design requirements for general track geometry including vertical/horizontal track
alignment and superelevation are detailed in RailCorp standard ESC 210.
4.4.4 Components
• The design shall be based on relevant RailCorp Standards for the components
used within the catchpoint.
• Catchpoints shall be of the same rail weight as the turnout they protect.

Catchpoints shall be designed as “fixed anchor points”. Designs shall include suitable rail
anchoring arrangements as specified in Section 6.4.2.

Catchpoints shall be designed to meet the signalling requirements specified by the Chief
Engineer, Signals. This includes requirements for:
• the need for catchpoints at a particular location,

• the functional requirements for the catchpoints,
• the placement of catchpoints to suit placement of signals,
• the placement of insulated joints,
• limiting conditions for the placement and operation of switch motors on power
operated switches and drives, including limitations on the drilling of switches (hole
size and location),
• in-bearer signalling,
• conductive rails for signalling and traction return,
• positive security of points that will be installed and over which rail traffic will operate
before the signal interlocking is connected, or where the signal interlocking
equipment will be removed from a set of points pending removal.
4.4.7 Clearances
1. Catchpoints and derail devices shall be located to provide a minimum of 450mm
clearance between the side of a vehicle on the running line and the derailed
vehicle at the clearance point.
2. Throw-off rails shall be located so as to ensure the wheels of the derailing vehicle
travel a path that ensures that the vehicle does not foul the running line. The
throw off rail shall be either parallel to the running line or at such an angle to it
that a derailed vehicle will be deflected away from the main line.
3. Derail blocks shall be located so that the derailed wheel tracking in the “four-foot”
will mount the derail block before striking the rail.
4. The location of catchpoints, derailers or other similar devices shall be selected to

ensure that a vehicle derailed at such a device has a clear, even throw-off area to
minimise subsequent damage. Derailed vehicles shall not be directed into a
building or onto any structure, particularly overbridges, overhead wiring masts or
transmission line poles, earthworks or over any embankment or directly into any
cutting or retaining wall. The clear, even area required is dependent on the
potential size and speed of any vehicle or train to be derailed and the nature of
any retarding equipment or infrastructure (such as a sand drag) and will have to
be determined for each site.
The normal minimum requirement at locations where the normal operating speed
of vehicles (or controlled speed if signalling controls such as train stops are
installed) is ≤ 25km/hr shall be 2 vehicle lengths (40m) beyond the point of
derailment (the end of the stockrail).
Approval of the Chief Engineer Track is required for strategies proposed at

locations where trains operate at higher speeds or where alternative retardation
devices are proposed.
This area of ballast should be sloped

so that the grade is no steeper than 1
in 4 from level with top of sleeper to
landing area
Figure 2 - Ramp to landing zone
The establishment of a clear landing area shall include consideration of the train descent
down the ballast shoulder. A standard ballast shoulder creates a twist (tending to tip a
train over) as well as a severe dip (See Figure 3).
A square even descent can be achieved using ballast (See Figure 2 and Figure 4).
Figure 3 - Example of catchpoint with poor landing zone
Figure 4 - Example of catchpoint with good landing zone
Special consideration shall be given if there is any possibility of an occupied building

being in the path of a derailed vehicle. This will include land outside the rail boundary
where there is, or is the potential for, building development.
Bridge columns in the vicinity may need to be protected by deflection walls as specified in
relevant standards.
1. For locations where throw off and derail block configuration would not provide an
adequate clear even run-off area, the following alternative arrangement is
permitted.
o Retain the vehicle on the track from which it is derailed. In this case, the
throw-off rail and derail block are not required.
o A detailed design is required on a case by case basis to provide an
appropriate system to direct the derailed vehicle along the track. This can
be achieved using a guard rail arrangement. The Chief Engineer Track shall
approve designs.
2. Catchpoints and derails at the ends of loops will normally be located in

accordance with the guidelines specified in Table 1.
Track Centres Catchpoint location
Main line straight with parallel loop

4 - 5m Catchpoint or de-rail located on the parallel loop road with throw-
off located at the tangent point
6.4m Catchpoint or de-rail located on the parallel loop road between the
turnout and the loop road preferably on straight track
Main line curved with concentric loop
4 - 5m Catchpoint or de-rail located on the concentric loop road with
throw-off located at the compound tangent point
6.4m Catchpoint or de-rail located on the concentric loop road to
provide specified minimum safety clearance as defined below.
Table 1 - Catchpoint location at loop ends
Minimum safety clearances shall be met. These shall be calculated on the basis of track
geometry and traffic type as follows:
2
BC
CL = W + 0.450 +
4R
Where CL = Safety Clearance (metres)

W = Width of maximum vehicle operating in the track section (metres). (Refer
to RailCorp Engineering Standard ESC 215 to determine rolling stock
outlines operating on all routes).
BC = Bogie Centres (metres)
R = Radius of mainline or loop, whichever is less (metres).
L − BC
The distance from the throw off rail to the clearance point shall be at least 2 metres
i.e. equal to the distance from the end of the standard vehicle to the bogie centre (see
Figure 5).
The distance from the switch to the throw off rail shall be as short as practicable so that
directional guidance is provided to the derailed wheel as soon as possible.
The maximum design rolling stock gauges for vehicles are detailed in RailCorp standard
ESC 215:
Body
Overhang
L − BC Centre Line of
Switch other track
2
Throw Off Rail
Side of Vehicle
Derailing
Track Centres for

clearance distance
Min 450
Side of Vehicle being
protected
MAIN LINE
Figure 5 - Clearances at Catchpoints
4.5 Expansion Switches

Expansion switch general arrangements and components shall meet the requirements of
Section 6.5 of this standard. Designs for expansion switches comprising compatible
individual components shall comply with standard configurations unless otherwise
approved by the Chief Engineer Track.
The following criteria shall be used in the design of expansion switch configurations:
1. Nominal gauge shall be 1435mm.
2. All expansion switch components shall be designed so that the rail is canted 1:20
to the vertical (the same as open track).
3. Expansion switches shall be designed and constructed to allow a maximum

opening of no greater than 1.5mm and tight gauge of no more than 6mm within
the operating range of the switch movement.
4. Expansion switches wherever possible shall only to be designed in the trailing

direction for normal traffic.
5. Blunt switches with joggled stockrails are not permitted on curves sharper than
1000m radius.
6. The operating range of movement shall be designed to allow the full range of
anticipated substructure movement, the thermal expansion of the rails and a rail
creep allowance of 30mm.
4.6 Manual Point Levers

Point lever general arrangements and components shall meet the requirements of
Section 6.6 of this standard. Designs for point levers shall comply with standard
configurations unless otherwise approved by the Chief Engineer Track.
The following criteria shall be used in the design of Point lever configurations:
1. Manual point levers shall be designed to hold a closed switch against its
matching stockrail with security, for safe vehicle movements.
2. Levers, or the points they control, may be locked or clipped to prevent

unauthorised traffic movements.
3. Levers are operated manually and independently of an interlocked signalling

system
4. Usage is restricted to shunting operations where operational personnel directly

control traffic movements.
5. Manual point levers are not permitted on main lines.
6. Levers designed for trailable movements are permitted subject to operational

requirements.
7. Manual point lever configurations shall be selected to meet the requirements of

users.
5 Documentation Requirements
5.1 Turnouts
Turnout designs shall include drawings detailing:
• turnout length,
• switch length,
• point arrangements including rail brace, slide chair and heel details and provisions
for connecting rodding,
• crossing and checkrail details,
• rail weight,
• bearer details,
• plating details,
• rail fastening and anchoring details, and
• setting out detail including curve radii.
Detailed component manufacturing drawings shall be provided
Designs relating to a specific layout shall include the following details:
• turnout framepoint co-ordinates,

• location of points and crossing,
• where there is no straight route in the turnout (ie the turnout is curved) offset
dimensions shall be provided from a straight line,
• crossing rate and catalogue No.,
• track centres,
• track identification,
• all proposed track alterations,
• signalling requirements (supplied by signalling designer), and
• location of insulated joints.

Diamond crossing designs shall include drawings detailing:
• diamond length,
• crossing and checkrail details,
• rail weight,
• bearer details,
• rail fastening and anchoring details, and
• setting out detail including curve radii.
Detailed component manufacturing drawings shall be provided.
• framepoint co-ordinates,
• location of V and K crossings,
• where there is no straight route in the diamond crossing offset dimensions shall to
be provided from a straight line,
• crossing rate and Catalogue No.,
• track centres,
• signalling requirements for swing nose or swing wing crossings (supplied by
signalling designer), and
5.3 Slips
Designs for slips shall include drawings detailing the information required for turnouts in
Section 5.1 and diamond crossings in Section 5.2.
• location of points and crossings,
• where there is no straight route in the slip, offsets dimensions shall to be provided
from a straight line,
• crossing rate and catalogue Nos,
• track centres,
5.4 Catchpoints
Catchpoint and derail designs shall include drawings detailing:
• point arrangements including rail brace, slide chair and heel details and provisions
for connecting rodding,
• throw-off rail details,
• ramp (or derail) block details,
• rail weight,
• bearer details,
• rail fastening details, and
• setting out detail
• location of points and throw-off rail,
• location of clearance point,
• where the catchpoint is designed for installation in a curve, offset dimensions shall
to be provided from a straight line,
• details of clear area required beyond the point of derailment including identification
and assessment of any obstruction or other hazards in the area,
• track centres,
• location of insulated joints

Expansion switch designs shall include drawings detailing:
• switch length,
• point arrangements ,
• rail weight,
• bearer details,
• plating details, and
• rail fastening and anchoring details
Design drawings shall show the design limits of expansion and contraction measured
relative to a reference punch mark which shall be located on the back of the head of the
fixed rail.
Detailed component manufacturing drawings shall be provided as required.
• location of point,
• where the expansion switch is designed for installation in a curve, offset
dimensions shall to be provided from a straight line,
• track identification, and
• all proposed track alterations
6 Allowable Configurations
6.1 Turnouts
Turnout configurations shall be selected in accordance with the existing or proposed track
structure class detailed in RailCorp standard ESC 200.
Turnout configurations adopted for a specific site or application shall conform to the
design requirements detailed in this standard unless otherwise approved by the Chief
Engineer Track.
All new turnouts and replacement components shall be manufactured to meet the
requirements of RailCorp specification SPC 251 - Turnout Components.
There are two types of turnout used in the RailCorp,
1. Conventional, and
2. Tangential turnouts.
The distinction between the two types is based on geometry and component technology.
Both conventional and tangential turnouts may be either:
• standard, where one route is straight, or

• non-standard (or special) where the mainline route is curved.
Conventional turnouts
Standard conventional turnouts are defined by a combination of the switch length and
heel angle, and the crossing rate. (See 0 for a description of conventional turnouts).
Conventional turnouts may be left or right hand.
Standard conventional turnouts are designed with the main line track straight.
There are three standard design options for conventional turnouts:
A fully straight crossing – available for all turnouts with crossing angles ≥ 1 in 9. (See 0
Figure 8).
A partially curved crossing (short leg curved to turnout radius - long leg straight) available
for turnouts with crossing angles ≤ 1 in 10.5. (See 0 Figure 9).
A fully curved crossing (short and long legs curved to turnout radius) available for
turnouts with crossing angles ≤ 1 in 10.5.
The standard conventional turnout configurations adopted in RailCorp for new

installations are detailed in 0 - Table 17.
Only approved designs shall be used. The approved designs are the standard
conventional turnout configurations detailed in 0 - Table 17.
Tangential turnouts
Tangential turnouts are defined by the radius of the turnout. (See 0 for a description of a
tangential turnout.)
Tangential turnout designs have a standard configuration (footprint). The standard

configurations adopted in RailCorp are detailed in 0 Table 18.
All tangential turnout designs shall be based on an approved configuration. Each of

these configurations has the through road straight and the turnout track, including the
switches, continuously curved with a tangent point located near the toe of the points.
There are two standard configuration options for curvature through the crossing - either a
straight crossing or fully curved crossing. (See 0 Figure 10 and Figure 11).
Only approved designs shall be used. Approved designs are detailed in 0 - Table 20 and
Table 21.
6.1.1 Location of Turnouts
6.1.1.1 Horizontal Alignment

Installation of turnouts in curves is NOT desirable. Where a new or replacement turnout
is proposed in a horizontally curved section of the main line the following requirements
apply:
1. Configuration approval is required if any turnout (new or replacement) is

proposed to be located on a curved section of track.
2. Approval is required from the Chief Engineer Track to locate any turnout on
curves <600 metres radius.
3. Main lines shall be graded coplanar where crossover renewals are proposed in
curved track and long bearers extend under both main lines.
4. Turnouts should NOT, normally, be placed in transitions. If this cannot be

avoided, the twist created through the switch and crossing segments of the
turnout shall meet the maximum limits for special trackwork detailed in RailCorp
standard ESC 210 - Track Geometry & Stability.
5. When Double Turnouts, Diamonds and Slips require renewal, they shall be
replaced with standard turnouts, where practicable. These track components may
only be used where approved by the Chief Engineer Track.
6.1.1.2 Vertical Alignment

Where a turnout is to be renewed or placed in a vertically curved section of the main line
the following requirements apply:
1. Configuration approval is required if the turnout (new or replacement) is not

located on a constantly graded section of track.
2. Switches should NOT be placed in vertical curves. If this cannot be avoided,

special consideration shall be given to vertical displacement of the switch to
determine that it falls within tolerances for installation and maintenance. The
minimum radius of vertical curvature shall be 3000m.
6.1.1.3 Proximity to Other Special Trackwork

Special trackwork geometry shall be designed using standard units that can each be
replaced as single units, with the exception that standard crossover designs shall make
provision for use of long bearers crossing both tracks.
6.1.2 Selection of Turnout Type

Turnout type shall be selected to meet, at least, the minimum requirements specified in
Table 2. Tangential turnouts are the preferable configuration and may be used where
conventional turnouts are specified as the minimum.
New or replacement Turnouts

