Track Design Handbook

Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008

Compliance Date 26 August 2008

Page 2 of 9

Issue record
Issue Date Comments
1 Mar 1996 Supersedes GC/EH0049 and CE HB3
1A Dec 1997 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
2 Dec 1999 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
3 April 2000 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
4 Aug 2000 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
5 J une 2001 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
6 Feb 2002 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
8 Aug 2004 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
9 J une 2006 For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
11 J une 2008
Preferred Geometries and Configurations of S&C according to usage
are provided for the first time (sheet J .1.1).
Values in tables in Section A verified/corrected. Structure Gauging
Sheets re-formatted and now include Temporary Works and TENs
Routes. New sheet (A.8.9b) on Construction of On-Track Plant
Calibration Sidings. New sheet (A.9.2) on Gauge Transition between
CEN60 plain line and 1432mm gauge track.
Majority of formulae/equations in Section C rationalised.
New sheets (D.8.1 & 2) on Level Crossing Surface Systems.
Minor corrections and updates to a number of data sheets. Several
sheets withdrawn (use RE/PW drawings instead).
The Briefing Note gives further detail of changes to each data sheet.

Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 3 of 9

Compliance
This Network Rail Company standard is mandatory and shall be complied with by Network
Rail and its contractors if applicable from 26 August 2008.
When this standard is implemented, it is permissible for all projects, which have formally
completed GRIP Level 4, to continue to comply with the Issue of any relevant Network Rail
Standards current when GRIP Level 4 was reached and not to comply with requirements
contained herein unless the designated Standard Owner has stipulated otherwise in the
accompanying Briefing Note.
Reference Documentation
See section 3.
Disclaimer
In issuing this document for its stated purpose, Network Rail makes no warranties, express
or implied, that compliance with all or any documents it issues is sufficient on its own to
ensure safe systems of work or operation. Users are reminded of their own duties under
health and safety legislation.
Supply
Copies of documents are available electronically, within Network Rails organisation. Hard
copies of this document may be available to Network Rail people on request to the relevant
controlled publication distributor. Other organisations may obtain copies of this document
from IHS (Technical Indexes Ltd) tel: 01344 328039.
Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 4 of 9

Contents
1 Purpose 5
2 Scope 5
3 Reference documentation 5
4 Alternative Designs 5
5 Issue of data sheets 5
6 Summary of handbook sections 5
7 Index list of data sheets 6

Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 5 of 9

1 Purpose
This specification gives the requirements for the design of track alignments and layouts.
Information provided on track geometry, the mathematics of track layouts, switch & crossing
(S&C) assemblies, sleepers and rail fastenings is intended to result in designs that take
proper account of the speed of traffic.
2 Scope
The specification applies to all track alignment and layout design carried out for use in
Network Rail infrastructure.
3 Reference documentation
NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure.

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

5 Issue of data sheets
The data sheets, which follow, are numbered, as sheets rather than pages, in a separate
series. Revised or additional sheets will not be issued individually: the complete Track
Design Handbook will be re-issued, and each re-issue will incorporate a revised index as
well as the sheets themselves.
6 Summary of handbook sections
Section A Track Geometry
Section B Requirements for Speed
Section C Permanent Way Mathematics
Section D Selection of Components and/or Systems
Section E Assemblies
Section F Miscellaneous
Section G Other publications
Section H Obsolescent and Historic Data
Section J Switch & Crossing (S&C) Design Fundamentals
Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 6 of 9

7 Index list of data sheets
NR60,
Vertical,
General
Rev. Date
Section A Geometry
A.1.1 Switch and crossing design philosophy General 4 06/08
A.1.2 Switch and crossing design philosophy NR60 NR60 6 06/06
A.1.3 Vertical S&C switch details Vertical 2 06/08
A.1.4 NR60 Inclined S&C switch details NR60 5 06/08
A.2.1 Standard Circular Curve Turnouts leads and radii Vertical 3 06/08
A.2.2 Circular Curve Turnouts setting out offsets Vertical 1 06/08
A.2.3 Standard Circular Curve Turnouts leads and radii NR60 9 06/08
A.2.4 Standard Circular Curve Turnouts leads and radii NR60 2 06/08
A.3.1 Standard Transitioned Turnouts leads and radii Vertical 2 02/07
A.3.2 Transitioned Turnouts setting out offsets Vertical 2 06/08
A.3.3 Standard Transitioned Turnouts & Crossovers leads and radii NR60 9 06/08
A.4.1 Leads and Radii across Standard Track Interval 1970 Vertical 1 06/08
A.4.2 Leads and Radii across Standard Track Interval 1970 NR60 6 06/08
A.5.1 Diamonds - Leads and Radii 1 Vertical 4 06/08
A.5.2 Diamonds - Leads and Radii 2 Vertical 2 06/08
A.6.1 Standard Double J unctions from Tracks at 1970 Interval Vertical 2 06/08
A.6.2 Standard Tandem Turnouts Radii, leads and offsets to crossing noses Vertical 1 06/08
A.6.3 Standard Scissors Crossovers Vertical 1 06/08
A.6.4 Standard Double J unctions from Straight Tracks at 1970 Interval NR60 6 02/07
A.6.5 Standard Single J unctions from Straight Tracks at 1970 Interval NR60 7 02/07
A.6.7 Standard Slips: Single and Double Vertical 1 06/08
A.6.8 Obtuse Crossings and Switch Diamonds Openings at Knuckle Vertical 08/04
A.7.1 End and Centre Throw General 3 06/08
A.7.2 Centre Throw (Static) of Coaches built to C1 gauge, Appendix A, on
Vertical Switches
Vertical 03/96
A.7.3 Centre Throw (Static) of Coaches with 16m Bogie Centres (Type B) on
Vertical Switches
Vertical 03/96
A.7.4 End Throw (Static) of Type A and Type B Coaches on Vertical Switches Vertical 03/96
A.7.5 Buffer Locking Considerations 1 12/99
A.8.1a Standard Structure Gauge 2 06/08
A.8.1b Temporary Works Structure Gauge New 06/08
A.8.1c Special TENs Structure Gauge New 06/08
A.8.2 Track Intervals 2 08/04
A.8.3 Gradients HMRI Requirements Sheet withdrawn J une 2008 06/08
A.8.4 Electrical Clearances 25kV 1 12/99
A.8.5 Design of Layouts for 25kV Overhead Electrified Lines 1 6 06/06
A.8.6 Design of Layouts for 25kV Overhead Electrified Lines 2 1 12/99
A.8.7 Relationship of Conductor Rail to Standard Load Gauge 03/96
A.8.8 Conductor Rail Positioning at Switches 6 06/08
A.8.9a Sidings Layouts and Geometry Requirements 3 06/08
A.8.9b Construction of On-Track Plant Calibration Sidings New 06/08
A.8.10 Passing Clearances 1 1 12/99
A.8.11 Passing Clearances 2 1 02/07
A.8.12 Passing Clearances 3 03/96
A.8.13 Platform Structure Standards 03/96
A.8.14 Platform Alignments and Lengths 1 06/08
A.9.1 Gauge Widening on Plain Line Curves 3 02/07
A.9.2 Gauge Transition between 1438mm and 1432mm gauge track New 06/08
Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 7 of 9

NR60,
Vertical,
General
Rev. Date
Section B Requirements for Speed
B.1.1 Definitions for curving rules 2 02/02
B.2.1 Curving design values Cant and Rate of Change of Cant 5 02/07
B.2.2 Curving design values Cant Deficiency 7 06/08
B.2.3 Curving design values Rate of Change of Cant Deficiency 3 06/06
B.2.4 Curving design values Guidance on Circular Curves 2 06/08
B.2.5 Curving design values Guidance on Transitions 1 06/08
B.3.1 Curve Formulae 1 12/99
B.3.2 Speeds through turnouts Equivalent Radius Formulae 2 06/01
B.3.3 Maximum Speeds through Follow-on Crossovers and Turnouts Vertical 2 08/04
B.3.4 Principle of Virtual Transition 1 12/99
B.3.5 Compound Curves, Reverse Curves 2 06/01
B.3.6 Transition Lengths in Relation to Speed, Cant and Deficiency 2 08/04
B.3.7 Speeds Through Turnouts with Track Reversing to Parallel Main Line 1 1 12/99
B.3.8 Speeds Through Turnouts with Track Reversing to Parallel Main Line 2 Vertical 1 12/99
B.3.9 Speeds Through Turnouts with Track Reversing to Parallel Main Line 3 NR60 1 06/01
B.3.10 Maximum speeds through follow-on crossovers and turnouts NR60 5 06/08
B.3.11 Maximum Speeds for Short Switches and Complex S&C 02/07
B.4.1 Vertical Curves 3 06/06
B.4.2 Vertical Curves Formulae 1 08/04
B.4.3 Compensating and Equivalent Gradients due to Curved Track 1 12/99
B.5.1 Two Levelling 2 06/08
B.5.1 (continued) Two Levelling 1 02/07

Section C Permanent Way Mathematics
C.1.1 Permanent Way Mathematics 1 1 06/08
C.1.4 Permanent Way Mathematics 4 03/96
C.1.5 Permanent Way Mathematics 5 03/96
C.2.1 Transition Curves Straight to Circular Curve (and vice-versa) 03/96
C.2.2 Transition Curves Circular Curve to Circular Curve 03/96
C.2.3 Transition Curves Circular Curve to Circular Curve 03/96
C.2.4 Transition Curves Reverse Curves 03/96
C.2.5 Transition Curves Clothoid Spirals 2 06/06
C.2.6 Transition Curves Bloss Form 12/99
C.2.7 Transition Curves Bloss Form Comparison to Cubic Parabola 12/99
C.3.1 Centre-Line Setting Out for S&C 1 Vertical 1 12/99
C.3.2 Centre-Line Setting Out for S&C 2 NR60 5 02/07

Section D Selection of Components and/or Systems
D.1.1 Rail section designations 2 02/07
D.2.1 Rail Section CEN60E1 4 06/06
D.2.2 Rail Section CEN60E1A1 1 06/06
D.2.3 Rail Section CEN56E1 1 06/06
D.2.4 Rail Section CEN54E1A1 1 06/06
D.2.5 Rail Section CEN33C1 1 06/06
D.2.6 Standard Rail Lengths 3 06/06
D.2.8 Rail Section 60E2 06/06
D.3.1 Rail End Drilling and Bonding Sheet withdrawn J une 2008 95,113A 06/08
D.4.1 Rail Pads, Clips and Insulators 1 1 06/08
Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 8 of 9

NR60,
Vertical,
General
Rev. Date
D.5.1 Standard Timber Lengths 03/96
D.5.2 Standard Timbering of Turnouts Sheet withdrawn J une 2008 Vertical 06/08
D.5.3 Extended Bearer Lengths for Point Motors (formerly Sheet D.6.3) 1 02/03
D.6.1 Insulated Rail J oints 2 06/08
D.6.2 Positioning of Insulated Rail J oints 03/96
D.7.1 Trap Points and Vehicle Retardation 3 02/07
D.7.2 Interlaced Retarder Trap Points Vertical 1 08/04
D.7.3 Sand Drags 1 1 08/04
D.7.4 Sand Drags 2 2 02/07
D.8.1 Level Crossing Surface Systems 1 New 06/08
D.8.2 Level Crossing Surface Systems 2 New 06/08

Section E Assemblies
E.1.1 Switches - Full Depth Rail and Timber Lengths Vertical 2 06/08
E.1.2 Switches - Full Depth Slide Baseplates Sheet withdrawn J une 2008 Vertical 06/08
E.2.1 Switches - Shallow Depth Rail and Timber Lengths Vertical 3 06/08
E.2.2 Switches - Shallow Depth Slide Baseplates Sheet withdrawn J une 08 Vertical 06/08
E.3.1 Common Crossings Rail Lengths for Turnouts and Crossovers Vertical 03/96
E.4.1 Common Crossings Baseplates and Timber Spacings for Built-Up and
Part-Welded Crossings 1
Vertical 03/96
E.4.2 Common Crossings Baseplates and Timber Spacings for Built-Up and
Part-Welded Crossings 2
Vertical 03/96
E.4.3 Cast Centre Block Crossings 1, EAE Type Common crossings Vertical 1 06/01
E.4.6 Cast Centre Block Crossings 4, EAE type Obtuse crossings Vertical 1 06/01
E.4.7 Cast Centre Block Crossings 5, EAE type Obtuse crossings Vertical 06/01
E.5.1 Obtuse Crossings 1 in 4.75 to 1 in 8 Vertical 1 12/99
E.6.1 Cast Manganese Crossings, Single Lead Turnouts 1, EAE Type Vertical 03/96
E.6.2 Cast Manganese Crossings, Single Lead Turnouts 2, EAE Type Vertical 03/96
E.6.3 Cast Manganese Crossings, Double J unctions, N1/N5, EAE Type Vertical 03/96
E.6.4 Cast Manganese Crossings, Double J unctions, N2, EAE Type Vertical 03/96
E.6.5 Cast Manganese Crossings, Double J unctions, N3 Obtuse, EAE Type Vertical 03/96
E.6.6 Cast Manganese Crossings, Double J unctions, N4, EAE Type Vertical 03/96
E.6.7 Cast Manganese Crossings, Scissors Common Crossing, N6,
EAE Type
Vertical 03/96
E.6.8 Cast Manganese Crossings, Scissors Saddle, N7, EAE Type Vertical 03/96
E.6.9 Cast Manganese Crossings, Scissors Common, N8, EAE Type Vertical 03/96
E.6.10 Cast Manganese Crossings, Scissors Compound Crossing, N6/N7,
EAE Type
Vertical 03/96
E.6.11 Cast Manganese Crossings, Common Crossing for 1 in 7.5 Single &
Double Slips, EAE Type
Vertical 03/96
E.6.12 Cast Manganese Crossings, Obtuse Crossing for 1 in 7.5 Single &
Double Slips, EAE Type
Vertical 03/96
E.6.13 Cast Manganese Crossings of Manoir Industries 1 Vertical 03/96
E.6.14 Cast Manganese Crossings of Manoir Industries 2 Vertical 1 06/01
E.6.15 Cast Manganese Crossings of Manoir Industries 3 Vertical 03/96
E.6.16 Cast Manganese Crossings of Manoir Industries 4 Vertical 1 12/99
E.6.17 Cast Steel Vees for Common and Obtuse Crossings EAE Type Vertical 06/01
E 7.1 Identification Markings of Edgar Allens Cast Crossings 1 06/08
E.7.2 Identification Markings of Manoir Industries Outreaus Cast Crossings 03/96
E.8.1 Check Rails 1 Types 1 & 2 and Special Applications Vertical 1 06/01
E.8.2 Check Rails 2 High Speed Sheet moved to Section H.3 Feb 07 Vertical
E.8.3 Check Rails 2 Positioning in Relation to Crossing Nose Vertical 1 06/01
E.8.4 Check Rails 3 Using CEN33C1 Rail Profile 06/06
E.8.5 Check Rails 4 NR60 S&C NR60 5 06/06
E.9.1 Swing Nose Crossings Vertical 2 06/06
Ref: NR/L2/TRK/2049
Issue: 11
Date: 01 J une 2008


Page 9 of 9

NR60,
Vertical,
General
Rev. Date
E.10.1 S&C Baseplates 1 (Types VA and V) Vertical 03/96
E.10.2 S&C Baseplates 2 (Types VB and VC) Vertical 1 12/99
E.10.3 S&C Baseplates 3 (Types VD and CV) Vertical 1 12/99
E.11.1 Concrete Bearers, Size and Weight Vertical 2 08/04
E.11.2 Concrete Bearers 2, Layout Types Availability Sheet wdrawn J une 08 Vertical 1 12/99
E.12.2 Switch Diamonds Full Depth Strengthened 1 Vertical 1 06/01
E.12.3 Switch Diamonds Full Depth Strengthened 2 Vertical 1 06/01
E.12.4 Switch Diamonds Shallow Depth Strengthened 1 Vertical 1 06/01

Section F Miscellaneous
F.1.1 Identification of Pandrol Baseplates 1 2 06/08
F.1.2 Identification of Pandrol Baseplates 2 3 06/08
F.2.1 Identification of Concrete Sleepers Chaired/Baseplated Types 03/96
F.2.2 Identification of Concrete Sleepers Fastenings 1 06/01
F.2.3a-d Identification of Concrete Sleepers Direct Fastening Types 1 06/08
F.2.4a-b Identification of Concrete Sleepers Special Types & Shallow Depth 1 06/08
F.2.5a-b Identification of Concrete Sleepers post-1996 designs 4 06/08
F.3.1 Standard Method of Measurement of S&C 03/96
F.4.1 Standard Symbols for use on Layout Drawings 1 1 06/08
F.4.2 Standard Symbols for use on Layout Drawings 2 03/96
F.4.3 Standard Symbols for use on Layout Drawings 3 1 06/08
F.5.1 Adjustment Switches & Welds Adjacent to Non-Ballasted Underbridges 12/99
F.6.1 Weights of Components and S&C Units 03/96
F.7.1 S&C Detail Drawing Aide-Memoir 1 03/96
F.7.2 S&C Detail Drawing Aide-Memoir 2 1 06/08
F.9.1 Calculation of Leads and Lags in Curved J ointed Track 03/96

Section G Other Publications
G.1.1 List of Other Relevant Publications (Sheet withdrawn Feb 07) 1

Section H Obsolescent and Historic data
H.1.1 Rail section BS95RBH Bullhead 12/99
H.2.5 Speeds through turnouts FB
Inclined
12/99
H.3.1 Switch diamonds: Vertical S&C Full-depth, non-strengthened Vertical 12/99
H.3.2 Check Rails: Vertical S&C High Speed Vertical 02/07
H.4.1 RT60 Switch Details RT60 02/07
H.4.2 RT60 Diamonds Leads and Radii 1 RT60 1 06/08
H.4.3 RT60 Diamonds Leads and Radii 2 Sheet withdrawn J une 2008 RT60
H.4.4 RT60 Double J unctions from Straight Tracks at 1970 Interval RT60 02/07
H.4.5 RT60 Single J unctions from Straight Tracks at 1970 Interval RT60 02/07

Section J Switch & Crossing (S&C) Design Fundamentals
J .1.1 Preferred Geometries and Standard Configurations of S&C 2 06/08
J .1.2 Standard Configurations of S&C for Running Lines
Construction Codes
new 06/08
J .2.1 S&C Layout Design 4 06/08
J .2.2 Siting of S&C 1 2 06/06
J .2.3 Siting of S&C 2 02/02
J .3.1 Design Considerations Speeds Through S&C 4 06/08
J .4.1 Types of S&C Unit 1 3 06/08
J .4.2 Types of S&C Unit 2 3 06/08
J .4.3 Rail J oints, Bearers, and Checking Arrangements 4 06/08
J .5.1 Measurement of Crossing Angles 02/02
J .5.2 Measurement of Lead Lengths and Track Intervals 2 06/08
Track Design Handbook NR/L2/TRK/2049
Sheet 1 of 202
Network Rail
Index
A.1.1: Switch and Crossing Design Philosophy - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
A.1.2: Switch and Crossing Design Philosophy - NR60 S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
A.1.3: CEN56E1 Vertical S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
A.1.4: NR60 Inclined S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
A.2.1: CEN56E1 Vertical S&C - Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . 10
A.2.2: CEN56E1 Vertical S&C Circular Curve Turnouts - Setting Out Offsets . . . . . . . . . . . . . 11
A.2.3: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads and Radii . . . . . . . . . . . 12
A.2.4: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads and Radii . . . . . . . . . . . 13
A.3.1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and
Crossovers - Leads and Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
A.3.2: CEN56E1 Vertical S&C Transitioned Turnouts - Setting Out Offsets . . . . . . . . . . . . . . . 15
A.3.3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers - Leads and Radii . 16
A.4.1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval . . . . . 17
A.4.2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval . . . . . . . . 18
A.5.1: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . 19
A.5.2: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 2 . . . . . . . . . . . . . . . . . . . . . . . . 20
A.6.1: CEN56E1 Vertical S&C Standard Double Junctions from Tracks at 1970 Interval . . . . . 21
A.6.2: CEN56E1 Vertical S&C Standard Tandem Turnouts - Radii, Leads and
Offsets to Crossing Noses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
A.6.3: CEN56E1 Vertical S&C Standard Scissors Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . 23
A.6.4: NR60 Inclined S&C Standard Double Junctions from Straight Tracks at 1970 Interval . 24
A.6.5: NR60 Inclined S&C Standard Single Junctions from Straight Tracks at 1970 Interval . . 25
A.6.7: CEN56E1 Vertical Standard S&C Slips - Single and Double . . . . . . . . . . . . . . . . . . . . . 26
A.6.8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds
- Openings at Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
A.7.1: End and Centre Throw - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
A.7.2: Centre Throw (Static) of Coaches Built to C1 Gauge Appendix A on Vertical Switches . 29
A.7.3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on
Vertical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
A.7.4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches . . . . . . . . . . . 31
A.7.5: Buffer Locking Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
A.8.1a: Standard Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
A.8.1a (continued): Notes on Standard Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
A.8.1b: Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
A.8.1b (continued): Notes on Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . 36
A.8.1c: Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
A.8.1c (continued): Notes on the Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . 38
A.8.2: Track Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
A.8.4: Electrical Clearances - 25 kV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
A.8.5: Design of Layouts for 25kV Overhead Electrified Lines - 1 . . . . . . . . . . . . . . . . . . . . . . . 41
A.8.6: Design of Layouts for 25kV Electrified Lines - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
A.8.7: Relationship of Conductor Rail to Standard Load Gauge . . . . . . . . . . . . . . . . . . . . . . . . 43
A.8.8: Conductor Rail Positioning at Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
A.8.9a: Sidings - Layouts and Geometry Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
A.8.9b: Construction of On-Track Plant Calibration Sidings . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
A.8.10: Passing Clearances - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Revision Date:
Sheet 2 of 202
Network Rail
A.8.13: Platform Structure Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
A.8.14: Platform Alignments and Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
A.9.1: Gauge Widening on Plain Line Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
A.9.2: Gauge Transition - between CEN60 plain line and 1432mm gauge track . . . . . . . . . . . 53
B.1.1: Definitions for Curving Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
B.2.1: Curving Design Values - Cant and Rate of Change of Cant . . . . . . . . . . . . . . . . . . . . . . 55
B.2.2: Curving Design Values - Cant Deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
B.2.3: Curving Design Values - Rate of Change of Cant Deficiency . . . . . . . . . . . . . . . . . . . . . 57
B.2.4: Curving Design Values - Guidance on Circular Curves . . . . . . . . . . . . . . . . . . . . . . . . . 58
B.2.5: Curving Design Values - Guidance on Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
B.3.1: Curve Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
B.3.2: Speeds Through Turnouts - Equivalent Radius Formulae . . . . . . . . . . . . . . . . . . . . . . . 61
B.3.3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers . . . . . . . . . . . . . 62
B.3.4: Principal of Virtual Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
B.3.5: Compound Curves, Reverse Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
B.3.6: Transition Lengths in Relation to Speed, Cant & Deficiency . . . . . . . . . . . . . . . . . . . . . . 65
B.3.7: Speeds Through Turnouts with Track Reversing To Parallel Main - 1 . . . . . . . . . . . . . . 66
B.3.8: Speeds Through Turnouts with Track Reversing to Parallel Main - 2 . . . . . . . . . . . . . . . 67
B.3.9: Speeds Through Turnouts with Track Reversing to Parallel Main - 3 . . . . . . . . . . . . . . . 68
B.3.10: Speeds Through NR60 Follow-on Turnouts & Crossovers . . . . . . . . . . . . . . . . . . . . . . 69
B.3.11: Maximum Speeds for Short Switches and Complex S&C . . . . . . . . . . . . . . . . . . . . . . . 70
B.4.1: Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
B.4.2: Vertical Curves Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
B.4.3: Compensating and Equivalent Gradients due to Curved Track . . . . . . . . . . . . . . . . . . . 73
B.5.1: Two-Levelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
B.5.1 (continued): Two-Levelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
C.1.1: Permanent Way Mathematics - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
C.1.8: Permanent Way Mathematics - 8 (Calculation of Diamonds) . . . . . . . . . . . . . . . . . . . . . 83
C.2.1: Transition Curves - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
C.3.1: CEN56E1 Vertical - Centreline Setting Out for S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
C.3.2: NR60 Inclined - Centreline Setting Out for S &C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
D.1.1: Rail Section Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
D.2.1: Rail Section - CEN60E1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
D.2.2: Rail Section - CEN60E1A1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Revision Date:
Sheet 3 of 202
Network Rail
D.2.3: Rail Section - CEN56E1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
D.2.4: Rail Section - CEN54E1A1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
D.2.5: Rail Section - CEN33C1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
D.2.6: Standard Rail Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
D.2.8: Rail Section 60E2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
D.3.1: Rail End Drilling and Bonding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
D.4.1: Rail Pads, Clips & insulators - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
D.4.2: Rail Pads, Clips and Insulators - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
D.4.3: Rail Pads, Clips and Insulators - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
D.5.1: Standard Timber Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
D.5.3: Extended Bearer Lengths for Point Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
D.6.1: Insulated Rail Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
D.6.2: Positioning of Insulated Rail Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
D.7.1: Trap Points and Vehicle Retardation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
D.7.2: Interlaced Retarder Trap Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
D.7.3: Sand Drags - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
D.7.4: Sand Drags - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
D.8.1: Level Crossing Surface Systems - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
D.8.2: Level Crossing Surface Systems - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
E.1.1: CEN56E1 Rail & Timber Lengths for Full Depth Vertical Switches . . . . . . . . . . . . . . . . 115
E.2.1: CEN56E1/CEN54E1A1 Rail & Timber Lengths for Shallow Depth Vertical Switches . 116
E.3.1: CEN56E1 Vert S&C - Common Crossings - Rail Lengths for Turnouts & Crossovers . 117
E.4.1: CEN56E1 Vert S&C Common Crossings - Baseplates & Timber Spacings for
Built-Up & Part Welded Crossings - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
E.4.2: CEN56E1 Vert S&C Common Crossings - Baseplates & Timber Spacings for
Built-Up & Part-Welded Crossings - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
E.4.3: Cast Centre Block Crossings - Baseplate Designations & Spacings - 1 . . . . . . . . . . . . 120
E.5.1: CEN56E1 Vertical S&C - Obtuse Crossings - 1 in 4.75 to 1 in 8 . . . . . . . . . . . . . . . . . 125
E.6.1: Cast Manganese Crossings - Single Lead Turnouts - 1 (LH or RH) . . . . . . . . . . . . . . . 126
E.6.2: Cast Manganese Crossings - Single Lead Turnouts - 2 (LH or RH) . . . . . . . . . . . . . . . 127
E.6.3: Cast Manganese Crossings - Common Crossings for Double Junctions . . . . . . . . . . . 128
E.6.5: Cast Manganese Crossings - Obtuse Crossings for Double Junctions . . . . . . . . . . . . 130
E.6.7: Cast Manganese Crossings - Common Crossings for Scissors Crossover . . . . . . . . . 132
E.6.8: Cast Manganese Crossings - Saddle Crossings for Scissors Crossover . . . . . . . . . . . 133
E.6.9: Cast Manganese Crossings - Common Crossings for Scissors Crossover . . . . . . . . . 134
E.6.10: Cast Manganese Crossings - Combined Saddle Crossings for Scissors Crossover . 135
E.6.11: Cast Manganese Crossings - Common Crossings Single and Double Slips . . . . . . . 136
E.6.12: Cast Manganese Crossings - Obtuse Crossings for Single and Double Slips . . . . . . 137
E.6.13: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
E.6.17: Cast Steel Vees for Common and Obtuse Crossings . . . . . . . . . . . . . . . . . . . . . . . . . 142
Revision Date:
Sheet 4 of 202
Network Rail
E.7.1: Identification Markings of Edgar Allens Cast Crossings . . . . . . . . . . . . . . . . . . . . . . . . 143
E.7.2: Identification Markings of Manoir Industries Cast Crossings . . . . . . . . . . . . . . . . . . . . 144
E.8.1: Check Rails - 1: Vertical S&C - Types 1 & 2 and Special Applications . . . . . . . . . . . . . 145
E.8.3: Check Rails - 2: Vertical S&C - Positioning in Relation to Crossing Nose . . . . . . . . . . 146
E.8.4: Check Rails - 3: Using CEN33C1 Rail Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
E.8.5: Check Rails - 4: NR60 Inclined S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
E.9.1: CEN56E1 Vertical S&C - Swing Nose Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
E.10.1: CEN56E1 Vertical S&C - Baseplates - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
E.11.1: CEN56E1 / CEN54E1A1 Vertical S&C - Concrete Bearers - Size & Weight . . . . . . . 153
E.12.2: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 1 . . . . . . . . . 154
E.12.3: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 2 . . . . . . . . . 155
E.12.4: CEN56E1 / CEN54E1A1 Vertical S&C - Switch Diamonds,
Shallow Depth, Strengthened - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
F.1.1: Identification of Pandrol Baseplates - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
F.1.2: Identification of Pandrol Baseplates - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
F.2.1: Identification of Concrete Sleepers - Chaired / Baseplated types . . . . . . . . . . . . . . . . . 159
F.2.2: Identification of Concrete Sleepers (Fastenings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
F.2.3a: Identification of Concrete Sleepers - Direct Fastening Types - 1 . . . . . . . . . . . . . . . . 161
F.2.3b: Identification of Concrete Sleepers - Direct Fastening Types - 2 . . . . . . . . . . . . . . . . 162
F.2.3c: Identification of Concrete Sleepers - Direct Fastening Types - 3 . . . . . . . . . . . . . . . . 163
F.2.3d: Identification of Concrete Sleepers - Direct Fastening Types - 4 . . . . . . . . . . . . . . . . 164
F.2.4a: Identification of Concrete Sleepers - Special Types & Shallow Depth 1 . . . . . . . . . . . 165
F.2.4b: Identification of Concrete Sleepers - Special Types & Shallow Depth 2 . . . . . . . . . . . 166
F.2.5a: Identification of Concrete Sleepers - Post 1996 Designs - 1 . . . . . . . . . . . . . . . . . . . . 167
F.2.5b: Identification of Concrete Sleepers - Post 1996 Designs - 2 . . . . . . . . . . . . . . . . . . . . 168
F.3.1: Standard Method of Measurement of S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
F.4.1: Standard Symbols for use on Layout Drawings - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
F.4.2: Standard Symbols for use on Layout Drawings - 2 (Crossings) . . . . . . . . . . . . . . . . . . 171
F.4.3: Standard Symbols for use on Layout Drawings - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
F.5.1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges . . . . . . . . . . . . 173
F.6.1: Weights of Components and S&C Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
F.7.1: S&C Detail Drawing Aide-Memoire - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
F.7.2: S&C Detail Drawing Aide-Memoire - 2 continued from Sheet F.7.1. . . . . . . . . . . . . . . . 176
F.9.1: Calculation of Leads and Lags in Curved Jointed Track . . . . . . . . . . . . . . . . . . . . . . . . 177
G.1.1: List of Relevant Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
H.1.1: Rail Section - BS95RBH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
H.2.5: BR109/BS110A/BS113A FB Inclined S&C, 1435 mm Gauge:
Speeds Through Turnouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
H.3.1: CEN56E1 Vertical S&C - Switch Diamonds Full Depth, Non-strengthened . . . . . . . . . 181
H.3.2: Check Rails: Vertical S&C - High Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
H.4.1: RT60 Inclined S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
H.4.2: RT60 Inclined S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 184
H.4.4: RT60 Inclined S&C Double Junctions from Straight Tracks at 1970 Interval . . . . . . . . 185
H.4.5: RT60 Inclined S&C Single Junctions from Straight Tracks at 1970 Interval . . . . . . . . . 186
Revision Date:
Sheet 5 of 202
Network Rail
J.1.1: Preferred Geometries and Standard Configurations of S&C . . . . . . . . . . . . . . . . . . . . . 187
J.1.2: Standard Configurations of S&C - Construction Codes . . . . . . . . . . . . . . . . . . . . . . . . . 193
J.2.1: S&C Layout Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
J.2.2: Siting of S&C - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
J.2.3: Siting of S&C - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
J.3.1: Design Considerations - Speeds Through S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
J.4.1: Types of S&C Unit - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
J.4.2: Types of S&C Unit - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
J.4.3: Rail Joints, Bearers and Checking Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
J.5.1: Measurement of Crossing Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
J.5.2: Measurement of Lead Lengths and Track Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Revision Date:
Sheet 6 of 202
Network Rail
Revision 4 Date: June 2008
A.1.1: Switch and Crossing Design Philosophy - General
Turnouts
Design of turnouts
By definition, a turnout is handed left or right, the reference being to the direction of the turnout line from the
through or main line. The creation of a track layout will define the hand of switches required, the turnout can then
be designed by applying the various lead lengths of the standard elements.
Normally a left handed turnout will have left hand switches but in some instances, where the majority of the traffic
takes the turnout route, switches of an opposite hand are installed to provide a smoother alignment through the
turnout.
Hand of switches
To determine the hand of a turnout observe, from a position in advance of the switch toes looking towards the
common crossing - if the right hand stock rail has a set or kink in it at the switch toe, then by definition, it is a right
hand turnout. Similarly, a left hand stock rail with a set will define a left hand turnout. In the very rare instance of
both stock rails having a very small set, the turnout would be defined as equal split - this design is discouraged as it
involves non-standard manufacturing processes.
Measurement of lead lengths
See Sheet J.5.2.
Speed calculations
The calculations required to establish the maximum speed over a particular layout/curve/turnout/etc., (detailed on
various sheets in this handbook) will produce a specific speed in km/h. This must be converted to mph by dividing by
1.609344, as all speed restrictions in the UK are quoted in mph. It is important to realise that when rounding the
resultant figure to a multiple of 5 mph (the increments used), no upward rounding is permitted. Hence a
calculated figure of say 24.6 mph MUST be rounded down to 20 mph. Failure to do so would result in an excess of
cant deficiency/rate of change beyond the permitted limits.
Sheet 7 of 202
Network Rail
A.1.2: Switch and Crossing Design Philosophy - NR60 S&C
Basis of NR60 Series Geometry
NR60 geometry is identical to the earlier RT60 geometry. However, NR60 S&C uses components of a single
converged design; whereas RT60 components varied between the S&C manufacturers. NR60 uses 60E2 rail profile,
RT60 used CEN60E1 rail. CEN60E1A1 switch rail is used in both.
The NR60 series is a range of turnouts, crossovers and junctions incorporating principles of geometry which offer
good ride quality while reducing impact forces. They have been optimised for mixed traffic including high speed
tilting trains above 125 mph.
The range of configurations is described in more detail on Sheets A.1.4, A.2.3, A.2.4 & A.3.3, and includes:-
Transitioned turnouts - for turnouts, crossovers, and single and double junctions;
Natural (and circular curve) turnouts - for turnouts and junctions where space is restricted or geometry dictates.
The main principles on which the range is based are as follows:-
Switches have a clothoidal entry curve which minimises the angle of attack and consequently reduces lateral
wheel impact forces.
In the transitioned turnouts, a comfortable ride is assured by a clothoidal transition from the switch curve to the
straight at the crossing; the crossing area is designed with straight alignment on all 4 legs - improving the ride
through the crossover road.
Principles Adopted for Standard Turnout Configurations
1. Design maximum speeds are based upon useable increments in miles per hour (i.e. 25, 30, 35 mph etc.).
2. Maximum allowable cant deficiency values, as set out in sheet B.2.2, are used in the determination of switch
radii and initial crossing angles.
3. Crossing angles are rounded up to the nearest of a whole number (e.g. 1 in 17, 1 in 17, I in 17 etc.).
However, many CEN56E1 and all NR60 crossing angles will be quoted as decimals (1 in 17.25, 1 in 17.5 etc.).
4. Based on the rounded-up crossing angle the final switch and turnout radii, transition and lead lengths, and
general geometry are determined.
General Parameters (see Sheets B.2.1 to B.2.4)
Rails inclined at 1 in 20 and set at 1435 mm nominal track gauge within fully welded layouts.
Maximum cant deficiency of 110 mm at speeds up to 105 mph, and 85 mm above that.
Maximum rate of change of cant deficiency of 80 mm/sec (with an exceptional value of 93.33 mm/sec applied to
transitioned turnouts).
Sheet 8 of 202
Network Rail
A.1.3: CEN56E1 Vertical S&C Switch Details
NOTES
1. All dimensions are in millimetres, gauge is 1432 mm.
2. All angles shown are in centre-line measure.
3. HV planing length includes 3000 mm of straight from the toe.
4. The origin of the AVT switch radius occurs at 22.75992 mm outside the running edge of the main line.
5. For details of rail lengths and timbers for full depth switches, see sheet E.1.1.
6. For details of rail lengths and timbers for shallow depth switches, see E.2.1.
7. For vertical S&C all radii shown are to the running edge of the high, or outer, rail.
8. * True value of 1 in 32.365 crossing is 32.3648889.
Switch
type
Natural
angle
1 in
Turnout
Speed
mph
Length
of
planing
P
Planing radius
R1
Switch
radius
R2
Toe to origin
of switch
curve
T
Lead
length.
Toe to IP
L2
Heel offset
H
Toe to
heel
L1
Heel angle
1 in
Entry angle
1 in
AV 7 20 2900 196 750.16 141 052 1542.98208 18 505 278.53865 7317 15.904403 59.669887
AVT 8 2900 196 750.16 186 936.65 2988.02322 20 288 219.55314 6527 19.633740 59.669886
BV 8 20 3500 230 724.78 184 012 1574.84848 21 337 289.16004 8737 17.830694 80.586548
CV 9.25 25 4250 287 251.45 245 767 1615.10392 24 877 372.99182 11 920 18.143969 110.266503
DV 10.75 30 5200 367 038.30 331 687 1613.80233 29 174 297.86830 12 440 23.590631 156.854444
EV 15 40 7000 739 696.30 645 116 2503.06229 40 457 302.69882 17 257 32.639808 189.846820
FV 18.5 50 8550 1 137 066.68 980 920 3168.39649 49 816 293.04404 20 807 40.907497 225.888333
SGV 21 60 10 150 1 398 518.18 1 263 740 3150.95190 56 993 299.41963 24 357 45.935453 306.055765
GV 24 70 11 600 1 826 293.27 1 650 380 3600.16188 65 136 300.77672 27 907 52.376332 349.842595
HV 32.365* 90 17 495 3 000 716.00 3 000 716 3000.35326 89 693 291.75251 38 843 71.709978 500.059376
S
w
itc
h
R
a
d
iu
s
R
2
P
la
n
in
g
R
a
d
iu
s
R
1
H
L2
L1
T
o
e
T
Origin of switch radius
(except AVT)
70
IP
1432
Heel angle
Entry angle
P
la
n
in
g
L
e
n
g
th
P
Sheet 9 of 202
Network Rail
A.1.4: NR60 Inclined S&C Switch Details
Referring to the figure below, the clothoidal entry curve forms the tangent with the straight stock rail at A and merges
with the switch radius R at B, where the offset is 12 mm. The shift of the switch radius is 3 mm. For practical
purposes, a straight tangent is taken from the point C where the offset to the transition is 3 mm, and projected back
to the stock rail at point T, which is the mathematical switch toe.
Switch details
Positioning of Switch Heels
NOTES
1. All dimensions are in millimetres.
2. Switch Radii shown above are to the running edge of the high, or outer, rail of curve. Radii shown on
subsequent sheets for NR60 geometry are to centre line.
Switch
designation
Natural
crossing
angle
Turnout
speed mph
Switch
radius
R (R6)
Length of
straight at
toe
T - C (L1)
Entry angle
1 in ~
Length of
transition at
toe
C - B (L2)
Headcut
length
Flexing
length
NR60C 8.25 25 195 647 788 263 1389 5497 10 580
NR60D 9.5 30 259 192 907 302 1599 6327 11 230
NR60E 12.5 40 448 216 1193 398 2102 8320 14 480
NR60F 15.75 50 711 167 1503 501 2648 10 480 17 080
NR60SG 20.25 65 1 175 135 1932 644 3404 13 471 20 330
NR60G 23.5 75 1 582 360 2241 747 3950 15 632 22 280
NR60H 31.25 100 2 797 591 2980 993 5251 20 783 30 080
Switch designation Switch curve origin to heel Heel to toe Heel angle 1 in N
NR60C 11 129.663 11 430.014 17.564647
NR60D 11 237.949 11 583.654 23.053150
NR60E 14 962.163 15 416.757 29.948284
NR60F 19 867.924 20 440.557 35.787745
NR60SG 27 698.972 28 435.061 42.419327
NR60G 27 446.977 28 301.106 57.647184
NR60G Trans 31.25 31 346.649 32 200.778 50.476757
NR60H 36 514.040 37 648.303 76.613595
A
T
R
C
3mm
B
12mm
R
S
t
r
a
i
g
h
t
Definition of Switch Geometry
Sheet 10 of 202
Network Rail
A.2.1: CEN56E1 Vertical S&C - Standard Circular Curve Turnouts - Leads & Radii
Speeds shown may need alteration in respect of curved and canted main lines.
NOTES
1. Gauge is 1432 mm.
3. Lead lengths are given from the toes of
switches to noses of common crossings.
4. * indicates a natural lead, i.e. the radii of
the switch and turnout are equal.
5. The length of straight in a CV STR 10 is
2217 mm measured along the main line.
6. The length of straight in a DV STR 13 is 6077 mm measured along the main line.
7. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP (figures only given where
maximum speed is different to the curved beyond IP case).
Switch Crossing
1 in ~
Lead L2.
Nose to toe
Planing
radius
Switch
radius
Turnout
radius
Toe to heel
L1
Heel
H
Max turnout
speed [A] mph.
See note 7
Max turnout
speed [B] mph.
See note 7
AV 6 17 437 196 750 141 052 97 599 7317 279 15
6.5 18 040 196 750 141 052 117 821 7317 279 15
7 18 617 196 750 141 052 141 052* 7317 279 20
7.5 19 170 196 750 141 052 167 780 7317 279 20
8 19 700 196 750 141 052 198 620 7317 279 20
9.25 20 934 196 750 141 052 299 450 7317 279 20
BV 7 20 315 230 725 184 012 133 185 8737 289 20
7.5 20 901 230 725 184 012 157 024 8737 289 20
8 21 465 230 725 184 012 184 012* 8737 289 20
9.25 22 785 230 725 184 012 268 573 8737 289 20
10 23 520 230 725 184 012 344 544 8737 289 20
10.75 24 218 230 725 184 012 416 918 8737 289 20
CV 8 23 787 287 251 245 767 169 051 11 920 373 20
9.25 25 025 287 251 245 767 245 767* 11 920 373 25
10 25 716 287 251 245 767 305 201 11 920 373 25
STR 10 25 117 287 251 245 767 245 767/Str. 11 920 373 25
10.75 26 371 287 251 245 767 378 263 11 920 373 25
13 28 152 287 251 245 767 737 191 11 920 373 25
DV 9.25 27 642 367 038 331 687 230 112 12 440 298 25
10 28 513 367 038 331 687 277 328 12 440 298 25
10.75 29 346 367 038 331 687 331 687* 12 440 298 30 25
13 31 644 367 038 331 687 551 575 12 440 298 30
STR 13 29 940 367 038 331 687 331 687/Str. 12 440 298 25
15 33 464 367 038 331 687 858 076 12 440 298 30
EV 13 38 451 739 696 645 116 454 448 17 257 303 35 30
15 40 697 739 696 645 116 645 116* 17 257 303 40 35
16 41 752 739 696 645 116 762 010 17 257 303 40 35
18.5 44 211 739 696 645 116 1 139 974 17 257 303 40
21 46 444 739 696 645 116 1 700 938 17 257 303 40
FV 16 47 252 1 137 067 980 920 689 242 20 807 293 45 35
18.5 50 112 1 137 067 980 920 980 920* 20 807 293 50 40
21 52 743 1 137 067 980 920 1 363 999 20 807 293 50 45
24 55 638 1 137 067 980 920 2 001 909 20 807 293 50
SGV 18.5 54 518 1 398 518 1 263 740 926 126 24 357 299 50 40
21 57 329 1 398 518 1 263 740 1 263 740* 24 357 299 60 40
24 60 441 1 398 518 1 263 740 1 795 616 24 357 299 60 50
28 64 202 1 398 518 1 263 740 2 827 066 24 357 299 50
GV 21 62 149 1 826 293 1 650 380 1 189 637 27 907 301 55 40
24 65 520 1 826 293 1 650 380 1 650 380* 27 907 301 70 45
28 69 628 1 826 293 1 650 380 2 484 540 27 907 301 70 55
32.365 73 676 1 826 293 1 650 380 3 835 055 27 907 301 55
HV 28 85 208 3 000 716 3 000 716 2 110 303 38 843 292 75 50
32.365 90 211 3 000 716 3 000 716 3 000 716* 38 843 292 90 55
Planing
curve
Switch
curve
L1
Heel Offset H
T
o
e
L2
I
P
N
o
s
e
16N
G
a
u
g
e
Turnout curve
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
1