Operating Class Turnout Rail Bearer Switch Crossing
type size type type type
Main line
Passenger Main Line Tangential 60HH Concrete Tangential Compound
Mixed Passenger Tangential 60HH Concrete Tangential Compound
Freight Main Line
Light Passenger or Conventional 53SC Timber Flexible Fabricated
Mixed Freight Line
Heavy Freight Option Tangential 60HH Concrete Tangential Compound
Yard/Siding (speed limited to 25km/hr)
General Yard Conventional 60HH Timber Flexible Fabricated
Passenger operations/ Conventional 60HH Timber Flexible Fabricated
or maintenance
Passenger Siding Conventional 53SC Timber Flexible Fabricated
Engineering Conventional 53SC Timber Flexible Fabricated
Maintenance Siding
Table 2 - Selection of Turnout type – Minimum requirements
1. If it is proposed to install new or replacement turnouts that do not meet the

minimum configurations detailed in Table 2, configuration approval is required.
2. Where a conventional turnout design is selected for a main line application, only
standard conventional turnout designs shall be used. (See 0 Table 17).
3. Where the through track in main lines is installed on a curve <800m radius, and
the turnout track is also curved some degree of curvature is required. If
conventional turnouts are proposed “Special” designs, which are non standard,
are required. In such cases tangential turnout designs shall be used. (See 0
Table 18)
4. Non standard conventional turnouts may only be installed in mainline track with
the approval of the Chief Engineer Track. The design requirements for non
standard tangential turnouts are detailed in Section 6.1.9
5. Configuration approval is required if non standard special designs are proposed

for siding applications.
6. Where an increase in turnout speed is desirable, the use of tangential turnouts is

recommended. A tangential turnout replacing a conventional turnout will,
normally, allow a higher speed.
7. Where there is more than 2 MGT traffic on the turnout road the use of tangential
turnouts is recommended.
8. Conventional turnouts should, generally, be restricted to sidings and slow speed,

low traffic, standard turnouts on the main line.
6.1.3 Rail
Rail used in the manufacture of turnouts shall meet the requirements of RailCorp
standard ESC 220.
Rail size and type (standard carbon or head hardened) shall be selected for a turnout in
accordance with the requirements of Table 2.
6.1.4 Bearers
6.1.4.1 Selection of Bearer Type

Concrete and timber bearers shall meet the requirements of RailCorp standard ESC 230.
Concrete or timber bearers will, normally, be selected for a turnout in accordance with the
requirements of Table 2. Timber bearers shall only be used as an alternative to concrete
bearers (where specified in Table 2) at locations where it is impractical to design for
concrete. The designer shall verify the alternative use.
Otherwise, concrete bearers shall be used where indicated in Table 2 unless installation
of timber bearers is approved by the General Manager Infrastructure.
Notwithstanding the requirements detailed in Table 2, where concrete sleepers exist on

the adjoining track, concrete bearers will, normally, be used.
6.1.4.2 Bearer Layout

The layout for turnout bearers or ties, as well as interface requirements for fixing
components, (crossings, checkrails, switch/stockrails and closure rails) shall be included
in the design.
Turnout bearers in conventional turnouts are laid square to the main line alignment.
This includes crossovers and any infill between turnouts
The turnout bearers in tangential turnouts are laid in a fan shape, with each bearer
forming a half angle with both the main line and turnout road. This allows a single set of
turnout bearers and plates for both a right-hand and left-hand turnout of similar radius.
The first sleeper installed beyond the bearers behind the crossing (mainline and turnout
roads) shall be angled to return the sleeper skew to square to the track (angle ½
difference between bearer skew and normal to the track).
For crossovers designed with tangential turnouts, the bearers are laid normal to the main
lines. Long bearers shall be installed where clearance is not available for standard
sleepers on adjoining tracks.
The bearer design for a nominated tangential turnout configuration is standard and can
be used independently of the manufacturer of the steel componentry.
6.1.4.3 Use of In-Bearers

The use of approved in-bearers (where the signalling equipment is contained within the
bearer) is encouraged.
The layouts are only for use in tangential turnouts with concrete bearers. Standard
concrete beams are used except for the bearers that are replaced by in-bearer units.
In the points area there is some respacing of bearers to suit the in-bearer A and B ties
and the back-drive. The A and B in-bearer units are the same for all turnouts.
The back-drive units are of two types: Type 1 which suits 250m and 300m radius designs
and Type 2 which suits 500m. Standard drawings are available for each of the track
designs. These are detailed in 0 Table 19.
Signal Requirements
A standard interface has been developed for both the points and back-drive. The
standard signalling interface is defined in Signal Drawings M02-678 – Switch Installation
for In-bearer points, not in operation
M10-508 Sheet 1 and M10-508 Sheet 2.
6.1.5 Crossings
6.1.5.1 Selection of Crossing Rate

The selection of the crossing rate shall be based on the geometric design of the turnout
and the associated limiting speed of the main line and turnout road.
Turnout speeds shall be determined by applying design standards for track geometry
detailed in RailCorp standard ESC 210.
Allowable published speeds for the diverging (turnout) road of turnouts shall be as shown
in Table 3. The speeds indicated are for normal passenger trains.
Turnout Rate Crossing Switch length Recommended

Straight/ Curved (nominal design) Turnout Speed (kph)
Standard Conventional
1 in 8.25 Curved 6100 switch 15
1 in 9 Straight 6100 switch 20
1 in 10.5 Straight 6100 switch 25
9150 switch 40
1 in 15 Straight 9150 switch 50
Standard Tangential
Turnout radius: Crossing rate
190:7 Curved 35
190:9 Straight 35
250:8.25 Curved 40
250:10.5 Straight 40
300:9 Curved 45
300:12 Straight 45
500:12 Curved 60
500:15 Straight 60
800:15 Curved 75
800:18.5 Straight 75
1200:18.5 Curved 85
1200:24 Straight 85
Table 3 - Turnout Speeds
Note: 1. Where there is a straight of 13m or longer between turnouts of a crossover, the
speeds applicable to the individual turnouts shall be applied.
2. The allowable speed through a crossover or reversing movement where the
intervening straight section of track is < 13m shall be calculated on an individual
site specific basis in accordance with the requirements of RailCorp standard
ESC 210.
3. Speeds for non-standard turnout designs shall be calculated from geometries in
RailCorp standard ESC 210 using Virtual transitions where required.
Crossings in main lines (other than swingnose crossings) introduce a design dip in the
track. This is an impact point that leads to accelerated deterioration of components. The
impact can be reduced by limiting the speed over the crossing. Whilst this is achieved for
traffic travelling on the turnout road because of the crossing alignment geometry in Table
3 above, the speed of mainline (through road) traffic should be limited by the dip angle.
As a guide the crossing angle should be selected to meet the design speed requirements
in accordance with Table 4.
Crossing Rate Crossing Angle Mainline Speed over Turnout(kph)

(1 in) (mrad) Normal Maximum Note 1 Exceptional Note 2
2 140 16 25 29
4.5 62 37 55 65
7.5 37 62 92 108
8.25 34 68 102 115
9 31 74 111
10.5 27 86 115
12 23 99
15 19 115
18.5 15
21 13
Table 4 - Maximum mainline speeds for crossings based on dip angle
Note: 1. Maximum speeds shall only be introduced with the approval of the Civil
Maintenance Engineer who must accept the increased maintenance impact.
2. Exceptional speeds shall only be approved by the Chief Engineer Track.
6.1.5.2 Selection of Crossing Type

The selection of crossing type shall be based on the requirements of Table 5.
Rail size
Crossing type For use in turnout type
New Replacement
Fabricated 50, 60 50, 53, 60 Conventional
Rail Bound Manganese 60 53, 60 Conventional & Tangential
Compound 60 53, 60 Conventional & Tangential
Fully cast 60 60 Conventional & Tangential
Swing Nose 60 60 Tangential
Spring Wing 60 60 Tangential
Table 5 - Crossing types
1. Standard conventional turnouts can be provided with Fabricated or Compound

“V” assemblies. See 0 for diagrams of each.
2. Standard tangential turnout designs are approved for both straight and curved
crossings. Where there are no site constraints or adverse impacts on other rail
infrastructure the straight crossing type shall be used.
3. Standard tangential turnouts shall be provided with fixed nose compound

crossings unless specified otherwise.
4. Swing nose crossings are available for the standard tangential turnouts detailed
in Table 6.
General Layout
General
Crossing Design Drawing
Description
Reference No.
300:12 Straight CV0479045
800:18.5 Straight CV0479049
1200:24 Straight CV0479051
Table 6 - Swing nose crossings
5. The following criteria influences the selection of a turnout with a swing nose
crossing:
o The turnout shall have a straight crossing and be installed on concrete

bearers.
o Any requirement for noise and vibration reduction with continuous wheel/rail
contact through the crossing throat.
o Requirements for additional point operating motor and associated signalling
componentry.
6.1.6 Switches
6.1.6.1 Selection of Switch Type

The selection of switch type shall be based on the requirements of Table 7.
Rail size For use in

Switch Type
New Replacement of existing turnout type
Heeled 50, 60 50, 53, 60 Conventional
Flexible 50, 60 50, 53, 60 Conventional
Tangential 60 60 Tangential
Table 7 - Switch types
See 0 for diagrams of standard switch types
1. Where conventional turnouts are approved for use in main line applications, all
new switches shall be the flexible type. There are however, limitations on the
capacity of points operating equipment to operate flexible switches at remote
distances. Where required by the Signals designer, heeled switches may be
used.
2. Switches used with Manual Levers (Thornley or Throwover) shall be, preferably,
the flexible type
3. Switch protection pads shall be installed to protect conventional switches in

siding turnouts where the crossing rate is ≤ 1 in 8.25. Apply the switch pad
protector on one rail only 50mm in front of the appropriate switch (See Figure 6).
Only approved bolt-on switch pad protectors may be used. Approved pad
protectors are detailed in 0.
Left Hand Turnout
Place Switch pad

protector here
Right Hand Turnout
Figure 6 - Location of switch pad protectors
4. The operation of all new or renewed switches shall be determined by the Chief
Engineer Signals. The switch operation shall be included in the turnout design.
5. The undercut switch design incorporated in the 50 and 60kg types eliminates the
requirements for Heavy Duty and Housed Switches.
6. Switches for tangential turnouts are manufactured from a shallow depth

asymmetric rail.
7. The distance from the point of the switch to the nearest end of the stockrail is
called the “front” of a turnout. The “front” is a standard length as shown in Table
8 and 0.
The front length shall normally be retained for all new turnouts.
Rail Front length For use in

Switch Type
size (mm) turnout type
Heeled 53 4877 Conventional
Flexible 53 4877 Conventional
Flexible 50, 60 2000 Conventional
Asymmetric 160 - 500 50, 60 2890 Tangential
800 3490
1200 2290
Table 8 - Front lengths of turnouts
8. Where switches in an existing 53kg turnout require renewal, and there is no 53kg
material available, the points may be renewed in 60kg material. Junction rails or
welds shall be fitted between the switches and the crossing and associated
checkrails and appropriate plating shall be adopted.
6.1.7 Switch and Stockrail Drilling

The standard design for Switch and Stockrail Drilling for AS60HH rail tangential turnouts
is documented in Plan No. CV0190133 (revision B). This is the basic arrangement for all
60kg/m tangential turnouts. The prescribed drilling will accommodate timber and
concrete bearers and all types of approved signalling arrangements including in-bearer
back-drives. It supersedes other standard design switch and stockrail drilling and
machining.
All new tangential 60kg/m turnout design and manufacture shall use the standard drilling.
Variation to the approved design shall only be made with approval of those with
appropriate Engineering Authority.
6.1.8 Security of points

Where points will be installed and over which rail traffic will operate before the signal
interlocking is connected, or where the signal interlocking equipment will be removed
from a set of points pending removal, the points shall be secured against potential
movement.
Traditionally with timber turnouts the points have been secured by spiking a fishplate to
the timber bearer.
For concrete bearers and in-bearer turnouts spiking plates have been designed and
approved for use as follows:
• For in-bearer turnouts - Signals drawing M02-678.
• For concrete turnouts without in-bearer - Plan No. CV0365884
6.1.9 Design Requirements for Non Standard Tangential Turnouts

For turnouts in which both roads are to be curved, the basic design shall be varied to
achieve the required geometry. In this case:
• the bearer design will be the same as for the standard turnout design but will need
re-spacing to suit the altered track geometry,
• the closure rails will be slightly shorter or longer depending on the extent of
curvature applied in the design,
• switch and stockrail design will be the same as for the standard turnout design but
with altered curvature to suit the main line radius,
• checkrail design will be the same as for the standard turnout design but with
altered curvature to suit the main line radius,
• crossings will need to be specially curved to suit the applicable geometry, and
• turnouts may be left or right handed.
6.1.10 Other Special Track Components

In addition to the major components specified in this standard, all other special track
components completing a standard turnout configuration such as fastenings, plating and
closure rails shall be as specified on the General Arrangement drawings for each turnout
type. Approval of a turnout design shall include approval of all special components
included in the design.
6.1.11 Standard Track Components

Where standard plain track components are used in turnouts then the rail, rail joining
methods, fastenings, sleepers/bearers, ballast, and track geometry used shall be
designed in accordance with the relevant RailCorp standards detailed in Table 9.
Standard No Component
ESC 210 Track Geometry & Stability
ESC 220 Rail and Rail Joints
ESC 230 Ties and track support
ESC 240 Ballast
Table 9 - Standards for components

The following rail anchoring requirements apply to turnouts constructed with timber
sleepers and non-resilient fastenings. Bearers (timber or concrete) with resilient
fastenings do not require anchoring.
Only approved configurations shall be installed.
6.1.12.1 For Main Line Turnouts and Interlocked Turnouts:

Double anchor every second sleeper for 32 sleepers (ie a total of 16 anchored sleepers)
in front of the switch, commencing from the first sleeper from the switch.
Double anchor every second sleeper/timber for 32 sleepers/timbers (ie a total of 16

anchored sleepers/timbers) behind the crossing, commencing from the first timber after
the crossing that has plain track fastenings.
Double anchor every second timber on the through rails and turnout rails between the
heel of the switch and the front legs of the crossing.
6.1.12.2 For Non Interlocked Siding Turnouts:

in front of the switch, commencing from the second sleeper from the switch.
behind the crossing, commencing from the first timber after the crossing leg that has plain
track fastenings.
Double anchor every second timber on the through rails and turnout rails between the
heel of the switch and the front legs of the crossing.
6.2.1 General
Diamond crossing configurations shall be selected in accordance with the existing or
proposed track structure class detailed in RailCorp standard ESC 200.
Diamond crossing configurations adopted for a specific site or application shall conform
to the design requirements detailed in Section 4.2 unless otherwise approved by the
Installation of diamonds in curves is NOT desirable. Where a new or replacement

diamond is proposed in a horizontally curved section of the main line the following
requirements apply:
1. Configuration approval is required if any diamond (new or replacement) is

proposed to be located on a curved section of track.
2. Approval is required from the Chief Engineer Track to locate any diamond on
curves <600 metres radius.
All new diamond crossings and replacement components shall be manufactured to meet
the requirements of RailCorp specification SPC 251 - Turnout Components
Table 10 details approved configurations for diamond crossings used in main lines and in
sidings.
Track components comprising standard diamond crossing configurations such as 'V' and
'K' crossings, fastenings, plating and closure rails shall be as specified on the General
Arrangement drawings for each approved configuration. See 0 for diagrams of diamond
arrangements and ‘K’ crossings.
New or replacement diamond crossings
Operating Class Rail size Crossing RailCorp

(kg/m) rate Drawing
Reference
Main lines
Passenger only and 60 1:7.5 184-858
Mixed Passenger & Freight
60 1:8.25 925-827
53 1:8.25 425-976
Table 10 - Approved diamond crossing configurations

The following rail anchoring requirements apply to diamond crossings constructed with
timber sleepers and non-resilient fastenings.
Only approved configurations shall be installed.
Double anchor every second sleeper/timber for 32 sleepers/timbers (ie a total of 16

anchored sleepers/timbers) behind the crossing, commencing from the first timber after
the crossing that has plain track fastenings.
Double anchor every second timber between the "V" and "K" crossings.
6.3 Slips
6.3.1 General
Slip configurations adopted for a specific site or application shall conform to the design
requirements detailed in Section 4.3. All slip configurations shall be approved by the
All slip components shall be manufactured to meet the requirements of RailCorp

Specification SPC 251 - Turnout Components. See 0 for diagrams of single and double
slip arrangements.
There are no approved standard configurations for slips.
6.4 Catchpoints
6.4.1 General
Catchpoint configurations shall be selected in accordance with the existing or proposed
track structure class detailed in RailCorp standard ESC 200.
Catchpoint or derail configurations adopted for a specific site or application shall conform
to the design requirements detailed in Section 4.4 unless otherwise approved by the
All new catchpoints and replacement components shall be manufactured to meet the
requirements of RailCorp specification SPC 251 - Turnout Components
Table 11 details approved configurations for catchpoints used in main lines/crossing

loops and in siding class tracks. See 0 for a diagram of a catchpoint arrangement.
Track components comprising standard catchpoint configurations such as fastenings,

plating and closure rails shall be as specified on the General Arrangement drawings for
each catchpoint type.
New or replacement catchpoints

Operating Class
Rail size (kg/m) Drawing Reference
All Main lines crossing loops and 60 580 - 715
sidings 53 153- 891
Table 11 - Approved catchpoint configurations

The following rail anchoring requirements apply to catchpoints constructed with timber
sleepers and non-resilient fastenings.
Only approved configurations are to be installed.
Double anchor the catchpoint rail every second sleeper for 32 sleepers (ie a total of 16
anchored sleepers) in front of the switch, commencing from the first sleeper from the
switch.
Double anchor the catchpoint rail every second sleeper/timber for 32 sleepers/timbers (ie
a total of 16 anchored sleepers/timbers) behind the heel commencing from the first timber
after the heel that has plain track fastenings.
Anchor the plain track rail as for plain track (see ESC 220).

Expansion switches configurations shall be selected in accordance with the existing or
proposed track structure class detailed in RailCorp standard ESC 200.
Expansion switches may only be installed at locations and on structures approved by the
Chief Engineer Track. Generally approved usage will be restricted to the expansion end
of transom top or ballast top span(s) > 80m long.
All new expansion switches and replacement components shall be manufactured to meet
the requirements of RailCorp specification SPC 251 - Turnout Components
Expansion switches should be installed in the trailing direction for normal traffic
movements where possible.
Expansion switches shall only to be installed on tangent track.
Table 12 details approved configurations for expansion switches. See 0 for a diagram of
an expansion switch arrangement.
Track components comprising standard expansion switches configurations such as

fastenings, plating and closure rails shall be as specified on the General Arrangement
drawings for each approved expansion switch design.
New or replacement expansion switches

Operating Class
Rail size (kg/m) Drawing Reference
250-1201
All (1:20 cant) 60 250-1202
CV024453
All (vertical design for locations where
rail cant is provided in design of track 60 CV024454
support)
Table 12 - Approved Expansion switch configurations
6.6 Manual Points Levers

Manual point lever configurations include:
• throw over levers

• sprung levers
Approved manual point levers, including proprietary designs, are detailed in 0 - Approved
Products.
7 Configuration Requirements for Existing Special Trackwork

Existing configurations of turnouts, diamonds, slips, catchpoints or expansion switches in
each Route Class may not meet the requirements for new and replacement
configurations (see Table 2 to Table 12). Speeds in Table 3 may not be achieved for
these configurations.
All replacement components for existing turnouts shall be manufactured to meet the
requirements of RailCorp Specification SPC 251 - Turnout Components.
8 Prohibited Configurations
The following configurations are considered undesirable for installation in main lines.
They should be considered for strategic upgrading.
1. Heeled switches
2. Short switches (< 6100m)
3. Turnouts on sharp curves, especially if they are similar flexure.
4. Diamond on sharp curves
5. Slips
6. "Entangled" trackwork, where different special trackwork units overlap.
7. Catchpoints without a clear landing area. Where such cases exist a risk analysis
shall be undertaken to establish potential corrective or protective actions.
9 Acceptance Standards
9.1 Turnouts
1. Turnout geometry for new installations shall meet the requirements of RailCorp
standard ESC 210 Track Geometry. In addition:
o gauge dimensions at the switch tip shall conform to the design ± 2mm,
o gauge at crossings shall conform to the design ± 2 mm,
o flangeways at V crossings shall conform to the design ± 1 mm,
o checkrail effectiveness at V crossings shall conform to the design +3 −1mm,
o switches shall bear on all plates + 1 − 0 mm in closed position.
o Switch points and crossing intersections shall not vary more than 10mm
from the design location and switches shall be square to within 6mm.
2. Other fabrication and installation tolerances shall be in accordance with the

design specification or manufacturer's instructions.
3. When turnouts are placed within 30m of a bridge end (where spans are < 18m)
OR when turnouts are placed within 60m of a bridge end (where one or more
spans are ≥ 18m but < 80m), the turnout shall be aluminothermic welded
throughout and a flexible switch used if possible.
4. Where tangential turnouts are used, the turnouts, and the track for 50 metres
either side, shall be fully welded. The use of joints is only permitted for a short
period during the initial construction and installation phase. Civil Maintenance
Engineers may, however, approve the installation of crossing units with fixed,
swage fastened joints.
5. For turnouts fitted with dry slide chairs, no oil or grease shall be applied to these
chairs.
6. Plain track components shall meet the acceptance standards detailed in the
component standards in Table 9.

1. Diamond geometry for new installations shall meet the requirements of RailCorp
standard ESC 210 Track Geometry. In addition:
o gauge at V and K crossings shall conform to the design ± 2 mm,

o flangeways at V and K crossings shall conform to the design ± 1 mm,
o checkrail effectiveness at V crossings shall conform to the design +3 −1mm,
o The relative locations of the four crossings in a diamond shall be within
10mm of the designed distances.
2. The crossing intersection points (Theoretical Point) shall be within 10mm of the
position defined by reference pegs or survey monuments.

9.3 Slips
Geometry and condition of new installations shall meet the acceptance standards for
turnouts in Section 9.1 and diamond crossings in Section 9.2.
9.4 Catchpoints
1. Catchpoint geometry shall meet the requirements of RailCorp standard ESC 210
Track Geometry. In addition gauge generally in catchpoints shall conform to the
design ± 3 mm.


1. Expansion switches shall be installed to the adjustment suitable for the
substructure position and temperature and the rail temperature.
2. The switch opening and gauge shall not exceed the design requirements at the
limits of expansion and contraction of both the rail and the structure.
3. The gap between the switch and the stockrail at installation shall not exceed
0.5mm.
4. The switch heel and stock rail may be welded to adjoining rails.

9.6 Manual Point Levers

Manual point levers shall be installed to meet the tolerances established by the
manufacturer.
10 Repair Standards
10.1 Geometry
10.1.1 Turnouts
The following maintenance limits shall be applied to manual regauging of turnouts or
component renewal.
1. Turnouts shall meet the requirements of RailCorp standard ESC 210 Track
Geometry.
2. For non-interlocked points the clearance between the back of an open switch
point and the gauge of the running stock rail shall conform to the design ± 2mm.
3. Housed switches shall conform to the design ± 1mm of the specified parameters.
4. If the maintenance activity includes longitudinal movement of any crossing, of

resulting position of the crossing intersection point (Theoretical Point) shall be
within 15mm of the position defined by reference pegs or survey monuments.
5. After maintenance, crossing and checkrail measurements on all tracks shall be

within the limits in Table 13.
Flangeway Crossing Checkrail Checkrail

Flangeway Gauge
Depth(min) Flangeway Effectivenes
Width (mm) (mm)
(mm) Width (mm) s (mm)
V Crossing 38 min 44 ± 2 44 ± 2 1435 ±2 1389 - <1396
K Crossing 38 min 44 ± 2 NA 1435 ±2 1389 - <1395
Table 13 - Turnout geometry maintenance limits
10.1.2 Diamond Crossings

The following maintenance limits shall be applied to manual regauging or component
renewal in diamond crossings.
1. Geometry shall meet the requirements of RailCorp standard ESC 210 Track
Geometry.
2. If the maintenance activity includes longitudinal movement of any crossing, of


10.1.3 Slips
renewal in slips.
Geometry.
3. If the maintenance activity includes longitudinal movement of any crossing, the


5. After maintenance switch tip measurements shall be within the limits in Table 14.
10.1.4 Catchpoints
renewal in catchpoints.
Geometry.
10.2 Component Repair
10.2.1 Switches
1. Repair of switches by wirefeed welding is prohibited. Switch profile and condition
may only be repaired by grinding.
Standard Heavy duty Undercut Asymetric

Switch tip radius ≥ 13mm ≥ 13mm NA NA
Switch angle (to vertical) ≤ 180 (3:1) 180 (3:1)
Switch tip height ≥ 13mm ≥ 13mm
(below top of rail)
The top of the switch tip
Switch tip width ≤ 4mm The whole of the shall sit within the face of
(at top of switch) switch tip shall the stockrail
sit within the
gauge line of the
joggled stockrail
No part of the running
surface of the switch
blade, between 17mm
and 30mm from the head
of the rail, shall form a
plane at an angle of less
than 400 to the horizontal
(see Figure 7)
Table 14 - Switch tip maintenance limits
3. There shall be no damage in the first 2m from the tip of the switch blade, deeper
than 17mm from the running surface and which extends more than 100mm along
the blade, or consecutive areas of damage less than 100mm apart forming a
length more than 100mm.
4. There shall be no damage in the first 2m from the tip of the switch blade, deeper
than 19mm from the running surface.
17mm below Running Surface
19mm below Running Surface

0
40 30mm below Running Surface
Figure 7 - Switch tip acceptance limits
10.2.2 Crossings and Wingrails

1. Repair of crossings and wingrails by wirefeed welding is an approved repair
method.
2. Repaired components shall meet the design profile and tolerances of the
component being repaired.
3. All repairs shall be ultrasonically tested. ALL ultrasonic indicators shall be below
reportable limits as detailed in RailCorp standard ESC 220 - Rail and Rail Joints.
11 Damage Limits
Track Speed (Normal / Passenger) km/hr
Normal (Note 1)
20/20 40/40 60/60 80/90 100/115 115/160
Switches
Switch rail throat opening (mm) 41 41 45 45 50 50
Back of Switch Rail to Stock Rail
Switch Rail Open Throw (mm) 86 86 90 90 95 95
Switch Rail Toe to Stock Rail
Conventional ONLY
Crossings
Check Rail Effectiveness (mm) 1396 1396 1396 1396 1396 1396
V Crossing
1386 1386 1386 1386 1389 1389
Check Rail Effectiveness (mm) 1396 1396 1396 1396 1396 1396
K Crossing
1387 1387 1387 1387 1389 1389
Note: 1. The limit at or below which no response is required.
Table 15 - Normal limits for turnout geometry
Track Speed (Normal / Passenger) km/hr