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

1
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
2
.
2
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

C
i
r
c
u
l
a
r

C
u
r
v
e

T
u
r
n
o
u
t
s

-

S
e
t
t
i
n
g

O
u
t

O
f
f
s
e
t
s
Switch Crossin
g 1 in ~
Lead L2
Toe -
Nose
Offsets at 2500 intervals from the crossing nose
2500 5000 7500 10 000 12 500 15 000 17 500 20 000 22 500 25 000 27 500 30 000 32 500 35 000 37 500 40 000 42 500 45 000 47 500 50 000
AV 6 17 437 1059 736 479 286
6.5 18 040 1086 779 526 326
7 18 617 1110 817 569 366
7.5 19 170 1131 851 609 405
8 19 700 1149 882 646 443
9.25 20 934 1186 946 726 528 351
BV 7 20 315 1111 822 581 387
7.5 20 901 1132 856 621 426
8 21 465 1150 886 657 463 302
9.25 22 785 1187 950 737 547 381
10 23 520 1206 982 778 592 425
10.75 24 218 1222 1010 814 633 467 316
CV 8 23 787 1151 892 671 486
9.25 25 025 1188 955 746 564 407
10 25 715 1207 986 786 606 447
STR 10 25 117 1198 963 754 570 413
10.75 26 371 1222 1013 821 645 486
13 28 152 1259 1079 907 743 588 442
DV 9.25 27 642 1189 958 754 578 428 307
NOTES
3. Lead lengths are given from toes of switches to noses of common
crossings.
10 28 513 1207 990 795 622 472 345
10.75 29 346 1223 1017 831 663 514 384
13 31 644 1260 1084 919 765 623 492 373
STR 13 29 940 1255 1063 873 701 548 413 298
15 33 464 1284 1128 978 836 702 575 455 342
EV 13 38 451 1261 1088 929 784 652 535 431 341
15 40 697 1285 1132 989 855 731 617 512 417 332
16 41 752 1295 1150 1013 885 765 653 549 454 366
18.5 44 211 1315 1187 1065 949 837 732 632 537 448 364
21 46 444 1330 1216 1106 999 896 797 701 609 521 436 355
FV 16 47 252 1295 1152 1017 892 775 668 570 481 401 330
18.5 50 112 1315 1189 1069 955 848 747 653 565 483 408 339
21 52 743 1331 1218 1110 1006 907 812 722 637 556 480 409 342
24 55 638 1345 1245 1148 1054 964 876 792 711 633 558 486 417 351
SGV 18.5 54 518 1315 1190 1070 958 853 754 662 576 498 426 361 303
21 57 329 1331 1218 1111 1009 911 819 731 648 571 498 430 368 310
24 60 441 1345 1248 1150 1057 968 882 800 722 647 575 507 442 381 323
28 64 202 1359 1273 1189 1107 1027 950 874 801 730 662 595 531 469 409 351
GV 21 62 152 1331 1219 1112 1011 915 824 738 658 583 513 449 389 335
24 65 523 1345 1246 1151 1059 972 888 807 731 659 590 525 464 406 353 303
28 69 632 1360 1274 1190 1109 1031 955 881 811 742 676 613 552 494 438 385 334
32.365 73 680 1371 1296 1223 1151 1080 1012 945 879 816 754 693 634 577 522 468 415 365 316
HV 28 85 208 1360 1274 1 192 1112 1036 962 892 824 760 698 639 583 531 481 434 390 349 311
32.365 90 211 1371 1297 1224 1154 1086 1019 955 893 833 775 720 666 614 565 517 472 429 387 348 311
IP
Nose
16N
G
a
u
g
e
Heel length L1
10 000
7500
5000
2500
T
o
e
Lead length L2
Sheet 12 of 202
Network Rail
A.2.3: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads and
Radii
NOTES
1. These are natural turnouts (switch and turnout radii equal).
2. The heel position coincides with the start of the transition in the transitioned turnouts shown on sheet A.3.3,
and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design.
3. All the above turnouts will use fixed, rather than swing nose, crossings.
4. All dimensions are in millimetres. Gauge is 1435mm.
5. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP.
Switch
Designation
Crossing
Angle
1 in ~
Lead
(Toe to IP)
L2
Centreline
switch
radius
Centreline
turnout
radius
Heel length
L1
Heel Offset
H
Max turnout
speed [A] mph.
See note 5
Max turnout
speed [B] mph.
See note 5
NR60C 8.25 23 928 194 930 194 930 11 430 319.82 25
20
NR60D 9.5 27 554 258 475 258 475 11 584 246.74 30 25
NR60E 12.5 36 255 447 498 447 498 15 417 252.80 40 30
NR60F 15.75 45 681 710 450 710 450 20 441 280.58 50 35
NR60SG 20.25 58 732 1 174 417 1 174 417 28 435 329.49 65 40
NR60G 23.5 68 158 1 581 643 1 581 643 28 301 241.06 75 45
NR60H 31.25 90 634 2 796 873 2 796 873 37 648 241.30 100 55
L1
Heel Offset H
Mathematical
Toe
S
witch
curve
16N
IP
Nose
T
u
r
n
o
u
t
c
u
r
v
e
G
a
u
g
e
L2
Planing
curve
Sheet 13 of 202
Network Rail
A.2.4: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads and
Radii
NOTES
1. See Sheet J.1.1 for permitted usage.
2. The heel position coincides with the start of the transition in the transitioned turnouts shown in Sheet A.3.3,
and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design.
3. All the above turnouts will use fixed, rather than swing nose, crossings.
5. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP (figures only given
where maximum speed is different to the curved beyond IP case).
Switch
Designation
Crossing
Angle
1 in ~
Lead toe - IP
L2
Centreline
switch
radius
Centreline
turnout
radius
Heel length
L1
Heel Offset
H
Max turnout
speed [A] mph.
See note 5
Max turnout
speed [B] mph.
See note 5
NR60C 9.5 25 160 194 930 284 822 11 430 319.82 25
NR60D 8.25 26 004 258 475 185 562 11 584 246.74 25 20
11 29 264 258 475 372 559 11 584 246.74 30 25
12.5 30 829 258 475 526 343 11 584 246.74 30
NR60E 9.5 32 454 447 498 237 267 15 417 252.80 25
11 34 424 447 498 330 766 15 417 252.80 30 25
13.5 37 405 447 498 540 978 15 417 252.80 40 30
15.75 39 809 447 498 811 082 15 417 252.80 40 35
NR60F 12.5 41 818 710 450 410 903 20 440 280.58 35 30
13.5 43 061 710 450 490 648 20 440 280.58 40 30
17.25 47 304 710 450 895 159 20 440 280.58 50 35
NR60SG 17.25 55 540 1 174 417 788 326 28 435 329.49 50 35
21.5 59 974 1 174 417 1 375 580 28 435 329.49 65 45
23.5 61 862 1 174 417 1 762 047 28 435 329.49 60 50
NR60G 21.5 65 687 1 581 643 1 282 213 28 301 241.06 65 45
27 72 202 1 581 643 2 230 155 28 301 241.06 70 50
NR60H 33.5 93 289 2 796 873 3 312 779 37 648 241.30 100 60
L1
Heel Offset H
Mathematical
Toe
S
w
itch
curve
16N
IP
Nose
T
u
r
n
o
u
t

c
u
rv
e
G
a
u
g
e
L2
Planing
curve
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
4

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

2
D
a
t
e
:

F
e
b
r
u
a
r
y

2
0
0
7
A
.
3
.
1
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

S
t
a
n
d
a
r
d

T
r
a
n
s
i
t
i
o
n
e
d

T
u
r
n
o
u
t
s

a
n
d

C
r
o
s
s
o
v
e
r
s

-

L
e
a
d
s

a
n
d

R
a
d
i
i
NOTES
3. All angles are shown in centre-line measure.
4. Lead lengths are shown between the toes of switches and the noses of
common crossings.
5. Speeds shown may need alteration in respect of curved and canted main
lines.
6. # For details of the cant applied within a GV24/28 turnout see drawing RE/
PW/655.
7.
*
For details of the GV24/28 extended transition turnout (no cant) see
drawing RE/PW/781.
8. The HV32.365/45.75 turnout uses a swing nose crossing; the IP to nose
dimension being - 4118.
Switch Crossing 1 in ~ Lead lengths Switch
radius
Turnout
radius
Length of
transition
Length of
straight to
nose
Turnout
speed
(mph)
Natural Actual Toe to nose
L2
Nose to
nose across
a 1970
interval
Toe to toe
across a
1970 interval
AV 7 9.25 19 698 4589 43 984 141 052 141 052 9760 1188 20
BV 8 9.25 21 808 4589 48 204 184 012 184 012 6195 469 15
8 10 22 261 4975 49 497 184 012 184 012 9170 920 20
8 10.75 22 852 5360 51 065 184 012 184 012 11 730 1510 20
CV 9.25 10.75 25 448 5360 56 256 245 767 245 767 7366 584 20
9.25 13 27 007 6513 60 526 245 767 245 767 13 000 3271 25
DV 10.75 13 30 125 6513 66 762 331 687 331 687 10 630 964 25
10.75 15 31 713 7533 70 960 331 687 331 687 17 455 2534 30
EV 15 18.5 42 017 9315 93 349 645 116 645 116 16 255 1560 35
15 21 44 066 10 585 98 718 645 116 645 116 24 555 3605 40
FV 18.5 24 52 606 12 109 117 321 980 920 980 920 24 290 2787 50
21 28 56 331 14 138 126 801 980 920 1 364 999 30 000 5165 50
SGV 21 28 60 782 14 138 135 702 1 263 740 1 263 740 30 075 3787 60
GV 24 # 28 66 678 14 138 147 493 1 650 380 1 650 380 19 640 1538 60
24
*
28 67 135 14 040 148 310 1 650 380 1 650 380 36 200 - 7056 70
24 32.365 69 933 16 350 156 216 1 650 380 1 650 380 38 000 3559 70
HV 32.365 45.75 93 153 32 830 219 137 3 000 716 3 000 716 55 700 2730 90
L2
Planing
Radius
Switch
Radius
Turnout
Radius
Transition
S
tr
I.P. Natural Angle
16N
T
o
e
Nose of Actual Crossing
G
a
u
g
e
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
5

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

1
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
3
.
2
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

T
r
a
n
s
i
t
i
o
n
e
d

T
u
r
n
o
u
t
s

-

S
e
t
t
i
n
g

O
u
t

O
f
f
s
e
t
s
NOTES
3. Lead lengths are given from toes of switches to noses of common
crossings.
4. # denotes a GV 24/28 turnout to drawing RE/PW/655.
5. * denotes a GV 24/28 extended transition turnout to drawing RE/PW/781.
6. (T) = Theoretical values, (A) = Actual values of existing installations.
Switch Crossing 1 in Lead L2 Offsets at 2500 intervals from the crossing nose
Natural Actual Toe to
nose
2500 5000 7500 10 000 12 500 15 000 17 500 20 000 22 500 25 000 27 500 30 000 32 500 35 000 37 500 40 000 42 500 45 000 47 500 50 000 52 500
AV 7 9.25 19 698 1177 913 666 448
BV 8 9.25 21 808 1178 920 687 487
8 10 22 261 1198 954 725 521
8 10.75 22 852 1215 985 766 564 387
CV 9.25 10.75 25 447 1216 990 780 593 432
9.25 13 27 007 1255 1063 874 694 527 378
DV 10.75 13 30 125 1256 1066 884 713 558 423 306
10.75 15 31 713 1281 1115 951 793 642 503 377
EV 15 18.5 42 017 1313 1178 1046 917 793 675 566 466 376
15 21 44 066 1329 1210 1091 974 860 749 643 542 447 360 282
FV 18.5 24 52 606 1344 1240 1136 1034 933 836 741 650 564 483 408 339
21 28 56 331 1359 1269 1180 1091 1003 916 830 747 665 587 511 439 370 306
SGV 21 28 60 782 1359 1269 1180 1092 1004 918 834 752 673 597 524 455 391 331
GV 24 # 28 66 679 1359 1270 1181 1094 1008 925 844 766 692 621 554 492 432 377
24 28 67 135 1358 1270 1184 1099 1015 934 855 778 705 634 567 503 443 387 335
24 32.365 69 933 1371 1293 1216 1140 1064 988 914 842 771 702 635 570 508 449 393 341
HV (T) 32 365 45.75 93 153 1287 1233 1178 1124 1070 1016 963 910 858 807 756 706 658 610 564 519 476 434 393 354 317
HV (A) 32 365 45.75 93 153 1287 1233 1178 1124 1070 1016 963 911 859 808 757 708 660 613 567 522 479 438 398 359 323
IP Nose
16N
G
a
u
g
e
10 000
7500
5000
2500
T
o
e
Heel length L1
Lead length L2
Sheet 16 of 202
Network Rail
A.3.3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers -
Leads and Radii
Transitioned Turnouts
NOTES
1. All lengths are measured along the main line straight (right hand switch rail for a right hand turnout and the left
hand switch rail for a left hand turnout.)
L1 = Length of straight, T - C (see sheet A.1.4: NR60 Inclined S&C Switch Details).
L2 = Length of transition curve, C - B (see sheet A.1.4).
L3 = Length of switch radius, R (see sheet A.1.4).
L4 = Length of transition curve from radius R to straight through crossing.
L5 = Length of straight to common crossing intersection point, IP.
Transitioned crossovers, across 1970 six-foot (running edges)
NOTES
1. # NR60G 31.25 has a different heel position from standard (see sheets A.1.4. & A.2.3.) - 32 201.085 mm from
toe, offset 313.52 mm.
Switch
designation
Crossing angle
1 in ~
L3 L4 L5 L
Turnout speed
mph
NR60C 11 9253 13 234 662 25 326 25
NR60D 13.5 9078 15 872 2345 29 800 30
NR60E 17.25 12 122 21 997 1492 38 906 40
NR60F 21.5 16 290 26 382 1939 48 761 50
NR60SG 27 23 100 31 618 2054 62 107 60
NR60G #31.25 26 010 38 550 1384 72 135 70
NR60G 33.5 22 110 39 555 5958 73 814 75
Switch
designation
Crossing angle
1 in ~
Turnout lead
length L
Lead across 1970
six-foot
Total crossover lead
length
Crossover speed
mph
NR60C 11 25 326 5808 56 460 25
NR60D 13.5 29 800 7159 66 760 30
NR60E 17.25 38 906 9179 86 991 40
NR60F 21.5 48 761 11 463 108 985 50
NR60SG 27 62 107 14 413 138 627 60
NR60G #31.25 72 135 16 692 160 961 70
NR60G 33.5 73 814 17 897 165 525 75
L
G
a
u
g
e
L1 L2 L3 L4 L5
T C B
R
A
IP
T
ransition Y
=
3
Y
=
1
2
IP
Straight
Mathematical
Toe
Origin of
Clothoidal Entry
Curve
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
7

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

1
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
4
.
1
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

L
e
a
d
s

a
n
d

R
a
d
i
i

A
c
r
o
s
s

S
t
a
n
d
a
r
d

(
1
9
7
0
)

T
r
a
c
k

I
n
t
e
r
v
a
l
NOTES
3. Leads are from nose to nose and are to the nearest 1 mm.
4. Radii are to the nearest 1 mm.
Xing 1 in 4 4.5 5 5.5 6 6.5 7 7.5 8 9.25 10 10.75 13 15 16 18.5 21 24 28 32.365 45.75
1 in
IP to
nose
64 72 80 88 96 104 112 120 128 148 160 172 208 240 256 296 336 384 448 518 - 4118
4 64 1811 89 815 51 641 39 057
4.5 72 1942 2088 123 436 70 213 52 632
5 80 2058 2217 2360 164 726 92 821 69 034
RADII 5.5 88 2161 2333 2488 2628 214 492 119 870 88 531
6 96 2437 2604 2756 2894 273 540 151 762 111 392 91 356
6.5 104 2709 2872 3021 3158 342 676 188 900 137 886 92 007
7 112 2978 3137 3285 3421 422 708 231 688 126 304 105 550
7.5 120 3245 3401 3547 3682 514 442 180 735 141 154 120 069
8 128 3344 3509 3664 3807 3942 279 396 195 072 157 061 112 312
9.25 148 3748 3923 4087 4241 4589 649 655 360 545 188 770 150 040 139 544 123 681
10 160 4059 4234 4400 4774 4975 811 961 266 672 195 528 178 109 153 101 140 002
10.75 172 4368 4545 4945 5160 5360 397 788 258 003 228 559 189 010 169 470 156 318
13 208 4912 5383 5640 5880 6513 736 845 539 182 361 420 296 323 258 440 232 625
15 240 5698 5988 6260 6985 7533 2 013 859 710 737 496 611 398 825 340 609 309 137 271 766
16 256 5835 6140 6427 7195 7779 8043 1 099 162 659 625 497 667 410 235 365 456 314 385
18.5 296
LEADS
6130 6469 6790 7657 8326 8630 9315 1 651 689 910 613 655 371 548 201 440 903
21 336 6738 7089 8046 8792 9133 9908 10 586 2 031 309 1 087 411 821 253 601 978
24 384 7384 8435 9265 9647 10 521 11 293 12 109 2 341 805 1 379 602 856 111
28 448 8855 9782 10 213 11 206 12 093 13 041 14 138 3 359 723 1 350 257
32.365 518 10 235 10 712 11 819 12 818 13 896 15 159 16 350 2 258 522
45.75 - 4118 16 004 16 589 17 969 19 243 20 647 22 336 23 974 32 830
Lead
N
o
s
e
I
P
S = 1970mm
16M
R
16N
N
o
s
e
I
P
Gauge
Nose of Swing
Nose crossing is
90N in front of IP
T
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a
c
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H
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R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
8

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

7
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
4
.
2
:

N
R
6
0

I
n
c
l
i
n
e
d

S
&
C

L
e
a
d
s

a
n
d

R
a
d
i
i

A
c
r
o
s
s

S
t
a
n
d
a
r
d

(
1
9
7
0
)

T
r
a
c
k

I
n
t
e
r
v
a
l
NOTES
1. Lead lengths are from intersection point to intersection point (IP
to IP) across a standard track interval of 1970 mm between
running edges.
2. All dimensions are shown in millimetres and radii and lead
lengths are rounded to the nearest millimetre.
4. * IP to Nose dimension for the 1 in 33.5 crossing is 15 times
crossing angle. All others are 16 times crossing angle.
CROSSING 1 IN 7.5 8.25 9.5 11 12.5 13.5 15.75 17.25 20.25 21.5 23.5 27 31.25 33.5
CROSSING
1 IN
1 IN
IP to
Nose
120 132 152 176 200 216 252 276 324 344 376 432 500 502.5*
7.5 120 3899 357 197 164 019 7.5
8.25 132 4095 4311 303 278 169 987 131 544
RADII
8.25
9.5 152 4384 4629 4993 386 770 232 302 194 220 153 907 140 451 9.5
11 176 4956 5371 5808 581 651 390 123 255 627 220 535 185 477 177 062 167 335 11
12.5 200 5236 5698 6188 6619 1 184 760 456 056 355 214 272 310 254 549 234 918 214 321 200 393 12.5
13.5 216 5892 6416 6879 7159 741 475 507 317 353 576 324 205 293 018 261 652 241 188 234 184 13.5
15.75 252 6273 6866 7397 7720 8372 1 606 443 675 866 576 101 484 473 404 333 357 464 342 290 15.75
17.25 276 6491 7127 7698 8048 8758 9179 1 166 738 898 219 693 671 540 331 459 772 434 970 17.25
20.25 324 7572 8218 8617 9432 9922 10 792 3 902 843 1 710 821 1 006 415 758 781 693 519 20.25
21.5 344 7734 8408 8825 9681 10 197 11 117 11 463 3 046 074 1 356 111 941 904 843 385 21.5
23.5 376
LEADS
7968 8684 9129 10 047 10 602 11 600 11 976 12 536 2 444 323 1 363 534 1 166 308 23.5
27 432 9099 9588 10 604 11 224 12 345 12 772 13 410 14 413 3 083 781 2 230 674 27
31.25 500 9515 10 049 11 169 11 858 13 115 13 596 14 321 15 470 16 692 8 063 364 31.25
33.5 502.5* 10 260 11 429 12 150 13 473 13 981 14 748 15 969 17 273 17 897 33.5
S
=
1
9
7
0
R
M
N
Lead
G
auge
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
9