Maximum Limits (Note 2)
20/20 40/40 60/60 80/90 100/115 115/160
Switches
Switch rail throat opening (mm) <35 <35 <37 <37 <40 <40
Back of Switch Rail to Stock Rail
Switch Rail Open Throw (mm) <80 80 80 82 82 <86
Switch Rail Toe to Stock Rail
Conventional ONLY
Crossings
Check Rail Effectiveness Wide 1400 1400 1400 1400 1398 1398
(mm) Tight <1382 <1382 <1382 <1382 1384 1384
V Crossing
Check Rail Effectiveness Wide 1397 1397 1397 1397 1395 1395
(mm)
Tight <1382 <1382 <1382 <1382 1385 1385
K Crossing
Note: 2. The limit beyond which an emergency level response is required.
Table 16 - Damage limits for turnout geometry
Appendix A Definitions
Term Description
A, B No Entries
C
Catchpoints: A single switch assembly and a throw-off rail. The Catchpoint switch is
normally set in the open position, thus breaking the continuity of the siding
track causing unauthorised train movements to derail at a point clear of the
main line.
Chair Plates A chair is a flat plate with a pressed up section that is attached with a bolt
through the web of either stockrail, in the case of a switch assembly, or the
checkrail carrier, in the case of a checkrail assembly.
Checkrail A rail placed inside the running rail which comes into contact with the back of
the wheel flange and is used in points and crossing work to provide steering
of the wheelset such that the crossing nose is not contacted by the opposite
wheel.
Checkrail Unit The unit consists of a length of rail (called the checkrail) with a flared bevel
machined on each end, hardened on the checking face, bolted through
chocks to a closure rail (called the carrier) to attain a flangeway clearance.
The centre of the checkrail is usually opposite the theoretical point of the
crossing.
Chocks An iron casting used mainly with checkrails and crossings to support rail
components at a fixed distance apart. Raised lettering and numbers on the
chock identify its application.
Clearance Point A point on converging or diverging tracks where the track centres or
separation between the tracks allows clear passage for passing trains and
beyond which vehicles must not stand.
Closure Rails Rails making up a turnout apart from those in the points, crossings and
checkrail units.
Compound Comprises a crossing V point that is manufactured from a single cast nose
Crossing which is welded to head hardened rails to complete the V which replaces the
point/housed rails in a fabricated crossing. They may be manufactured from
manganese steel, chrome vanadium alloys or other materials.
Compound A Compound crossing V point that is manufactured from a cast manganese
Manganese nose which is explosively hardened and flashbutt welded to head hardened
Crossing rails to complete the V. It replaces the point/housed rails in a fabricated
crossing.
Crossing Assembly The component of a track system where lines branch out or intersect.
Crossings assist in the passage of track wheels where two track rails
intersect. Crossings may be fixed or switchable. In diamond crossings there
are K and V crossings and in turnouts V crossings.
Crossover The means by which trains pass from one track to an adjacent parallel track.
A Crossover is constructed from two turnouts (one on each track facing
opposite directions) and connecting plain trackwork.
D
Derail A vehicle derailing device that, when operating to protect the main running
line, causes wheels to climb the siding rail and derail clear of the protected
line.
Diamond Crossing The component of a track system where lines intersect. Diamond Crossings
comprise V and K crossings.
Term Description
E
Expansion switch An assembly comprising two rails appropriately matched and fastened at the
longitudinal interface to provide virtual continuity of the running rail and gauge
faces while allowing controlled longitudinal slip.
Expansion switches provide a level of control for rail stresses when tracks are
attached to sub-structures (eg steel underbridges) which are also subject to
temperature related expansion and contraction.
F
Fabricated Comprises a V and two (2) wing rails fabricated from sections of rail, set,
Crossing machined and fitted together with chocks. The hand of the crossing is
determined by the location of the point rail and may be right or left. The point
rail is always the rail carrying the maximum tonnages, or higher speed. A
right hand crossing has the point rail in the rail that connects to the right hand
switch.
Fixed crossings. These crossings have a wheel flange gap in both rails. Wheel transfer at
fixed crossings depends on matching wheel and rail profiles. Fixed crossings
are used in conjunction with checkrails to provide lateral guidance in the
crossing area.
Flangeway The space adjacent to the gauge face of a running rail to allow for the
passage of wheel flanges.
Flangeway The distance between the gauge side of a running rail and the guard face of a
Clearance checkrail or the guard face of a wing rail.
Flangeway Depth Flange way depth is the height of the running surface of the rail above the top
of the blocks at checkrails and in ‘V’ and ‘K’ crossings.
Flare The tapered widening at the ends of flangeways to gradually engage wheel
flanges and position them to pass through flangeways.
Flexible Switch A switch machined from longer rails and fixed towards the end of this rail with
blocks or other device to the adjacent stockrail. The switch movement is
provided by the flexibility of the longer switch rail and a section machined from
the rail foot (foot relief) towards the fixed end.
Fully cast crossing A one piece solid cast steel crossing with the four legs joined to standard rail
sections through a welding process or by bolts and plates.
G No Entries
H
Heel The end of a switch at which the switch pivots
Heel Block Single or multiple blocks, depending on switch type, that rigidly fix the switch
rail to the adjacent rail in the correct geometric configuration. The adjacent rail
is the stockrail and can include a closure rail for some switch types.
Heeled Switch A switch that pivots about a gapped joint between the switch rail and adjoining
closure rail. The switch is bolted to the stockrail and closure rail using a heel
block and fishplate designed to allow this movement.
Housed Switch A heavy duty switch and joggled stockrail equipped with a “Housing”. The
housing is a specially machined component with a hardened checking face
fitting above the switch to act as a checkrail for the opposite switch and
joggle. Where both switches are required to be heavy duty a housing is
required on one of the switches.
I
In - Bearer A bearer fabricated into a hollow channel shape that is used at a set of points
to house the switch operating rodding. This eliminates the rodding being
located in a bay between bearers.
Interlocking Interaction of equipment controlling switches and/or signals to prevent
conflicting movements, and to make sure that routes are set correctly.
J No Entries
Term Description
K
K Crossing The principal special component of a diamond crossing. It is the intersecting
component between two rails. The intersection creates an unchecked area in
the centre of the K, thus limiting the angles that can be designed for K
crossings
L No Entries
M
Manual Point Lever An apparatus consisting of a manually actuated lever and connecting rodding
to operate points in turnouts and catchpoints or to operate a derail device.
Manual point levers do not include ground frame or signal box levers that are
generally connected to an interlocked signalling system.
N, O No Entries
P
Points and A combination of rail and track components that provide for one track to join
crossings or cross another whilst maintaining continuous support and direction to the
rolling stock wheels. The points are the location where one track separates
into two tracks (or vice-versa) and generally includes moving rail components
called switches or switch blades. The crossing allows rolling stock wheels to
cross over a rail. Combinations of points and crossings may be used to
construct various track structures including slips, diamond crossings, turnouts
and Catchpoints.
Points Assembly The location where one track separates into two tracks (or vice-versa) and
generally includes moving rail components called switches or switch blades
that are attached to stockrails.
Q No Entries
R
Rail Brace Component used in points assemblies to fasten the stockrail in position where
fastenings on the gauge side of the rail cannot be used. The Rail Brace is
bolted through the web of the stockrail.
Rail Brace Plates Attach the Rail Brace to the bearer.
S
Single/Double Slip A special track layout that combines turnouts and diamond crossings. They
allow train movements both across and onto and out of a track.
Spring Wing A switchable V crossing with both a fixed and spring wing leg. The spring wing
crossing effectively eliminates the flange way gap when using the main line thus
reducing the wheel generated impact in the crossing. The wheel flange forces
the spring wing open when taking the siding road.
Stockrails Provide support for the closed switch and become the running rail when the
switch is open. They are curved, set and /or joggled.
Swing Nose A switchable V crossing with a nose assembly that moves from the main line
Crossing rail to the turnout rail, depending on the train movement, allowing a
continuous surface for the wheel to run through the crossing. They are
provided with straight crossings only. No checkrails are required with this
crossing type.
Switch A machined tapered rail that allows the direction of a train to be altered to
another line. A switch consists of a section of rail set and machined to a
design shape, drilled to detail to accommodate switch operating rodding and
heel blocks or chocks to allow attachment to a stockrail.
Switch Rollers Rollers that support the switch during the opening and closing operation.
Theycan be located in the bay between bearers, usually bolted to the
stockrail, or be fabricated as a part of the plate assembly under the switch.
They eliminate the need to lubricate the switch plate/switch interface.
Term Description
Switch Stops Switch Stops are bolted to the web of the stockrail and make contact with the
web of the switch when the switch is in the closed position, providing lateral
support. They can be manufactured from castings, rolled angle section or
extended bolts.
Switchable These crossings close the gap in one track that is being made active for traffic
crossings. allowing a continuous surface for the wheel to run through the crossing.
Wheel transfer in switchable crossings is without any impact for any wheel
profile. Switchable crossings have no flange gap in the active track and thus
do not require checkrails. They can have either Swing Nose or Spring Wing
T
Tangential Switch A switch with a continuous curve through the full length of the switch. The
curved gauge line of the switch is tangent to the gauge line of the attached
stockrail at a distance in front of the switch tip.
Theoretical Point Located on the crossing nose at the intersection of the gauge lines of the two
running rails forming the crossing.
Trailable Point A manual point lever that is designed to allow for vehicle wheels trailing
Lever through points set the wrong way to re-set the points for the trailing movement
without the need to operate the lever.
Turnout Special trackwork that allows trains to pass from one track on a diverging
path. It consists of switch and stockrail assemblies, a 'V' crossing and
checkrails, linked together by straight and curved infill rails (closure rails).
Turnout Length The distance from the toe of the switch to the theoretical point measured
along the main line running rail containing the crossing.
Turnout Radius The radius of the centreline of the curved turnout track and not the turnout rail
radius. It is tangential to the switch at the heel (real or imaginary) and to the
appropriate leg of a straight crossing. The radius is carried through a curved
crossing
Turnout Rail This is a closure rail that joins the turnout switch to the crossing, as part of the
secondary track. It may consist of more than one rail length.
U No Entries
V
V crossing A unit that allows a train travelling on the turnout direction rail to cross the
mainline rail.
The crossing rate is a measure of the angle made by the main line and
turnout rail gauge faces that intersect at the theoretical point. The crossing
rate is the cotangent of the angle made.
All crossings are identified by markings on the wing rail which are provided
during manufacture. See 0 Crossing Identification
The catalogue number allows the geometry of the particular crossing to be
identified. Each catalogue number defines a crossing with a unique
geometry.
See 0 for diagrams of standard crossing types
W
Wing Rail The rails of a crossing (on the end closest to the switch in a turnout) that are
flared to allow the passage of the wheel to transfer to or from the crossing
nose. Named for their resemblance to a wing in shape.
X, Y, Z No entries
Grouped by component
Term Description
General
Points and A combination of rail and track components that provide for one track to join
crossings or cross another whilst maintaining continuous support and direction to the
rolling stock wheels. The points are the location where one track separates
into two tracks (or vice-versa) and generally includes moving rail components
called switches or switch blades. The crossing allows rolling stock wheels to
cross over a rail. Combinations of points and crossings may be used to
construct various track structures including slips, diamond crossings, turnouts
and Catchpoints.
Turnout Special trackwork that allows trains to pass from one track on a diverging
path. It consists of switch and stockrail assemblies, a 'V' crossing and
checkrails, linked together by straight and curved infill rails (closure rails).
Turnout Length The distance from the toe of the switch to the theoretical point measured
along the main line running rail containing the crossing.
Turnout Radius The radius of the centreline of the curved turnout track and not the turnout rail
radius. It is tangential to the switch at the heel (real or imaginary) and to the
appropriate leg of a straight crossing. The radius is carried through a curved
crossing
Turnout Rail This is a closure rail that joins the turnout switch to the crossing, as part of the
secondary track. It may consist of more than one rail length.
Stockrails Provide support for the closed switch and become the running rail when the
switch is open. They are curved, set and /or joggled.
Crossover The means by which trains pass from one track to an adjacent parallel track.
A Crossover is constructed from two turnouts (one on each track facing
opposite directions) and connecting plain trackwork.
Diamond Crossing The component of a track system where lines intersect. Diamond Crossings
comprise V and K crossings.
Catchpoints: A single switch assembly and a throw-off rail. The Catchpoint switch is
normally set in the open position, thus breaking the continuity of the siding
track causing unauthorised train movements to derail at a point clear of the
main line.
Clearance Point A point on converging or diverging tracks where the track centres or
separation between the tracks allows clear passage for passing trains and
beyond which vehicles must not stand.
Derail A vehicle derailing device that, when operating to protect the main running
line, causes wheels to climb the siding rail and derail clear of the protected
line.
Expansion switch An assembly comprising two rails appropriately matched and fastened at the
longitudinal interface to provide virtual continuity of the running rail and gauge
faces while allowing controlled longitudinal slip.
Expansion switches provide a level of control for rail stresses when tracks are
attached to sub-structures (eg steel underbridges) which are also subject to
temperature related expansion and contraction.
Single/Double Slip A special track layout that combines turnouts and diamond crossings. They
allow train movements both across and onto and out of a track.
Points
Points Assembly The location where one track separates into two tracks (or vice-versa) and
generally includes moving rail components called switches or switch blades
that are attached to stockrails.
Switch A machined tapered rail that allows the direction of a train to be altered to
another line. A switch consists of a section of rail set and machined to a
design shape, drilled to detail to accommodate switch operating rodding and
heel blocks or chocks to allow attachment to a stockrail.
Term Description
Heeled Switch A switch that pivots about a gapped joint between the switch rail and adjoining
closure rail. The switch is bolted to the stockrail and closure rail using a heel
block and fishplate designed to allow this movement.
Heel The end of a switch at which the switch pivots
Heel Block Single or multiple blocks, depending on switch type, that rigidly fix the switch
rail to the adjacent rail in the correct geometric configuration. The adjacent rail
is the stockrail and can include a closure rail for some switch types.
Flexible Switch A switch machined from longer rails and fixed towards the end of this rail with
blocks or other device to the adjacent stockrail. The switch movement is
provided by the flexibility of the longer switch rail and a section machined from
the rail foot (foot relief) towards the fixed end.
Tangential Switch A switch with a continuous curve through the full length of the switch. The
curved gauge line of the switch is tangent to the gauge line of the attached
stockrail at a distance in front of the switch tip.
Housed Switch A heavy duty switch and joggled stockrail equipped with a “Housing”. The
housing is a specially machined component with a hardened checking face
fitting above the switch to act as a checkrail for the opposite switch and
joggle. Where both switches are required to be heavy duty a housing is
required on one of the switches.
In - Bearer A bearer fabricated into a hollow channel shape that is used at a set of points
to house the switch operating rodding. This eliminates the rodding being
located in a bay between bearers.
Interlocking Interaction of equipment controlling switches and/or signals to prevent
conflicting movements, and to make sure that routes are set correctly.
Chair Plates A chair is a flat plate with a pressed up section that is attached with a bolt
through the web of either stockrail, in the case of a switch assembly, or the
checkrail carrier, in the case of a checkrail assembly.
Rail Brace Component used in points assemblies to fasten the stockrail in position where
fastenings on the gauge side of the rail cannot be used. The Rail Brace is
bolted through the web of the stockrail.
Rail Brace Plates Attach the Rail Brace to the bearer.
Switch Rollers Rollers that support the switch during the opening and closing operation.
Theycan be located in the bay between bearers, usually bolted to the
stockrail, or be fabricated as a part of the plate assembly under the switch.
They eliminate the need to lubricate the switch plate/switch interface.
Switch Stops Switch Stops are bolted to the web of the stockrail and make contact with the
web of the switch when the switch is in the closed position, providing lateral
support. They can be manufactured from castings, rolled angle section or
extended bolts.
Manual Point Lever An apparatus consisting of a manually actuated lever and connecting rodding
to operate points in turnouts and catchpoints or to operate a derail device.
Manual point levers do not include ground frame or signal box levers that are
generally connected to an interlocked signalling system.
Trailable Point A manual point lever that is designed to allow for vehicle wheels trailing
Lever through points set the wrong way to re-set the points for the trailing movement
without the need to operate the lever.
Crossings
Crossing Assembly The component of a track system where lines branch out or intersect.
Crossings assist in the passage of track wheels where two track rails
intersect. Crossings may be fixed or switchable. In diamond crossings there
are K and V crossings and in turnouts V crossings.
Term Description
V crossing A unit that allows a train travelling on the turnout direction rail to cross the
mainline rail.
The crossing rate is a measure of the angle made by the main line and
turnout rail gauge faces that intersect at the theoretical point. The crossing
rate is the cotangent of the angle made.
All crossings are identified by markings on the wing rail which are provided
during manufacture. See 0 Crossing Identification
The catalogue number allows the geometry of the particular crossing to be
identified. Each catalogue number defines a crossing with a unique
geometry.
See 0 for diagrams of standard crossing types
K Crossing The principal special component of a diamond crossing. It is the intersecting