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

4
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
5
.
1
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

D
i
a
m
o
n
d
s

-

L
e
a
d
s

a
n
d

R
a
d
i
i

-

1
NOTES
1. Gauge is 1432 mm. All dimensions are in millimetres and are given to the nearest millimetre.
2. Lead lengths are from noses of fixed common crossings to the intersection of gauge lines of
obtuse crossings or switch diamonds, calculated from formul based on sheet C.1.4., and
apply to straight main lines only. For calculation purposes, the obtuse crossing/switch diamond
angle is taken as the angle between the intersecting track centrelines, at which point the radii
are also assumed to change. The physical crossings will be marginally different in angle (one
slightly less, the other slightly more) but the difference is negligible in manufacturing terms.
3. The flattest fixed obtuse crossing is 1 in 7.5, exceptionally 1 in 8.
4. The limiting radii for fixed obtuse crossings (switch diamonds must be used if the radius is sharper) are given in the table below.
OBTUSE
CROSSINGS/
SWITCH
DIAMONDS
FIXED COMMON CROSSINGS
Obtuse /
SW Dia
Angle M
N 4 4.5 5 5.5 6 6.5 7 7.5 8 9.25 10 10.75 13 15 16 18.5 N
IP to Nose 64 72 80 88 96 104 112 120 128 148 160 172 208 240 256 296 IP to Nose
M X
4.75 151
A 6366 6768 7134 7469 7773 8051 8306 8541 8758 9236 C
4 75
RA 161 782 579 186 676 804 259 215 176 253 141 041 121 712 109 579 101 304 88 993 RC
5.5 130
A 6776 7233 7649 8029 8382 8707 9006 9283 9540 10108 10 407 10 679 C
5.5
RA 99 612 179 072 420 122 Straight 550 697 309 372 229 445 189 823 166 292 135 519 125 549 118 581 RC
6 119
A 7508 7957 8369 8748 9102 9 429 9733 10 016 10 643 10 975 11 277 12 047 C
6
RA 135 131 238 314 550 697 Straight 705 976 393 318 289 671 238 230 179 754 162 624 151 122 132 117 RC
6.5 110
A 8238 8681 9089 9467 9822 10 152 10 460 11 146 11 509 11 842 12 692 13 305 C
6.5
RA 178 170 309 372 705 976 Straight 888 105 491 227 359 564 241 157 211 297 192 282 162 533 150 027 RC
7 102
A 8496 8968 9405 9810 10 187 10 543 10 875 11 618 12 013 12 376 13 306 13 979 C
7
RA 148 398 229 445 393 318 888 105 Straight 1 099 233 604 173 331 050 277 264 245 417 198 942 180 523 RC
7.5 95
A 8734 9233 9697 10 129 10 531 10 908 11 264 12 063 12 489 12 881 13 890 14 624 C
7.5
RA 130 747 189 823 289 671 491 227 1 099 233 Straight 1 341 507 473 717 370 790 315 959 242 903 215 994 RC
8 89
A 9479 9969 10 425 10 852 11 253 11 629 12 482 12 939 13 360 14 447 15 241 15 590 C
8
RA 166 292 238 230 359 564 604 173 1 341507 Straight 732 314 512 422 413 302 296 610 257 445 245 589 RC
9.25 77
A 10 570 11 086 11 570 12 026 12 456 13 433 13 962 14 453 15 732 16 675 17 092 18 009 C
9.25
RA 179 754 241 157 331 050 473 717 732 314 Straight 1 706 538 948 763 498 530 397 017 369 507 327 929 RC
10 72
A 10 887 11 434 11 950 12 437 12 898 13 947 14 516 15 047 16 436 17 467 17 925 18 933 C
10
RA 162 624 211 297 277 264 370 790 512 422 1 706 538 Straight 2 136 650 704 266 517 383 471 625 405933 RC
10.5 68
A 11 649 12 185 12 692 13 172 14 269 14 864 15 419 16 881 17 970 18 454 19 523 C
10.5
RA 197 795 254 469 331 123 439 639 1 100 041 3 095 251 6 899 090 911 709 621 223 556 404 467 205 RC
12.75 56
A 12 480 13 097 13 685 14 245 15 536 16 243 16 907 18 672 20 009 20 609 21 947 C
12.75
RA 164 717 202 224 247 813 303 964 519 662 747 190 1 148 996 12 259 484 1 682 209 1 278 802 888 799 RC
Angle Desirable radius Minimum radius Angle Desirable radius Minimum radius Angle Desirable radius Minimum radius Angle Desirable radius Minimum radius
1 in 8 600 000 500 000 1 in 7 400 000 300 000 1 in 6 200 000 180 000 1 in 4.75 180 000 160 000
1 in 7.5 500 000 400 000 1 in 6.5 300 000 240 000 1 in 5.5 180 000 160 000
A
C
G
a
u
g
e
Gauge
RC
RA
X
M
M
N<M
STR.
N>M
T
r
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k

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R
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2
/
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R
K
/
2
0
4
9
S
h
e
e
t

2
0

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

2
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
5
.
2
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

D
i
a
m
o
n
d
s

-

L
e
a
d
s

a
n
d

R
a
d
i
i

-

2
NOTES
1. Gauge is 1432 mm. All dimensions are in millimetres, and are given to
the nearest millimetre.
2. Lead lengths are from noses of fixed common crossings to the
intersection of gauge lines of obtuse crossings or switch diamonds,
calculated from formulae based on sheet C.1.4. and apply to straight
main lines only. For calculation purposes, the obtuse crossing/switch
diamond angle is taken as the angle between the intersecting track
centrelines, at which point the radii are also assumed to change. The
physical crossings will be marginally different in angle (one slightly less,
the other slightly more) but the difference is negligible in manufacturing
terms.
SWITCH DIAMONDS
SWING
NOSE
Angle M
N 6.5 7 7.5 8 9.25 10 10.75 13 15 16 18.5 21 24 28 32.365 45.75 N
IP to Nose 104 112 120 128 148 160 172 208 240 256 296 336 384 448 518 - 4 118 IP to Nose M X
10.5 68
A 11 649 12 185 12 692 13 172 14 269 14 864 15 419 16 881 17 970 18 454 19 523 20 429 C
10.5
RA 197 795 254 469 331 123 439 639 1 100 041 3 095 251 6 899 090 911 709 621 223 556 404 467 205 422 202 RC
12.75 56
A 12 480 13 097 13 685 14 245 15 536 16 243 16 907 18 672 20 009 20 609 21 947 23 092 24 268 25 577 C
12.75
RA 164 717 202 224 247 813 303 964 519 662 747 190 1 148 996 12 259 484 1 682 209 1 278 802 888 799 738 955 649 923 588 461 RC
13 55
A 13 186 13 782 14 350 15 661 16 380 17 055 18 852 20 215 20 828 22 195 23 366 24 570 25 912 27 120 C
13
RA 198 942 242 903 296 610 498 530 704 226 1 050 536 Straight 1 949 748 1 427 731 958 272 786 353 686 307 618 132 578 120 RC
15 48
A 14 480 15 108 16 568 17 375 18 136 20 180 21 744 22 454 24 047 25 424 26 850 28 453 29 905 28 271 C
15
RA 215 994 257 445 397 017 517 383 682 696 1 949 748 Straight 5 332 612 1 884 454 1 317 858 1 059 111 905 067 821 789 722 904 RC
17 42
A 15 745 17 337 18 223 19 062 21 331 23 085 23 884 25 691 27 266 28 909 30 769 32 467 31 411 C
17
RA 236 558 349 435 439 409 553 170 1 168 406 2 915 622 6 432 745 5 328 284 2 404 847 1 663 319 1 312 489 1 144 325 961 233 RC
17.615 41
A 15 921 17 551 18 459 19 320 21 655 23 464 24 290 26 160 27 794 29 502 31 440 33 213 32 337 C
17.615
RA 232 016 339 614 423 992 528 957 1 065 395 2 348 896 4 198 037 9 530 546 3 002 328 1 928 805 1 472 409 1 264 022 1 044 301 RC
18.5 39
A 17 482 18 781 19 673 22 099 23 986 24 849 26 807 28 525 30 326 32 376 34 256 33 638 C
18.5
RA 327 929 405 933 501 143 958 272 1 884 454 2 914 328 Straight 4 383 098 2 418 204 1 741 452 1 457 302 1 172 811 RC
21 34
A 20 564 23 228 25 321 26 284 28 483 30 425 32 479 34 835 37 015 37 128 C
21
RA 449 723 786 353 1 317 858 1 750 451 4 383 098 Straight 5 394 298 2 889 470 2 183 165 1 601 273 RC
21.829 33
A 20 829 23 566 25 724 26 718 28 993 31 007 33 141 35 597 37 874 38 229 C
21.829
RA 438 112 751 527 1 222 887 1 586 768 3 483 356 16 969 176 7 908 229 3 482 453 2 505 511 1 768 119 RC
24 30
A 21 463 24 382 26 697 27 770 30 234 32 429 34 767 37 476 40 003 40 987 C
24
RA 415 115 686 307 1 059 111 1 321 593 2 418 204 5 394 298 Straight 6 222 647 3 667 443 2 277 270 RC
28 26
A 22 446 25 658 28 234 29 436 32 217 34 719 37 410 40 557 43 527 45 645 C
28
RA 389 155 618 132 905 067 1 090 078 1 741 452 2 889 470 6 222 647 Straight 8 931 264 3 591 710 RC
A
C
G
a
u
g
e
Gauge
RC
RA
X
M
M
N<M
STR.
N>M
T
r
a
c
k

D
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n

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R
/
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2
/
T
R
K
/
2
0
4
9
S
h
e
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2
1

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

2
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
6
.
1
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

S
t
a
n
d
a
r
d

D
o
u
b
l
e

J
u
n
c
t
i
o
n
s

f
r
o
m

T
r
a
c
k
s

a
t

1
9
7
0

I
n
t
e
r
v
a
l

NOTES
1. Gauge is 1432 mm. All dimensions are given in
millimetres.
2. Interval between tracks is 1970 mm (running edges).
3. Dimensions given are to toes of switches, noses of
common crossings, knuckles of obtuse crossings
and switch diamonds, and running edges.
4. For limiting radii through fixed obtuse crossings, see
sheet A.5.1.
5. Lengths of point and splice rails of crossings N1, N2
and N5 are non-standard to suit the timbering.
6. The turnout stagger shown (L6) is a minimum to
obtain 1970 mm between turnout roads. This
should be increased as necessary to obtain HMRI requirements for minimum passing clearance.
7. Maximum speeds shown may need alteration in respect of curved and canted main lines.
8. Radius beyond crossing N5 to be compatible to maintain the six foot interval and speed.
9. SD = switch diamond.
10. Obt = fixed obtuse crossing.
11. Radii R
2
and R
3
are low rail, other radii are high rail.
Turnout 1970 Interval Diamond
Lead
Toe/N4
L5
Turnout
Stagger
N5/N1
L6
Maximum
Turnout
Speed
(mph)
Switch
Lead
Toe / N1
L1
Switch Turnout
Common
Crossing
N1
Lead
N1/N2
L2
Radius
R2
Common
Crossing
N2
Lead
N2/N3
L3
Radius
R3
Diamond
Crossing
N3
Type of
Crossing
Obtuse
stagger
X
Lead
N3/N4
L4
Radius
R4
Common
Crossing
N4
Radius
R6
Radius
R1
AV 18 617 141 052 7 3137 151 762 6 7773 176 253 4.75 Obt/SD 151 6201 161 782 4 35 728 2130 20
BV 21 465 184 012 8 3664 231 688 7 9006 229 445 5.5 Obt/SD 130 7089 179 072 4.5 41 224 2130 20
CV
25 025 245 767 9.25 4241 279 396 8 10 016 238 230 6 Obt/SD 119 7826 238 314 5 47 107 1420 25
25 025 245 767 9 25 4241 279 396 8 10 460 359 564 6.5 Obt/SD 110 8561 309 372 5.5 48 286 1420 25
25 716 245 767 305 201 10 4774 649 655 9.25 11 618 331 050 7 Obt/SD 102 9294 393 818 6 51 402 710 25
25 716 245 767 305 201 10 4774 649 655 9.25 12 482 732 314 8 SD 90 10 757 604 173 7 53 729 710 25
DV
29 346 331 687 10.75 4945 360 545 9.25 12 063 473 717 7.5 Obt/SD 95 10 026 491 227 6.5 56 380 710 30
29 346 331 687 10.75 4945 360 545 9.25 12 482 732 314 8 SD 90 10 757 604 173 7 57 530 710 30
29 346 331 687 10.75 4945 360 545 9.25 12 482 732 314 8 SD 90 11 160 1 341 507 7.5 57 933 710 30
29 346 331 687 10.75 5160 811 961 10 13 962 1 706 538 9.25 SD 77 12 373 732 314 8 60 841 710 30
29 346 331 687 10.75 5160 811 961 10 13 962 1 706 538 9.25 SD 77 13 355 Straight 9.25 61 824 710 30
EV 40 697 645 116 15 6985 736 845 13 16 881 911 709 10.5 SD 68 14 196 1 100 041 9.25 78 759 710 40
FV 50 112 980 920 18.5 8630 1 099 162 16 20 609 1 278 802 12.75 SD 56 16 846 1 148 996 10.75 96 197 710 50
SGV 57 329 1 263 740 21 9908 1 651 689 18.5 24 047 1 884 454 15 SD 48 20 128 1 949 278 13 111 412 710 60
GV 65 520 1 650 380 24 11 293 2 031 309 21 27 266 2 404 847 17 SD 42 23 040 2 915 622 15 127 119 710 65
HV 90 211 3 000 716 32.365 15 159 3 359 723 28 35 597 3 482 453 21.829 SD 33 28 957 3 483 356 18.5 169 923 710 90
L1 L2 L3 L4
G
a
u
g
e
N4
X
G
a
u
g
e
L6
N5
N2
N1
L1
L5
R6
R1
R2
Gauge
S = 1970
Gauge
T
o
e
T
o
e
R3
R4
N3
T
r
a
c
k

D
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g
n

H
a
n
d
b
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o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

2
2

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

1
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
6
.
2
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

S
t
a
n
d
a
r
d

T
a
n
d
e
m

T
u
r
n
o
u
t
s

-

R
a
d
i
i
,

L
e
a
d
s

a
n
d

O
f
f
s
e
t
s

t
o

C
r
o
s
s
i
n
g

N
o
s
e
s

NOTES
3. Lead lengths are given from toes of switches to noses of common crossings.
4. Planing radii are omitted for clarity.
5. Offset dimension Y is measured to the centre-line of nose S.
6. For the purposes of clarity within the diagrams below, the radii are shown to centrelines; however, the values in the table above are to the high rail.

Type Switches Lead lengths RE to centre line of nose Radii Crossing 1 in Speed RE/PW
Leading Trailing L1 L2 L3 L4 Y R1 R2 R3 R4 M N S Leading Trailing
1 AVT AVT 20 416 20 416 8400 3052 352 186 937 186 937 8 8 5.797 20 20 692
1 AVT BV 20 416 22 785 8400 2709 314 186 937 184 012 268 573 8 9.25 5.929 20 20 702
1 BV AVT 22 785 20 416 9230 3956 393 184 012 268 573 186 937 9.25 8 6.228 20 20 -
1 BV BV 22 785 22 785 9230 3552 355 184 012 268 573 184 012 268 573 9.25 9.25 6.427 20 20 693
1 CV CV 25 025 25 025 10 650 3236 323 245 767 245 767 9.25 9.25 6.818 25 25 -
1 CV CV 25 025 25 715 10 650 3234 323 245 767 245 767 305 201 9.25 10 6.785 25 25 -
1 CV CV 25 715 25 715 10 650 3649 338 245 767 305 201 245 767 305 201 10 10 7.074 25 25 694
1 CV BV 26 371 22 785 10 650 4812 412 245 767 378 263 184 012 268 573 10.75 9.25 6.928 25 20 -
1 CV CV 26 371 26 371 10 650 4064 351 245 767 378 263 245 767 378 263 10.75 10.75 7.319 25 25 695
2 AVT BV 20 416 22 785 8400 3022 1151 186 937 184 012 268 573 8 9.25 14.430 20 20 701
2 AVT CV 20 416 26 371 8400 9445 694 186 937 245 767 378 263 8 10.75 12.056 20 25 -
2 BV CV 21 465 26 371 9230 9061 720 184 012 245 767 378 263 8 10.75 12.015 20 25 711
2 BV CV 22 785 26 371 9230 4151 1095 184 012 268 573 245 767 378 263 9.25 10.75 17.214 20 25 -
2 CV CV 25 025 26 371 11 470 4372 1077 245 767 245 767 378 263 9.25 10.75 16.458 25 25 -
Y
S
N
M
L4
L3 L2
L1
R2
R1
R4
R3
TYPE 2
Y
S
M
N
TYPE 1
L1
L2 L3
L4
R1
R
2
R3
R
4
T
r
a
c
k

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n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

2
3

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

1
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
6
.
3
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

S
t
a
n
d
a
r
d

S
c
i
s
s
o
r
s

C
r
o
s
s
o
v
e
r
s
NOTES
3. Lead lengths are given to toes of switches, noses of common crossings, and intersection of gauge lines of obtuse crossings.
4. All lead lengths are measured along the main line.
5. For details of cast manganese crossings, see sheets E.6.7, E6.8, E6.9, E6.10.
6. Centre portion (N6 to N6) must be straight to facilitate the use of cast manganese crossings.
Switch
type
Turnout
crossing
N6
Compound
obtuse crossing
N7
Six foot
crossing
N8
Lead length
toe to N6
Lead length
N6 to N7
Lead length
N7 to N8
Total length
toe to toe
Crossover
Speed
(mph)
1 in 1 in 1 in
BV 8 3.9844 4.7940 21 465 1 971 6 148 46 872 20
CV STR 10 4.9875 5.5545 25 117 2 487 7 393 55 209 25
DV STR 13 6.4904 6.4904 29 940 3 256 9 426 66 393 25
S=1970
N6
N6
N8
N7
N7 N6
N6
N8
Gauge
Gauge
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

2
4

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

6
D
a
t
e
:

F
e
b
r
u
a
r
y

2
0
0
7
A
.
6
.
4
:

N
R
6
0

I
n
c
l
i
n
e
d

S
&
C

S
t
a
n
d
a
r
d

D
o
u
b
l
e

J
u
n
c
t
i
o
n
s

f
r
o
m

S
t
r
a
i
g
h
t

T
r
a
c
k
s

a
t

1
9
7
0

I
n
t
e
r
v
a
l
NOTES
1. Gauge is 1435 mm. All dimensions are in
millimetres and are given to the nearest millimetre.
2. Interval between tracks (running edges) is
1970 mm. Radii shown are of centreline of tracks.
3. Dimensions given are to toes of switches,
intersection points (IPs) of common crossings,
intersection of gauge lines of obtuse crossings and
switch diamonds, and running edges.
4. Turnout stagger L6 provides a minimum interval of
1970mm between turnout roads. This should be
reviewed to ensure that clearances between
turnout roads remain adequate when the through
route is curved.
5. Maximum speeds shown through fixed obtuse crossings take account of the maximum allowable cant deficiency of 75 mm (See sheet A.5.3).
6. Maximum speeds shown may require adjustment to take account of any curvature and cant of the main through route.
7. The radii beyond the final common crossings (N4 and N5) should not be changed until clear of the bearers (as shown on the RE/PW drawings) to avoid the
requirement for cast crossings with unique geometry.
8. Refer to RE/PW drawings for location of the change of radii between R1 and R5.
9. Approval required from Track Design Team at Network Rail HQ before progressing any design involving NR60 switch diamonds.
10. * NR60E 12.5 with 1 in 8.69 Fixed Obtuse crossing may only be used with the authority of the Head of Track Engineering at Network Rail HQ.
Turnout Six foot space Diamond
Total Lead
Length
Turnout
stagger
N5 - N1
Radius Turnout
Speed
Switch
designation
Lead
length
Toe - N1
Switch
radius
Turnout
radius
Common
crossing
Lead
length
N1-N2
Radius Common
crossing
Lead
length
N2-N3
Radius Fixed obtuse
crossings or switch
diamonds
Lead
length
N3 - N4
Radius Common
crossing
L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L4 R4 N4 L5 L6 R5 mph
NR60C 23 928 194 930 8.25 3943 194 930 7.01 9012 255 114 5.62 Obt 128 7381 255 114 4.82 44 265 650 243 447 25
NR60D 27 554 258 475 9.5 4575 258 475 8.08 10 452 367 364 6.57 Obt 109 8684 367 364 5.68 51 265 650 358 657 30
NR60E 36 255 447 499 12.5 6078 447 499 10.65 13 775 653 091 8.69 Obt* 83 11 538 653 091 7.53 67 645 650 559 012 40
NR60C 23 928 194 930 8.25 3943 194 930 7.01 9012 255 114 5.62 SD 128 7381 255 114 4.82 44 265 650 243 447 25
NR60D 27 554 258 475 9.5 4575 258 475 8.08 10 452 367 364 6.57 SD 109 8684 367 364 5.68 51 265 650 358 657 30
NR60E 36 255 447 499 12.5 6078 447 499 10.65 13 775 653 091 8.69 SD 83 11 538 653 091 7.53 67 645 650 559 012 40
NR60F 45 681 710 450 15.75 7696 710 450 13.42 17 014 850 379 10.58 SD 68 13 933 850 379 9.01 84 323 650 tba 50
NR60SG 58 732 1 174 418 20.25 9927 1 174 418 17.27 21 919 1 437 141 13.67 SD 53 18 032 1 437 141 11.66 108 610 650 tba 65
NR60G 68 158 1 581 643 23.5 11 534 1 581 643 20.04 25 403 1 913 354 15.83 SD 45 20 882 1 913 354 13.49 125 978 650 tba 75
NR60H 88 457 2 796 874 31.25 15 363 2 796 874 26.66 33 795 3 401518 21.07 SD 34 27 822 3 401 518 17.97 165 437 650 tba 100
X
N3
L3
R3
R2 N2
L5
L2
R1
Gauge
S = 1970
Gauge
N1
L1
T
o
e
R6
L6
N5
T
o
e
N4
R4
L4
L1
R6
R5
R1
N3
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

2
5

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

7
D
a
t
e
:

F
e
b
r
u
a
r
y

2
0
0
7
A
.
6
.
5
:

N
R
6
0

I
n
c
l
i
n
e
d

S
&
C

S
t
a
n
d
a
r
d

S
i
n
g
l
e

J
u
n
c
t
i
o
n
s

f
r
o
m

S
t
r
a
i
g
h
t

T
r
a
c
k
s

a
t

1
9
7
0

I
n
t
e
r
v
a
l
NOTES
1. Gauge is 1435 mm. All dimensions are in millimetres and are given to
2. Interval between tracks (running edges) is 1970 mm. Radii shown are
of centreline of tracks.
3. Dimensions given are to toes of switches, intersection points (IPs) of
common crossings, intersection of gauge lines of obtuse crossings and
4. Maximum speeds are for a reversing configuration (forming a three-
track crossover) and also for continuation as a diverging straight
alignment.
5. Maximum speeds shown may require adjustment to take account of
any curvature (and cant) of the main through route.
6. Approval required from Track Design Team at Network Rail HQ before
progressing any design involving NR60 switch diamonds.
TURNOUT SIX FOOT INTERVAL DIAMOND
Total lead
length
Turnout
Speed
Switch Designation
Lead
Toe - N1
Switch radius Turnout
radius
Common
Crossing
Lead
N1 - N2
Radius Common
Crossing
Lead
N2 - N3
Radius Switch Diamonds
L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L5 mph
NR60C Trans 11 SD 25 326 194 930 trans 11 5873 STR 11 15 752 STR 11 65 46 951 25
NR60D Trans 13.5 SD 29 801 258 475 trans 13.5 7213 STR 13.5 19 346 STR 13.5 53 56 360 30
NR60E Trans 17.25 SD 38 906 447 498 trans 17.25 9221 STR 17.25 24 733 STR 17.25 42 72 860 40
NR60F Trans 21.5 SD 23 928 710 450 trans 21.5 11 496 STR 21.5 30 836 STR 21.5 33 66 260 50
NR60SG Trans 27 SD 62 107 1 174 417 trans 27 14 440 STR 27 38 732 STR 27 27 115 279 65
NR60G Trans 33.5 SD 73 814 1 581 643 trans 33.5 17 919 STR 33.5 48 062 STR 33.5 21 139 794 75
X
N3
L3
R3
R2
N2
N1
L5
L1
L2
R1
R6
T
o
e
Gauge
S = 1970
Gauge
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

2
6

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

1
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
6
.
7
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
t
a
n
d
a
r
d

S
&
C

S
l
i
p
s

-

S
i
n
g
l
e

a
n
d

D
o
u
b
l
e
NOTES
1. All dimensions are in millimetres and are given to the nearest millimetre.
3. Lead A is measured from the common crossing nose along the centre line of the diamond.
4. For details of leads across diamonds, see Sheet A.5.1.
5. 1 in 7 slips are available as a fixed diamond only.
6. 1 in 7 and 1 in 8 slips are available as both fixed or switch diamond.
7. 1 in 10 slips are available as switch diamond only.
Angle N Lead A Planing Radius Slip Radius R RE/PW Drawing number Turnout
Speed
(mph)
Single Slip Double Slip
Fixed Switch Fixed Switch
7 2044 160 000 158 300 626 - 625 - 20
7 2190 196 750 165 250 628 - 627 - 20
7 2190 193 835 193 835 - 706 - 707 20
8 2293 219 625 219 625 none - none - 20
8 2293 219 625 219 625 - 696 - 697 20
10 3157 350 510 350 510 - 750 - 751 25
N
A
N
A
R
Gauge
Gauge
Sheet 27 of 202
Network Rail
Revision Date: August 2004
A.6.8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds -
Openings at Knuckle
NOTES
1. All dimensions are in millimetres and are measured at running edge level.
Crossing Angle 1 in ~ Neck Radius Throat Opening Knuckle to Knuckle
Obtuse crossings before 1994:
4.75 475 47.17 1445.16
5.5 550 46.22 1442.44
6 600 45.73 1441.12
6.5 650 45.33 1440.07
7 700 44.99 1439.22
7.5 750 44.69 1438.51
Obtuse crossings from 1994 onwards:
4.75 650 49.10 1447.09
5.5 650 47.04 1443.27
6 650 46.08 1441.47
6.5 650 45.33 1440.07
7 650 44.73 1438.96
7.5 650 44.25 1438.06
8 650 43.86 1437.33
Switch Diamonds:
8 800 - 1437.92
9.25 925 - 1436.79
10 1000 - 1436.29
10.5 1050 - 1436.00
12.75 1275 - 1435.06
15 1500 - 1434.46
17 1700 - 1434.09
17.615 1761 - 1434.14
18.5 1850 - 1433.87
21 2100 - 1433.60
21.829 2183 - 1433.52
24 2400 - 1433.35
28 2800 - 1433.12
Knuckle to
Knuckle
Switch Diamonds
Throat opening
Obtuse Crossings
Sheet 28 of 202
Network Rail
A.7.1: End and Centre Throw - General
For further details, see Railway Group Standard GM/RT2149; Requirements for Defining and Maintaining the Size of
Railway Vehicles, and Network Rail Company Standards NR/SP/TRK/0036; Management of Gauging & Clearances
and NR/L2/TRK/3201; Management of Tight Clearances and Track Position.
When a vehicle is on a curved track, its corners overhang the rail to the outside of the curve by an increased amount
to which they overhang when on straight track. This increase is known as the end throw.
To the inside of a curve, the middle of the vehicle has an increased overhang and this is known as the centre throw.
End and centre throw must be included, together with the effect of cant, in calculations for clearances to lineside
structures and for clearances to vehicles passing on an adjacent track.
The diagram shows a vehicle as it would lie when standing on curved track. For simplicity, the width of the vehicle is
shown equal to track gauge.
Given that:
L = Overall Length of the vehicle.
A = Wheelbase or distance between bogie pivot centres.
then:
Maximum centre throw, C =
and, Maximum end throw, E = K - C =
For example:
A two-axle vehicle, Wheelbase A = 6.00 m, Length over headstock L = 8.560 m, on a curve of 250 m radius.
Maximum centre throw = = 0.018 m = 18 mm.
End throw at headstocks = = 0.019 m = 19 mm.
C = Centre throw
K
E
E = End throw
L/2
A/2
R
Wheelbase or bogie pivot centres, A
Overall length of vehicle, L
A
2
8 R
-------------
L
2
A
2
( )
8 R
----------------------
6
2
8 250
-------------------
8.56
2
6
2
8 250
--------------------------
Sheet 29 of 202
Network Rail
Revision Date: March 1996
A.7.2: Centre Throw (Static) of Coaches Built to C1 Gauge
Appendix A* on Vertical Switches
NOTES
1. * 19 354 mm over headstocks, 14 173 mm bogie centres.
2. When the main line is curved, the end or centre throw due to that curvature is to be added or subtracted as
appropriate.
3. For vehicle types, see sheet A.8.11.
10 5 0 5 10 15 20
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
C
E
N
T
R
E

T
H
R
O
W

m
i
l
l
i
m
e
t
r
e
s
DISTANCE FROM TOE OF SWITCH (metres)
BV
CV
AV
EV
FV
SGV
GV
DV
Sheet 30 of 202
Network Rail
A.7.3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on
Vertical Switches
NOTES
appropriate.
GV
DV
BV
EV
10 5 0 5 10 15 20
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
C
E
N
T
R
E

T
H
R
O
W

m
i
l
l
i
m
e
t
r
e
s
DISTANCE FROM TOE OF SWITCH metres
210
220
230
SGV
FV
CV
AV
Sheet 31 of 202
Network Rail
A.7.4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches
NOTES
appropriate
20 15 10 5 0 5 10
0
10
20
30
40
50
60
70
80
90
10
0
11
0
12
0
13
0
14
0
15
0
16
0
17
0
E
N
D

T
H
R
O
W

m
i
l
l
i
m
e
t
r
e
s
DISTANCE FROM TOE OF SWITCH metres
DV
BV
Key.
To main or through route.
To turnout or diverging route.
AV
TYPE B
CV
EV
FV
SGV
GV
AV
BV
CV
DV
EV
FV
SGV
GV
TYPE A
Sheet 32 of 202
Network Rail
Revision 1 Date: December 1999
A.7.5: Buffer Locking Considerations
When vehicles which are coupled together pass from one curve to another of opposite hand, i.e. through a reverse
curve, with little or no straight track between the curves, there is relative lateral movement between contiguous
buffers. Taking oscillation, track and vehicle tolerances into account, there is a possibility of the buffers locking as
shown in the first diagram. This may cause vehicle derailment.
In the design of track layouts, care must be taken to reduce the risk of buffer locking on reverse curves by
introducing as much straight track as possible between the two curves. Particular attention should be given to
crossovers using A or B switches across 1970 mm spacing.
Consideration should also be given, with multiple unit passenger rolling stock, to the maximum permitted lateral
movement of corridor connections between coaches where there are no intermediate buffers
In the following formulae:
D = The length of the straight between the two curves,
Re = The equivalent radius of the two curves, Re = .
L = Length of the vehicle over buffer heads, (fig 2).
W = Distance between bogie centres, (fig 2).
B = The relative lateral movement of the buffers, (fig 1).
For all practical purposes B should not exceed 300 mm.
Where D < (L - W) B =
Where D> (L - W) < B =
NOTES
1. All dimensions must be in the same units.
B
Buffers locked
Figure 1
L
W
Figure 2
Radius R
2

Straight
Radius R
1
Figure 3
D
R
1
R
2
( )
R
1
R
2
+ ( )
-------------------------
L
2
W
2
D
2
( )
8 Re
-------------------------------------
L
2
W
2
( )
2
------------------------
L W ( ) L W D + ( )
2
16 W Re
-----------------------------------------------------------
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

3
3

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

2
D
a
t
e
:

J
u
n
e

2
0
0
8
A
.
8
.
1
a
:

S
t
a
n
d
a
r
d

S
t
r
u
c
t
u
r
e

G
a
u
g
e
NOTES
See following page for details of the notes referenced in this drawing.
RAIL LEVEL
4
0
2
0
COLUMNS AND
OTHER FIXED
WORKS ON
PLATFORMS;
INCL. FACES
OF BUILDINGS.
1435
SEE
NOTE 11
1435
1
1
0
0
730
F
A
C
E

O
F
P
L
A
T
F
O
R
M
NOT TO SCALE
S
E
E

N
O
T
E

3
R
U
N
N
I
N
G
E
D
G
E

O
F

R
A
I
L
LOWER SECTOR
STRUCTURE GAUGE
SEE NOTE 6
595
1190
CLEAR AREA
SEE NOTE 7
BOUNDARY FOR PLATFORM AWNINGS
AND STATION FOOTBRIDGES WHICH
CATERS FOR 25KV ELECTRIFICATION.
1410
SEE NOTE 9
SEE NOTE 8
1470
2
5
0
0

T
O

P
L
A
T
F
O
R
M

S
U
R
F
A
C
E
S
E
E

N
O
T
E

1
0
SEE NOTE 12 SEE NOTE 12
1970 Standard Interval
SEE NOTE 13
1625 (=100mph)
2480 (>100mph)
1625 (=100mph)
2480 (>100mph)
R
U
N
N
I
N
G
E
D
G
E

O
F

R
A
I
L
Sheet 34 of 202
Network Rail
A.8.1a (continued): Notes on Standard Structure Gauge
1. This diagram illustrates minimum lateral and overhead clearances to be adopted in construction or
reconstruction and for alterations or additions to existing track and structures and applies to all routes other than
those defined as major projects on designated TENs routes.
2. All dimensions are in millimetres. Dimensions from rail running edge are taken at 14mm below top of rail level.
3. Where Heights (Rail Level to Soffit of Structure) less than those shown in the table below are being considered then
these are subject to special referral to, and review by, the Network Rail Track Geometry & Gauging NST; and where
applicable, the Principal Renewal & Enhancement Engineer (Contact Systems).
*
Rolling stock shown as clear refers to vertical height clearance only. If lateral clearances are less than shown on
the Standard Structure Gauge then the stock shown may not have adequate gauge clearance and must be
gauge assessed by approved methods. This will be a particular consideration on arched structures.
Allows for OLE Normal Clearance with full tolerance. Allows for OLE Normal Clearance with close tolerance.
Allows for OLE Special Reduced Clearance (required to allow potential for OLE in future).
4. The clearance dimensions given are valid for straight and level track only and due allowance must be made
for the effects of horizontal and vertical curvature, including super-elevation (cant).
5. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. The
proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance
than shown above [note 3]. The Principal Renewal & Enhancement Engineer (Contact Systems) must be consulted
so that adequate clearance to OLE equipment can be considered.
6. Permissible infringements in respect of conductor rail equipment, guard and check rails, train stops and
structures in the space between tracks are not shown. Refer to Lower Sector Structure Gauge shown in
Appendix 1 of GC/RT5212 Requirements For Defining And Maintaining Clearances.
7. The minimum dimensions of a single face platform from the edge of the platform to the face of the nearest
building structure or platform furniture shall be 2500mm for speeds up to 165km/h (100mph) and a minimum of
3000mm for speeds greater than 165km/h. The minimum, distance to the face of any column shall be 2000mm.
Refer to GC/RT7014 Infrastructure Requirements at Stations.
8. Nearest face of all other structures including masts carrying overhead line equipment on electrified railways.
9. Nearest face of signal posts and other isolated structures less than 2000mm in length but excluding masts
carrying overhead line equipment on electrified railways. For further detail of signalling installations refer to RT/
E/C/11210 Appendix 2G05.
10. Vertical clearances to the canopy above the platform shall be minimum 2500mm up to 2000mm from the
platform edge or up to 3000mm where the line speed exceeds 165km/h (100mph). At distances beyond
2000mm or 3000mm from the platform edge, as applicable, the minimum headroom shall be 2300mm.
11. Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements shall
be calculated from the particular Kinematic Envelope with an allowance made for structural clearance. The
minimum lateral dimension is 730mm and is shown for guidance only. Refer to GC/RT5212 Requirements for
Defining and Maintaining Clearances and GI/RT7016 Interface between Station Platforms, Track and Trains.
12. Where reasonably practicable these dimensions shall be increased by at least 300mm to facilitate the provision
of a cess walkway in accordance with GC/RT5203 Infrastructure Requirements for Personal Safety In Respect
of Clearances and Access.
13. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an
allowance made for passing clearance.
Type of Route
OLE
Route?
Work Type?
Height to Soffit of Structure
Rolling Stock Clearance *
Desired Minimum
Primary InterCity main routes
Yes New Construction 5100
4780
UK1, UK2, W12, W10, W9, W8, W7, W6

and all passenger and locomotive stock.
Yes Alterations 4780
4640
No All 4640 4640

Secondary cross country links and
inner suburban commuter routes
Yes All 4780
4640
UK1, UK2, W12, W10, W9, W8, W7, W6

and all passenger and locomotive stock.
No All 4640 4640
Other passenger routes (no freight) No All 4640 4440
All UK domestic passenger and locomotive
stock.
Freight only routes
Yes All 4780
4640
W12, W10, W9, W8, W7, W6 and all ECS

passenger and locomotive stock. No All 4640 4440
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NOTES
See following page for details of the notes referenced in this drawing.
COLUMNS AND
OTHER FIXED
WORKS ON
PLATFORMS;
INCL. FACES
OF BUILDINGS.
1435
SEE
NOTE 11
1435
1
1
0
0
730
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LOWER SECTOR
STRUCTURE GAUGE
SEE NOTE 6
CLEAR AREA
SEE NOTE 7
2
5
0
0

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SEE NOTE 13
RAIL
LEVEL
1370 1370
4
2
0
0
S
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E

N
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S

3

&

5
NOT TO SCALE
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Sheet 36 of 202
Network Rail
Revision Date: June 2008
A.8.1b (continued): Notes on Temporary Works Structure Gauge
1. This diagram illustrates minimum lateral and overhead clearances to be adopted for Temporary Works on
lines not equipped with OLE. Not applicable to TENs Routes and other routes with special requirements.
3. Where a dimension less than those shown is being considered then clearance must be confirmed by gauge
assessment and is subject to special referral and review by the Gauging Engineer.
*
the Temporary Works Structure Gauge then the stock shown may not have adequate gauge clearance and must
be gauge assessed by approved methods. This will be a particular consideration on arched structures.
4. The clearance dimensions given are valid for straight and level track only and due allowance must be made for
the effects of horizontal and vertical curvature, including super-elevation (cant).
5. The structure gauge does not allow for overhead electrification. The Principal Renewal & Enhancement Engineer
(Contact Systems) must be consulted so that adequate clearance to OLE equipment can be considered.
appendix 1 of GC/RT5212 Requirements for Defining and Maintaining Clearances.
8. (This note intentionally blank).
11. Platform clearances are subject to the maintenance HMRI stepping distances and specific requirements shall
12. The Gauging Engineer must be informed of all locations where temporary works are erected and the proposed
erected and removal dates. Full dimensions of the available space must be provided complete with the relative
track geometry data (radius, cant, sixfoot etc) in order that out-of-gauge loads are not authorised for gauge
clearance through the structure.
Route Type OLE
Route?
Work Type? Height to Soffit of
Structure
Desired Minimum
All routes
(excluding TENs)
No Temporary
Works
4200 4200 UK1, UK2, W12, W10, W9, W8,
W7, W6 and all passenger and
locomotive stock.
Designated
TENs routes
Special minimum clearance requirements -
consult Gauging Engineer
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NOTES
1. To be applied to major projects on routes designated as being part of the Trans European Network (in accordance with Department of Transport guidance
- to be found on the DoT web site).
2. See following page for details of the notes referenced in this drawing.
COLUMNS AND
OTHER FIXED
WORKS ON
PLATFORMS;
INCL. FACES
OF BUILDINGS.
1435
SEE
NOTE 11
1435
1
1
0
0
730
F
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O
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F
O
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M
NOT TO SCALE
S
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N
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3
LOWER SECTOR
STRUCTURE GAUGE
SEE NOTE 6
CLEAR AREA
SEE NOTE 7
2
5
0
0

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A
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S
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N
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1
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SEE NOTE 13
RAIL
LEVEL
3450
3450
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Sheet 38 of 202
Network Rail
A.8.1c (continued): Notes on the Special TENs Structure Gauge
1. The minimum lateral and overhead clearances to be adopted in construction or reconstruction and for
alterations or additions to existing track and structures associated with major projects on designated TENs
Routes are depicted on this drawing. Special requirements apply for viaducts and tunnels.
3. Where Heights (Rail Level to Soffit of Structure) less than those shown in the table below are being considered then
these are subject to special referral to, and review by, the Network Rail Track Geometry & Gauging NST; and where
applicable, the Principal Renewal & Enhancement Engineer (Contact Systems).
*
the TENs Route Structure Gauge then the stock shown may not have adequate gauge clearance and must be
gauge assessed by approved methods. This will be a particular consideration on arched structures.
Allows for OLE Normal Clearance with full tolerance.
Allows for OLE Normal Clearance with close tolerance.
4. The clearance dimensions given are valid for straight and level track only and due allowance must be made
for the effects of horizontal and vertical curvature, including super-elevation (cant).
5. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. The
proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance
than shown above [note 3]. The Principal Renewal & Enhancement Engineer (Contact Systems) must be consulted
so that adequate clearance to OLE equipment can be considered.
Appendix 1 of GC/RT5212 Requirements for Defining and Maintaining Clearances.
11. Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements shall
12. Included within the dimension is an allowance for a 700mm wide walkway and 300mm wide cable trough. It may
be possible in tight situations to reduce the dimension, but only where alternative access is available, via a route
in a position of safety, connecting with the walkways each side of the structure or where the railway operates on
a no person basis, whereby staff are only allowed on the track when special protection measures are in place.
Route Type OLE
Route?
Work Type? Height to Soffit of
Structure
Desired Minimum
TENs routes Always
OLE
New Construction
5800
5450
All UIC profiles, (Piggyback/

GB+), UK1, UK2, W12, W10,
W9, W8, W7, W6 and all
passenger and locomotive stock.
Always
OLE
Alterations
5450
5450

Sheet 39 of 202
Network Rail
Revision 2 Date: August 2004
A.8.2: Track Intervals
New Construction
Network Rail will apply the Standard Structure Gauge as a minimum for all new construction but may decide to use a
larger gauge for commercial reasons on particular routes.
1 Clearances Between Trains
1. On new lines, the lateral clearances between kinematic envelopes for adjacent tracks shall normally be at least
380 mm and track intervals will need to be increased appropriately on curves to attain this.
2. When existing lines are reconstructed or altered, the same minimum clearance of 380 mm shall be provided
wherever possible. If such provision is not reasonably practicable, the maximum clearance possible shall be
achieved.
3. Where the clearance between kinematic envelopes becomes less than 200 mm, Network Rail will notify Her
Majestys Railway Inspectorate (HMRI).
4. Where it is proposed that the clearance between kinematic envelopes is likely to be less than 100 mm, Network
Rail will seek dispensation from HMRI beforehand.
2 Intervals Between Tracks
1. In all new construction where there are only two tracks, they must be at such spacing as will provide the
required clearances as specified in paragraph (1.1) above.
(With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track, this equates to an
interval of 1965 mm between running edges, normally taken as 1970 mm).
2. Where there are more than two running lines an extra spacing of 1200 mm shall be provided between each pair
of running lines or additional running lines. In reconstruction of existing railways this extra spacing may be
reduced to 900 mm.
interval of 3165 mm and 2865 mm respectively between running edges, normally taken as 3188 and 2883 mm
respectively).
3. In new works and also in reconstruction of existing railways (except where otherwise approved in cases of
special difficulty) the spacing between the centrelines of a siding and the nearest running line shall be not less
than 4300 mm. Where rolling stock examination or shunting operations are likely to be regularly performed in
the siding, this dimension shall not be less than 4600 mm.
interval of 2865 and 3165 mm respectively between running edges).
Sheet 40 of 202
Network Rail
A.8.4: Electrical Clearances - 25 kV
NOTES
1. Column 1 - Normal clearances with full tolerances.
2. Column 2 - Normal clearances with close tolerances.
3. Column 3 - Reduced clearances.
4. Column 4 - Special reduced clearances.
6. Where different load gauges, construction depths or uplifts apply, appropriate adjustments shall be made.
7. Column 1 gives the recommended height for new or reconstructed structures.
8. In columns 2 and 3 the construction depths may be reduced and in column 4 shall be reduced between
supports giving appropriately lower structure heights.
9. Where the height of a structure lies between two of the limits shown in the columns above, the additional
clearance shall be used to increase electrical clearances before increasing construction depth/uplift tolerances.
10. The dimensions given relate to straight and level track and due allowance must be made for the effects of
vertical and horizontal curvature, including cant, in order to maintain the required clearances.
11. For ease of presentation, the track tolerance is shown above the kinematic load gauge rather than below it.
Column 1 Column 2 Column 3 Column 4
200 min 200 min 150 min 125 min
70 70 50 max 25 max
75 10 10 10
120 120
Note 8
120 max
Note 8
115 max
Note 8
75 10 10 10
200 min 200 min 150 min 125 min
25 15 15 15
4015 4015 4015 4015
Height of structure above designed rail
level
At supports 4780 4640 4520 4440
Between
supports (see
note 8)
4780 4545 4425 4350
Designed height of contact wire above designed rail level 4315 4240 4190 4165
Static clearance, H 270 (min) 270 (min) 200 (min) 150 (min)
Depth, K 765 625 505 425
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Uplift
Tolerance
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Designed height of
contact wire
Tolerance
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Track tolerance (see note 11)
Designed rail level.
K
Sheet 41 of 202
Network Rail
A.8.5: Design of Layouts for 25kV Overhead Electrified Lines - 1
NB: Designers are advised to seek specialist advice at the earliest stage of a project. However, the following general
information may be of assistance:-
Relationship between S&C switches and Overhead Structures
The standard design for overhead electrification requires a supporting structure to be located at a position along the
track where the dimension Y (shown in the diagram below) measured between running edges is:
150 mm minimum, 200 mm desirable, 380 mm maximum.
NOTES
2. If the above criteria cannot be met, discussion with the OLE designer will be required.
3. Continued on sheet A.8.6.
Type of Switch Length L = Switch toe to opening position Y
Minimum, Y = 150 Desirable, Y = 200 Maximum, Y = 380
CEN56E1 Vertical S&C
AV 4960 5966 8804
BV 5854 7002 10 245
CV 6970 8298 12 046
DV 8360 9903 14 259
EV 11 408 13 559 19 639
FV 13 985 16 639 24 133
SGV 16 319 19 331 27 838
GV 18 650 22 092 31 814
HV 27 002 31 643 44 752
NR60 Inclined S&C
NR60C 7874 9067 12 423
NR60D 9065 10 439 14 305
NR60E 11 969 13 681 18 871
NR60F 15 021 17 298 23 708
NR60SG 19 323 22 253 30 500
NR60G 22 422 25 821 35 391
NR60H 29 807 34 327 47 050
L
Y
T
o
e
Sheet 42 of 202
Network Rail
A.8.6: Design of Layouts for 25kV Electrified Lines - 2
Having satisfied all permanent way design parameters, the location of S&C, to give desirable mast positions, can be
applied as follows:-
1. A distance of 50 metres is to be applied between the desirable 200 mm running edges opening point for follow-
on switches.
2. Where headspans are to be provided, the 200 mm running edges opening points are to be located in line
across, where possible.
For example:
Location of S&C in relation to Overbridges
If the switch toe of any turnout can be located at a distance greater than 50 metres from the nearest face of an
overbridge, this should result in no design problems for the overhead wiring.
This distance can be reduced but consultation is advised with the OLE designer at this stage.
Location of S&C in relation to Level Crossings
The location of S&C within 600 metres either side of a level crossing should be avoided, and only adopted after
consultation with the OLE designer.
Overhead clearances
All bridge, tunnel and awning profiles where lines are to be electrified should be made available to the OLE designer
at the earliest possible stage, preferably at 1:20 scale.
Track intervals
In designing new multi-track layouts for electrified lines, a track interval of 3800 mm (R.E.s) will provide sufficient
clearance for overhead support structures to be erected in that interval.
200mm
200mm
200mm
50 metres
Headspan
Headspan
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Load gauge W5 (static)
W6A load gauge
(kinematic)
With the exception of approved
electric track equipment, there
must be no permanent obstructions
within this area
Running rail level
5
0
5
0
50
5
0
185
7
6
+
1
0

-

31
0
0
1
5
5
2
8
0
Running rail level
405 10
675
Electrical
clearance to
rolling stock
Boundary of
mechanical clearance
Side ramp
2
3 64
220 855
1104
1295
1350
Centre line of vehicle
TRACK ENGINEER'S BOUNDARY OF MECHANICAL CLEARANCE
Rectangular coordinates of index points A, B, C and D are to be
measured from origin '0' on the railhead centreline. Straight lines
are horizontal or vertical as perceived.
A: x = -320, y = 86
C: x = -285, y = -115
B: x = -285, y = 15
D: x = -250, y = -160
All dimensions are in millimetres.
D
C
A
B
'0'
2
8
0
Conductor rail
Conductor rail
insulator
Conductor rail
insulator clip
6
0
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NOTES
1. These are minimum requirements. See RE/PW general arrangement drawings for standard conductor rail positions. Site specific requirements will be
indicated on the relevant conductor rail layout drawing.
2. X not less than 200 mm between running edges; Y not less than 1055 mm between running edges (not less than 915 between outside edges); Z not
less than 200 mm between conductor rails.
4. All possible conductor rail positions are shown; actual requirements for conductor rails shall be indicated on the relevant conductor rail layout drawing.
5. Conductor rail to be installed so that a minimum electrical clearance of 75 mm to other earthed metalwork, including track components, is maintained.
6. At locations where point motors are fitted, the conductor rail shall be terminated with the midpoint of the end ramp level but not beyond the switch tips, and
gauged to the faster running line.
Inclined curved planed Inclined straight planed
Type of switch A B C D E F B C D E F (BH) F (FB)
Distance L 4960 6320 7965 9490 12 660 15 780 5545 6950 8320 11 100 13 880 15 280
Inclined Fine entry Inclined Short fine entry
Type of switch A B C D E F SG G A B C D E F
Distance L 7280 8390 10 160 12 180 15 610 18 400 20 470 25 030 6360 7475 9245 11 265 14 695 17 480
Slip switches CEN56E1 Vertical
Type of switch S7 S7 S8 S9 S10 AV BV CV DV EV FV SGV GV HV
Distance L 5210 5475 5640 6170 7090 6025 7070 8380 9995 13 685 16 795 19 510 22 300 31 650
NR60 Inclined
Type of switch C D E F SG G H
Distance L 9067 10 439 13 681 17 298 22 253 25 821 34 327
Swi t c h t oes
760 L
X
X
Y
Z
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Tr ac k wi t h
hi gher l i nes peed
Cl ear anc e f or
Cl ampl oc k
mec hani s ms
Sheet 45 of 202
Network Rail
A.8.9a: Sidings - Layouts and Geometry Requirements
GUIDELINES FOR SIDING LAYOUT DESIGN
Grouping
1. Sidings are to be arranged, preferably in groups of not more than five.
2. In overhead electrified sidings, a space between the groups of sidings of 5370 mm (running edges) should be
provided for the installation of overhead masts.
Length
Sidings shall be of sufficient length to accommodate the train intended to use them, plus an allowance for stopping
accuracy - normally the length of the train plus 20m. Exceptionally, this may be reduced to the length of the train
plus 10m.
Intervals
NOTES
1. Tracks are assumed to be straight.
2. Track gauge is taken as 1435 mm.
TRACK GEOMETRY REQUIREMENTS FOR SIDINGS
Horizontal alignment
Horizontal curves shall be designed to take account of the curving characteristics of vehicles likely to use the siding.
The normal minimum radius on sidings shall be 150 m. The exceptional minimum radius on sidings shall be 125 m.
The need for a length of straight track or transition between small radius reverse curves shall be considered, taking
into account the following factors:
1. The ability to traverse the curves of vehicles likely to use the sidings;
2. The likelihood of buffer locking;
3. Vehicle coupling designs;
4. A length of straight track not less than 3 m long shall be provided between the reverse curves if one of the
curves has a radius of less than 160 m.
The requirements for the alignment of track at buffer stops and arresting devices are set out in GC/RT5033.
All new and re-laid sidings, whether straight or curved, shall be designed without cant.
Vertical alignment
Where possible, standing or berthing sidings should be on the level. When this is not possible, the track gradient of
sidings where vehicles stand shall not be steeper than 1 in 500 and should not fall towards the running line
connections.
Track intervals
Between tracks Between groups
Track
centrelines
Running
edges
Track
centrelines
Running
edges
No activities between tracks (i.e. stabling
sidings)
3405 1970 5305 3870
Activities between tracks (i.e. preheating,
examination, watering, cleaning, etc.)
4005 2570 5505 4070
Oil fuel sidings (subject to the size of the
fuelling equipment)
5405 3970
Sheet 46 of 202
Network Rail
A.8.9b: Construction of On-Track Plant Calibration Sidings
1 General
1. On Track Plant requires regular calibration of the lining system. The accuracy of the calibration affects the ability
of the machine to create an alignment that replicates the design input into the machine.
2. For best results the calibration is adjusted and then tested on straight track while the vehicle is moving. This
operation requires a considerable length of straight track.
3. This specification describes the requirements for the construction of new calibration sidings.
2 Construction Specification
1. A calibration siding shall be 150m in length.
2. One rail shall be selected as the reference rail. This will be marked Reference Rail and will be the reference
used for construction and maintenance of the siding and for calibration of on-track machines. The machine
measurement trolleys shall therefore always be preloaded to this rail.
3. The alignment shall lie between +/- 10mm of a straight line between the sleepers marked as survey points at
each end of the siding. The versine measured on a 20m chord will not exceed 5mm.
4. The vertical profile will be within the range of +0mm and -30mm of the design position and overlapping 20m
chords will vary by a maximum of 7mm. The cross level will be within 3mm of design. The maximum allowable
twist is 1 in 1000.
Note: This is equivalent to the track geometrical construction tolerances for track with a line speed of up to 125
mph.
3 Construction materials specification
1. New or serviceable CEN56 or CEN60 rail shall be used. If serviceable rail is used it shall be free from
deformation and wear around the gauge corner and gauge face where the machine measuring trolley will
contact the rail.
Note: For an on-track machine to be calibrated correctly the contact between the reference rail and the machine
trolley must be consistent.
2. New or serviceable concrete sleepers, preferably with a nominal design gauge of 1432mm, shall be used and
shall be of a uniform type throughout the length of the calibration siding. A special check shall be made on
gauge and sleepers selected such that gauge on the finished siding is within a tolerance of +3mm / -0mm to the
original design gauge for the sleeper type chosen
3. New pads, insulators and fastenings shall be used. Where serviceable sleepers are used, and a choice of rail
pad is available, the more resilient pad shall be used.
4. Ballast shall conform to NR/SP/TRK/006 Track ballast. The minimum ballast depth shall be 150mm measured
from the bottom of the sleeper.
4 Survey Points
1. A sleeper shall be selected at each end of the siding to define the straight. There will be a clear line of site
between these sleepers to enable the use of the optical instruments to construct and maintain the siding.
5 Marking
1. At Survey Points the sleeper shall be painted yellow across the fourfoot and marked SP in black letters in the
centre.
2. The Reference Rail shall be marked at both ends of the siding next to the survey point and at 20 meter
intervals throughout the siding. The sleeper will be painted yellow next to the reference rail and marked with
RR in black the four foot with a black arrow pointing to it.
3. A sign will be attached in the 4 foot of the track at each end of the calibration siding bearing the words
CALIBRATION SIDING. DO NOT TAMP.
Sheet 47 of 202
Network Rail
A.8.10: Passing Clearances - 1
Manual rules for calculating passing clearances where safety validated kinematic envelope computer programmes
are not available.
Figure 1
NOTES
1. The clearance dimensions given in Figure 1 are valid for straight and level track only. Due allowance must be
made for the effects of end and centre throw on curves, and also of superelevation; also for possible increments
in the dimensions of the kinematic envelope.
2. For details of curve overthrows, see sheet A.7.1.
3. For values of end and centre throw on switches, see sheets A.7.2, A.7.3 and A.7.4 for vertical 113A S&C, and
sheets A.7.6, A.7.7 and A.7.8. for NR60 inclined S&C.
4. Effect of differing cants on each track:
(Notes continued on sheet A.8.11)
Figure 2
In Figure 2, the cant on the left hand track is shown as x and that on the right hand track as y. For this illustration x is
deemed to be greater than y.
Reduction in passing clearance at cantrail level is given by:

=
NB: If tracks are canted towards each other, cants must be added together.
300
200
100
1510
But see
notes 1 & 5
Kinematic envelope
3020
Maximum width of rolling
stock over all projections
But see notes 1 & 5
Normal
Notify HMRI
HMRI dispensation
required
X
Y
Cantrail
3
4
1
5
3415
1502
-------------

X Y ( )
2.274 X Y ( )
Sheet 48 of 202
Network Rail
Revision 1 Date: February 2007
NOTES - Continued from sheet A.8.10
5. The kinematic envelope of width 3020 mm, shown in Figure 1 on sheet A.8.10, is appropriate to vehicles
constructed to the British Railways C1 Rolling Stock Gauge. These include Mk.1 and Mk.2 coaches and the
older Diesel Multiple Units.
6. Modern vehicles have their own characteristics and it is not possible to group them under a single kinematic
envelope. The requirements are more onerous than those which satisfy the British Railways C1 Gauge and
each case should be examined individually.
7. In the absence of kinematic envelope information, it is permissible to consider the problem using information
applying to the static situation. The following tables on sheet A8.12 give the track interval which provides
305 mm passing clearance between static body profiles, after an allowance for end and centre throw, but with
no allowance for cant (see Note 4).
8. The vehicles concerned have been grouped into four types as follows:
Type A Classes 150, 309, 313 to 322 incl., 455, 465, 471, 507, 508, Mk. 1 and Mk. 2.
Bogie Centres 14.173 metres
End Throw 1mm on a 21 600 metre radius curve
Centre Throw 1mm on a 25 110 metre radius curve
Type B Classes 153, 155, 156, 158, 159, 165, 166, 171, 253 and 254 (HST), 323, 331, Mk. 3 and Mk. 4.
Bogie Centres 16. 00 metres
Type C Classes 373 and similar.
Bogie Centres 18.70 metres
Type D Mk. 5 coach.
Bogie Centres 19. 00 metres
(The End Throw and Centre Throw figures above are generated using the formulae shown on sheet A.7.1).
The values shown in tables 1 and 2 on sheet A.8.12 allow for the worst cases under the following conditions:
Column 1 Routes used by Type A only.
Column 2 Routes used by Types A and B only.
Column 3 Routes used by Types A, B, C and D.
Column 4 Routes used by Types A, B and D only.
Sheet 49 of 202
Network Rail
Table 1: Sixfoots to be Used for Design Purposes (mm, Running Edges)
* 373 and similar stock, categorised as Type C for these purposes, must be considered as separate cases
kinematically and reference should be made to the Network Rail Track Geometry & Gauging NST.
Table 2: Minimum Sixfoots (mm, Running Edges), to achieve 305mm passing clearance between
body profiles in the static condition, after allowance for throw.
These values may be used as appropriate at those locations where such track intervals already exist and cannot be
sensibly corrected, due to site constraints.
Curve radius
m
1
Type A vehicles
passing type A vehicles
2
Type B vehicles
passing type B vehicles
3
Type C vehicles
passing type C vehicles
4
Type D vehicles
Straight to 250 1970 1970 1970 1970
225 1970 1970 1970
200 1970 1970 1988
180 1970 1992 * This dimension applies
to straight track only; see
note.
2025
160 1986 2030 2072
140 2028 2078 2132
120 2084 2141 2211
Curve radius
m
1
Type A vehicles
passing type A vehicles
2
Type B vehicles
3
Type C vehicles
passing type C vehicles
4
Type D vehicles
Straight 1693 1693
See note on 373 type
stock above.
1693
5000 1702 1704 1704
2000 1716 1720 1720
1500 1724 1729 1729
1000 1740 1747 1747
900 1745 1753 1753
800 1750 1760 1760
750 1756 1765 1765
700 1760 1770 1770
650 1765 1776 1776
600 1771 1783 1783
550 1778 1791 1791
500 1787 1801 1801
450 1797 1813 1813
400 1810 1828 1828
375 1818 1837 1837
350 1827 1847 1847
325 1837 1859 1859
300 1850 1872 1876
275 1864 1889 1897
250 1881 1908 1921
225 1902 1932 1951
200 1928 1962 1988
180 1954 1992 2025
160 1986 2030 2072
140 2028 2078 2132
120 2084 2141 2211
Sheet 50 of 202
Network Rail
A.8.13: Platform Structure Standards
NOTES
1. Indicates a minimum dimension.
2. # Indicates a maximum dimension.
4. For clearances to/from the kinematic envelope, see sheet A.8.1.
5. The back edges of platforms, i.e. non-track faces, are to be fenced to a minimum height of 1500 mm.
6. Longitudinal gradient through platforms to be not steeper than 1 in 500.
7. Ramps at each end of a platform are to be 2000 wide and not steeper than 1 in 8.
8. All dimensions shown are for straight and level track; allowances must be made for the effects of vertical and
horizontal curvature, including cant.
9. @ Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements
shall be calculated from the particular kinematic envelope with an allowance made for structural clearance.
Overhead structure or
hanging sign
2
3
8
0

*
Surface crossfall 1 in 100 minimum
1 in 40 standard
1 in 8 maximum
H
e
a
d
r
o
o
m

2
5
0
0
*
Platform width 2500 *
3000 * where speeds are > 165km/h
Face of nearest structure, building
or platform furniture 2000 * from
the platform edge
2
5
0