component between two rails. The intersection creates an unchecked area in
the centre of the K, thus limiting the angles that can be designed for K
crossings
Fabricated Comprises a V and two (2) wing rails fabricated from sections of rail, set,
Crossing machined and fitted together with chocks. The hand of the crossing is
determined by the location of the point rail and may be right or left. The point
rail is always the rail carrying the maximum tonnages, or higher speed. A
right hand crossing has the point rail in the rail that connects to the right hand
switch.
Compound Comprises a crossing V point that is manufactured from a single cast nose
Crossing which is welded to head hardened rails to complete the V which replaces the
point/housed rails in a fabricated crossing. They may be manufactured from
manganese steel, chrome vanadium alloys or other materials.
Compound A Compound crossing V point that is manufactured from a cast manganese
Manganese nose which is explosively hardened and flashbutt welded to head hardened
Crossing rails to complete the V. It replaces the point/housed rails in a fabricated
crossing.
Fully cast crossing A one piece solid cast steel crossing with the four legs joined to standard rail
sections through a welding process or by bolts and plates.
Fixed crossings. These crossings have a wheel flange gap in both rails. Wheel transfer at
fixed crossings depends on matching wheel and rail profiles. Fixed crossings
are used in conjunction with checkrails to provide lateral guidance in the
crossing area.
Switchable These crossings close the gap in one track that is being made active for traffic
crossings. allowing a continuous surface for the wheel to run through the crossing.
Wheel transfer in switchable crossings is without any impact for any wheel
profile. Switchable crossings have no flange gap in the active track and thus
do not require checkrails. They can have either Swing Nose or Spring Wing
Swing Nose A switchable V crossing with a nose assembly that moves from the main line
Crossing rail to the turnout rail, depending on the train movement, allowing a
continuous surface for the wheel to run through the crossing. They are
provided with straight crossings only. No checkrails are required with this
crossing type.
Spring Wing A switchable V crossing with both a fixed and spring wing leg. The spring wing
crossing effectively eliminates the flange way gap when using the main line thus
reducing the wheel generated impact in the crossing. The wheel flange forces
the spring wing open when taking the siding road.
Wing Rail The rails of a crossing (on the end closest to the switch in a turnout) that are
flared to allow the passage of the wheel to transfer to or from the crossing
nose. Named for their resemblance to a wing in shape.
Flangeway The space adjacent to the gauge face of a running rail to allow for the
passage of wheel flanges.
Term Description
Flangeway The distance between the gauge side of a running rail and the guard face of a
Clearance checkrail or the guard face of a wing rail.
Flangeway depth Flange way depth is the height of the running surface of the rail above the top
of the blocks at checkrails and in ‘V’ and ‘K’ crossings.
Theoretical Point Located on the crossing nose at the intersection of the gauge lines of the two
running rails forming the crossing.
Checkrail unit
Checkrail Unit The unit consists of a length of rail (called the checkrail) with a flared bevel
machined on each end, hardened on the checking face, bolted through
chocks to a closure rail (called the carrier) to attain a flangeway clearance.
The centre of the checkrail is usually opposite the theoretical point of the
crossing.
Checkrail A rail placed inside the running rail which comes into contact with the back of
the wheel flange and is used in points and crossing work to provide steering
of the wheelset such that the crossing nose is not contacted by the opposite
wheel.
Chocks An iron casting used mainly with checkrails and crossings to support rail
components at a fixed distance apart. Raised lettering and numbers on the
chock identify its application.
Flare The tapered widening at the ends of flangeways to gradually engage wheel
flanges and position them to pass through flangeways.
Appendix B General Turnout Data
CROSSING IDENTIFICATION
Appendix C Other Special Trackwork Data

Diamond crossings
CHECKRAIL
CHECKRAIL
Slips
Expansion switches
Catchpoints
Appendix D Standard Designs for Conventional Turnouts

Standard Conventional Turnouts
Crossing General Arrangement
Rail Switch
(kg) Description Design
Rate Type Length Bearers Plating
Reference
5030 x 159 H 21.770 Timber Resilient 720-420
8.25 Curved
6100 x 159 F 23.470 Timber Standard 320-1197
Straight 6100 x 159 F 23.510 Timber Standard 320-1305
50 9
Curved 6100 x 159 H 24.740 Timber Standard 320-1520
Straight 6100 x 159 F 25.730 Timber Standard 320-1309
10.5
Curved 6100 x 159 F 27.170 Timber Standard 320-1310
8.25 Curved
10600 F 23.470 Timber Resilient 246-403
53 9 Straight 10600 F 23.510 Timber Resilient 246-920
10.5 Straight 10600 F 25.730 Timber Resilient 720-497
15 Straight 10600F / 13650F 32.270/35.320 Timber Resilient 248-1180
690-418(RH)
8.25 Curved Concrete Resilient
6100 x 159 F 23.470 690-419(LH)
Timber Resilient 425-462
6100 x 159 F 23.510 Timber Resilient 250-1258
9 Straight
Timber Resilient 720-615
6100 x 159 F 25.730 320-1282(RH),
60 10.5 Straight Concrete Resilient
720-436(LH)
425-725,
6100 x 159 F 32.270 Timber Resilient
320-1219
425-725,
15 Straight 9150 x 159 F 35.320 Timber Resilient
320-1219*
720-538(RH),
9150 x 159 F 35.320 Concrete Resilient
720-539(LH)
Table 17 - Standard Conventional Turnouts
Note: 1. H - Heeled Switches.

2. F - Flexible switches
3. For 53kg rail the flexible switch is defined as the total length of switch rail from which
the switch is made. For 50kg and 60kg rail the flexible switch is defined as the length
from the point to the theoretical head point (for design purposes only), and can be
identified by the machining on the stockrail. (i.e. 53kg 10600 and 13650 switches have
the same design geometry as the 6100x159 and 9150x159 (respectively) indicated for
50 and 60kg rail.
4. Standard plating is a non-resilient type i.e. dogspikes, lockspikes, and/or screwspikes.
5. Resilient plating refers to an elastic type of fastener securing the rail foot to the
baseplate.
6. The layout for turnout bearers or ties forms part of the configuration. References to
drawings detailing interface requirements for fixing components on standard turnouts,
that is, crossings, checkrails, switch/stockrails and closure rails are indicated under
design references.
Figure 8 - Straight Crossing Conventional Turnout (drawn for RH turnout)
Figure 9 - Curved Crossing Conventional Turnout – short leg curved (drawn for RH
turnout)
Crossing Rate 'e' Sw = Switch length Switch length and heel centres are
8.25 11.882 d = Heel Centres (159mm) measured at heel joint for heeled
9 12.955 g = Gauge (1435mm) switches and for flexible switches
10.5 15.102 α = Crossing angle they are adopted for design
15 21.549 x = Crossing rate purposes
Appendix E Standard Designs for Tangential Turnouts

Tangential Turnouts – Design Parameters
Turnout Total General
Distance
Length Length Length Layout
Turnout (TOTP to
Type Crossing (T) (Pts to (TOTP to Design
Angle (0) Pts)
(m) Theo Pt) TOEP) Drawing Ref
(m)
(m) (m) No.
160:6.6 Curved 8.615648 12.052 20.939 24.105 0.490 CV0479038
160:8.25 Straight 6.911227 9.622 21.058 24.644 0.490 CV0479039
190:7 Curved 8.130102 13.503 22.862 27.006 0.490 CV0479040
190:9 Straight 6.340192 10.523 22.988 26.298 0.490 CV0479041
250:8.25 Curved 6.911227 15.096 26.296 30.193 0.490 CV0479042
250:10.5 Straight 5.440332 11.878 26.489 30.309 0.490 CV0479043
300:9 Curved 6.340192 16.616 28.853 33.231 0.490 CV0479044
300:12 Straight 4.763642 12.478 29.238 33.630 0.490 CV0479045
500:12 Curved 4.763642 20.797 37.391 41.595 0.490 CV0479046
500:15 Straight 3.814075 16.648 37.707 43.532 0.490 CV0479047
800:15 Curved 3.814075 26.637 46.827 53.274 1.090 CV0479048
800:18.5 Straight 3.094058 21.606 47.083 54.660 1.090 CV0479049
1200:18.5 Curved 3.094058 32.409 56.996 64.818 1.690 CV0479050
1200:24 Straight 2.385944 24.989 57.754 67.026 1.690 CV0479051
Table 18 - Standard Tangential Turnouts
Tangential Turnouts – In-bearer design

General Layout Design
Type Comment
Drawing Ref No.
160 no back-drive required CV0237813
190 no back-drive required CV0278550
250 with backdrive CV0278551
800 With double backdrive CV0278554
Table 19 - Standard In bearer layouts for tangential turnouts
Figure 10 - Straight Crossing Turnout (drawn for LH turnout)
Figure 11 - Curved Crossing Turnout (drawn for LH turnout)
Tangential Turnouts – Approved designs

Radius (m) Turnout Rate Bearers Designs Approved From
190 1 in 7 Concrete VAE, PRE, BRFC
1 in 9 Concrete VAE, PRE, BRFC
250 1 in 8.25 Concrete VAE, PRE, BRFC
1 in 10.5 Concrete VAE, PRE, BRFC
300 1 in 9 Concrete PRE, VAE
300 1 in 12 Concrete VAE, PRE
800 1 in 18.5 Concrete VAE, PRE
1200 1 in 18.5 Concrete VAE, PRE
1200 1 in 21 Concrete VAE
Table 20 - Tangential Turnouts - Approved designs
Tangential Turnouts – Approved designs

Radius (m) Xing Rate Bearers Designer Drawing Reference
250 1 in 10.5 Slab VAE Special
300 1 in 12 Concrete PRE PRE01-GA-0036
Concrete VAE VAM 11439B
800 1 in 18.5 Concrete PRE PRE01-GA-0045
Concrete VAE VAM 12713A
Table 21 - Tangential Turnouts with Swing nose crossings- Approved designs
Appendix F Approved Products

The approved product list for turnouts and special trackwork contains only those products
that may be used independently of any manufacturer's proprietary designs.
Common Item Manufacturer/

Description Standard/ Drawing
Name Supplier
Manual levers
Thornley levers Type 45 VCA (formerly
TKL)
Switch equipment
Switch pad Mack Reversible Switch Protector VCA
protectors
Chair Bolt Cat. No 3 M24 x 75 Square Head Chair Bolt Cat. Dwg. No 91-187C Greg Sewell
No3 Forgings
Special Thinner Special Thinner Hex Head M24 Brace NA RailCorp Rail
head Rail Brace Bolt Bolt Fabrication
Hex head 13.5mm high; marked 8.8, Centre
M24; 125mm long; 59mm thread c/w
nut to AS 1252-1996 & 10mm thick
spring washer to AS 1085.7
S/C 2085090 for “A” timber
Crossings
Compound Compound crossing with manganese ESC 250 VAE
manganese nose
Rail Bound RBM V-Crossings 1:10.5,dwg CVO143533 VCA
Manganese 1:15,dwg CVO235217
60kg HSH Rails Use of 60kg 350HT AS60 HSH Deep Profile to AS 1085.1 VAE
Head Hardened Rails for Turnout BRFC
components
53kg HH Rails Use of 53kg Head Hardened Rails for AS 1085.1 OneSteel
crossings BRFC
Stock Rails
53kg HH Rails Use of 53kg Head Hardened Rails for AS 1085.1 OneSteel
stock rails BRFC
Appendix G Standard Plans

Table 22 lists the Standard Plans for conventional turnouts, diamonds, catchpoints and
expansion switches referenced in Engineering Standard ESC 250 Turnouts and Special
Trackwork.
Table 23 lists the second level Standard Plans referenced in the plans listed in Table 22
and also the third level plans referenced in the second level
The table contents in Table 22 and Table 23 are not listed in number order. The
contents are listed by category: e.g. turnout, catchpoint, switch, crossing, crossing rate,
rail weight, switch length etc.
Table 24 lists any superseded plans referenced in level 1 or 2. This listing is for
reference only. Superseded plans are not to be used. The plans that replaced the
superseded plans are also listed in Table 23.
Table 22 - Level 1 Standard Plans
Xing Curved/ Old Plan