#
275 #
3
5
0

#
Vehicle floor or step
9
1
5

#
8
9
0

*
Running edge 730 @ a
ISLAND PLATFORM
(4000 * + W)
W
a =
300 * or 800 * when there are
platforms both sides of a single track
W =
Width of any structure, building or
platform furniture - to be 2000* from
platform edges
(6000* + W) where speeds > 165km/h
Sheet 51 of 202
Network Rail
A.8.14: Platform Alignments and Lengths
1. Group Standard Requirements
See GI/RT7016 for the requirements regarding length of platforms, useable widths, and clearances to structures.
2. Location of new platforms
Horizontal track alignment through station platforms
Station platforms shall be located on straight track unless the particular geographical characteristics of the site and
the characteristics of the railway infrastructure at the proposed location of the platform do not provide a reasonable
opportunity for achieving this.
Station platforms shall not be located on horizontal curves with radii less than 1000 m.
Before station platforms are located on curved track, consideration shall be given to the following:
a) Train to platform stepping distances, taking the types of train likely to call at the platform into account
b) Visibility (either direct, by means of CCTV screens, or by mirrors) along the length of trains for train crew
and station staff responsible for dispatching trains.
Vertical track alignment through station platforms
Wherever possible, platforms shall be located on track with an average gradient not steeper than 1 in 500. It is
permissible for platforms to be located on track with average gradients steeper that 1 in 500 provided trains are not
planned to terminate or reverse at the platform. Where platforms are located on gradients steeper than 1 in 500,
consideration shall be given to the need for additional arrangements to ensure safety.
The gradient through the platform shall be constant unless the particular geographical characteristics of the site and
the characteristics of the railway infrastructure at the proposed location of the platform do not provide a reasonable
opportunity for achieving this. Where the gradient is not constant, the average gradient shall be measured over the
length of any train likely to use the platform in its planned stopping position.
3. Calculation of minimum Platform Length for splitting and joining of trains
P = minimum platform length.
L = maximum length of train to be accommodated. (L1 + L2) where two separate trains are to be accommodated.
A = allowance for inaccurate stopping as detailed in Group Standard GI/RT7016, normally taken as 5 metres.
S = allowance for splitting a train into two portions, both of which will continue forward, taken as 4 metres.
B = buffer stop allowance taken as 2m, in addition to A, to give the correct stopping position at a point 2 metres
from the face of a buffer stop.
D = This is a negative allowance to be used only in cases of special difficulty. If the drivers door is not at the end
of the coach or locomotive an allowance of -1m may be made. On multiple unit stock only, this allowance may
be used at both ends of a platform.
Case 1. Train continuing complete P = L + A
Case 2. Train terminating and reversing P = L + A + B
Case 3. Train splitting into two portions, both continuing P = L + A + S
Case 4. Train splitting into two portions, one reversing P = L + A + S + B
Case 5. Two trains arriving separately, joining and continuing as one P = L1 + L2 + A + A
Case 6. Stabled train in platform, second train terminating and
reversing (without attaching) P = L1 + L2 + A + A + B
Sheet 52 of 202
Network Rail
A.9.1: Gauge Widening on Plain Line Curves
NOTES
1. Track gauge and check rail flangeway dimensions are shown in Network Rail Company Standard
NR/SP/TRK/102; Track Construction Standards.
2. Changes in gauge and flangeway widening shall not be steeper than 1 in 400, i.e. 3 mm per 1200 mm nominal,
approximating to two sleeper spaces.
3. The outside rail shall be considered as the datum rail for all gauge widening.
4. Check rail gauge, i.e. the dimension from the gauge face of the outside rail to the active face of the check rail,
shall be 1391mm.
5. Gauge widening must not be applied to S&C without permission of the Head of Track Engineering at Network
Rail HQ.
Sheet 53 of 202
Network Rail
A.9.2: Gauge Transition - between CEN60 plain line and 1432mm gauge track
When CEN60 plain line, nominal gauge 1438mm, abuts with track of nominal gauge 1432mm, sufficient 1435mm
gauge CEN56 sleepers should be used to limit the rate of gauge variation to 3mm in 1200mm (nominally 2 sleepers
or as shown in the table below).
This may be achieved by using 5F40 or 5EF28 sleepers (see Note 2) - or by G44 sleepers configured for CEN56E1
track (see Note 3).
NOTES
1. When CEN60 plain line (nominal gauge 1438mm) abuts with track of nominal gauge 1435mm, no special
measures are required to control the gauge variation.
2. 5F40 & 5EF28 sleepers have a designed gauge of 1435mm (+/-2mm).
3. G44 sleepers configured for CEN56E1 track have a designed gauge of 1436mm (+2/-1mm).
4. G44 sleepers configured for CEN60E1/E2 track have a designed gauge of 1438mm (+2/-1mm).
Line speed (mph) Up to 20 25 to 60 65 to 95 100 to 125
Permissible gauge change over 3m 6mm 5mm 4mm 3mm
Distance for gauge change from 1432 to 1438 3.0m 3.6m 4.5m 6.0m
Number of 1435mm gauge sleepers required 4 5 6 9
Sheet 54 of 202
Network Rail
B.1.1: Definitions for Curving Rules
CIRCULAR CURVE - a curve of constant radius.
TRANSITION CURVE - a curve of constantly varying curvature. It is normally provided between two lateral circular
curves of differing radii, or between a lateral circular curve and a straight. If the variation is linear, the transition is in
the form of a clothoid, often approximated by a cubic parabola. Non-linear forms are also available.
COMPOUND CURVE - a curve formed of two similar flexure circular curves of differing radii, which may be
connected by a transition curve.
REVERSE CURVE - a curve formed by two circular curves of opposite hand, which may be connected by a
transition curve.
CANT (superelevation, or crosslevel) - is the vertical difference in height of the two rails of a track measured at the
centre lines of the heads of the rails. It is POSITIVE when the outer rail on a curve is elevated above the inner rail,
and NEGATIVE when the inner rail on a curve is raised above the outer rail.
EQUILIBRIUM SPEED - is the speed of a vehicle on a curve with a particular cant such that the resultant force of the
weight of the vehicle and the effect of centrifugal force is perpendicular to the running plane of the rails. The vehicle
is then said to be in equilibrium.
EQUILIBRIUM CANT - is that cant at a particular speed at which the vehicle will have a resultant force
perpendicular to the running plane of the rails.
CANT DEFICIENCY - is the difference between the applied cant on the track and the equilibrium cant for the vehicle
at the particular stated speed.
HIGH CANT DEFICIENCY CURVES - are those curves where specific train fleets have permission to run at cant
deficiencies in excess of 150 mm.
DESIGN SPEED - is the speed in miles per hour for which a stretch of track is to be or has been designed. All
speeds are quoted and signed in multiples of 5 mph (e.g. 5, 10, 15, 20, etc.) It should be noted that speeds will
normally be governed by curvature and its associated cant, but may also be affected by clearances, signal sighting
and other engineering requirements.
PERMISSIBLE SPEED - is the highest speed at which conventional trains (i.e. not tilting trains) may traverse a
curve with associated transition curves when radius, cant, cant deficiency, cant gradient and rates of change of cant
and cant deficiency have all been taken into consideration. The Permissible Speed includes what have previously
been referred to as Permanent Speed restrictions (PSRs). All Permissible Speeds are shown in the relevant
Sectional Appendix.
ENHANCED PERMISSIBLE SPEED - is the highest permitted speed (higher than the Permissible Speed) applying
to a specific type of train over a section of line operating at cant deficiencies in excess of those permitted at the
Permissible Speed. There may be more than one Enhanced Permissible Speed applicable to a given section of line,
depending on the characteristics of the particular train fleet. All Enhanced Permissible Speeds are listed in the
relevant Sectional Appendix.
CANT GRADIENT - indicates the amount by which the designed cant (superelevation or crosslevel) is increased in
a given length of track, e.g. 1 in 1200 means that a cant of 1 mm is gained or lost in 1200 mm of track. Cant
Gradients should always be flatter than 1 in 400.
TWIST- is a cant gradient which is steeper than 1 in 400 and has irregularities imposed on the design cants. It is
expressed either as an average gradient over a given base distance or as a dimension in millimetres by which the
crosslevel varies over the base length.
RATE OF CHANGE OF CANT OR CANT DEFICIENCY - is the rate at which cant or cant deficiency is increased or
decreased, relative to the maximum speed of a vehicle passing over the transition curve expressed as the change of
cant or cant deficiency in mm per second of travel.
RATE OF ROTATION OF CARBODY - is the sum of the rate of change of cant and the rate of application of tilt and
represents the total rate of rotation experienced by a passenger on a tilting train.
SECTIONAL APPENDIX - All permissible and enhanced permissible speeds are listed in the relevant publication
known as the Sectional Appendix for a particular route. Any amendments/additions to these must be published in
the approved manner.
Sheet 55 of 202
Network Rail
B.2.1: Curving Design Values - Cant and Rate of Change of Cant
NOTES
1. Cants in excess of 150 mm will only be permitted where:
(a) they existed before 1st July 1999;
OR
(b) they are located where trains are unlikely to stop AND use of a higher cant will remove a dip in the
Permissible Speed Profile or Enhanced Permissible Speed Profile AND Transport and Works Act powers would
be required for re-alignment;
OR
(c) they are specifically approved by the Head of Track Engineering at Network Rail HQ.
2. Cants in excess of 110 mm in platforms will only be permitted if platforms are to gauge and level and all HMRI
requirements are met.
3. Bearer rake and baseplate thickness must remain constant through the crossing (see Sheet B.5.1).
Parameter / Constraints Normal
Design Value
Maximum (or
Minimum) Design
Value
Exceptional Design
Value (where
different from Max.)
Cant - existing and upgraded lines 150 mm 150 mm 180 mm
(see note 1)
Cant - new lines for speeds in excess of 125 mph 110 mm 130 mm 150 mm
Cant - in platforms must not exceed 110 mm 110 mm 130 mm
(see note 2)
Cant - on fixed obtuse crossings must not exceed 110 mm 110 mm
Cant (mm) on sharp curves must not exceed (where R
is the radius in metres)
(R-50)/1.5 (R-50)/1.5
Negative Cant in fixed obtuse crossings 0 mm 0 mm
Negative Cant on the turnout route and adjoining plain
line
0 mm 80 mm
Cant Excess at the normal operating speed of the
slowest trains on the curve when running under clear
signals
110 mm 110 mm
Maximum Cant Gradient
0 - 60 mph 1 in 400 1 in 400
65 - 95 mph 1 in 500 1 in 400
100 mph and over 1 in 600 1 in 500 1 in 400
Switch Toes None None 1 in 800
Swing Nose Crossings None None
Turnout Rail opposite Common and Obtuse Crossings
(See Note 3)
1 in 1200 1 in 600
Switch Diamonds None 1 in 1200
Minimum Cant Gradient 1 in 1500 1 in 2500
Rate of Change of Cant for
Permissible Speed 35 mm/s 55 mm/s 85 mm/s
Enhanced Permissible Speed 35 mm/s 75 mm/s 95 mm/s
Rate of Rotation of Car Body 140 mm/s 180 mm/s 200 mm/s
Sheet 56 of 202
Network Rail
B.2.2: Curving Design Values - Cant Deficiency
NOTES
1. Applies to passenger type bogie rolling stock with air suspension, maximum 13 tonne axle weight with all seats
full.
2. Applies to passenger type bogie rolling stock, light engines and class 140 to 144 trains PROVIDED THAT no
spring catch point, level crossing, direct fastening structure or other feature that is likely to contribute to lateral
misalignment is situated on the curve or transition where 110 mm Cant Deficiency is exceeded. Differential
speeds may be required to limit the speed of freight traffic.
3. Enhanced Permissible Speeds apply to specific trains only. Speeds must be calculated using cant deficiencies
which do not exceed the maximum operating cant deficiency of the particular train. All values of cant deficiency
in excess of 150 mm must also take into consideration the effects of wind on curves (See GC/RC5521).
4. Cant deficiency above 110 mm in S&C may only be applied when:
a) The S&C is NR60,
b) the main line radius is flatter than 400 metres,
c) high speed flares have been provided on the check rails and on the facing wing rails on crossings installed on
the low rail,
d) there are no longitudinal bearers, level crossings or direct fastening structures on the approach to or exit from
the S&C,
e) and the following have been considered and the assessment recorded with the design information: degree of
track fixity, any change in cant deficiency on the approach to or exit from the S&C, maintenance regime.
5. The exceptional cant deficiency on the through route of S&C with swing nose crossings is 200 mm.
6. Enhanced Permissible Speeds are not applicable on the turnout route of S&C.
7. On leads which have been designed as split equal, both routes must be regarded as turnout routes.
Parameter / Constraints Normal Design
Value
Maximum
(or Minimum)
Design Value
Exceptional Design Value
(where different from
Max.)
Plain Line
Jointed track 90 mm 90 mm 110 mm (see note 1)
CWR for Permissible Speed 110 mm 110 mm 150 mm (see note 2)
CWR for Enhanced Permissible Speed (EPS) on datum plated curves of radius (see note 3):
700 m and over 265 mm 265 mm 300 mm
400 to 699 m 150 mm 225 mm
under 400 m 110 mm 110 mm 150 mm (see note 2)
Adjustment Switches 110 mm 110 mm
Through Route of S&C
S&C not designed to withstand stressing 90 mm 90 mm
S&C designed to withstand stressing with Cast
Centre Block common crossings with welded on
legs or tight jointed Cast Monobloc crossings
110 mm 110 mm 150 mm (see notes 4 & 5)
Turnout Route of S&C (see notes 6 & 7)
At switch toes 125 mm
Fixed obtuse crossings 75 mm
Elsewhere in Vertical S&C 90 mm
Elsewhere in NR60 S&C 110 mm
Sheet 57 of 202
Network Rail
B.2.3: Curving Design Values - Rate of Change of Cant Deficiency
NOTES
1. These figures are maxima. Not all trains may be able to run at these values.
2. These rates should be calculated based on a vehicle which has no tilt lag [i.e. ignoring effects on the leading
vehicle(s)].
For transitions where cant deficiency exceeds the value at which maximum tilt occurs, the average rate of
change of cant deficiency over the length of a clothoid or cubic parabola transition shall be used. If the transition
is of the Bloss form, then 1.5 times the average rate of change of cant deficiency shall be used.
Parameter / Constraints Normal Design
Value
Maximum Design
Value
Exceptional Design
Value (where
different from Max.)
Plain Line and Through Route of S&C
Permissible Speed 35 mm/s 55 mm/s 70 mm/s
Enhanced Permissible Speed (See Notes 1
and 2)
35 mm/s 110 mm/s 150 mm/s
Note: Normal Design and Maximum Design Values may be increased by 33% if the transition is of Bloss form.
[See sheets C.2.1, C.2.2, C.2.3 & C.2.4 for Cubic Parabola transitions, sheet C.2.5 for Clothoid transitions and
sheets C.2.6 & C.2.7 for Bloss transitions].
Turnout Route of S&C
BS95RBH rail 55 mm/s 55 mm/s
BR109, BS110A, CEN56E1 (BS113A)
Flat Bottom rail, Inclined
55 mm/s 55 mm/s
CEN56E1 (BS113A)
Flat Bottom rail, Vertical
80 mm/s 80 mm/s
NR60 Inclined 80 mm/s 80 mm/s 93.33 mm/s
Sheet 58 of 202
Network Rail
B.2.4: Curving Design Values - Guidance on Circular Curves
Tilting trains generally run about 20% faster than non-tilting trains. Designs should therefore generally be based on
Permissible Speeds and checked for Enhanced Permissible Speeds. Only if the speed differential exceeds 20%
should curves be designed for Enhanced Permissible Speed and checked for Permissible Speeds. In all cases, the
alignment should be checked for the speed of tilting, non-tilting and freight trains and all speeds quoted.
All curves should be designed to operate with some cant deficiency to aid steering and thereby reduce rail surface
damage and wear. All curves should be designed to minimise the percentage of the fleet that runs at cant excess,
reflecting realistic operating speeds. Cant deficiency should be maximised wherever possible but in compliance with
the limiting values shown on sheet B.2.2. Cant deficiency (for conventional trains) should not normally exceed 60%
of the applied cant on jointed track or 73% of the applied cant in continuously welded track. Exceptionally these may
be increased to 73.3% for jointed track and 100% for continuously welded track. For curves of radius greater than or
equal to 1000m, the cant deficiency/cant ratios may be exceeded with the approval of the Head of Track Engineering
at Network Rail HQ. Cant deficiency for tilting trains should not normally exceed 200% of the applied cant.
Each track of a double or multiple line shall be treated separately. This is particularly important on steep gradients,
where slow moving freights may restrict the cant that may be applied (excess cant values) and on tracks where lines
have different speeds (e.g. Fast and Slow lines).
Permanent Speed Restrictions may be applied for reasons other than alignment/cant. In such instances, this speed
may be used for design purposes.
Cant is normally applied to the high rail but may be split between high and low rails (if the low rail can be lowered).
In exposed places, where high winds may be experienced, it is undesirable to apply cant to the maximum value.
When switches and crossings are located on curved track (which should be avoided wherever possible), cant may
be applied up to the maximum, provided that the turnout is of similar flexure to the main or through line. If the turnout
is of contrary flexure, the cant to be applied to the main or through line shall not cause the maximum permitted value
of negative cant (see Sheet B.2.1) to be exceeded on the turnout.
New lines should, wherever possible, make use of Normal Design Values. Values up to the Maximum (or Minimum)
Design Values may be used when necessary for new construction and realignments. Exceptional Design Values
shall only be used after an assessment of the additional risks involved has been undertaken and consideration given
to the amelioration of those risks. Such assessment shall accompany the design for approval. In certain
circumstances, specific authority is required to use such exceptional values.
Sheet 59 of 202
Network Rail
B.2.5: Curving Design Values - Guidance on Transitions
Transitions should be provided between circular curves unless:
1. At permissible speed for conventional trains, the rate of change of cant deficiency on a 12.2m virtual transition
meets the requirements for rate of change of cant deficiency.
2. At enhanced permissible speeds up to 31mph (50km/h) or through switches and crossings for tilting trains, the
rate of change of cant deficiency on a 12.2m virtual transition meets the requirements for rate of change of cant
deficiency for permissible speed.
3. At enhanced permissible speeds over 31mph (50km/h) transitions must be provided if the change of cant
deficiency exceeds 100mm for trains with a rate of tilt application between 4 and 5 degrees per second (pro rata
for other rates of tilt). Transitions are recommended if the change of cant deficiency exceeds 50mm.
4. The transition is given by switch toes - where the rate of change of cant deficiency shall be ignored.
For permissible speeds up to 50mph and enhanced permissible speeds up to 70mph, design of transitions will
normally be determined based upon cant gradient rather than rate of change of cant. Both of these guideline speeds
are based on maximum design values.
Cant should be applied to transitions in proportion to the curvature (i.e. l/radius). For a clothoid and its
approximation, the cubic parabola, this is a linear increase in cant with distance. Other forms of transition (such as
Bloss) give a non-linear cant increase and may only be used when installation and maintenance equipment is
capable of installing and maintaining the alignment.
Both ends of all transitions shall be clearly marked on site and the cant marked up on the transition in 5mm intervals.
In the case of curves without transitions, the change of cant shall be applied over the length of the virtual transition
by applying the principles set out on Sheet B.3.4.
On transitions between reverse curves with no intervening straight, the point of zero cant shall coincide with the
reverse point (point of zero curvature). Where possible, the rates of change of cant, cant deficiency and curvature
shall be the same on either side of the reverse.
Transitions will generally need to be designed to accommodate conventional trains travelling within normal
permissible speeds (even though they are also intended and designed for tilting trains at Enhanced Permissible
Speeds).
On ballasted track where alignment is maintained using tampers (and/or stoneblowers) then the minimum Normal
Design transition length shall be 30 metres, with an absolute minimum Exceptional Design transition length of 25
metres.
Sheet 60 of 202
Network Rail
B.3.1: Curve Formulae
Symbols:
V
max
= Maximum speed in km/h
V
e
= Equilibrium speed in km/h
R = Radius of curve in m
E = Cant in mm
D = Cant deficiency in mm
Maximum Speed on circular curve:
Equilibrium Cant:
Equilibrium Speed:
Switches - Effective Radius:
To calculate the theoretical cant deficiency at the toes of switches, an effective radius is used.
It is calculated by placing a 12.2m chord centred on the switch toe, and using the versine v measured at the toe:
then:
For formulae relating radius to tangent length, chord length, offset, versine etc., see Sheet C.1.2.
V
max
R E D + ( )
11.82
------------------------ =
E
11.82 Ve
2
R
------------------------------- =
V
e
R E
11.82
-------------- - =
R
C
2
8v
------- =
D
11.82V
2
R
---------------------- =
Sheet 61 of 202
Network Rail
B.3.2: Speeds Through Turnouts - Equivalent Radius Formulae
Where the main line is curved, the turnout radius should be adjusted in accordance with the following formulae to
obtain its equivalent radius.
For turnouts diverging with contraflexure,
For turnouts diverging with similar flexure,
where Re = equivalent radius, Rm = radius of the main line, R = radius of turnout from a straight main line as shown
on Sheets A.2.1 and A.2.3.
The cant on the main line must be taken into account when assessing the cant deficiency and maximum permissible
speed under these conditions. Where negative cant involved, the maximum permissible speed on the contraflexure
turnout is governed by
for CEN56E1 Vertical and earlier designs: D = (90 - E) mm
for NR60 designs up to and including 105 mph: D = (110 - E) mm
for NR60 designs above 105 mph: D = (85 - E) mm
where E is the numerical value of the negative cant.
In crossovers, the lowest speed calculated from both the turnouts and from the reverse curve shall form the speed
restriction.
Re
Rm R
Rm R
-------------------- =
Re
Rm R
Rm R +
-------------------- =
Sheet 62 of 202
Network Rail
B.3.3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers
Where one crossover follows another such that a reverse curve is created between the two adjacent switches, a
minimum length of intermediate straight must be provided. The length of this straight (measured in millimetres
between the physical switch toes), for a given speed must be greater than the minimum values set out below. These
figures allow for tilting train technology.
.
NOTES
1. * Using Standard 3070 mm stock rail fronts the practical minimum toe to toe is 6 140 mm.
2. # Using Standard 3070 mm stock fronts with a minimum 4 500 mm length the practical minimum toe to toe
length is 10 640 mm (the figure quoted in the table could be obtained by extending the stock rail fronts).
3. Lengths should be rounded up to give standard bearer spacing of 710 mm.
4. For ease of maintenance, a closure rail of 18 288 mm between stock rail fronts should be provided whenever
possible when the quoted value is less than 24 428 mm.
5. Minimum distances derived from time intervals
Normal Design based upon 0.72 secs (<43mph), 0.8 secs (44-62mph) and 1.01 secs (>62mph);
Exceptional based upon 0.47 secs (<62mph) and 0.63 secs (>63mph); and
Desirable/Unrestrained upon 1.12 secs.
Speed in mph Desirable /
Unconstrained
Normal Design Value Exceptional Design Value
15 10 640 5430.* 4010.*
20 10 640 6850.# 4720.*
25 15 280 8270.# 5430.*
30 15 280 9690.# 5990.#
35 18 330 11 820 6640 #
40 24 420 13 240 7940 #
45 24 420 16 790 9840 #
50 25 130 18 330 10 640
55 27 440 19 850 11 820
60 30 280 21 760 12 530
65 29 570 18 330
70 35 960 31 700 19 630
75 33 570 21 760
80 35 960 23 100
85 38 090 24 420
90 46 610 40 930 26 020
Toe t o Toe
Sheet 63 of 202
Network Rail
B.3.4: Principal of Virtual Transition
The determination of maximum permissible speeds on curves without transitions involves the concept of a virtual
transition.
Consider a coaching vehicle, having bogie centres C1 and C2, B metres apart, travelling at a uniform speed V km/h,
from the straight on to a circular curve of radius R which is tangential to the straight at TP (see diagram).
The vehicle moves with a uniform velocity in a straight line until the bogie centre C1 reaches TP. Here the motion of
the vehicle begins to change as it passes on to the curve, and the vehicle gradually acquires angular velocity. The
change continues until the bogie centre C2 reaches TP, after which the vehicle moves round the curve with uniform
angular velocity. The change of motion of the vehicle from straight to curve conditions takes place in a distance of B
metres. The length B may therefore be considered as a virtual transition.
The value of B to be used is 12.2 metres which is the shortest distance between bogie centres of the British Railway
coaches. Shorter wheelbase vehicles will suffer higher values of cant deficiency at switch toes and higher rates of
change of deficiency elsewhere so the actual wheelbase of shorter (less than 12.2m bogie centres) passenger
rolling stock should be used in speed calculations. The value of 12.2m should not however be relaxed for vehicles
with a longer wheelbase as the lateral thrust on track components becomes excessive.
Deficiency of cant is considered as being gained in the length of the virtual transition, commencing on the straight
6.1m before TP, and terminating on the curve 6.1m beyond TP.
Cant will normally be gained in the same length in a similar manner, but the cant gradient must not be steeper than
the values shown in Sheet B.2.1. The run-up must be extended as necessary, or alternatively the cant must be
suitably reduced so as not to exceed this gradient.
The above principles also apply to instantaneous changes of radius without transition between, either similar flexure
or indeed reverse curves. To check the rates of change of cant deficiency at the virtual transition, the deficiency on
each curve R
1
and R
2
at the stated speed V must first be calculated.
then: D
1
= and D
2
=
Then the rate of change of cant deficiency over the virtual transition is given by
= 0.02277 V (D
1
-D
2
), where R
1
is sharper than R
2
;
Note that for reverse curves, D
1
must be added to D
2
.
R
C1
TP
C2
Straight
C
i
r
c
u
l
a
r

c
u
r
v
e
B
11.82V
2
R
1
----------------------
11.82V
2
R
2
----------------------
dD
dt
--------
Sheet 64 of 202
Network Rail
B.3.5: Compound Curves, Reverse Curves
Compound Curves
R
1
is the smaller radius
R
2
is the larger radius
1
is the central angle of the arc radius R
1
2
is the central angle of the arc radius R
2
is the deflection angle of the complete curve
T
1
is the tangent touching the arc radius R
1
T
2
is the tangent touching the arc radius R
2
=
1
+
2
T
1
= R
1
=
T
2
= R
2
=
Compound curves with transitions
The length of the transition (L) is obtained from the GREATER length of:
L = OR L =
Where
a) E
1
and E
2
represent the cant applied to curves 1 and 2 respectively in mm.
b) D
1
and D
2
represent the deficiency of cant on curves 1 and 2 respectively in mm.
c) V
max
is the maximum permissible speed in km/h.
The longest transition will therefore be obtained when E = D.
Using the desirable rate of change of 35mm/sec, these equations become:
L = 0.0079365(E
1
- E
2
) V
max
OR L = 0.0079365(D
1
- D
2
) V
max
Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (L
min
) becomes:
L
min
= 0.0050505(E
1
- E
2
)V
max
OR L
min
= 0.0050505(D
1
- D
2
)V
max
Reverse curves
The rates of change of cant and cant deficiency on the transition should be the same on each side of the
reverse point.
Using the same abbreviations as shown above, the length of the transition, L, is obtained from the GREATER
length of:
L = OR L =
L = 0.0079365(E
1
+ E
2
) V
max
OR L = 0.0079365(D
1
+ D
2
) V
max
Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (L
min
) becomes:
L
min
= 0.0050505(E
1
+ E
2
)V
max
OR L
min
= 0.0050505(D
1
+ D
2
)V
max
T
1
R
1
T
2
R
2
R
2
R
1
R
2
R
1
( )
2
cos [ ] cos
sin
---------------------------------------------------------------------------------------
R
2
cos
1
cos ( ) T
2
sin +
1
1
cos
--------------------------------------------------------------------------
R
1
R
2
R
2
R
1
( )
1
cos [ ] + cos
sin
----------------------------------------------------------------------------------------
R
1
cos
2
cos ( ) T
1
sin +
1
2
cos
--------------------------------------------------------------------------
E
1
E
2
( )V
max
3.6 rate of change of E ( )
----------------------------------------------------------------
D
1
D
2
( )V
max
3.6 rate of change of D ( )
----------------------------------------------------------------
E
1
E
2
+ ( )V
max
----------------------------------------------------------------
D
1
D
2
+ ( )V
max
----------------------------------------------------------------
Sheet 65 of 202
Network Rail
B.3.6: Transition Lengths in Relation to Speed, Cant & Deficiency
For the form of transition curves, see Sheets C.2.1, C.2.2, C.2.3 and C.2.4.
Versines should be taken on overlapping chords and curves adjusted by the Hallade or other similar method.
If the half-chords are measured out along the track and not the baseline, the resultant realignment will be a clothoid
spiral.
The diagram of versines in graphical form shows a transition from straight to circular curve. The versine at HC 1
should be one-sixth of the versine at HC 2, and similarly at the other end of the transition - in the example shown
above, the versine at HC 5 will be reduced by one-sixth of the difference between versines at HC 6 and HC 4.
The length of the transition (L) is obtained from the GREATER length of:
OR
where E = applied cant in mm, D = deficiency of cant in mm, V
max
= maximum permissible speed in km/h, and rate
of change is measured in mm/sec. Hence also, the longest transition is obtained when E = D.
L = 0.0079365 E. V
max
OR L = 0.0079365 D. V
max
Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (Lmin) becomes:
L = 0.0050505 E. V
max
OR L = 0.0050505 D. V
max
It should be noted that the equation (L
min
= 0.0050505 E.V
max
) only applies to speeds equal to or greater than
50mph (80km/h). Below this figure, the minimum cant gradient of 1 in 400 is the critical factor, and L is obtained
from:
L
min
= 0.4 E
Where the calculated minimum length of transition is unobtainable due to site conditions, the cant (E) or cant
deficiency (D) must be reduced on the circular curve. This will also reduce the maximum permissible speed (V
max
)
and may involve the imposition of a lower speed restriction on the curve.
On tampable ballasted track, the minimum Normal Design transition length shall be 30 metres, with an absolute
minimum Exceptional Design value of 25 metres (see also Sheet B.2.5).
Half chord No 0 1 2 3 4 5 6
Straight Transition Circular curve
E V
max
----------------------------------------------------------------
D V
max

----------------------------------------------------------------
Sheet 66 of 202
Network Rail
B.3.7: Speeds Through Turnouts with Track Reversing To Parallel Main - 1
Basis of design
The designs are based on point A, being the running edge of the heel end of the cast monobloc crossing
manufactured to leg lengths as shown on Sheets E.6.1 and E.6.2. The angle at B is also the crossing angle, and the
space S is dependent on the length of the crossing leg and whether the reverse is to 1970 or 3188 spacing. The
speeds used equate to those for the transitioned turnouts detailed on sheet A.3.1.
Explanation of tabulated data (Sheets B.3.8, B.3.9)
Table 1 shown on Sheet B.3.8 gives the radius and transition lengths when no length of straight is introduced from
point A, i.e. full advantage is taken of the 1970 space to get the flattest radius with minimum length (55 mm/sec)
transitions assuming zero actual cant (for concrete bearer layouts). These figures are used again for the 3188
space, and the resulting length of straight along the turnout rail from point A is shown.
Table 2 on shown Sheet B.3.8 gives the minimum overall length by allowing cant deficiency to reach 90 mm where
possible, and minimum length (55mm/sec) transitions are used. This design results in a length of straight at point A
before the transition commences. In most cases, there is no actual circular curve radius - the two transitions meet
each other.
All dimensions are in millimetres.
S
Q
A
R
Paral l el mai n l i ne
B
P
Sheet 67 of 202
Network Rail
B.3.8: Speeds Through Turnouts with Track Reversing to Parallel Main - 2
NOTES
1. Tables on this page apply to CEN56E1 Vertical S&C.
2. For diagrams and notes regarding designs, see sheet B.3.7.
3. Tables for NR60 inclined S&C will appear on sheet B.3.9.
Table 1
Table 2
Crossing
Angle
1 in
Design
Speed
km/h
Crossing
Leg Length
Nose - End
Radius
R
Transition
Length
1970 space
Lead PQ
3188 space
Length of
straight
along AB
Lead PQ
9.25 32 3397 156 560 12 494 29 334 11 299 40 568
10 34 3095 225 517 10 404 32 874 12 210 45 024
10.75 35 3458 279 461 9 159 35 079 13 122 48 144
13 44 3952 387 970 13 107 42 888 15 857 58 699
15 50 4120 554 552 13 456 50 370 18 290 68 620
18.5 63 4689 833 370 17 912 62 913 22 549 85 430
21 70 4674 1 155 847 17 715 72 714 25 593 98 278
24 83 4031 1 519 015 22 471 85 726 29 245 114 945
28 103 3832 1 877 025 34 753 101 757 34 115 135 850
32.365 112 5341 2 768 030 30 300 115 797 39 430 155 208
45.75 151 14 649 5 041 894 40 765 150 952 55 730 206 669
Crossing
Angle
1 in
Design
Speed
km/h
Crossing
Leg
Length
Nose - end
Radius
R
Transition
Length
For 1970 space For 3188 space
Length of
straight
along AB
Lead PQ Length of
straight
along AB
Lead PQ
9.25 32 3397 134 515 14 542 168 29 166 11 467 40 400
10 34 3095 153 177 15 318 1160 31 713 13 370 43 863
10.75 35 3458 165 875 15 430 2147 32 932 15 269 45 997
13 44 3952 257 115 19 778 1698 41 190 17 555 57 001
15 50 4120 334 562 22 304 2909 47 461 21 199 65 711
18.5 63 4689 525 500 28 405 3074 59 839 25 623 82 356
21 70 4674 655 741 31 226 5152 67 562 30 745 93 126
24 83 4031 905 104 37 713 5169 80 557 34 414 109 776
28 103 3832 1 393 315 46 818 2605 99 152 36 720 133 245
32.365 112 5341 1 647 558 50 906 7007 108 790 46 437 148 201
45.75 151 14 649 3 066 457 67 026 8459 142 494 64 189 198 211
Sheet 68 of 202
Network Rail
B.3.9: Speeds Through Turnouts with Track Reversing to Parallel Main - 3
NR60 DESIGN
This information is not yet available
Sheet 69 of 202
Network Rail
B.3.10: Speeds Through NR60 Follow-on Turnouts & Crossovers
Where one crossover follows another such that a reverse curve is created between the two adjacent switches, a
minimum length of intermediate straight must be provided. The length of this straight (measured in millimetres
between the physical switch toes), for a given speed must be greater than the minimum values set out below. These
figures allow for tilting train technology.

NOTES
1. * Using Standard 2670 mm stock rail fronts the practical minimum toe to toe is 5340 mm.
2. # Using Standard 2670 mm stock rail fronts with a minimum 4500 mm length between, the practical minimum
toe to toe length is 9840 mm.
3. Lengths should be rounded up to give standard bearer spacing of 650 mm.
4. For ease of maintenance, a closure rail of 18 288 mm between stock rail fronts should be provided whenever
possible when the quoted figure is less than 23 628 mm.
5. Minimum distances derived from time intervals:-
Normal Design based upon 0.72 secs (<43mph), 0.8 secs (44-62mph) and 1.01 secs (>62mph);
Exceptional based upon 0.47 secs (<62mph) and 0.63 secs (>63mph);
Desirable/Unrestrained based upon 1.08 secs.
Speed in mph Desirable /
Unconstrained
Normal Design Value Exceptional Design Value
15 9840 5340.* 4040
20 14 440 9840.# 4690
25 14 440 9840.# 5340
30 14 440 9840 # 5990
35 23 620 11 190 6640
40 23 620 13 140 7940
45 23 620 16 390 9840
50 24 840 18 340 10 540
55 27 440 19 640 11 840
60 30 040 21 590 12 490
65 32 770 29 390 18 340
70 35 890 31 990 19 640
75 38 490 33 940 21 590
80 35 890 22 890
85 37 840 24 190
90 40 440 25 490
95 43 040 26 790
100 51 490 45 640 28 740
125 64 490 57 340 35 890
Toe to Toe
Sheet 70 of 202
Network Rail
Revision Date: February 2007
B.3.11: Maximum Speeds for Short Switches and Complex S&C
The following maximum speeds apply to the through route when renewing S&C
NOTES
1. Exceptional speeds can only be approved by the Head of Track Engineering at Network Rail HQ through the
Engineering Project Specification or the Form A.
Type of S&C Normal
Maximum Speed (mph)
Exceptional
Maximum Speed (mph)
AV, BV or BVS Switches 40 60
Slips with Fabricated or Part-Welded Crossings 40 40
Slips with Cast Crossings 40 60
Tandems with AVT or BV Switches 40 60
Scissors Crossovers with CV(S) or DV(S) Switches and
Fabricated or Part-Welded Crossings
40 60
Scissors Crossovers on Concrete Bearers with CV(S)
or DV(S) Switches and Cast Crossings
60 75
Sheet 71 of 202
Network Rail
B.4.1: Vertical Curves
1. The design of vertical curves shall take into account the types of vehicle likely to use the line, clearances to the
underside of the vehicle and to structures over the track.
Design values of vertical acceleration:
Normal 2.25%g
Maximum for a hollow 3.25%g
Maximum for a hump 4.25%g
Exceptional 6.00%g
2. Minimum radius
Normal limiting design and all new construction 1000 m
Exceptional design for a hump 600 m
Exceptional design value for a hollow 900 m
Note: Minimum length of 30m constant gradient must be provided between curves if radius is less than 1000m.
3. Vertical curves shall be provided if the change of gradient exceeds:
2mm/m for speeds up to and including 125 mph
1mm/m for speeds greater than 125 mph
4. Vertical curves should at least be 20m long
These should be a length of 30m nominal (0m exceptional, providing radius >= 1000m) constant gradient
between curves
5. The graph below is based on the formula: where: -
R is the Radius in kilometres
V is the speed in mph
F is the % of g
R
V
2
491F
-------------- =
20
18
16
14
12
10
8
6
4
2
0
140 130 120 110 100 90 80 70 60 50 40 30 20 10
Speed mph
V
e
r
t
i
c
a
l

C
u
r
v
e

i
n

k
m
2.25 %g - Normal
3.25 %g - Hollow
4.25 %g - Hump
6.00 %g - Exceptional
Sheet 72 of 202
Network Rail
B.4.2: Vertical Curves Formulae
Assumptions
1. In the diagram, the design extends from
TP1 (A) toward TP2 (K).
2. Due to long horizontal lengths
compared with vertical differences,
length L is presumed to be equal to AD,
ABK, ACK and AIK.
3. The curve has equal length either side
of the intersection point IP, i.e. L/2 is
regarded as equal to AC, CK, AI and IK.
4. The curve bisects BI at C, thus
CI = y (the centre offset).
5. All distances along the curve are
considered to be horizontal and all
offsets are considered to be vertical.
6. All gradients are expressed in
percentages, thus 1 in 200 equals
0.5%. Down gradients are considered to
be negative and all up gradients positive.
7. Offsets from each gradient are equal at equal distances each side of the intersection point, e.g. y1 = GH, y2 = EF.
8. As BI = 2y so KJ = 4y.
Formulae
1. Grade level = (Level at A) +
2. Offset y = where G = (G
1
- G
2
)
3. Curve level = grade level - offset
4. Maximum height of curve = where Ah = level at A
5. Chainage of maximum height =
6. Offsets are proportional to the square of the distance from A, i.e. =
7. Radius R =
8. Tamper correction value = R - where R is the radius in metres and T is either 4, 8 or 12 m.
NOTES
1. For details of vertical curve to be used, see sheet B.4.1.
2. The tamper correction value is to be applied as:-
negative adjustment on sag curves or
positive adjustment on a hog curve.
L
L
/2
A
(TP 1)
D
K
(TP
B
C
y
y
l

E
F
G
H
+G2%
-G1%
l1
l2
y1
y2
J
G
1
l
1
100
------------
Gl
2
200L
-------------
Ah G
1
( )
2
L +
200G
--------------------------------
LG
1
G
-----------
y
1
y
-----
l
1
2
L
2
---

2
-----------
100L
-------------
R
2
T
2

Sheet 73 of 202
Network Rail
B.4.3: Compensating and Equivalent Gradients due to Curved Track
To achieve consistency of resistance to travel of trains on straight track and curved track on a gradient it is
necessary to ease or flatten the gradient of curved track such that the demands on the traction units are more or less
constant. Similarly, if a limiting value of equivalent gradient, together with permitted speed, track type and radius of
curvature of the track is known, a value for the actual gradient to achieve equivalent resistance can be deduced.
1. Establish criteria
The radius of the curve in metres = R
Calculate gradient as a percentage (e.g. 1 in 200 = 0.5%) = G
2. Find the degree of curvature, expressed in degrees = D,
where D = 2 sin
-1
3. Determine compensation or increment to gradient due to curvature = P
4. Apply increment to the gradient
Equivalent final gradient = G + DP
The actual gradient for a set of given data = G - DP
Example
Gradient = 1 in 250, Radius = 220 m, Jointed track, Speed = 20 mph
then:
and: D = 2 sin
-1
= 7.944
Equivalent final gradient:
Or conversely, for an equivalent gradient of 1 in 250, the actual gradient must be:
Track Type CWR CWR Jointed Jointed Jointed
Degree of curvature, D <5 5 - 6 <5 5 - 10 >10
Compensation factor speed < 30mph(P) 0.04 0.03 0.05 0.04 0.03
Compensation factor speed > 30mph(P) 0.03 0.02 0.04 0.03 0.02
15.24
R
---------------
G
1
250
----------100 0.400% = =
15.24
220
---------------
0.400 7.944 0.04 ( ) + =
0.718% =
= 1 in 139
0.400 7.944 0.04 ( )
0.08224% =
1 in 1216 =
Sheet 74 of 202
Network Rail
B.5.1: Two-Levelling
1 General
Two-levelling is the process whereby an additional thickness is applied to the base of S&C baseplates to give
differing cants for two or more tracks on the same through bearer (or timber).
2 Rules
1. Two-levelling is not possible through Vertical, RT60 or NR60 switches, switch diamonds or obtuse crossings.
2. 40mm is the maximum permitted two-levelling.
3. The rake of the bearer is the actual cant over gauge taken by the bearer without any two-level baseplates
present.
4. Neither the bearer rake nor the baseplate thickness should vary under the length of the body of cast
manganese crossings; nor with the blocked portion of fabricated crossings as they cannot be physically twisted
and would not sit truly on their baseplates.
5. The longest practicable distance should be used when changing the rake or cant.
6. The change of rake should not exceed 3 mm per nominal 650 or 710mm bearer spacing, desirable 1mm per
bearer.
7. On the plain line where the two-levelling is terminated, the rake may be increased to 5 mm per bed provided
that the line speed is 50mph or less.
8. Two-level baseplates for Vertical and NR/RT60 S&C are produced in 1mm steps, from 1mm to 40mm of
additional thickness.
9. Speeds above 50mph are only permitted on track that has been two-levelled (by more than 10mm across
gauge) where the rail head profile has been corrected.
10. The preferred method of adding height to the rail seat area is to increase the depth of the baseplate during the
casting process. If this is not possible then shims or packing may be used under the baseplate, but such shims
must be designed to prevent relative movement between the baseplate and the shim or packing.
11. Note that on timbers where the thickening exceeds 20mm, long coach screws (type LSA to RE/PW/517) shall
be used.
12. On concrete bearers the additional thickness could be applied only under the rail seat area (in which case
height of the baseplate boss and the length of the screw will not change).
3 General methodology
1. The S & C layout drawing needs to be produced at a sufficiently large scale, say 1:50, and fully detailed to show
all timbers within the layout.
2. All values of required cants and where they change should be marked. Note the positions of the first/last
through bearers, and calculate precise cants on all tracks at these points.
3. Check that all cant gradients are within the limits stated on sheet B.2.1.
4. Determine the best constant rake of the through bearers - a good starting point is often half way between the
two desired cants, i.e. 0.5 (E1 + E2).
5. Apply all two-level baseplates to achieve the desired cants with the rakes now stated. Note that through
baseplates can only have one thickness alteration, i.e. all rail seats on one baseplate are thickened by say
23 mm.
6. When a two-levelling scheme has been completed, a relative rail level diagram should be produced, taking the
low rail of the whole layout as a base. This will show up any unacceptable humps or dips in the rail levels which
might not otherwise have been apparent, see sheet B.5.2.
7. Where there are longitudinal level difficulties on site, i.e. any change in gradient within the length of the layout,
or when the layout is positioned under overhead electrification, it is essential to produce a full longitudinal level
design.
Sheet 75 of 202
Network Rail
B.5.1 (continued): Two-Levelling
4 Rail Head Profile
Two-levelling, when applied in the standard manner by thickening the baseplates, has the effect of changing the
effective rail head inclination when viewed in the plane of the rails.
In Inclined S&C the application of 40mm of two-levelling by thickening baseplates under one rail will change the
rail inclination from the designed 1in20 to 1in13 for the high rail and 1in43 for the low rail. this is at odds with
normal practice where tight tolerances are placed on the inclination of the rail seat, typically between 1in18 and
1in22 for concrete sleepers and baseplates (equivalent to 10mm of two-levelling across gauge).
At low speeds this variation in head profile is not an issue; but as speed increases, such a change in wheel
contact point will lead to increasing poor running and should be managed out either by grinding on a 1in20 rail
head inclination (relative to the plane of the rails), or by adjusting the inclination of the rail by casting a wedge
on the base of the baseplate or rail seat area.
In practice, grinding on a corrected rail head profile will be the easier option. The initial grind should be carried
out as soon as possible, and in any case within 3 moths of installation, and then repeated at two-yearly
intervals. Corrective grinding is not necessary if the two-levelling is 10mm or less.
Renewal of IBJs or closure rails should be planned such that the renewal work is carried out on a date as close
as practicable before the rail grinding work; thereby enabling the soonest possible application of the correct rail
head profile to the replacement rails.
5 Baseplate Designations
Two-levelled baseplates for Vertical, RT60 and NR60 S&C are identified by the addition of (e.g.) T23 to the
baseplate designation, where the figure 23 is the extra thickness in millimetres.
In 95 RBS design, chairs are thickened by sixteenths of an inch (e.g. S8 for half an inch), or by twelfths of an
inch (e.g. T6 for half an inch).
In old inclined FB design, baseplates are thickened by hundredths of an inch (e.g. 50 for half an inch).
6 Preparation of the Relative Rail Level Diagram
1. Take the lowest rail of the two-levelled layout and use this as the datum, bearing in mind note 2 above.
2. Project down onto the datum line the salient points of the two-level scheme, viz. toes and heels of switches,
common crossing intersection points, and all extreme positions where bearer (or timber) and sleeper rake
changes.
3. Project down about every fifth bearer position.
4. Plot the actual cant of the datum line track, full size. From the first/last through bearer positions, deduce the
difference in level due to the rake only (see diagram), and produce all other rails.
5. Apply all two-level baseplate thicknesses to the diagram, thus achieving the final rail levels.
6. Where 2/L baseplates appear on ALL rails carried by one particular bearer, all values on that bearer may be
reduced by the lowest value it carries.
7. Adjust the full design as necessary to produce as even a vertical alignment as possible.
Gauge G
Track I nterval S
Gauge G
Gauge G
X
R
X=R .
(G+S)
G
Sheet 76 of 202
Network Rail
C.1.1: Permanent Way Mathematics - 1
1 Values of Angles in N Ratios (M & N = centreline measure, = degrees).
N = = 2 arctan
Trigonometrical ratios: sin = sin =
cos = cos =
tan N = tan =
N
A
= = = (generally positive)
Addition, subtraction, etc.,
Sum (N + M) = Difference (N - M) =
180 - Angle N = 90 - Angle N =
Twice Angle 2N = Half Angle = N + (positive)
1
2

2
tan
-----------------------
1
2N
------- -

N
N
2 1
4
--- +
-----------------

2
---
1
2 N
2 1
4
--- +
-------------------------
N
2 1
4
---
N
2 1
4
--- +
-----------------

2
---
N
N
2 1
4
--- +
---------------------
N
N
2 1
4
---
----------------

2
---
1
2N
--------
1 cos
2 sin
--------------------
1
2
---
1 cos +
1 cos
-----------------------
1 1 tan
2
+
2 tan
--------------------------------------
NM
1
4
---
N M +
-------------------
NM
1
4
--- +
M N
-------------------
1
4N
--------
2N 1 +
2 2N 1 ( )
-------------------------
N
2 1
4
---
2N
----------------
N
2
---- N
2 1
4
--- +
Sheet 77 of 202
Network Rail
2 Location of Tangent Points (for use in Co-ordinate Geometry)
Let A = and B =
T
a
= T
b
=
a = b =
R =
R = =
T
b
T
a
b
N
x
a
M
Q
R
x
2
a b + ( )
2
+ x
2
a b ( )
2
+
ax a b B
a b
------------------------------------
bx a b B
a b
------------------------------------
x
2
Q
2
+
4M x QM ( ) Q +
--------------------------------------------
x
2
Q
2
+
4N QN x ( ) Q
------------------------------------------
B a b + ( ) 2x a b B +
2 a b ( )
2
-----------------------------------------------------------
x
2
Q
2
+ ( ) N
2 1
4
--- +

2N QN x ( )
Q
2
----
-----------------------------------------------
x
2
Q
2
+ ( ) M
2 1
4
--- +

2M x QM ( )
Q
2
---- +
------------------------------------------------
Sheet 78 of 202
Network Rail
3 Tangents, Chords and Offsets
sin =
cos = 1-
or, cos =
tan =
arc length = radians
C = = =
N = = = = = (generally positive)
T = = 2QN = =
Q = = = R- = =
R = = 2Q = 2LN = = = =
v = R - = R - CN = R
L = = =
x = x+v =
y = = = - R +
U = =
R
R
C
y
v
x
Q
L
T
U
T
R
----
C
2
2R
2
----------
R
2
T
2
( )
R
----------------------------
T
R
2
T
2
-----------------------
R
R
N
2 1
4
--- +
---------------------
2RQ T
2
Q
2
+
R
2
C
2
-------
1
4
---
R
2L
-------
R
2Q
--------
1
4
---
T
2Q
-------- R R
2
T
2

2T
----------------------------------
RN
N
2 1
4
--- +
-----------------
2RQ Q
2
C
2
Q
2
R
2 N
2 1
4
--- +

--------------------------
C
2
2R
--------
R
2
T
2
T
2N
--------
C
2
T
2
C N
2 1
4
--- + N
2 1
4
--- +

Nx
N
2 1
4
--- + N
-------------------------------
C
2
2Q
--------
T
2
Q
2
+
2Q
--------------------
T N
2 1
4
--- +

N
--------------------------
1
2
--- 4R
2
C
2
1
N
N
2 1
4
--- +
---------------------

R
2N
--------
T
2
Q
2
+
2T
--------------------
Q N
2 1
4
--- +

N
---------------------------
R
N
2 1
4
--- +
N
--------------------- 1

L
2 N
2 1
4
--- +
-------------------------
2RL
2
R
2
L
2
-------------------
R
2N
2 1
2
---
--------------------
R
2
U
2
+
RN
N
2 1
4
---
----------------
y
2
2yR +
Sheet 79 of 202
Network Rail
4 Intersecting Parallel Straight Lines
A = 2GN B = 2G
C = D =
E = X =
a = b =
d = =
G
G
S
A
D C
X
B
E
b
d
a
N
N
2 1
4
--- +
G N
2 1
4
--- +

N
---------------------------
G N
2 1
4
---

N
---------------------------
S N
2 1
4
--- +

N
--------------------------
G
2N
--------
N
2
S G ( )
1
4
--- S G + ( ) +
N
---------------------------------------------------------
N
2
S G ( )
1
4
--- S G + ( )
N
---------------------------------------------------------
a
2
G
2
+ b
2
S
2
+
Sheet 80 of 202
Network Rail
5 Straight Line Intersecting Arc and Tangent
l = =
D = = l
M = =
R = =
N = =
= =
D = =
M = =
R = =
N = =
M
N
R
D
l
R M N ( )
2
2N M
2 1
4
--- +

-------------------------------
M N
M N +
---------------D
R M
2
N
2
( )
2N M
2 1
4
--- +

-------------------------------
M N +
M N
---------------
N 2RN D + ( )
2 R 2 DN ( )
---------------------------------
D l +
D l
------------N
2DN M
2 1
4
--- +

M
2
N
2
------------------------------------
2lN M
2 1
4
--- +

M N ( )
2
---------------------------------
D l
D l +
------------M
D
2
M
2 1
4
--- +

2
R
2
M
2
+ D M
2 1
4
--- +

R
---------------------------------------------------------------------------------------------
D
l
N
M
R
l
R N M ( )
2
2N M
2 1
4
--- +

-------------------------------
N M
N M +
---------------D
R N
2
M
2
( )
2N M
2 1
4
--- +

-------------------------------
N M +
N M
---------------l
N 2RN D ( )
2 R 2DN + ( )
--------------------------------
D l
D l +
------------N
2DN M
2 1
4
--- +

N
2
M
2
------------------------------------
2lN M
2 1
4
--- +

N M ( )
2
---------------------------------
D l +
D l
------------M
D M
2 1
4
--- +

D
2
M
2 1
4
--- +

2
R
2
M
2
+ +
R
----------------------------------------------------------------------------------------------
Sheet 81 of 202
Network Rail
6 Solutions of Triangles
tan A =
N
A
=
Sine formula: = = a =
Cosine formulae: a
2
= b
2
+ c
2
- 2bc cosA
b
2
= a
2
+ c
2
- 2ac cosB
c
2
= a
2
+ b
2
- 2ab cosC
a = a =
c = c =
s formulae, where 2s = a + b + c:
N
C
= = =
N
CE
= = =
P =
When a = b:
N
C
= N
B
=
N
A
, N
B
, N
C
and N
CE
represent the angles at corners A, B, C and external angle CE respectively,
expressed in N units.
A, B and C represent internal angles at corners A, B and C respectively, expressed in degrees.
C
b
A
x
c
p a
B
C
E
a C sin
b a C cos
------------------------------
b x +
2p
------------
a
A sin
------------
b
B sin
------------
c
C sin
------------
bN
A
N
C
2 1
4
--- +

N
C
N
A
2 1
4
---

N
A
N
C
2 1
4
---

+
--------------------------------------------------------------------------
bN
A
N
B
2 1
4
--- +

N
B
N
A
2 1
4
--- +

-------------------------------------
cN
A
N
B
2 1
4
--- +

N
A
N
B
2 1
4
---

N
B
N
A
2 1
4
---

+
-------------------------------------------------------------------------
a b ( )
2 ab
N
C
2 1
4
--- +
-------------------- + a b + ( )
2 ab
N
CE
2 1
4
--- +
------------------------
s s c ( )
4 s a ( ) s b ( )
--------------------------------------
s s c ( )
4 ab s s c ( ) [ ]
-----------------------------------------
1
2
---
ab
s a ( ) s b ( )
---------------------------------- 1
s b ( ) s a ( )
4s s c ( )
----------------------------------
ab s s c ( )
4s s c ( )
---------------------------------
1
2
---
s a ( ) s b ( )
ab s a ( ) s b ( )
-----------------------------------------------
2
c
--- s s a ( ) s b ( ) s c ( )
1
c
--- a
2 c
2
4
-----
a
c
2
--- +
4 a
c
2
---

----------------------
Sheet 82 of 202
Network Rail
7 Leads and Radii Across Track Interval
L = =
R =
S = +G
8 Leads and Radii Across Diamonds
Dimensions A and C are chord lengths and these formul only apply when the main line is straight.
Formul use M
1
when working with S, A, B, etc. and M
2
when working with F, D, C, etc.
R
1
= R
2
=
R
1
= R
2
=
S = F =
A = C =
B = D =
X = y = Z =
M
1
= M
2
=
G
S
M
L
N
R
S 4MN 1 ( ) G 4MN 1 + ( )
2 M N + ( )
-----------------------------------------------------------------------
4MN S G ( ) S G + ( )
2 M N + ( )
-----------------------------------------------------------
4N
2
1 + ( ) 4M
2
1 + ( ) S G ( ) 2G + [ ]
8 M
2
N
2
( )
-------------------------------------------------------------------------------------------
8R M
2
N
2
( ) 2G 4N
2
1 + ( )
4N
2
1 + ( ) 4M
2
1 + ( )
--------------------------------------------------------------------------
C
D
Z
F
G
R2
M2
M1
A
R
1
X
B
y
S
G
X
4S
4S
2
1 +
--------------------
4M
4M
2
1 +
---------------------
---------------------------------------------------------
Z
4M
4M
2
1 +
---------------------
4F
4F
2
1 +
--------------------
---------------------------------------------------------
G 4S
2
1 + ( ) 4M
2
1 + ( )
8 M S + ( ) M S ( )
--------------------------------------------------------
G 4M
2
1 + ( ) 4F
2
1 + ( )
8 F M + ( ) F M ( )
--------------------------------------------------------
4M
2
2R
1
G ( ) G
4 2R
1
G 4M
2
1 + ( ) + [ ]
---------------------------------------------------------
4M
2
2R
2
G + ( ) G +
4 2R
2
G 4M
2
1 + ( ) [ ]
--------------------------------------------------------
G 4M
2
1 + ( ) 4S
2
1 + ( )
2 M S + ( )
-------------------------------------------------------------
G 4M
2
1 + ( ) 4F
2
1 + ( )
2 F M + ( )
------------------------------------------------------------
GS 4M
2
1 + ( )
2M M S + ( )
-----------------------------------
GF 4M
2
1 + ( )
2M M F + ( )
-----------------------------------
G 4SM 1 ( )
2 M S + ( )
--------------------------------
G
2M
--------
G 4FM 1 ( )
2 F M + ( )
-------------------------------
4S
2
2R
1
G + ( ) G +
4 2R
1
G 4S
2
1 + ( ) [ ]
-------------------------------------------------------
4F
2
2R
2
G ( ) G
4 2R
2
G 4F
2
1 + ( ) + [ ]
-------------------------------------------------------
Sheet 83 of 202
Network Rail
C.1.8: Permanent Way Mathematics - 8 (Calculation of Diamonds)
1 Sharper Common Crossing
W =
X =
a =
b =
L =
M
1
=
Lead length N to M
2
= a + x + b
Lead length N to M
1
, A

= and R
1
=
2 Flatter Common Crossing
W = X =
a = b =
Lead length (D) M
1
to F = x + a + b R
2
=
Lead length (D) M
2
to F = x + a - b
G
N
a
R
R
1
b
M
M
1
M
2
x
W
GN
2
N
2 1
4
--- +
-----------------
W 4NM 1 ( )
2 N M + ( )
---------------------------------
GN
2 N
2 1
4
--- +

--------------------------
G
4M
--------
X a b +
2LN
G
----------- 1 +
4N
2L
G
-------
---------------------
G 4M
1
2
1 + ( ) 4N
2
1 + ( )
2 M
1
N + ( )
-----------------------------------------------------------------
G 4M
1
2
1 + ( ) 4N
2
1 + ( )
8 M
1
N + ( ) M
1
N ( )
------------------------------------------------------------
b
a
W
F
x
G M
M
1
R
R
2
M
2
GF
2
F
2 1
4
--- +
----------------
W 4FM 1 ( )
2 F M + ( )
--------------------------------
GF
2 F
2 1
4
--- +

------------------------- G
4M
--------
G 4M
2
2
1 + ( ) 4F
2
1 + ( )
8 F M
2
+ ( ) F M
2
( )
-----------------------------------------------------------
Sheet 84 of 202
Network Rail
C.2.1: Transition Curves - 1
1 Transition from Straight to Circular Curve
The form of the curve is the cubic parabola* set out by rectangular offsets from the straight, produced from the toe of
the transition to its heel. Alternatively, the curve can be set out from the circular curve produced by radial offsets
measuring from the heel toward the toe.
* If angle at the heel of the transition is more than 4, a CLOTHOID form of transition should be used.
y =
Versine at any point P =
Slope of curve at point P, i.e tan =
Local radius at point P =
2 Transition from Circular Curve to Straight
y = -
tan =
Versine at any point P =
Slope of curve at any point P, i.e. tan =
Local radius at point P =
l
3
6RL
-----------

L
2R
-------- = tan
S
L
2
24R
----------- =
S 4S
R
C
ir
c
u
l
a
r

c
u
r
v
e
Heel
l
Toe
Straight
Transition
centreline
T
a
n
g
e
n
t a
t h
e
e
l
S
2
L
2
L
2
l
L
3
l
3
6RL
l
3
6RL
l
3
l
C
P
R
Straight
c
2
l
8RL
-----------
l
2
2RL
-----------
RL
l
------- -
l
L / 3
L
R
l
3
6RL
l
2
2R
S
Transiton
centreline.
8S
S
tra
ig
h
t.
C
ircular curve.
l
2
2R
------- -
l
3
6RL
-----------
L
2R
------- -
c
2
L l ( )
8RL
---------------------
l 2L l ( )
2RL
---------------------
RL
L l
---------- -
Sheet 85 of 202
Network Rail
3 Transition from Circular Curve to Circular Curve
A transition from a curve of radius R
1
to a similar flexure curve of radius R
2
may be calculated by using the
equivalent radius R
E
, where:
R
E
=
and R
1
> R
2
in place of R in the transition formula.
a) Transition from R
2
to R
1
The equation to the transition from the common tangent at R
1
is given by
y = +
Versine at any point P on a chord c =
Slope of curve at point P, i.e. tan =
Local radius at any point P =
R
1
R
2
R
1
R
2
--------------------
P
R
2
S
Transition
centreline
l
R
1
L
l (3R
E
L + R
1
l)
3(2R
E
L + R
1
l)
l (3R
E
L + 2R
1
l)
3(2R
E
L + R
1
l)
1. R
1
> R
2
.
2. Shift S = L
2
/ 24R
E
l
2
2R
1
l
3
6R
E
L
l
2
2R
1
----------
l
3
6R
E
L
---------------
c
2
R
1
l R
2
l R
2
L + ( )
8R
1
R
2
L
----------------------------------------------------
l 2R
E
L R
1
l + ( )
2R
1
R
E
L
-------------------------------------
R
1
R
E
L
R
E
L R
1
l +
---------------------------
Sheet 86 of 202
Network Rail
b) Transition from R
1
to R
2
The equation to the transition from the common tangent at R
2
is given by y =
Versine at any point P on a chord c =
Slope of curve at point P, i.e. tan =
Local radius at any point P =
R
1
R
2
S
Transition
centreline.
P
L
l
1. R
1
> R
2
.
2. Shift S = L
2
/ 24R
E
l
(
3
R
E
L

-
R
2
l)
3
(
2
R
E
L

-
R
2
l)
l
(
3
R
E
L

-
2
R
2
l)
3
(
2
R
E
L
-
R
2
l)
l
2
2R
2
----------
l
3
6R
E
L
---------------
c
2
R
2
l R
1
l R
1
L + ( )
8R
2
R
1
L
----------------------------------------------------
l 2R
E
L R
2
l ( )
2R
2
R
E
L
------------------------------------- -
R
2
R
E
L
R
E
L R
2
l
--------------------------
Sheet 87 of 202
Network Rail
4 Reverse Curves
N
o
r
m
a
l
,

c
o
m
m
o
n

t
o

b
o
t
h

c
i
r
c
u
l
a
r

c
u
r
v
e
s

C
e
n
t
r
e
l
i
n
e

T
r
a
n
s
i
t
i
o
n

l
1

R
1
C
ir
c
u
la
r

c
u
r
v
e
.
Transition
S
1
Reverse point
[approx.]
[approx.]
Tangent to transition at
reverse point
C
i
r
c
u
l
a
r

c
u
r
v
e
.
T
ra
n
s
itio
n
c
u
rv
e
R
2
C
e
n
t
r
e
l
i
n
e

T
r
a
n
s
i
t
i
o
n

l
2
R
2
A
R
1
S
2
L
2
l
2
2
l
1
+ l
2
2
l
1

2
R
2
(l
1
+ l
2
)
2(R
1
+ R
2
)
R
1
(l
1
+ l
2
)
2(R
1
+ R
2
)
In railway work, S
1
and S
2
are very small compared with R
1
and
R
2
and are therefore ignored in the following approximate
expressions:
L
1
=
2
=
To determine A for any given or desirable transition length:
A
and A -
8A R
1
R
2
+ ( )
l
LR
2
R
1
R
2
+
-------------------- R
2
8A
R
1
R
2
+
--------------------
l
LR
1
R
1
R
2
+
-------------------- R
1
8A
R
1
R
2
+
--------------------
l
1
2
R
1
R
2
+ ( )
8R
2
2
---------------------------------
l
2
2
R
1
R
2
+ ( )
8R
1
2
---------------------------------
R
1
R
2
+ ( )
2 L
2
4
------ + R
1
R
2
+ ( )
Reverse transitions must have a constant rate of change of
curvature. Cants, when rounded off, may not necessarily give
a constant rate of change of cant but, ideally, levels should
be set out as shown in the diagram below.
Refer to sheet C.2.1 for details of the form of the transition
curve used.
Transition l
2
Transition l
1
HIGH RAIL
Radius R
2
Cant E
2
LOW RAIL
Cant E
1
Radius R
1
C
a
n
t

Z
e
r
o
R
e
v
e
r
s
e
E
1
E
2
E
1
+ E
2
Lift =
Sheet 88 of 202
Network Rail
5 Clothoid Spirals
l is any distance measured along the spiral from the origin.
L is the total length of the transition measured along the spiral.
= radians = degrees.
S = C =
X = l Y =
This form of transition is used in the NR60 design of switches as shown on sheets A.1.2 & A.3.3
This form of transition is also used in normal Hallade curve realignment work.
R
Shift
'S'
C
Y
S
p
ira
l le
n
g
th
'L
'
X
l
2
2RL
-----------
90L
R
----------
L
2
24R
-----------
L
4
2668R
3
--------------------
L
2
---
L
3
240R
2
-----------------
l
5
40 RL ( )
2
----------------------
l
3
6RL
-----------
l
7
336 RL ( )
3
--------------------------
Sheet 89 of 202
Network Rail
Revision Date: December 1999
6 Bloss Transition Curves
The Bloss transition is a geometric form of transition in which the fourth differential of acceleration is set at zero, as
compared with the second differential for a clothoid spiral. The general equation to the curve is:
y =
Hence the slope of the curve, , at any point is given by: tan =
With the special case of the slope at the heel of the transition, , being given by: tan =
The local curvature (reciprocal of radius) at any point is given by:
Shift on transition, S = Versine at any point is given by:
1
R
----
l
4
4L
2
---------
l
5
10L
3
-------------