Rail EDMS No. Title
rate Straight No.
Turnouts
8.25 50 C 720-420 CV0065189 1 in 8.25 PANDROL SPLIT PLATED 50kg SIDING TURNOUT, CVD CROSSING; TIMBERING AND PLATING
DETAILS.
S 320-1197 CV0235386 1 IN 8.25 STANDARD PLATED TURNOUT 50KG - 1981 RAIL FLEXIBLE SWITCH CURVED CROSSING XL.
282, 284, 287, 289. TIMBER AND PLATING DETAILS
53 C 246-403 CV0123711 1 IN 8.25 ''PANDROL'' PLATED; 53kg LEADS - CURVED CROSSING ; TIMBERING AND PLATING DETAILS
C 246-466 CV0254666 1 IN 8.25 PANDROL PLATED 53 KG. SIDING LEAD CURVED CROSSING TIMBERING & PLATING DETAILS
60 C 320-1215 CV0171437 1 IN 8.25 PANDROL SPLIT - PLATED TURNOUTS 60KG - 1986 RAIL 6100 HEELED SWITCH - CURVED
CROSSING TIMBERING AND PLATING DETAILS
C 425-462 CV0147401 1 IN 8.25 PANDROL SPLIT- PLATED; 60kg TURNOUTS - CURVED CROSSINGS; TIMBERING AND PLATING
DETAILS
C 690-418 CV0401438 STD. 1 IN 8.25 R.H. TURNOUT CURVED CROSSING 60KG. RAIL CONCRETE TIE & PLATING DETAILS
C 690-419 CV0401439 STD. 1 IN 8.25 L.H. TURNOUT CURVED CROSSING 60KG. RAIL CONCRETE TIE & PLATING DETAILS
9 50 S 320-1305 CV0171461 STD. 1 IN 9 STANDARD PLATED TURNOUT 50 KG -1981 RAIL STRAIGHT CROSSING - FLEXIBLE SWITCH.
TIMBERING AND PLATING DETAILS
320-1520 CV0171469 1 IN 9 STANDARD PLATED TURNOUT 50 KG - 1981 RAIL - 6100 FLEXIBLE SWITCH CROSSING CAT. XL
292,294,297,299. TIMBERING AND PLATING DETAILS
53 S 246-920 CV0254637 1 IN 9 PANDROL PLATED 53 KG LEADS - STRAIGHT CROSSINGS TIMBERING & PLATING DETAILS
60 S 250-1258 CV0024151 STD. 1 IN 9 PANDROL SPLIT - PLATED TURNOUT; 60kg. 1981; STRAIGHT CROSSING - CAT. XL290, 291;
10.5 50 S 320-1309 CV0171463 STD. 1 IN 10.5 STANDARD PLATED TURNOUT 50 KG. 1981 RAIL - 6100 FLEXIBLE SWITCHES STRAIGHT
CROSSING CAT. XL 300, 301 TIMBERING AND PLATING DETAILS
C 320-1310 CV0171464 1 IN 10.5 STANDARD PLATED TURNOUT 50KG 1981 RAIL CURVED CROSSING - 6100 FLEXIBLE SWITCH
53 S 720-497 CV0065202 1 IN 10.5 PANDROL PLATED 53KG LEADS - STRAIGHT CROSSING TIMBERING & PLATING DETAILS
60 S 320-1282 CV0171459 STANDARD 1 IN 10.5 R.H. TURNOUT 60KG - 1981 RAIL R.B.M. STRAIGHT CROSSING CONCRETE TIES
AND PLATING DETAILS
S 720-436 CV0065960 STANDARD 1 IN 10.5 L.H TURNOUT 60KG - 1981 RAIL - R.B.M STRAIGHT CROSSING; CONCRETE TIES
AND PLATING DETAILS.
S 720-615 CV0147417 STANDARD 1 IN 10.5 PANDROL SPLIT-PLATED TURNOUT; 60kg - 1981 RAIL; STRAIGHT CROSSING CAT
Xing Curved/ Old Plan

Rail EDMS No. Title
rate Straight No.
XL300,301; TIMBERING AND PLATING DETAILS.
15 53 S 248-1180 CV0104748 1 in 15 PANDROL PLATED TURNOUT 53kg 1981 RAIL TIMBERERING AND PLATING DETAILS - STR
CROSSING
60 S 720-538 CV0065207 STANDARD 1 in 15 R.H.TURNOUT 60KG - 1981 - RAIL R.B.M. STRAIGHT CROSSING; CONCRETE TIES
AND PLATING DETAILS
S 720-539 CV0065959 STANDARD 1 IN 15 L.H TURNOUT; 60kg - 1981 RAIL - R.B.M STRAIGHT CROSSING; CONCRETE TIES AND
PLATING DETAILS
S 320-1219 CV0065967 STANDARD 1 IN 15 PANDROL SPLIT-PLATED TURNOUT; 60KG 1981 RAIL STRAIGHT R.B.M. CROSSING;
TIMBERING AND PLATING DETAILS.
S 425-725 CV0170525 STD. 1 IN 15 PANDROL SPLIT - PLATED TURNOUT; 60 kg 1981 RAIL; STRAIGHT CROSSING - CAT. XL
350, 351; TIMBERING AND PLATING DETAILS
Catchpoints
53 153-891 CV0068418 CATCHPOINT - 53kg; 10.600 HEEL LESS - SWITCH; PANDROL PLATES; GENERAL ARRANGEMENT
60 580-715 CV169477 CATCHPOINT - 60kg; 6100 FLEXIBLE SWITCH ON CONCRETE TIES; GENERAL ARRANGEMENT -
STEELWORK
Diamonds
7.5 60 184-858 CV0065555 STANDARD 1 IN 7.5 DIAMOND CROSSING 60KG. - 1981 RAIL TIMBERING AND PLATING DETAILS
8.25 53 425-976 CV0170405 STANDARD 1 IN 8.25 DIAMOND CROSSING 53 KG - 1981 RAIL - PANDROL PLATED TIMBERING AND
PLATING DETAILS
60 925-827 CV0169034 STD. 1 IN 8.25 DIAMOND 60KG.-1981 RAIL-PANDROL PLATED TIMBERING AND PLATING DETAILS
Expansion Switches
60 250-1201 CV0239998 STANDARD EXPANSION SWITCH FOR 300MM MAX. MOVEMENT 60KG/M RAIL GENERAL ASSEMBLY
FOR TIMBER SLEEPERS
250-1202 CV0240038 STANDARD EXPANSION SWITCH FOR 300MM MAX. MOVEMENT 60KG/M RAIL GENERAL ASSEMBLY
FOR CONCRETE SLEEPERS.A
CV0234453 EXPANSION SWITCHES TO SUIT UP TO 300mm MOVEMENT RAIL - AS60/ZUI-60, 1:20 CANT TIMBERING
AND PLATING DETAILS
CV0234454 EXPANSION SWITCHES TO SUIT UP TO 300mm MOVEMENT RAIL - AS60/ZUI-60, ZERO CANT TIMBERING
AND PLATING DETAILS
Switch
Rail Old Plan No. EDMS No. Title
Length
Switches
5030 50 320-1220 CV0171439 STANDARD 5030 HEEL SWITCH; L.H. & R.H. TURNOUT; 50KG - 1981 RAIL; GENERAL ASSEMBLY
53 201-184 CV0246922 STD. 16FEET - 6INCHES X 6¼INCHES SWITCHES 107 A.S. 1936 RAIL.
6100 50 320-1237 CV0171440 STANDARD 6100 FLEXIBLE SWITCH 50KG. - 1981 RAIL L.H. & R.H. TURNOUT GENERAL ASSEMBLY
320-1243 CV0171446 STANDARD 6100 HEELED SWITCH 50 KG. - 1981 RAIL L.H. & R.H. TURNOUT GENERAL ASSEMBLY
60 258-208 CV0068459 STANDARD 6100 FLEXIBLE SWITCH; 60kg - 1981 RAIL; L.H. & R.H. TURNOUT; GENERAL ASSEMBLY
258-687 CV0047887 STANDARD 6100 FLEXIBLE SWITCH; 60 KG 1981 RAIL L.H. & R.H. TURNOUT; GENERAL ASSEMBLY FOR
CONCRETE TIES
250-1080 CV0255794 STANDARD 6100 HEELED SWITCH 60KG. 1981 RAIL L.H. & R.H. TURNOUT GENERAL ASSEMBLY.
9150 60 720-498 CV0065203 STANDARD 9150 FLEXIBLE SWITCH 60KG - 1981 RAIL L.H. & R.H. TURNOUT GENERAL ASSEMBLY FOR
CONCRETE TIES
258-040 CV0068458 STANDARD 9 150 FLEXIBLE SWITCH; 60kg - 1981 RAIL; L.H. & R.H. TURNOUT; GENERAL ARRANGEMENT
10600 53 246-404 CV0068449 10 600 HEEL-LESS SWITCH; 53kg 1977 RAIL; GENERAL ARRANGEMENT; L.H. TURNOUT
246-405 CV0254654 10 600 HEEL LESS SWITCH 53 KG. 1977 RAILS GENERAL ARRANGEMENT R.H. TURNOUT
246-540 CV0068453 10600 HEEL-LESS HEAVY DUTY SWITCH; 53kg 1977 RAIL; GENERAL ARRANGEMENT R.H. TURNOUT
246-541 CV0068454 10600 HEEL-LESS HEAVY DUTY SWITCH; 53kg 1977 RAIL; GENERAL ARRANGEMENT L.H. TURNOUT
13650 53 246-314 CV0172350 STANDARD 13650 HEEL-LESS HOUSED SWITCH; 53kg RAIL 1977; LH TURNOUT; GENERAL ASSEMBLY
246-315 CV0172351 STANDARD 13 650 HEEL-LESS HOUSED SWITCH; 53kg RAIL 1977; RH TURNOUT; GENERAL ASSEMBLY
Switch Details
5030 47 184-484 CV0065526 STANDARD HEEL JOINT 5030 AND 6100 SWITCHES 47KG A.S. 1977 RAIL
5030 50 480-947 CV0169724 STANDARD 5030 HEELED SWITCH 50KG-1981 RAIL R.H. & L.H. TURNOUT DRILLING OF SWITCH &
STOCKRAIL
6100 50 320-1238 CV0171441 STANDARD 6100 FLEXIBLE SWITCH 50KG - 1981 RAIL R.H. TURNOUT - L.H. SWITCH AND STOCKRAIL
SETTING AND MACHINING DETAILS
6100 50 320-1239 CV0171442 STANDARD 6100 FLEXIBLE SWITCH 50KG - 1981 RAIL R.H. TURNOUT - R.H. SWITCH AND STOCKRAIL
6100 50 320-1240 CV0171443 STANDARD 6100 FLEXIBLE SWITCH 50KG - 1981 RAIL L.H. TURNOUT - L.H. SWITCH AND STOCKRAIL
Switch Rail Old Plan No. EDMS No. Title

Length
6100 50 320-1241 CV0171444 STANDARD 6100 FLEXIBLE SWITCH 50KG. - 1981 RAIL L.H. TURNOUT - R.H. SWITCH AND STOCKRAIL
6100 50 320-1242 CV0171445 STANDARD 6100 FLEXIBLE SWITCH 50 KG. - 1981 RAIL R.H. & L.H. TURNOUT DRILLING OF SWITCH &
STOCKRAILS
5030 50 480-948 CV0169725 STANDARD 5030 HEELED SWITCH; 50KG - 1981 RAIL; L.H. TURNOUT - R.H. SWITCH & STOCKRAIL;
5030 50 480-949 CV0169726 STANDARD 5030 HEELED SWITCH 50KG-1981 RAIL L.H. TURNOUT - L.H. SWITCH AND STOCKRAIL
5030 50 480-950 CV0169727 STANDARD 5030 HEELED SWITCH 50KG-1981 RAIL R.H. TURNOUT - R.H. SWITCH AND STOCKRAIL
5030 50 480-951 CV0169728 STANDARD 5030 HEELED SWITCH 50KG-1981 RAIL R.H. TURNOUT - L.H. SWITCH AND STOCKRAIL
5030 53 201-668 CV0234691 STD 16-6X6¼ SWITCHES 107 A.S. 1936 RAIL FOOT MACHINING
5030 53 184-483 CV0065525 STANDARD HEEL JOINT; 5.030 AND 6.100 SWITCHES; 53kg A.S. 1977 RAIL.
205A-334 CV0068426 STANDARD HEEL JONIT; HEEL BASEPLATES CAT.Nº.6 FOR 47kg. 50kg. 53kg. AND 60kg - 1981 RAIL
10600 53 246-419 CV0068451 STANDARD 10 600 HEEL-LESS SWITCH 53kg RAIL 1977; L.H. SWITCH DETAILS; SETTING & MACHINING
10600 53 246-420 CV0068452 STANDARD 10 600 HEEL-LESS SWITCH 53kg RAIL 1977; R.H. SWITCH DETAILS; SETTING & MACHINING
47,53 91-197 CV0068495 HEEL-LESS SWITCH CHOCKS; 47kg & 53kg 1977 RAILS
13650 53 246-318 CV0172354 STANDARD 13 650 HEEL-LESS HOUSED SWITCH; 53kg RAIL 1977; R.H TURNOUT; L.H. SWITCH & STOCK
RAILS; MANUFACTURING DETAILS
13650 53 246-319 CV0172355 STANDARD 13 650 HEEL-LESS; HOUSED SWITCH 53kg RAIL 1977; R.H TURNOUT; R.H. SWITCH & STOCK
RAILS; MANUFACTURING DETAILS
13650 53 246-320 CV0172356 STANDARD 13650 HEEL-LESS HOUSED SWITCH; 53kg RAIL 1977; R.H & L.H TURNOUT; SWITCH & STOCK
RAILS; DRILLING DETAILS.
13650 53 246-322 CV0172357 STANDARD 13650 HEEL-LESS HOUSED SWITCH; 53kg RAIL 1977; R.H & L.H TURNOUT; COMPONENT
DETAILS
6100 60 250-1081 CV0255795 STANDARD 6100 HEELED SWITCH 60KG - 1981 RAIL L.H. TURNOUT - L.H. SWITCH AND STOCKRAIL
6100 60 250-1082 CV0255796 STANDARD 6100 HEELED SWITCH 60KG - 1981 RAIL L.H. TURNOUT - R.H. SWITCH AND STOCKRAIL
6100 60 250-1083 CV0255797 STANDARD 6100 HEELED SWITCH 60KG - 1981 RAIL R.H. TURNOUT - R.H. SWITCH AND STOCKRAIL
Switch Rail Old Plan No. EDMS No. Title

Length
6100 60 250-1084 CV0255798 STANDARD 6100 HEELED SWITCH 60KG - 1981 RAIL R.H. TURNOUT - L.H. SWITCH AND STOCKRAIL
6100 60 250-1085 CV0255799 STANDARD 6100 HEELED SWITCH 60KG - 1981 RAIL R.H. & L.H. TURNOUT DRILLING OF SWITCH &
STOCKRAILS
207-619 CV0068439 SPECIAL HEELBLOCKS; 60kg - 1981 RAIL; 6100 & 9150 FLEXIBLE SWITCHES
9150 60 258-045 CV0235126 STANDARD 9 150 FLEXIBLE SWITCH 60KG - 1981 RAIL R.H. & L.H. TURNOUT DRILLING OF SWITCH &
STOCKRAILS
6100 60 258-209 CV0068460 STANDARD 6100 FLEXIBLE SWITCH 60kg-1981 RAIL; R.H. TURNOUT- L.H. SWITCH AND STOCKRAIL;
6100 60 258-210 CV0068461 STANDARD 6100 FLEXIBLE SWITCH 60kg-1981 RAIL; R.H. TURNOUT- R.H. SWITCH AND STOCKRAIL;
6100 60 258-211 CV0068462 STANDARD 6100 FLEXIBLE SWITCH 60kg-1981 RAIL; L.H. TURNOUT- L.H. SWITCH AND STOCKRAIL;
6100 60 258-212 CV0068463 STANDARD 6100 FLEXIBLE SWITCH 60kg-1981 RAIL; L.H. TURNOUT- R.H. SWITCH AND STOCKRAIL;
6100 60 258-213 CV0068464 STANDARD 6100 FLEXIBLE SWITCH 60kg-1981 RAIL; R.H. & L.H. TURNOUT; DRILLING OF SWITCHES &
STOCKRAIL
207-1095 CV0255670 60 KG EXPANSION SWITCH CURVING DIAGRAMS
Xing rate Rail Old Plan No. EDMS No. Title
V Crossings
8.25 50 480-956 CV0169729 SPECIAL 1 in 8.25 'V' CROSSING; 50KG - 1981 RAILS; GENERAL LAYOUT FOR
CAT.XL282 & 287
50 480-957 CV0169732 STANDARD 1 in 8.25 'V' CROSSING; 50kg - 1981 RAIL; DRILLING, SETTING &
MACHINING OF WINGRAILS FOR CAT.XL280-289
53 157-584 CV0246824 STRAIGHT 1 IN 8.25 V CROSSING 53 KG - 1977 RAILS GENERAL LAYOUT FOR CAT
XL 280 & CAT XL 281
53 157-594 CV0246829 CURVED 1 IN 8.25 V CROSSING 53 KG - 1977 RAILS GENERAL LAYOUT FOR CAT XL
282 & XL 284
53 157-712 CV0119496 CURVED 1 IN 8.25 ''V'' CROSSING; 53kg - 1977 RAILS; GENERAL LAYOUT FOR CAT.
XL 287 & XL 289
60 425-366 CV0065952 STANDARD 1 IN 8.25 'V' CROSSING; 60kg - 1981 RAILS; GENERAL LAYOUT FOR CAT
XL 280

9 50 480-1095 CV0169736 STD 1 IN 9 V CROSSING 50KG 1981 RAILS GENERAL LAYOUTS FOR CAT. XL 290 &
291
53 153-303 CV0254483 STRAIGHT 1 IN 9 V CROSSING 53KG 1977 RAILS GENERAL LAYOUT FOR CAT XL290
& CAT XL291
60 425-374 CV0170490 STANDARD 1 IN 9 'V' CROSSING; 60kg - 1981 RAILS; GENERAL LAYOUT FOR CAT XL
290
60 425-379 CV0170495 STANDARD 1 IN 9 'V' CROSSING; 60kg 1981 RAILS; GENERAL LAYOUT FOR CAT. XL
291
10.5 50 480-1101 CV0169741 STD 1 IN 10.5 V CROSSING 50KG 1981 RAILS GENERAL LAYOUTS FOR CAT. XL
300/301
53 157-571 CV0106047 STRAIGHT 1 IN 10.5 ''V'' CROSSING; 53kg 1977 RAILS; GENERAL LAYOUT FOR CAT
XL300 & CAT XL 301
60 425-382 CV0170498 STANDARD 1 IN 10.5 'V' CROSSING; 60kg - 1981 RAILS; GENERAL LAYOUT FOR
CAT. XL 300
60 425-387 CV0170503 STANDARD 1 IN 10.5 'V' CROSSING; 60kg 1981 RAILS; GENERAL LAYOUT FOR CAT.
XL 301
60 258-224 CV142533 STANDARD 1 in 10.5 V CROSSING; RAIL BOUND MANGANESE STEEL 60kg RAIL;
GENERAL ARRANGEMENT FOR CAT XL300/1
15 60 425-398 CV0170514 STANDARD 1 IN 15 'V' CROSSING; 60kg - 1981 RAILS; GENERAL LAYOUT FOR CAT
XL 350
60 425-403 CV0170519 STANDARD 1 IN 15 'V' CROSSING; 60kg 1981 RAILS; GENERAL LAYOUT FOR CAT
XL 351
60 1664-50558 CV0235217 STANDARD 1IN 15 V CROSSING RAIL BOUND MANGANESE STEEL 60 KG. RAIL
GENERAL ARRANGEMENT FOR CAT 350/1
60 258-389 CV0235178 STANDARD 1 IN 15 V CROSSING RAIL BOUND MANGANESE STEEL 60KG - 1981
RAIL MANGANESE STEEL INSERT DETAILS
K Crossings
8.25 53 258-942 CV0235193 STANDARD 1 IN 8.25 K CROSSING FOR STANDARD PANDROL PLATED DIAMOND
53KG 1981 RAIL GENERAL LAYOUT

V Crossing Details
7.5 60 PW-204 CV0420944 STANDARD 1 IN 7.5 V CROSSING 60KG - 1981 RAIL DETAILS FOR CAT. NO. XL270
8.25 50 PW-063 CV0421060 CURVED 1 IN 8.25 V X`ING. 50KG. - 1981 RAIL DETAILS FOR XL 284
PW-067 CV0421057 CURVED 1 IN 8.25 V XING. 50KG - 1981 RAIL DETAILS FOR XL 289
60 PW-016 CV0421106 CURVED 1 IN 8.25 V XING 60KG - 1981 RAIL DETAILS FOR CAT XL282
PW-017 CV0421105 CURVED 1 IN 8.25 V XING 60KG - 1981 RAIL DETAILS FOR CAT. XL289
PW-030 CV0421092 CURVED 1 IN 8.25 V CROSSING 60KG 1981 RAIL DETAILS FOR CAT. XL 287
PW-031 CV0421091 CURVED 1 IN 8.25 V CROSSING 60KG 1981 RAIL DETAILS FOR CAT. XL 284
10.5 50 PW-081 CV0421056 CURVED 1 IN 10.5 V CROSSING 50KG - 1981 RAIL DETAILS FOR XL 307
K Crossing Details
7.5 60 PW-205 CV0420943 STANDARD 1 IN 7.5 K CROSSING 60KG - 1981 RAIL DETAILS FOR CAT. NO. XL2603
8.25 50 480-1105 CV0169753 1 IN 8.25 V CROSSING 50KG 1981 RAIL DETAILS OF CHOCKS A, B, B1, C, D, D1, E, F.
53 157-911 CV0246894 SPECIAL 1 IN 8¼ K CROSSING FOR STANDARD PANDROL PLATED DOUBLE SLIP 53
KG 1977 RAIL GENERAL LAYOUT FOR INSULATED JOINTS - CAT. XL 2285, 2286.
157-914 CV0246897 SPECIAL 1 IN 8.25 K CROSSING FOR STD. PANDROL PLATED SLIPS. 53KG 1977
RAILS C,D,D1,E & F CAT XL 2285 & 2286.
60 PW-169 CV0420976 SPECIAL 1 IN 8.25 K CROSSING 60KG - 1981 RAIL DETAIL FOR XL 2576
425-370 CV0170486 STANDARD 1 IN 8.25 V CROSSING 60 KG - 1981 RAIL DETAILS OF CHOCKS
A,B,B1,C,D,D1,E,F
425-371 CV0170487 STANDARD 1 IN 8.25 'V' CROSSING; 60kg 1981 RAILS; GENERAL LAYOUT FOR CAT
XL 281
425-372 CV0170488 STANDARD 1 IN 8.25 V CROSSING 60 KG - 1981 RAIL DRILLING, SETTING AND
MACHINING OF POINT & HOUSED RAILS FOR CAT. XL 281
425-373 CV0170489 STANDARD 1 IN 8.25 V CROSSING 60 KG - 1981 RAIL MACHINING OF V POINT
ASSEMBLY FOR CAT. XL 281
9 60 425-377 CV0170493 STANDARD 1 IN 9 V CROSSING 60 KG - 1981 RAIL MACHINING OF V POINT
ASSEMBLY FOR CAT. XL 290

10.5 50 480-1102 CV0169742 STANDARD 1 IN 10.5 V CROSSING 50KG 1981 RAIL DRILLING, SETTING AND
MACHINING OF WINGRAILS FOR CAT. XL 300 - 309
480-1103 CV0169743 STANDARD 1 IN 10.5 V CROSSING 50KG/M - 1981 RAILS DRILLING, SETTING &
MACHINING OF POINT RAIL AND HOUSED RAIL FOR CAT. XL 300, 302 & 306
480-1104 CV0169744 STANDARD 1 IN 10.5 V CROSSING 50KG/M - 1981 RAILS DRILLING, SETTING &
MACHINING OF POINT RAIL AND HOUSED RAIL FOR CAT. XL 301, 303 & 307.
480-1244 CV0169755 1 IN 10.5 V CROSSING 50KG 1981 RAIL DETAILS OF CHOCKS A, B, B1, C, D, D1, E, F.
60 258-225 CV142534 STANDARD 1 in 10.5 V CROSSING; RAIL BOUND MANGANESE STEEL 60kg RAIL;
MANGANESE STEEL INSERT DETAILS
258-226 CV142535 STANDARD 1 in 10.5 V CROSSING; RAIL BOUND MANGANESE STEEL 60kg RAIL;
WING RAIL AND HEEL; RAIL DETAILS
207-182 CV0255161 HEAT TREATMENT OF CROSSINGS MINIMUM REQUIREMENTS
47,53 207-561 CV0215632 H.T.S. BOLT NUT & C.S. WASHERS; FOR 'V' & 'K' CROSSINGS; 47 & 53kg/m 1981
RAILS
Checkrail Details
41,50 480-785 CV0169716 STANDARD CHECKRAIL; 41KG & 50KG RAIL
53,60 310-1019 CV0068469 STANDARD CHECKRAILS; 53kg & 60kg RAIL
8.25 201-696 CV0368846 STANDARD CHECKRAIL UNITS 1 IN 8.25 XINGS. SETTING OUT DETAILS
10.5 201-695 CV0068424 STANDARD CHECKRAIL UNITS; 1 in 10.5 XINGS; SETTING OUT DETAIL
Old Plan No. EDMS No. Title
Catchpoint Details
180-618 CV0068422 CATCH POINT - 6100x60kg; PANDROL PLATED RAMP BLOCK DETAILS
207-70 CV0068442 CATCH POINT - 5030x53kg; PANDROL PLATED RAMP BLOCK DETAILS
580-716 CV169478 CATCHPOINT 6100 FLEXIBLE SWITCH, CONCRETE TIES STEELWORK DETAILS FOR R.H. SWITCH
Joint Details
207-1232 CV0255683 STANDARD FISHPLATE 50KG - 1981 RAIL MANUFACTURING DETAILS
207-1218 CV0255680 INSULATED JOINT PLATE TYPE SI J-R FOR USE IN 60KG TURNOUTS
ST-23 CV0465262 FISHBOLTS DETAILS OF MANUFACTURE
Plates
F-3501 CV0448878 SLEEPER PLATES DOUBLE SHOULDERED 94 LB. RAILS FOR USE WITH DOG SPIKES & ANCHOR SPIKES.
F-3940 CV0240445 FLAT SLEEPER PLATE DOUBLE SHOULDERED FOR USE IN 107 LB LEADS

SP-498 CV0465440 SPECIAL DOUBLE SHOULDERED SLEEPER PLATE FOR USE IN LEADS. 107LB CAT. NO 424
205A-635 CV0239359 CANT REDUCING PLATES TYPE 431A,432A,433A FOR USE WITH A.S. 47K.G. & 50K.G. RAIL
205A-628 CV0239326 D.S. SLEEPER PLATE TYPE 434A FOR USE WITH A.S. 47K.G. & 50K.G. RAIL
205A-629 CV0239353 D.S. SLEEPER PLATE TYPE 435A FOR USE WITH A.S. 47K.G. & 50K.G. RAIL
205A-633 CV0239357 D.S. SLEEPER PLATE TYPE 470A-475A FOR USE WITH A.S. 47K.G. & 50K.G. RAIL
207-1279 CV0068437 CANT REDUCING PLATES TYPE 489C, 488C, 487C FOR USE ON CONCRETE TIES
SP-509 CV0465452 STANDARD TRACK PLATES 107LB AND 94LB.
91-42 CV0364507 SWITCH POINT LAYOUT 94 A.S. 1937 & 107A.S. 1936 RAILS PLATING DETAILS FOR RAIL BRACE PLATS NºS. 160 TO 180
207-1093 CV0068431 DOUBLE PANDROL CLIP PLATE; FOR USE IN 60kg TURNOUTS
207-1244 CV0068433 'PCR 50' BASEPLATE
207-1253 CV0068434 REFORMED FLAT 50kg D.S. SLEEPER PLATE - TO TAKE TYPE e2003 PANDROL CLIP. CAT.650
207-1255 CV0068435 SINGLE PANDROL CLIP PLATE FOR USE IN 50kg TURNOUTS
207-1256 CV0068436 DOUBLE PANDROL CLIP PLATE FOR USE IN 50kg TURNOUTS
207-903 CV0068447 SINGLE PANDROL CLIP PLATE; FOR USE IN 60kg TURNOUTS
207-941 CV0068448 PCR BASEPLATE
91-172 CV0068480 TYPE 'I' BASEPLATE
91-173 CV0065407 TYPE 'U' BASEPLATE Nºs PU-490 TO PU-553; SHEET 1 of 3
91-174 CV0068481 TYPE 'V' BASEPLATE
91-176 CV0068483 TYPE 'X' BASEPLATE
91-177 CV0068484 TYPE 'Y' BASEPLATE; Nºs. PY-260 TO PY-349; SHEET 1 of 3
91-178 CV0068485 TYPE 'Z' BASEPLATE
91-193 CV0068491 TYPE 'U' BASEPLATE; Nºs. PU-554 TO PU-617; SHEET 2 OF 3
91-194 CV0068492 TYPE 'U' BASEPLATE; Nºs. PU-618 TO PU-681; SHEET 3 OF 3
91-195 CV0068493 TYPE 'Y' BASEPLATE; Nºs. PY-350 TO PY-439; SHEET 2 OF 3
91-196 CV0068494 TYPE 'Y' BASEPLATE; Nºs. PY-440 TO PY-560; SHEET 3 OF 3
Fastenings
205A-374 CV0024139 27mm SCREWSPIKE; FOR USE WITH 60kg SWITCHES
205A-381 CV0255599 24 MM SCREWSPIKE FOR USE ON CONCRETE TIES
205A-613 CV0239322 `60C` HEX. HEAD SCREWSPIKE 24MM DIA. FOR CONCRETE TIES

CV0046205 DOGSPIKE
205A-375 CV0024140 60kg TYPE; 27mm SCREW SPIKE GAUGE
205A-382 CV0255600 24 MM SCREWSPIKE GAUGE
849-577 CV0169248 DOUBLE CLIP WASHER FOR USE ON 1 IN 10.5 - 60KG L.H. TURNOUT WITH CONCRETE TIES
849-824 CV0255230 DOUBLE CLIP WASHER FOR USE ON 1 IN 15 - 60 KG R.H. TURNOUT WITH CONCRETE TIES
849-825 CV0255231 DOUBLE CLIP WASHER FOR USE ON 1 IN 15 - 60 KG L.H. TURNOUT WITH CONCRETE TIES
205A-571 CV0239320 DOUBLE CLIP WASHER FOR USE ON 1 IN 10.5 - 60 K.G. TURNOUTS WITH CONCRETE TIES
207-1217 CV0255679 STANDARD INSULATING FERRULE AND WASHER FOR CONCRETE TIES.
385-497 CV0058567 PADULLA RESILIENT PADS, WASHERS AND FERRULES FOR USE WITH CONCRETE TIES
645-353 CV0170812 STANDARD 1 IN 15 R.H. TURNOUT 60KG-1981 RAIL - R.B.M. STRAIGHT CROSSING RESILIENT PAD DETAILS
645-372 CV0237034 STANDARD 1 IN 15 L.H. TURNOUT 60KG-1981 RAIL-R.B.M. STRAIGHT CROSSING RESILIENT PAD DETAILS
849-576 CV0169247 STANDARD 1 IN 10.5 L.H. TURNOUT 60KG - 1981 RAIL - R.B.M. STRAIGHT CROSSING RESILIENT PAD DETAILS
189-1284 CV0255017 STANDARD 1 IN 10.5 R.H. TURNOUT 60KG - 1981 RAIL R.B.M. STRAIGHT CROSSING RESILIENT PAD DETAILS
850-747 CV0011324 STANDARD 1 IN 8.25 R.H. & L.H. TURNOUT 60KG . RAIL - XING CAT. XL282 & XL287 DETAILS OF RESILIENT PADS
580-719 CV0169481 CATCHPOINT - 60KG 6100 FLEXIBLE SWITCH, CONCRETE TIES CONCRETE TIE PAD DETAILS
CV0365884 TANGENTIAL TURNOUTS - SPIKING PLATE FOR SPIKING OF TANG. SWITCHES ON CONCRETE BEARERS
Tie details
205A-344 CV0255595 SRA CONCRETE SLEEPER OUTLINE
207-811 CV0105995 WHITTINGHAM STANDARD FLAT BED CONCRETE TIE
785-573 CV0170201 FLAT CONCRETE TIE FOR USE WITH FLAT OR CANT REDUCING PLATES CONCRETE SLEEPER DETAILS
91-179 CV0068486 PANDROL SHOULDER DETAILS
385-483 CV0170662 STANDARD 6 100 FLEXIBLE SWITCH 60KG/M - 1981 RAIL DETAILS OF CONCRETE TIES
645-447 CV0170820 STANDARD 9150 FLEXIBLE SWITCH 60KG/M - 1981 RAIL DETAILS OF CONCRETE TIES
580-717 CV0169479 CATCHPOINT - 60kg; 6100 FLEXIBLE SWITCH, CONCRETE TIES; GENERAL ARRANGEMENT - CONCRETE TIES
580-718 CV0169480 CATCHPOINT - 60KG 6100 FLEXIBLE SWITCH, CONCRETE TIES CONCRETE TIE DETAILS
575-336 CV0011322 STANDARD 1 IN 8.25 R. H. TURNOUT 60KG. RAIL - XING CAT. XL 282 DETAILS OF CONCRETE TIES FOR SECTION A & B
575-337 CV0011323 STANDARD 1 IN 8.25 L. H. TURNOUT 60KG. RAIL - XING CAT. XL 287 DETAILS OF CONCRETE TIES FOR SECTION A & B
320-1283 CV0171460 STANDARD 1 IN 10.5 R.H. TURNOUT 60KG - 1981 RAIL R.B.M. STRAIGHT CROSSING DETAILS OF CONCRETE TIES FOR
I IN 10.5 T.O. SECTION A & B.

720-437 CV0065195 STANDARD 1 IN 10.5 L.H. TURNOUT 60KG - 1981 RAIL - R.B.M. STRAIGHT CROSSING DETAILS OF CONCRETE TIES
FOR SECTIONS A & B
720-209 CV0065152 STANDARD 1 IN 15 R.H. TURNOUT 60 KG - 1981 RAIL - R.M.B STRAIGHT CROSSING DETAILS OF CONCRETE TIES FOR
SECTIONS A AND B
720-210 CV0065153 STANDARD 1 IN 15 L.H. TURNOUT 60KG - 1981 RAIL - R.B.M. STRAIGHT CROSSING DETAILS OF CONCRETE TIES FOR
SECTIONS A AND B
Braces and chairs
205A-370 CV0024138 SPECIAL BOLTS; TO BE USED WITH 60kg SWITCHES; AND CONCRETE TIES SWITCHES
91-170 CV0365141 RAIL BRACE BOLT
91-171 CV0365142 RAIL BRACE HOLDING DOWN BOLTS AND HEAD LOCK WASHER
91-187 CV0215547 CHAIR BOLT; CAT. NO. 3
91-188 CV0365143 SPECIAL CHAIR BOLT CAT. Nº5 TO 25 INCLUSIVE
91-191 CV0365145 HOUSING BOLT
91-150 RAIL BRACE PLATE Nº161 - 178
to 91-167
91-157 CV0068477 RAIL BRACE PLATE Nº.168
205A-354 CV0068427 RAIL BRACE PLATE; Nº. 179
205A-355 CV0068428 RAIL BRACE PLATE; Nº. 180
207-683 CV0068440 RAIL BRACE PLATE Nº.293(FOR USE ON CONCRETE TIES)
207-685 CV0068441 RAIL BRACE PLATE Nº.294(FOR USE ON CONCRETE TIES)
205A-760 CV0068429 RAIL BRACE PLATE; Nº.295(FOR USE ON CONCRETE TIES)
207-1089 CV0255665 RAIL BRACE PLATE TYPE ET (FOR USE ON EXPANSION SWITCH ON TIMBER TIES)
207-1090 CV0255666 RAIL BRACE PLATE TYPE EC (FOR USE ON EXPANSION SWITCH ON CONCRETE TIES)
207-1091 CV0255667 RAIL BRACE PLATE Nº EX (FOR USE ON EXPANSION SWITCH ON CONCRETE TIES)
91-169 CV0365140 MALLEABLE IRON RAIL BRACE TYPE 4: 47KG A.S. 1977 RAILS
91-168 CV0068479 MALLEABLE IRON RAIL BRACE TYPE 3; 53kg A.S. 1977 RAIL
207-599 CV0068438 CAST RAIL BRACE; TYPE 5; 60kg A.S.1981 RAILS
91-181 CV0215545 STANDARD M.S. 'B' CHAIR

91-182 CV0068487 STANDARD M.S. 'C' CHAIR
91-184 CV0068489 M.S. LONG D CHAIR
91-183 CV0068488 STANDARD M.S. 'D' CHAIR
197-311 CV0023888 STANDARD M.S.'D' CHAIR; FOR ; 60kG - 1981 RAIL
197-312 CV0023889 M.S. LONG D60 CHAIR FOR; 60kg. - 1981 RAIL
91-185 CV0068490 STANDARD M.S. 'S.R.' CHAIR
91-186 CV0215546 STANDARD M.S. 'C.R.' CHAIR
91-190 CV0365144 HOUSING CHAIR TYPE 3
Table 24 Deleted Standard Plans
FOR REFERENCE ONLY - DO NOT USE

Old Plan No. EDMS No. Title Replaced by
157-566 CV0068419 STANDARD CHECK RAILS; 47kg AND 53kg RAIL 310-1019
205A-211 CV0255570 C.S. TAPERED & HEADLOCK WASHERS FOR DIA. 30 V CROSSING BOLTS. 47 207-561
& 53 KG/M 1977 RAILS.
205A-323 CV0023890 FISHBOLTS; A INCLUDED IN SCHEDULE 89 ONLY AS 1085.4
207-333 CV0255182 M30 BOLT & NUT AND SPRING WASHER Bolt requirements deleted. Washer
requirements replaced by AS 1085.7 Type 1
single coil
207-627 CV0255767 STANDARD FISHPLATE 60KG.-1981 RAIL MANUFACTURING DETAILS AS 1085.2 Type A
91-14 CV0365158 CAST STEEL RAIL BRACE 107 A.S. 1936 RAIL 91-44
91-22 CV0364493 STANDARD V. CROSSINGS 107 A.S. 1936 RAIL LAYOUT OF TRACK PLATES 1 REDUNDANT
IN 12 TO 1 IN 16
91-39 CV0364504 HOUSING CHAIR TYPE 3 AMENDED DESIGN 91-190
91-41 CV0364506 RAIL BRACE PLATES FOR 107 A.S 1936 & 94 A.S 1937 RAILS DETAILS OF 91-152 to 91-167 and 91-170
PLATES
91-44 CV0448761 MALLEABLE IRON RAIL BRACE TYPE 3: 107 A.S. 1936 RAILS TYPE 4: 94 A.S. 91-168
1937 RAILS
91-189 CV0263347 LOCKSPIKE TYPE L1 AS 1085.13 Type 1
91-203 CV0215548 TAPERED PANDROL; PLATE; CAT. NO.486 AS 1085.2
91-204 CV0024161 CANT. REDUCING PANDROL PLATE CAT Nº 487, 488, 489. AS 1085.2
91-205 CV0024162 FLAT PANDROL PLATE CAT Nº 485 AS 1085.2
F-1851 CV0242974 HOUSING BOLT TYPE 2
F-3787 CV0240403 STANDARD 7/8 INCH DIA. DOG SPIKE CV0046205
SP-402 CV0465356 FLAT SLEEPER PLATES AT INSULATED JOINTS REDUNDANT
SP-440 CV0465391 SLEEPER PLATES CANT REDUCING SP-508
SP-508 CV0465451 DOUBLE SHOULDERED SLEEPER PLATES CANT REDUCING 205A-635
SP-516 CV0465458 `LOCKSPIKE` - TYPE L6 AS 1085.13 Type 6
SP-517 CV0465459 `GAUGE LOCKSPIKE` - TYPE LG 19 Redundant
SP-520 DOUBLE SHOULDERED SLEEPER PLATE 485 91-205
Table 24 Deleted Standard Plans
FOR REFERENCE ONLY - DO NOT USE

Old Plan No. EDMS No. Title Replaced by
ST-204 CV0465221 STANDARD TRACK PLATES 107 LB. AND 94 LB. SP-509
ST-217 CV0465228 B.C. RAIL ANCHORS DETAILS FOR ORDERING ASSEMBLING AND FIXING TO Redundant
RAIL
ST-223 CV0465235 ANCHORING OF LEADS AND DIAMONDS ESC 220

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Engineering Standard

TURNOUTS AND SPECIAL

Issued June 2012

Owner: Chief Engineer, Track

Approved Andrew Wilson Authorised Malcolm Kerr

UNCONTROLLED WHEN PRINTED Page 1 of 74

Summary of changes from previous version

1 Purpose, Scope and Application...........................................................................................6

Appendix B General Turnout Data ............................................................................................48

1 Purpose, Scope and Application

It includes switch and crossing components.

It is applicable to all RailCorp main line and siding tracks.

2.1 Australian and International Standards

2.2 RailCorp Documents

M02-678 – Switch Installation for In-bearer points, not in operation

2.3 Other References

2.4 Standard Plans

• Switch and stockrail assemblies

(See 0 for turnout component descriptions)

Catchpoints are an assembly of:

• Switch and stockrail assemblies

Expansion switches are an assembly of:

• Switch and stockrail assemblies

– bearer dimensions, location and orientation;

4.1.1 Turnout Geometry

4.1.2 Rolling Stock Interface

4. Switch rail throat opening shall be 60mm ± 5mm.

Figure 1 - Flare on checkrail end

7. The design wheelset back to back dimension shall be 1357mm – 1360mm as

8. Flangeways shall be designed to accommodate a wheel flange height of ≤ 45mm.

4.1.3 Track Geometry

2. Design requirements for general track geometry including vertical/horizontal

3. Maximum design superelevation in turnouts shall be 50mm.

4.1.5 Rail Adjustment

4.1.6 Signalling Interfaces

• the placement of insulated joints,

4.2 Diamond Crossings

4.2.1 Crossing Geometry

4.2.2 Rolling Stock Interface

6. The design wheelset back to back dimension shall be 1357mm – 1360mm as

7. Flangeways shall be designed to accommodate a wheel flange height of ≤ 45mm.

4.2.3 Track Geometry

2. Maximum cant deficiency shall be 25mm

4.2.5 Rail Adjustment

4.2.6 Signalling Interfaces

• the placement of insulated joints

The following criteria shall be used in the design of catchpoint configurations:

4.4.1 Turnout Geometry

4.4.2 Rolling Stock Interface

3. Switch rail throat opening shall be 60mm ± 5mm.

4. The design wheelset back to back dimension shall be 1357mm – 1360mm as

4.4.3 Track Geometry

4.4.5 Rail Adjustment

4.4.6 Signalling Interfaces

• the need for catchpoints at a particular location,

4. The location of catchpoints, derailers or other similar devices shall be selected to

Approval of the Chief Engineer Track is required for strategies proposed at

This area of ballast should be sloped

Figure 2 - Ramp to landing zone

Figure 3 - Example of catchpoint with poor landing zone