1
R
----
l
3
L
2
------
l
4
L
3
------

L
2R
--------
1
R
----
3l
2
L
2
--------
2l
3
L
3
--------

L
2
40R
-----------
c
2
8R
--------
3l
2
L
2
--------
2l
3
L
3
--------

6
S
a
T
a
n
g
e
n
t

a
t

h
e
e
l
R
C
i
r
c
u
l
a
r

c
u
r
v
e
Heel
0. 3L
l
L/ 2
y
S
Transition
centreline
S/ 2
y
l
L/ 2
Toe
Straight
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

9
0

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

D
a
t
e
:

D
e
c
e
m
b
e
r

1
9
9
9
C
.
2
.
7
:

T
r
a
n
s
i
t
i
o
n

C
u
r
v
e
s

-

7
The graph below illustrates the comparison of the Bloss transition with the cubic parabola
0
0 10 20 30 40 50 60 70 80 90 100
1
2
3
4
5
6
7
Key
Offset, Bloss
Offset, cubic parabola
Curvature, Bloss
Curvature, cubic parabola
O
f
f
s
e
t

i
n

m
e
t
r
e
s
% of transition
0.001
0.0009
0.0008
0.0007
0.0006
0.0005
0.0004
0.0003
0.0002
0.0001
0
C
u
r
v
a
t
u
r
e

i
n

1
/
m
e
t
r
e
Sheet 91 of 202
Network Rail
C.3.1: CEN56E1 Vertical - Centreline Setting Out for S&C
Diagram Showing Turnout Intersection of Centrelines
NOTES
1. Crossing angles shown are for CEN56E1 Vertical S & C design, at 1432mm gauge.
2. See Sheet C.3.2 for NR60 Inclined S & C design
3. The use of the last column requires the main line to be straight, and assumes that the centreline of the branch
line is parallel at the common crossing intersection point (I.P.).
4. For details of turnout lead lengths, and toe to IP, see sheet A.2.1 and A.3.1.
5. N/A - not applicable - swing nose required.
Crossing angle
1 in ~
Deg. Min. Sec. Decimal
degrees
Radians Nose to IP
a (mm)
Intersection of
centrelines to IP
b (mm)
4 14 15 00.12 14.25003270 0.24870999 64 5728
4.5 12 40 49.38 12.68038349 0.22131444 72 6444
4.75 12 01 04.84 12.01801191 0.20975388 - -
5 11 25 16.27 11.42118627 0.19933730 80 7160
5.5 10 23 19.89 10.38885782 0.18131978 88 7875
6 09 31 38.22 9.52728338 0.16628246 96 8592
6.5 08 47 50.68 8.79741071 0.15354378 104 9308
7 08 10 16.44 8.17123356 0.14261493 112 10 024
7.5 07 37 41.34 7.62814967 0.13313633 120 10 740
8 07 09 09.61 7.15266875 0.12483762 128 11 456
9.25 06 11 17.22 6.18811612 0.10800300 148 13 246
10 05 43 29.32 5.72481045 0.09991679 160 14 320
10.75 05 19 33.61 5.32600153 0.09295626 172 15 394
12.75 04 29 29.35 4.49148513 0.07839120 - -
13 04 24 18.71 4.40519632 0.07688518 208 18 616
15 03 49 05.90 3.81830487 0.06664199 240 21 480
16 03 34 47.36 3.57982122 0.06247967 256 22 912
17.615 03 15 06.47 3.25179672 0.05675456 - -
18.5 03 05 46.74 3.09631540 0.05404090 296 26 492
21 02 43 40.28 2.72785506 0.04761005 336 30 072
21.829 02 37 27.47 2.62429624 0.04580261 - -
24 02 23 13.12 2.38697885 0.04166064 384 34 368
28 02 02 45.82 2.04606038 0.03571049 448 40 096
32.365 01 46 12.58 1.77015980 0.03089512 518 46 347
45.75 01 15 08.34 1.25231691 0.02185705 N/A 65 514
b a
Sheet 92 of 202
Network Rail
C.3.2: NR60 Inclined - Centreline Setting Out for S &C
Diagram Showing Turnout Intersection of Centrelines
NOTES
1. Crossing angles shown are for NR60 inclined S&C design, at 1435mm gauge.
2. See sheet C.3.1 for CEN56E1 Vertical design.
3. The use of the last column requires the main line to be straight, and assumes that the centreline of the branch
line is parallel at the common crossing intersection point (I.P.).
4. For details of turnout lead lengths, and toe to IP, see sheets A.2.3, A.3.4 and A.3.3.
5. * Nose of 1 in 33.5 crossing extended to 15mm point, this dimension would have been 536 if the nose were at
16mm point - as per all other crossing angles.
Crossing angle
1 in ~
Deg. Min. Sec. Decimal
degrees
Radians Nose to IP
a (mm)
Intersection of
centrelines to IP
b (mm)
7.5 07 37 41.34 7.6281497 0.1331363 120 10 740
8.25 06 56 11.25 6.9364585 0.1210640 132 11 839
9.5 06 01 32.07 6.0255750 0.1051661 152 13 633
11 05 12 18.45 5.2051244 0.0908465 176 15 785
12.5 04 34 52.39 4.5812200 0.0799573 200 17 938
13.5 04 14 31.89 4.2421927 0.0740402 216 19 373
15.75 03 38 11.78 3.6366059 0.0634707 252 22 601
17.25 03 19 14.03 3.3205647 0.0579547 276 24 754
20.25 02 49 43.85 2.8288464 0.0493727 324 29 059
21.5 02 39 51.98 2.6644397 0.0465032 344 30 853
23.5 02 26 15.90 2.4377504 0.0425467 376 33 723
27 02 07 18.56 2.1218233 0.0370328 432 38 745
31.25 01 49 59.91 1.8333085 0.0319972 500 44 844
33.5 01 42 36.70 1.7101947 0.0298485 502.5* 48 073
b a
Sheet 93 of 202
Network Rail
D.1.1: Rail Section Designations
Rail Profile
Designations
Previous Profile
Designation(s)
Cross Section shown
on sheet no.
60E2 D.2.8
CEN60E1 UIC60 D.2.1
CEN60E1A1 A73, UIC60B, Zu l-60 D.2.2
CEN56E1 BS113A D.2.3
CEN54E1A1
A69, UIC54B,
Zu UIC 54B
D.2.4
CEN33C1 U69, UIC33, R1 1-60 D.2.5
BS95RBH
95RBS,
95 lb RBS BH
H.1.1
Sheet 94 of 202
Network Rail
D.2.1: Rail Section - CEN60E1
NOTES
1. Full description: CEN60E1 Rolled Flat Bottom Section (former UIC designation: UIC60)
2. Weight: 60.21 kg/m
3. Cross-sectional area: 76.70 cm
2
4. Indicative Dimensions: A - 20.456 mm; B - 52.053 mm
5. Further details on drawing: RE/PW/901
1
4
.
3
5
1
1
1
.
5
2
8
.
7
5
3
1
.
5
7
6
.
2
5

+
/
-

0
.
2
1
7
2
16.5
150
Y
R4
R2
1 : 14
1
: 2
.7
5
A
B
72
Y
R

3
0
0

R

8
0
R 13
R

3
1
: 2
.7
5
R
1
2
0
R
3
5
R 7
1
9
.
5
3
2
R
1
2
0
R
3
5
R 7
X X
8
0
.
9
2
R

4
0
1
9
.
5
1
:
2
0
Centreline of Drilling
(& Branding)
C
L
Sheet 95 of 202
Network Rail
D.2.2: Rail Section - CEN60E1A1
NOTES
1. Full description: CEN60E1A1 Asymmetric Point Rail (former UIC designation: UIC60B)
2

R

1
9
Y
Y
2.751
74.5
72
B
A
R

3
0
0
R

8
0
R 13
R

3
0
0
R

8
0
R 13
R 3
R
1
9
1
: 2
.7
5
1
: 2
.7
5
R 3
3
9
.
5
5
3
1
4
.
3
X X
28 16
2
0
5
8
.
8
4
R

1
9
1 : 17
R 4
R 3
2
5
1
: 4
3
3
.
7
R

1
9
R 4
R 3
2
0
1
3
4
85 55
140
5
7
.
3
5
Centre Line
of Branding
C
L
Sheet 96 of 202
Network Rail
D.2.3: Rail Section - CEN56E1
NOTES
1. Full description: CEN56E1 Rolled Flat Bottom Section (former UK designation: BS113A)
2

1

: 2
.7
5
3
0
.
1
6
R 3
R 1.5
1
1
.
2
6
5
C of branding
20
Parallel web
140
1
5
8
.
7
5
R

3
R 8
1
:
2
.7
5
R

8
0
R 12.70
A
69.85
4
9
.
2
1
R

3
0
5
1
4
.
5
3
Y
Y
L
B
1
:
2
0
R 20
1

: 2
.7
5
R 15
1 : 10
7
9
.
3
8
6
9
.
8
5
7
4
.
5
1
+0.4
0
L
C
C of holes
L
X X
Sheet 97 of 202
Network Rail
D.2.4: Rail Section - CEN54E1A1
NOTES
1. Full description: CEN54E1A1 Asymmetric Point Rail (former UIC designation: UIC54B)
2. Weight 68.95 kg/m
2
6. * Hole in rail foot for mounting stretcher bar brackets
2
0
2
02
5
5
4
.
9
0
X X
1
2
9
4
9
.
5
3
6
.
3
A
70
72.2
R

3
0
0
R

8
0
R 13
R

3
0
0
R

8
0
R 13
1
: 2
.7
5
1
:
2
.
7
5
1
2
.
4
R

1
6
R 3
R 2
1
: 5
27
13
62 85
147
R

1
6
R 3
R 2
R

1
6
R 3
1
4
.
1
Y
Y
1.75
1 : 17
4
7
.
2
R

1
6
R 3
5
6
1

i
n

2
0
B
30
C of holes & branding
L
22 dia *
C
L
Sheet 98 of 202
Network Rail
D.2.5: Rail Section - CEN33C1
NOTES
1. Full description: CEN33C1 Check Rail (former UIC designation: UIC33)
2
4. Indicative Dimensions: None
R 3
30.75
Y
80 0.5
R 5
9
3

1

t
o

i
n
t
e
r
s
e
c
t
i
o
n
(
R
a
i
l

H
e
i
g
h
t

9
2
.
8
0
5
)
R 5
R 3
20
40 1
X
X
3
3

1
4
5
R 4 2
Y
R 3
R 4 2
1
5
5
7
.
3
3
4
0

2
R 5
1
2
1
5
1
:
1
0
3
5
L
Sheet 99 of 202
Network Rail
D.2.6: Standard Rail Lengths
NOTES
1. Rails shown thus * can be ordered as undrilled, or drilled both ends for fishing. All other rails will be undrilled.
2. All metric dimensions are in millimetres.
3. Stock (60E2) and switch (CEN 60E1A1) rail lengths for NR60 S&C applications to be determined.
4. All rails shown above are single piece, with no welds, as supplied from the rolling mill; the following are standard
lengths of Long Welded Rails (LWR): 91 444, 108 000, 182 888 and 216 000.
CEN56E1 (BS113A)
220 or 260 (Grade A)
CEN56E1 (BS113A)
Mill Heat Treated
(MHT)
CEN54E1A1 (UIC54B)
260 (Grade A)
36 576 36 576 27 000
22 710 22 710 21 000
18 288* 18 288* 18 000
16 270 16 270 15 000
13 860 13 860 14 000
12 720 11 000
12 192 10 000
10 973 9 000
10 310 8 000
9 144
60E2/CEN60E1
220 or 260 (Grade A)
BS95RBH
260 (Grade A)
CEN33C1
(UIC Check Rail)
260 (Grade A)
108 000 60 0 * 18 000
91 444 45 0
72 000 36 0
36 000 30 0
18 288
Sheet 100 of 202
Network Rail
D.2.8: Rail Section 60E2
NOTES
1. Full description: 60E2 Rolled Flat Bottom Section
2. Weight 60.03 kg/m
2
1
1
.
5
R
120
1
9
.
5
R 120
R
3
5
R 7
R 2
R 4
1
4
.
3
R 7
R
35
R 3
R

2
0
0
R

7
0
R

1
6
23.78
R 8
A
B
1
in
2
.7
5 1
in
2
.7
5
16.5
1 in 14
R

4
0 1
in
2
.7
5 1
in
2
.7
5
1 in 14
5
1
3
1
.
5
1
7
2
Y
Y
150
72
1
:
2
0
2
8
.
7
5
7
6
.
2
5

0
.
2
8
0
.
6
7
X X
R 120
2
.
2
6
R 7
p
a
r
a
l
l
e
l

p
a
r
t

o
f

w
e
b
L
C
L

3
2

1
9
.
5
Sheet 101 of 202
Network Rail
D.3.1: Rail End Drilling and Bonding
Sheet withdrawn June 2008 - See drawing RE/PW/596
Sheet 102 of 202
Network Rail
D.4.1: Rail Pads, Clips & insulators - 1
For notes, see Sheet D.4.2.
Sleeper / Bearer
Type
Rail
Section
Insulators Rail Seat Pad Type Clips
Notes
Type
Cat.
No.
57/-
Above 90 m.p.h. 90 m.p.h. and below
Type
Cat.
No. 57/- INST. MTCE. INST. MTCE.
F7.F7A
113A
110A
None -
3A 3A 3A 3A
MILLS C3R 48229
Sleepers
fitted with
MRC 6/3
baseplates
109
98
4A 4A 4A 4A
F10 Site conversion of
former BJB fastening
113A
110A
109
98
Composite
(Branded 2549)
48437 3A 3A 3A 3A
PR 401A
401A
402A
e1809
48239
48253
48243
48255
Sherardised
L.H.
F10 Shop Conversion of
former BJB fastenings
113A
110A
Composite
(Branded 2549)
48437 3A
3A (5.5 mm) or
4A (7.5mm)
3A
3A (5.5 mm) or
4A (7.5mm)
PR 401A
401A
402A
e1809
48239
48253
48243
48255
Sherardised
L.H.
113A
110A
Nylon (Orange) 48424 5
5 (10.5mm) or
4A+2 (13mm)
5
5 (10.5mm) or
4A+2 (13mm)
109
98
Nylon (Blue) 48423 5
5 (10.5mm) or
4A+2 (13mm)
5
5 (10.5mm) or
4A+2 (13mm)
F16 RNB
113A
110A
Part of fastening
assembly
- 3A 4A 3A 4A RNB7 48128
109
98
Part of fastening
assembly
- 3A 4A 3A 4A RNB6 48127
F16 Conversion of
former RNB fastenings
113A
110A
Either: Nylon (Orange)
or Composite (Branded
1460)
48424
48427
3A
3A (5.5 mm)
or
4A (7.5mm)
3A
3A (5.5 mm) or
4A (7.5mm)
PR 401A
401A
402A
e1809
48239
48253
48243
48255
Sherardised
L.H.
109
98
Nylon (Blue) 48423 4A
4A (7.5mm)
or
5 (10.5mm)
4A
4A (7.5mm) or
5 (10.5mm)
F19 SHC
113A
110A
Nylon 48422 6 or 19 6, 6A or 20 6 or 19 6, 6A or 20
SHC Clips
Rectangular
Vee
48240
48241
109
98
Nylon 48428 4A
4A (7.5mm)
or
5 (10.5mm)
4A
4A (7.5mm) or
5 (10.5mm)
CS3
113A
110A
Nylon CS3
Nylon Heel Block
48425
48426
3A
3A (5.5 mm)
or
4A (7.5mm)
3A
3A (5.5 mm) or
4A (7.5mm)
CS3 48222
109
98
4A
4A (7.5mm)
or
5 (10.5mm)
4A
4A (7.5mm) or
5 (10.5mm)
F23, F23A, F23B,
F23D, F24, F24A,
F24/1, F24BS, F24A/1,
F24A/1CP, F24/4R,
EF25, F27, F27P, F27S,
F27AS, F27BS, EF28,
EF29, EF32, EF33,
EF28S, EF29S, EF32S,
EF33S, F34S, CC 226
F35
113A
110A
Either
Nylon (Orange)
or
Composite (Branded
1460)
48424
48427
7
7 (5.5 mm)
or
8 or 9
(7.5 mm)
2
2 (5.5 mm)
or 4B, 8 or 9
(7.5 mm)
PR 401A
401A
402A
e1809
48239
48253
48243
48255
Sherardised
L.H.
or GRN (Black) 48436 e2001 48247
109
98
Nylon (Blue) 48423 8 or 9
8 or 9 (7.5 mm)
or
10 or
11 (10.5 mm)
4B
4B (7.5 mm)
or
5 (10.5 mm)
PR 401A
401A
402A
e1809
48239
48253
48243
48255
Sherardised
L.H.
F40
113A
110A
GRN (Blue) 48027
10, 11 or
12
10, 11 or 12 10 or 12 10 or 12 e 1809 48255
Steel Sleepers (Hook-in
shoulders)
113A
110A
Either Nylon (Orange)
or
Composite (Branded
1460)
48424
48427
2 or 7
2 or 7 (5.5 mm)
or 4B, 8 or 9
(7.5 mm)
2 or 7
2 or
7 (5.5 mm) or
4B, 8 or 9
(7.5 mm)
PR 401A
401A
402A
e1809
48239
48253
48243
48255
109
98
Nylon (Blue) 48423 4B or 9
4B (7.5 mm) or
10 (10.5 mm)
4B or 9
4B (7.5 mm) or
10 (10.5 mm)
Sherardised
L.H.
Steel Sleepers
(Pressed-out
Shoulders)
113A
110A
109
98
Composite (Branded
1575)
48420 2 or 7
2 or
7 (5.5 mm)
or 4B, 8 or
9 (7.5 mm)
2 or 7
2 or
7 (5.5 mm)
or 4B, 8 or
9 (7.5 mm)
Steel Sleepers
(Crimped Ends)
113A
110A
Either Nylon (Orange)
or
Composite (Branded
1460)
48424
48427
2 2 2 2 e 1809 48255
109
98
Nylon (Blue) 48423 4B or 9 4B or 9 4B or 9 4B or 9
Concrete Bearers for
Vertical S&C
113A
110A
Composite (Branded
1460)
48427 5.5 mm railpads available see RE/PW/196
PR 401A
401A
402A
48239
48253
48243

Sherardised
L.H.
EG49 CEN60 Green (Type 5720) 48060 21 21 21 21 eP20129
48236
48308 Sheradised
Sheet 103 of 202
Network Rail
D.4.2: Rail Pads, Clips and Insulators - 2
Abbreviations used throughout:
GRN: Glass Reinforced Nylon INST: Installation with all new materials
EVA: Ethyl Vinyl Acetate MTCE: Maintenance or serviceable materials
RBC: Rubber Bonded Cork
NOTES
1. If the rail seat is worn, use type 1 instead of Nil; Type 3A instead of Type 1 (baseplates only); Type 4A instead of
Type 3A; Type 4C instead of type 2A; Type 5 instead of type 4A.
2. 98 lb. and 109 lb. FB rail must not be used in conjunction with concrete S&C bearers. F40 concrete sleepers not
suitable for 98 lb. FB rail.
3. Pimpled or Dimpled pads must NOT be used in tunnels or level crossings.
4. e series clips must NOT be used in cast iron baseplates.
5. Pads 3A and 4C are for baseplates up to 205 mm wide.
6. For details of pad types see sheet D 4.3.
7. NR60 S&C: Schwihag slide and check rail baseplates use 5.5mm EVA rail pads. Between cast crossing and
baseplates use 10.5mm RBC rail pad. Elsewhere use 10.5mm Studded Rubber.
Baseplate Type
Rail
Section
Insulators Rail Seat Pad Type Clips
Notes
Type
Cat. No.
57/-
Above 90 m.p.h.
90 m.p.h. and
below
Type
Cat. No.
57/-
INST. MTCE. INST. MTCE.
PAN 1, PAN 3
113A / 110A - - 3A 3A 3A 3A
PR 427A (RH)
PR304 (LH)
48245
48233
Sherardised
109 / 98 - - 4C 4C 4C 4C
PAN 2, PAN 4,
PAN 4A, PAN 5
113A / 110A - - Nil Nil Nil Nil
109/98 - - 1 1 1 1
PAN 7, PAN 8,
PAN 10, HO PAN
113A / 110A - - Nil Nil Nil Nil
PR 401A
401A
402A (LH)
48239
48253
48243
109/98 - - 1 1 1 1
PAN 6, PAN 9,
PAN 9J, PAN 11,
PAN 12, ASP, V4N
113A / 110A - - 3A 3A or 4C 3A 3A or 4C
109/98 - - 4C 4C or 5 4C 4C or 5
V, L PAN 6,
PAN M6, PAN L6,
LGN, LR6
113A / 110A - - 3A 3A 3A 3A
CV 113A / 110A - - 3B 3B 3B 3B
RCV, Switch Heel
Baseplates &
Crossing
Baseplates
113A / 110A - - 3C 3C 3C 3C
Cut pads required
from strip
MV 113A / 110A
GRN (Blue)
GRN (Black)
48027
48436
3A 3A 3A 3A
Type of insulator used
is dependent upon
the side Gall of the
rail.
Blue - Gall Severe
Black - Gall Slight
ASP 113A / 110A - -
13,14 or
15
13,14 or
15
13,14 or
15
13,14 or
15
3rd Rail Insulators
types 140, 120,
100
150 - - 18 18 18 18 - -
Slab Track using
10 mm thick strip
pad
113A / 110A - - 16 or 17 16 or 17 16 or 17 16 or 17
PR 401A
401A
402A
e 1809
48239
48253
48243
48255
Sherardised
L.H.
VB 113A / 110A - - 2 x 3A 2 x 3A 2 x 3A 2 x 3A
PR 401A
401A
402A
48239
48253
48243
Sherardised
L.H.
VC 113A / 110A - -
1 x 3A
1 x 3B
1 x 3A
1 x 3B
1 x 3A
1 x 3B
1 x 3A
1 x 3B
VD 113A / 110A - - 2 x 3B 2 x 3B 2 x 3B 2 x 3B
NR60 S&C CEN60E2 - -
22
(note 7)
22
(note 7)
22
(note 7)
22
(note 7)
eplus: ep20129
& ep20130
48236
48252 L.H.
Sheet 104 of 202
Network Rail
D.4.3: Rail Pads, Clips and Insulators - 3
Rail Seat Pad Types
Insulators
Pandrol Clips
Code Rail Seat Pad Type Cat no. 57/- Code Rail Seat Pad Type Cat no. 57/-
1 2.5 mm Lipped EVA (220 X 140) 48476 10 10.5 mm H RBC 48029
2 5.5 mm H EVA 48521 11 10.5 mm H Rubber 48268
3A 5.5 mm Lipped EVA (260 x 140) 48093 12 10.5 mm H Rubber (Pandrol) 48028
3B 5.5 mm Lipped EVA (260 x 250) 48178 13 1.5 mm RBC 48017
3C 5.5 mm Lipped EVA (260 wide strip) 48449 14 1.5 mm RBC (Height adjustment) 48730
4A 7.5 mm Lipped EVA 48095 15 1.5 mm RBC (Height adjustment) 48731
4B 7.5 mm H EVA 48065 16
10.5 mm RBC (150 x 2000)
4C 7.5 mm Lipped EVA (220 x 140) 48089 17
10.5 mm Rubber (150 x 2000)
5 10.5 mm Lipped EVA 48096 18
FC16 9.3/8 x 5.7/8 x 3/16
(pad under conductor rail insulator)
49152
6 5.5 mm + Rubber (for SHC) 48092 19
5.5 mm + EVA (for SHC)
48493
6A 7.5 mm + Rubber (for SHC) 48492 20 7.5 mm + EVA (for SHC) 48499
7 5.5 mm H Rubber 48091 21 10.5mm H Rubber (Pandrol 5197) 48088
8 7.5 mm H Rubber bonded cork 48267 22 10.5mm H Rubber (Pandrol 9328) 48293
9 7.5 mm H Rubber 48269
Glass Reinforced Nylon
(GRN)
Composite
Location of Number
Nylon
Gauge Post
e-plus Series PR Series e Series
Sheet 105 of 202
Network Rail
D.5.1: Standard Timber Lengths
NOTES
1. * 2450 length may also be cut from 2600 if required.
AVAILABLE TIMBER LENGTHS FOR SWITCH AND CROSSING WORK
LENGTH (mm) Catalogue No. 57/- LENGTH (mm) Catalogue No. 57/-
2450* 091000 5450 091020
2600 091001 5600 091021
2750 091002 5750 091022
2900 091003 5900 091023
3050 091004 6050 091024
3200 091005 6200 091025
3350 091006 6350 091026
3500 091007 6650 091027
3650 091008 6950 091028
3800 091009 7250 091029
3950 091010 7550 091030
4100 091011 7850 091031
4250 091012 8150 091032
4400 091013 8450 091033
4550 091014 8750 091034
4700 091015 9050 091035
4850 091016 9350 091036
5000 091017 9650 091037
5150 091018 9950 091038
5300 091019 10 250 091039
Sheet 106 of 202
Network Rail
D.5.3: Extended Bearer Lengths for Point Motors
Switches
Switch Diamonds
Follow-on Switches
NOTES
1. The diagrams show typical bearer extensions for point motors. The Network Rail Signal Engineer may require
particular alterations.
2. Switches fitted with Clamp Lock mechanisms will not normally require extended bearers.
3. (a) These bearers may be extended in the opposite direction by agreement.
(b) For second and subsequent drive positions where the rod run is positioned on the bearer ends.
(c) Extended additionally for the detector.
(d) The minimum opening between running edges is to be:
For EP motor worked switches: 1067mm
For Clamp Lock operated switches: 385mm
(e) The standard length of concrete bearer for point motors is 3600mm.
4. Sheet re-numbered in June 2008 (was D.6.3) - data unchanged.
3
3
5
0
3
3
5
0
3
0
5
0
See notes:
3a
3e
3a
3e
3a
3b
3
3
5
0
3
8
0
0
3
8
0
0
3
3
5
0
See notes: 3c 3e 3e 3c
See note: 3d
Sheet 107 of 202
Network Rail
D.6.1: Insulated Rail Joints
Insulated Rail Joints
Nylon insulated lift and junction fishplate
Part number. Rail section. Type and description
0057/053965 CEN56E1 /
CEN56E1
S
H
O
P

P
R
E
P
A
R
E
D

O
N
L
Y
4-hole Mk. 3 kits, complete with locking pins and
end post
0057/053421 CEN56E1 /
CEN56E1
4-hole Mk. 3 semi-encapsulated fishplates
complete with 1
1
/
8
bolts, nuts, washers and end
post
0057/053391 CEN56E1 /
CEN56E1
6-hole semi-encapsulated fishplates complete with
locking pins and end post
0057/053390 CEN56E1 /
CEN56E1
6-hole Mk. 3 semi-encapsulated fishplates
complete with 1
1
/
8
bolts, nuts, washers and end
post
0057/053867 98lb / 98 lb
Insulated fishplate kits complete with 1
1
/
8
bolts,
nuts, washers and end post
0057/053830 95lb / 95lb
1
/
8
bolts,
0057/053860 95lb / 95lb
1
/
8
bolts,
nuts, washers and end post. (Skirted type)
0057/053871 109/110A/CEN56E1 to
109/110A/CEN56E1
1
/
8
bolts,
0057/053982 CEN56E1 /CEN56E1 Double block joint insulated fishplate complete
with 1
1
/
8
bolts, nuts, washers and end post
0057/053630 CEN56E1 /CEN56E1 6-hole Mk 2HT Benkler, complete set
0057/053730 CEN56E1 /CEN56E1 4-hole Mk 1 Benkler, complete set
0057/053839 CEN56E1 /CEN56E1 4-hole Coronet kit including joint assembly kit and
pair of fishplates
0057/053840 CEN56E1 /CEN56E1 6-hole Coronet kit including joint assembly kit and
pair of fishplates
0057/060019 CEN60/CEN60 4-hole Coronet kit including joint assembly kit and
pair of fishplates
0057/060020 CEN60/CEN60 6-hole Coronet kit including joint assembly kit and
pair of fishplates
Network Rail Cat. No. Rail sections
From To
057/053913 New 95lb BH CEN56E1 worn
1
/
8
Complete Set
057/053893 New CEN56E1 FB CEN56E1 worn
1
/
16
Complete Set
057/053895 New CEN56E1 CEN56E1 worn
1
/
8
Complete Set
057/053943 New 95lb BH 95lb BH worn
1
/
16
Complete Set
057/053944 New 95lb BH 95lb BH worn
1
/
8
Complete Set
057/053760 New CEN56E1 FB New 95lb BH Complete Set
057/053761 New CEN56E1 FB 95lb BH worn
1
/
16
Complete Set
057/053762 New CEN56E1 FB 95lb BH worn
1
/
8
Complete Set
057/053912 New 95lb BH CEN56E1 worn
1
/
16
Complete Set
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2
:

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s
Key to dimensions shown in the figure.
a Signal to replacement IBJ: 5 metres in new or altered track layout; 0 - 20 m in existing track layouts.
b IBJ to facing point of toes: 20 metres minimum wherever possible.
c Clearance for vehicle overhang: To be 4.88 metres minimum from fouling point to IBJ.
d Distance between the inner joints of staggered pairs: To be 13 metres minimum, if both pairs are staggered by 1.8m or less, if either
pair is staggered by more than 1.8 metres, d must be not less than 18.3m.
e Distance between staggered pair and joint at end of track circuit. To be 18.3 metres minimum.
f Fouling point: 1.97 metres between running edges.
l Minimum effective length of track circuit: To be 18.3 metres minimum.
s Stagger - must not exceed the following dimensions:
2.6 metres in non-electrified areas.
2.6 metres in electrified areas if the traction current return rails overlap.
2.1 metres in electrified areas if the insulated rails overlap.
1.7 metres on the Isle of Wight and Waterloo & City lines.
T
T
T
a b
s
T
T
e
f
T
c
T
s
T
T
T
T
l
s e
T
T
c
T
T
c
T
l
T
T
l
e
s d s
f
T
T
c
e
Key.
Insulated joint (IRJ or IBJ).
Insulated joint (IRJ or IBJ) at
a track circuit boundary.
f
l
T
Sheet 109 of 202
Network Rail
D.7.1: Trap Points and Vehicle Retardation
Unless other arrangements are in place which fulfil the same purpose, trap points are required to protect passenger
lines from unauthorised train movements from:
Freight-only lines and sidings;
Crossing loops on single lines where the overlap beyond the protecting signal is substandard or where the line
is worked by a non-token method;
Passenger loops, bay and loop platform lines;
Converging freight-only lines where the consequence of an overrun might foul a passenger line.
Any trap point provided for the protection of a passenger line shall be of the double switch type and shall have the
appropriate switch rail extended to form a throw-off, which will enable the vehicle running through the points to be
deflected away from the passenger line being protected. In situations where the trap is close to the fouling point of
the main line, the turnout rails should be further extended to enable the derailed vehicle to be guided away from the
running line. In some situations a full lead may be required.
The secondary risk of consequence to the derailed vehicles themselves shall be considered in the siting and design
of trap points. Derailed vehicles should remain upright wherever possible and be deflected away from hazards and
obstructions such as overhead line structures, adjacent highways, signals and buildings.
Trap points in sidings may be formed using AV switches, provided that they are not installed in CWR.
In running lines, strengthened traps shall be formed of BV or BVS switches, except where the PSR on the
approach is greater than 40mph; in which case CV or CVS switches shall be used
NR60C leads may be used as trap points, but their use should be confined to locations where it is not possible
to install Vertical traps.
In particular locations; at the approach to swing or moveable bridges, or at stations where vehicles are left
unattended at gradients steeper than 1 in 500, it may be necessary to consider the provision of some means of
progressively slowing vehicles to a stand.
The design chosen will depend on a risk assessment and the ability of the design to stop the type of traffic using the
route. the installation and outcome of a TPWS intervention should be taken into account at the design stage and
considered in the risk assessment.
These retardation arrangements include Friction Buffer Stops, Retarder Trap Points (see sheet D.7.2), spring or
mechanical retarders and (where appropriate) Sand Drags (see sheet D.7.3).
The effectiveness of friction buffer stops can be accurately modelled and designed to suit the traffic and location.
The effectiveness of sand drags depends on the type of material used, its depth and compaction, whether it is wet or
dry, and the type, weight and speed of the vehicles involved. Sand drags are best suited to retard trains running at
low speed; typically the exits from bay platforms, loops, approaching buffer stops in terminal or bay platforms, and
protecting running lines from shunt movements.
Loose, uncompacted blanketing sand (to Network Rail Specification NR/SP/TRK/033) to a depth of 450mm above
rail level is recommended for new sand drags.
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.
7
.
2
:

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d

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e
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s
Key to dimensions.
a. 20935mm Toe to the start of the check rails.
b. 25455mm Toe to the start of the straight.
c. 20775mm Toe to the start of gauge widening, gauge = 1432mm.
d. 26455mm Toe to the end of the trap gauge widening, gauge = 1455mm.
e. 45785mm Length, from d, over which the trap gauge is 1455mm.
NOTES
1. Interlaced retarder trap points shall not be used where London Underground Limited (LUL) stock operates.
2. After any vehicle has passed into the retarder, rolling stock examiners shall inspect the vehicle prior to its return to traffic.
3. A right hand interlaced retarder trap point is shown, all dimensions apply equally to a left hand type. Left hand or right hand retarder trap points are to be
ordered as required.
4. Except for radii which are given in metres, dimensions are in millimetres.
5. Refer to Standard Drawing RE/PW/ 748 for full details of the design.
6. Each running rail and check rail joint within the retarder portion shall be fitted with F4 fishplates in the flangeway.
7. Both ends of each check rail to be provided with a Type 1 flare entry, see Sheet E.8.1.
8. The accuracy of the 1455mm trap gauge is important for correct retardation.
246m
246m
Straight
246m
a b
c d
Toe.
CV RH switches.
e
Sheet 111 of 202
Network Rail
D.7.3: Sand Drags - 1
Suggested form of Sand Drags
NOTES
1. All dimensions in mm
2. Lengths of sand drags shown are considered to be a minimum - site conditions may require extra provision (due
to gradients)
Types:
NOTES
1. * = one red lamp only should be exhibited, except when a red lamp would be misinterpreted by drivers
approaching on an adjacent running line, in which case a lamp painted white and showing a white light should
be substituted.
2. See further notes on next page.
A) Facing trap points at exit from Bay and Loop Platform
Lines and from Crossing Loops on Single Passenger Lines 12 200 mm
B) Facing trap points at exits from Passenger Loops and
in Passenger Lines approaching Swing or other Moveable bridges 24 400 mm
C) Buffer stop ends of Terminal and Bay Platform Lines 6 100 mm
450
150
6100 6100
Rail level Covering
End of sand drag
*
1370
Commencement of sand drag
450
18300 6100
Position of red or white 'stop' lamp
Rail level
150
1370
*
End of sand drag
Covering
3050 3050
Rail level
450
Covering
150
Level
Level
Level
TYPE A
TYPE B
TYPE C
*
1370
End of sand drag
Sheet 112 of 202
Network Rail
D.7.4: Sand Drags - 2
NOTES
1. Material for filling should be Blanketing Sand to Network Rail Company Standard NR/SP/TRK/033.
2. In terminal stations the 300 x 75 mm boarding to be omitted and the filling materials to be extended to the
platform walls and across the space between the tracks.
3. The red stopping lamp should be sited in the centre of the track, 1370 mm from the commencement of the sand
drag and the supporting post should be of timber.
64
1
5
0
4
5
0
Height at end of the sand drag.
Height at commencment
of the sand drag.
150 x 150 x 12 angle cleats.
20 dia. bolt.
300 x 75 boarding.
Fill.
Sleeper.
150 x 75 boarding across the tracks at the ends
of the sand drag, secured to the sleepers by
150 x 150 x 12 angle cleats if required.
Rail level.
20 dia. bolt.
20 dia. coach
screws.
SECTION D - D.
CROSS SECTION.
D
D
SLEEPERS
COACH
SCREWS
100 X 65
TIMBER
40 X 40
TIMBER 12 DIA BOLT
254 LONG,
TIGHT ENOUGH
TO HOLD POST
RIGID
RED (OR WHITE)
LAMP (See note 3)
R.L.
POST FOR LAMP
1

2
2
0
300 x 75 boarding
150 x 150 x 12 angle cleats at alternate
sleepers except at joints in the 300 x 75 boards
which are to be spaced midway between
sleepers each having cleats
Sheet 113 of 202
Network Rail
D.8.1: Level Crossing Surface Systems - 1
Definition of a level crossing surface system:
An installation, including the associated support system, providing a continuation of the road surface to enable
road vehicles to cross the railway on the level. The term does not include cattle-cum-trespass guards,
signalling devices, signs, barriers and the track system.
Table 1:
Application of Proprietary Systems by Crossing Type:
NOTES
1. Must not be used on routes equipped with Vaughan Harmon Track Circuits
2. Available for flat bottom rail sections only
3. Not recommended at Accommodation/Farm crossings on track circuited lines
4. STRAIL will be superseded by STRAIL 2005
5. Only permitted where timber sleepered track exists in track categories 4 - 6
6. In accordance with NR/L2/RVE/0007 Specification for on and off tracking of Road-Rail Vehicles (RRV)
7. Not in running lines
Manufacturer Crossing Type
System
Public
Vehicular
Walkway Accommodation
or Farm
RRV
Access
Polysafe: 2 Frameless Polymer -

- -
1,2,3 Concrete Steel Framed
-

-
1,2 Polymer Steel Framed
- - -
HoldFast: Public Vehicular

- - -
Emergency/Track Access - - -

Pedestrian -

- -
Farm - -

-
STRAIL: Inno STRAIL - -

-
TAP STRAIL - - -

2 Pede STRAIL -

- -
4 STRAIL/STRAIL 2005

- - -
Others: Timber -
5 5 6
Ballast/Aggregate -
7
- -
Slab with embedded rails

- - -
Sheet 114 of 202
Network Rail
D.8.2: Level Crossing Surface Systems - 2
Table 2:
Surface System Type to be Installed as a New or Replacement Public Vehicular Crossing
Surface system types for public vehicular crossings:
Type A Modular bridging system
Type B Modular bridging system with reinforced filling
Type C Full depth modular system with multiple 4ft panel
Type D Full depth interlocking modular system with single 4ft panel
Type E Concrete slab with embedded rails
NOTES
1. Not where track radius is <400 m
Definition of Operating Condition:
Normal Operating Conditions are defined in NR/SP/TRK/040 Level Crossing Surface Systems.
Exceptional Operating Conditions exist where any one or more of the normal parameters are exceeded.
Proprietary surface systems with Network Rail Product Acceptance, by system type, for use as a public vehicular
level crossing:
Type A Polysafe steel framed concrete
Type B Polysafe steel framed polymer
Type C HoldFast Public Vehicular System
Type D STRAIL Premium
Type E Harmelen style crossing (currently under development for UK application)
Road speed Up to 30 mph Up to 40 mph Up to 50 mph Above 50 mph
Operating condition Normal A, B, C, D A, B, C, D B, C, D D,
Exceptional B1, C, D, E B1, C, D, E C, D, E D, E
Sheet 115 of 202
Network Rail
E.1.1: CEN56E1 Vertical S&C Switches - Full Depth - Rail and Timber Lengths
NOTES
1. The numbers shown for timbers required are as detailed on the relevant RE/PW drawing (600, 601 and 603).
Timber lengths will require alteration to provide for:
a) conductor rail fixings.
b) point motors, cranks, etc.
3. For the details of switch geometry, see sheet A.1.1.
4. * Backdrives on the HV switch are hydraulic type, adjacent to stretcher bar Nos. 4, 6, 8 & 9 (see RE/PW/603).
Switch type
Stock rail
length
Switch rail
length
Stock rail
fronts
Stretcher
bars
(Drives)
Lengths of timbers required
2600 2750 2900 3050
AV 11 300 8890 3070 2 (1) 11 4 3 -
AVT 9820 6750 3070 2 (1) 11 4 3 -
BV 12 720 10 310 3070 2 (1) 12 5 3 -
CV 16 270 13 860 3070 3 (2) 14 4 4 3
DV 16 270 13 860 3070 4 (2) 16 7 3 -
EV 19 135 17 485 3070 4 (2) 19 8 5 -
FV 19 135 17 485 3070 5 (3) 22 8 8 -
SGV 19 135 17 485 3070 6 (3) 23 14 6 -
GV 23 395 22 455 3070 6 (3) 26 17 5 -
HV 29 360 27 710 3070 9 (5*) 37 21 9 -
Sheet 116 of 202
Network Rail
E.2.1: CEN56E1 / CEN54E1A1 Vertical S&C Switches - Shallow Depth - Rail
and Timber Lengths
NOTES
1. The numbers shown for timbers required are as detailed on the relevant RE/PW drawing (801 - 805 incl).
Timber lengths will require alteration to provide for:
a) conductor rail fixings.
b) point motors, cranks, etc.
3. For the details of switch geometry, see sheet A.1.1.
4. * Backdrives on the HVS switch are hydraulic type, adjacent to stretcher bar Nos. 3, 5 & 7 (see RE/PW/805).
5. CEN54E1A1 switch rail is identical to the former UIC54B.
Switch
Stock rail
length
Switch rail
length
Stock rail
fronts
Stretcher
bars
(Drives)
Lengths of timbers required
2600 2750 2900 3050
BVS 14 750 11 680 3070 2 (1) 10 5 4 2
CVS 16 930 13 860 3070 2 (2) 14 4 4 4
DVS 16 930 13 860 3070 2 (2) 16 7 3 -
EVS 20 555 17 485 3070 3 (2) 19 8 4 -
FVS 23 395 20 325 3070 3 (2) 22 8 5 -
SGVS 26 945 23 875 3070 5 (3) 23 14 6 -
GVS 30 495 27 425 3070 5 (3) 26 17 5 -
HVS 41 430 38 360 3070 7 (4*) 37 21 4 -
Sheet 117 of 202
Network Rail
E.3.1: CEN56E1 Vertical S&C - Common Crossings - Rail Lengths for
Turnouts & Crossovers
NOTES
1. Gauge is 1432mm. All dimensions are in millimetres.
2. Cast manganese crossings shown are for single turnouts and crossover conditions. Further crossings are
detailed on sheets E.6.3 to E.6.12.
3. For details of timber spacings and baseplates, see sheets E.4.1; E.4.2; E.6.1. to E.6.12.
4. Cast crossings marked * are produced by M.I. Outreau.
5. Overall wing rail lengths do not apply to cast centre block crossings.
6. For short wing rail built-up crossings, deduct 720mm from the lengths quoted.
7. For details of check rail lengths see sheet E.8.1.
8. Not all of the crossings included in the table are available as cast nose or centre block types.
RE/PW drg.no.
C
r
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e

1

i
n

N
N
o
s
e

t
o

I
.
P
.
Built up/Part-Welded/Cast Centre Block/ Cast
Nose Crossings
Cast manganese crossings
B
u
i
l
t

u
p
P
a
r
t

W
e
l
d
e
d
C
a
s
t

c
e
n
t
r
e
Wing rail fronts Vee rails
Wing rails
[see note 6]
Wing fronts Vee legs Overall lengths
a
(LH)
c
(RH)
d
(LH)
b
(RH)
LH RH
a
(LH)
c
(RH)
d
(LH)
b
(RH)
e f
606
668
4 64 3070 4030 5720
607
4.5 72 3070 4030 5720
5 80 3070 4030 5720
5.5 88 3070 4030 5720
6 96 3070 4740 5720
608
6.5 104 3070 4740 5720
7 112 3070 5450 5720
669
7.5 120 3070 5330 5720
8 128 3070 5590 5720 2358 2747 5105
9.25 148 3070 4110 5720 2358 3397 5755
609
10 160 3070 4495 5720 2360 3095 5455
10.75 172 3070 4880 5720 2357 3458 5815
610
670
13 208 3070 6035 5720 2358 3952 6310
15 240 3780 4830 6430 3070 4120 7190
16 256 3780 5435 6430 3066 3989 4054 7120 7055
18.5 296 4490 6080 7140 2391 2326 4624 4689 7080 6950
611 21 336 5200 6655 7850 2391 2326 4609 4674 7065 6935
673
24 384 5885 8790 9245 3104 3039 4031 7135 7070
24* 384 - - - 3104 3039 5341 5406 8510 8380
28 448 6445 8870 10 275 3683 3618 3832 7515 7450
684 684 32.365 518 7185 10 305 10 965

IP Nose
a
c
d
b
e = a + b f = c + d
127mm
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1
8

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
4
.
1
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

C
o
m
m
o
n

C
r
o
s
s
i
n
g
s

-

B
a
s
e
p
l
a
t
e
s

&

T
i
m
b
e
r

S
p
a
c
i
n
g
s

f
o
r

B
u
i
l
t
-
U
p

&

P
a
r
t

W
e
l
d
e
d

C
r
o
s
s
i
n
g
s

-

1
.
NOTES
2. Nose baseplates are indicated by shaded boxes with thickened sides in the table, thus:
3. Joints for cast manganese crossings shown by a double line.
4. Joints for built up / part welded crossings indicated by a thickened horizontal line.
5. Dimension nose to centreline of the AV baseplate is 127mm in all cases.
6. For details of timber spacings and baseplates for cast crossings, see sheets E.6.1. to E.6.12.
7. Built up crossings are not available beyond 1 in 21.
8. The baseplates quoted in the table are for straight/straight crossings.
9. For details of 1 in 13 to 1 in 32.365 see sheet E.4.2.
Crossing 1 in 4 1 in 4.5 1 in 5 1 in 5.5 1 in 6 1 in 6.5 1 in 7 1 in 7.5 1 in 8 1 in 9.25 1 in 10 1 in 10.75
Timber
4F V - V V - V V - V V - V V - V V - V V - V V - V V - V V - V V - V V - V
710 710 710 710 710 710 710 710 710 710 710 710
3F V - V V - V V - V V - V V - V V - V V - V V - V V - V VB342 VB324 VB312
710 710 710 710 710 710 710 710 710 710 710 710
2F V - V V - V V - V VB360 VB342 VB324 VB312 VB300 VB288 VB264 VB252 VB246
710 710 710 710 710 710 710 710 710 710 710 710
1F 4XV 4XV VB240 VB234 VA222 VA216 VA210 VA204 VA198 VA192 VA192 VA192
710 710 710 710 710 710 710 710 710 710 710 710
NOSE 4AV 4AV 5AV 5AV 6AV 6AV 7AV 7AV 8AV 9AV 10AV 10AV
710 710 710 710 710 710 710 710 710 710 710 710
1H 4BV 4BV VA408 VA390 VA378 VA366 VA360 VA354 VA342 VA330 VA324 VA318
710 710 710 710 710 710 710 710 710 710 710 710
2H CV CV 4CV VD552 VD522 VD498 VD480 VD462 VA444 VA432 VA408 VA396 VA384
710 710 710 710 710 710 710 586 846 749 660 750
3H CV CV CV CV CV CV CV CV CV CV VD588 VD564 VD528 VD540 VD492 VD462 VA456
710 710 710 710 710 710 710 710 710 748 561 766
4H V - V V - V V - V V - V V - V V - V V - V V - V V - V VB348 VB294 VB300
710 710 710 710 710 710 710 710 710 710 660 750
5H V - V V - V V - V V - V V - V V - V V - V V - V V - V V - V VB360 V - V
710 710 710 710 710 710 710 710 710 710 710
6H V - V V - V V - V V - V V - V V - V V - V V - V V - V V - V
710 710 710
7H V - V V - V V - V
(N)AV
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
1
9

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
4
.
2
:

C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

C
o
m
m
o
n

C
r
o
s
s
i
n
g
s

-

B
a
s
e
p
l
a
t
e
s

&

T
i
m
b
e
r

S
p
a
c
i
n
g
s

f
o
r

B
u
i
l
t
-
U
p

&

P
a
r
t
-
W
e
l
d
e
d

C
r
o
s
s
i
n
g
s

-

2

Crossin
g
1 in 13 1 in 15 1 in 16 1 in 18.5 1 in 21 1 in 24
(Note 7)
1 in 28
(Note 7)
1 in 32.365
(Note 7)
Timber
12F
V - V V - V
690 705
11F
V - V VB360
690 705
10F
VB366 VB336
690 705
9F
V - V VB342 VB312
700 690 695
8F
V - V VB360 VB318 VB294
710 700 690 695
7F
V - V VB354 VB330 VB294 VB270
710 710 700 710 695
6F
V - V V - V VB348 VB324 VB300 VB270 VB252
710 710 710 710 704 710 695
5F
V - V VB354 VB342 VB312 VB288 VB270 VB246 VA228
710 710 710 710 710 715 685 695
4F
VB336 VB306 VB294 VB270 VB252 VB240 VA222 VA204
710 710 710 710 710 710 685 695
3F
VB282 VB258 VB252 VB234 VA222 VA210 VA198 VA186
710 710 710 710 710 710 685 695
2F
VA222 VA210 VA204 VA198 VA192 VA186 VA198 VA204
710 710 710 710 710 710 685 695
1F
710 710 710 710 710 710 685 695
NOSE
13AV 15AV 16AV 18AV 21AV 24AV 28AV 32AV
710 710 710 710 710 710 670 695
1H
710 710 710 710 710 710 670 695
2H
660 801 710 710 710 710 670 695
3H
710 710 710 625 660 710 670 695
4H
VB240 VA222 VA204 VA174 VA156 VA336 VA342 VA330
681 710 700 710 660 710 670 695
5H
VB294 VB270 VB246 VA210 VA186 VA174 VA366 VA348
710 710 711 710 710 710 710 695
6H
VB348 VB318 VB294 VB252 VA222 VA204 VA168 VA150
660 710 700 711 710 710 723 695
7H
V - V VB366 VB336 VB288 VB258 VA228 VA192 VA174
710 801 710 710 591 640 720 698
8H
V - V V - V V - V VB324 VB282 VA258 VA222 VA192
710 710 710 710 636 720 710
9H
VB366 VB318 VB282 VB246 VA216
625 710 640 720 710
10H
V - V VB354 VB312 VB270 VB240
710 660 710 720 710
11H
V - V VB342 VB294 VB258
710 720 710
12H
VB372 VB324 VB282
710 720 710
13H
V - V VB348 VB318
723 710
14H
VB372 VB336
710 710
15H
V - V VB360
710
16H
VB384
710
17H
V - V
Sheet 120 of 202
Network Rail
E.4.3: Cast Centre Block Crossings - Baseplate Designations & Spacings - 1
CEN56E1 Vertical S&C - Common Crossings - Edgar Allen Type
1117.1 R.E. 1015.6 R.E. 906.0 R.E. 817.9 R.E. 745.7 R.E. 803.2 R.E. 743.0 R.E.
823.1 R.E. 745.7 R.E. 662.1 R.E. 595.0 R.E. 540.0 R.E. 494.0 R.E. 455.0 R.E.
Angle 1 in 3.625 1 in 4 1 in 4.5 1 in 5 1 in 5.5 1 in 6 1 in 6.5 Angle
18H 18H
17H 17H
16H 16H
15H 15H
14H 14H
13H 13H
12H 12H
11H 11H
10H 10H
9H 9H
8H 8H
7H
Jt Jt
7H
6H
Jt Jt Jt Jt Jt
V - V V - V 6H
710 710
5H V - V V - V V - V V - V V - V V - V V - V 5H
710 710 710 710 710 710 710
4H V - V V - V V - V V - V V - V V - V V - V 4H
710 710 710 710 710 710 710
3H CV - CV CV - CV CV - CV CV - CV CV - CV CV - CV VD 588 3H
710 710 710 710 710 710 710
2H CV - CV CV - CV VD 588 VA 552 VA 522 VD 498 VA 480 2H
710 710 710 710 710 710 710
1H 3.625BV 4 BV 4.5 BV VA 408 VA 390 VA 378 VA 372 1H
710 710 710 710 710 710 710
NOSE N VA 432 N VA180 N VA 180 N VA 180 N VA 180 N VA 180 N VA 180 NOSE
710 710 710 710 710 710 710
1F 3.625XV 4 XV 4.5 XV VA240 VA 234 VA 222 VA 216 1F
710 710 710 710 710 710 710
2F V - V V - V V - V V - V VB 360 VB 342 VB 324 2F
710 710 710 710 710 710 710
3F V - V V - V V - V V - V V - V V - V V - V 3F
710 710 710 710 710 710 710
4F
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V 4F
5F 5F
6F 6F
7F 7F
8F 8F
9F 9F
10F 10F
11F 11F
12F 12F
Mass c/w
fittings
2245.9 2205.1 2151.8 2083.4 2283.2 2228.7 2228.2
Mass c/w
fittings
Mass w/o
fittings
1604.0 1592.9 1543.8 1471.0 1540.4 1592.2 1579.7
Mass w/o
fittings
Type Splay Splay Splay Splay Splay Splay Splay Type
Angle 1 in 3.625 1 in 4 1 in 4.5 1 in 5 1 in 5.5 1 in 6 1 in 6.5 Angle
1
1
5
9
4
0
3
0
3
0
7
0
9
2
4
1
1
2
6
4
0
3
0
3
0
7
0
9
2
7
1
1
5
9
4
0
3
0
3
0
7
0
9
2
4
1
8
7
5
4
0
3
0
3
0
7
0
9
2
7
1
8
2
4
4
0
3
0
3
0
7
0
9
4
4
1
8
2
7
4
7
4
0
3
0
7
0
9
2
7
1
8
2
7
4
7
4
0
3
0
7
0
9
2
7
NOTES
1. All crossing dimensions to Nose.
2. Flash butt welds shown:
3. All legs shown straight/straight.
4. All weights in kg.
5. Fronts and Vee legs supplied to customer
requirement.
Sheet 121 of 202
Network Rail
792.6 R.E. 725.1 R.E. 713.4 R.E. 459.7 R.E. 464.9 R.E. 469.4 R.E. 479.9 R.E.
421.5 R.E. 392.5 R.E. 367.0 R.E. 315.4 R.E. 290.6 R.E. 269.3 R.E. 220.0 R.E.
Angle 1 in 7 1 in 7.5 1 in 8 1 in 9.25 1 in 10 1 in 10.75 1 in 13 Angle
18H 18H
17H 17H
16H 16H
15H 15H
14H 14H
13H 13H
12H 12H
11H 11H
10H 10H
9H
Jt
9H
8H
Jt Jt Jt
V - V 8H
710
7H V - V V - V V - V
Jt Jt
V - V 7H
710 710 710 660
6H V - V V - V V - V
Jt
V - V V - V VB 348 6H
710 710 710 710 710 710
5H V - V V - V V - V V - V VB 360 V - V VB 294 5H
710 710 710 710 660 750 681
4H V - V V - V V - V VB 348 VB 294 VB 300 VB 240 4H
710 710 710 748 561 766 710
3H VD 564 VD 528 VA 540 VD 492 VA 462 VA 456 VA 408 3H
710 586 846 749 660 750 660
2H VA 462 VA 444 VA 432 VA 408 VA 396 VA 384 VA 360 2H
710 710 710 710 710 710 710
710 710 710 710 710 710 710
NOSE N VA 180 N VA180 N VA 180 N VA 180 N VA 180 N VA 180 N VA 180 NOSE
710 710 710 710 710 710 710
1F VA 210 VA 204 VA 198 VA 192 VA 180 VA 180 VA 180 1F
710 710 710 710 710 710 710
2F VB 312 VB 300 VB 288 VB 264 VA 252 VA 246 VA 222 2F
710 710 710 710 710 710 710
3F V - V V - V V - V VB 342 VB 324 VB 312 VB 282 3F
710 710 710 710 710 710 710
4F
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V
Jt
V - V
Jt
VB 336 4F
710
5F V -V 5F
6F 6F
7F 7F
8F 8F
9F 9F
10F 10F
11F 11F
12F 12F
Mass c/w
fittings
2254.7 2324.7 2312.9 1965.2 1935.8 2026.8 2435.2
Mass c/w
fittings
Mass w/o
fittings
1644.7 1623.2 1619.5 1385.5 1349.0 1462.2 1710.4
Mass w/o
fittings
Angle 1 in 7 1 in 7.5 1 in 8 1 in 9.25 1 in 10 1 in 10.75 1 in 13 Angle
1
8
2
7
5
4
5
0
3
0
7
0
9
2
7
1
8
2
7
5
3
3
0
3
0
7
0
9
2
7
1
9
6
1
5
5
9
0
3
0
7
0
9
2
7
1
9
7
2
1
8
5
2
4
1
1
0
3
0
7
0
8
6
7
9
8
7
2
2
3
0
4
4
9
5
3
0
7
0
9
3
7
1
9
7
2
1
8
5
2
4
8
8
0
3
0
7
0
8
6
7
9
8
7
2
6
2
7
6
0
3
5
3
0
7
0
9
6
7
NOTES
requirement.
Sheet 122 of 202
Network Rail
337.8 R.E. 355.5 R.E. 344.6 R.E. 332.8 R.E. 382.2 R.E. 332.8 R.E. 334.4 R.E.
235.9 R.E. 220.1 R.E. 226.6 R.E. 231.6 R.E. 229.2 R.E. 214.2 R.E. 206.0 R.E.
Angle 1 in 15 1 in 16 1 in 18.5 1 in 21 1 in 24 1 in 28 1 in 32.365 Angle
18H 18H
17H V - V 17H
710
16H VB 372 16H
710
15H V - V
Jt
VB 348 15H
710 710
14H VB 372 VB 324 14H
723 710
13H
Jt
V - V
Jt
VB 348 VB 306 13H
710 720 710
12H VB 372 VB 324 VB 282 12H
710 720 710
11H V - V VB 342 VB 294 VB 258 11H
660 710 720 710
10H V - V
Jt
VB 354 VB 312 VB 270 VB 240 10H
625 710 640 720 710
9H
Jt
VB 366 VB 318 VB 282 VB 246 VA 216 9H
710 710 636 720 710
8H V - V
Jt
V - V VB 324 VB 282 VA 258 VA 222 VA 192 8H
801 710 710 591 640 720 698
7H
Jt
VB 366 VB 336 VB 288 VB 258 VA 228
Jt
VA 216 VA 174 7H
710 700 711 710 710 723 695
6H VB 318 VB 294 VB 252 VA 222 VA 234 VA 234 VA 180 6H
710 711 710 710 710 710 695
5H VB 270 VB 246 VA 234 VA 210 VA 234 VA 270 VA 252 5H
710 700 710 660 710 670 695
710 710 625 660 710 670 695
801 710 710 710 710 670 695
710 710 710 710 710 670 695
710 710 710 710 710 685 695
NOSE N VA 180 N VA 270 N VA 270 N VA 270 N VA 306 N VA 270 N VA 270 NOSE
710 710 710 710 710 685 695
710 710 710 710 710 685 695
710 710 710 710 710 685 695
3F VB 258 VB 252 VB 234 VA 222 VA 210 VA 270 VA 270 3F
710 710 710 710 710 685 695
4F VB 306 VB 294 VB 270 VB 258 VA 240
Jt
VA 218 VA 204 4F
710 710 710 710 715 710 695
5F
Jt
VB 354
Jt
VB 342 VB 306 VB 288 VB 270 VB 240 VA 228 5F
710 710 710 710 704 710 695
6F V - V V - V
Jt
VB 342 VB 324 VB 300 VB 270 VB 252 6F
710 710 700 690 695
7F V - V
Jt
VB 360 VB 330 VB 294 VB 270 7F
710 700 690 695
8F V - V
Jt
VB 354 VB 318 VB 294 8F
700 690 695
9F V - V
Jt
VB 342 VB 312 9F
690 705
10F VB 366
Jt
VB 336 10F
690 705
11F V - V VB 360 11F
705
12F V - V 12F
Mass c/w
fittings
2203.6 3293.3 2430.7 2765.6 3188.7 3511.5 3462.4
Mass c/w
fittings
Mass w/o
fittings
1627.4 2263.2 1899.3 1948.2 2158.2 2531.8 2509.3
Mass w/o
fittings
Angle 1 in15 1 in 16 1 in 18.5 1 in 21 1 in 24 1 in 28 1 in 32.365 Angle
2
7
0
1
4
8
3
0
3
7
8
0
1
6
5
1
3
4
4
1
5
4
3
5
3
7
8
0
1
6
6
6
3
9
6
0
6
0
8
0
4
4
9
0
1
6
7
0
3
9
6
9
6
6
5
5
5
2
0
0
1
7
0
1
4
7
4
2
8
7
9
0
5
8
8
5
1
7
2
2
5
1
6
5
8
8
7
0
6
4
4
5
2
2
8
0
5
3
4
1
1
0
3
0
5
7
1
8
5
2
3
0
5
NOTES
requirement.
Sheet 123 of 202
Network Rail
CEN56E1 Vertical S&C - OBTUSE Crossings - Edgar Allen Type
742.1 R.E. 703.5 R.E. 668.7 R.E.
742.1 R.E. 703.5 R.E. 668.7 R.E.
Angle 1 in 4.5 1 in 4.75 1 in 5 Angle
7R 7R
6R 6R
Jt Jt Jt
5R V-CV V-CV V-CV 5R
710 710 710
4R CV-CV CV-CV CV-CV 4R
650 650 650
3R VD 546 VD 528 VD 510 3R
650 650 650
2R VA 420 VA 414 VA 402 2R
650 650 650
1R VA 252 VA 246 VA 246 1R
K 650 K 650 K 650
1L VA 252 VA 246 VA 246 1L
650 650 650
2L VA 420 VA 414 VA 402 2L
650 650 650
3L VD 546 VD 528 VD 510 3L
650 650 650
4L CV-CV CV-CV CV-CV 4L
650 650 650
5L V-CV V-CV V-CV 5L
710 710 710
6L 6L
Jt Jt Jt
7L 7L
Mass c/w
fittings
1830 1826 1817
Mass c/w
fittings
Mass w/o
fittings
1486 1486 1486
Mass w/o
fittings
Type Obtuse Obtuse Obtuse Type
Angle 1 in 4.5 1 in 4.75 1 in 5 Angle
3
3
6
0
2
8
4
5
1
4
6
0
1
4
6
0
2
8
4
5 3
3
6
0
3
3
6
0
2
8
4
5
1
4
6
0
1
4
6
0
2
8
4
5 3
3
6
0
3
3
6
0
2
8
4
5
1
4
6
0
1
4
6
0
2
8
4
5 3
3
6
0
NOTES
1. All crossing dimensions to Knuckle.
5. All check rails supplied with 2250 splay.
6. Point & Wing rail ends supplied to customer requirement.
7. Check extension rails supplied as required.
Sheet 124 of 202
Network Rail
CEN56E1 Vertical S&C - OBTUSE Crossings - Edgar Allen Type
767.2 R.E. 703.7 R.E. 649.9 R.E. 603.7 R.E. 563.7 R.E. 608.2 R.E.
767.2 R.E. 703.7 R.E. 649.9 R.E. 603.7 R.E. 563.7 R.E. 608.2 R.E.
Angle 1 in 5.5 1 in 6 1 in 6.5 1 in 7 1 in 7.5 1 in 8 Angle
Jt
7R V-CV 7R
Jt Jt Jt Jt Jt 650
6R V-CV V-CV V-CV V-CV V-CV CV-CV 6R
650 650 650 650 650 650
5R CV-CV CV-CV CV-CV CV-CV CV-CV VD 588 5R
650 650 650 650 650 650
4R CV-CV CV-CV VD 582 VD 552 VD 528 VD 510 4R
650 650 650 650 650 650
3R VD 540 VD 510 VD 480 VD 462 VA 444 VA 426 3R
650 650 650 650 650 650
2R VA 438 VA 420 VA 402 VA 390 VA 378 VA 366 2R
650 650 650 650 650 650
1R VA 294 VA 282 VA 276 VA 264 VA 264 VA 258 1R
K
650
K
650
K
650
K
650
K
650
K
650
KN VA 192 VA 192 VA 192 VA 192 VA 192 VA 192 KN
650 650 650 650 650 650
1L VA 294 VA 282 VA 276 VA 264 VA 264 VA258 1L
650 650 650 650 650 650
2L VA 438 VA 420 VA 402 VA 390 VA 378 VA 366 2L
650 650 650 650 650 650
3L VD 540 VD 510 VD 480 VD 462 VA 444 VA 426 3L
650 650 650 650 650 650
4L CV-CV CV-CV VD 582 VD 552 VD 528 VD 510 4L
650 650 650 650 650 650
5L CV-CV CV-CV CV-CV CV-CV CV-CV VD 588 5L
650 650 650 650 650 650
6L V-CV V-CV V-CV V-CV V-CV CV-CV 6L
Jt Jt Jt Jt Jt 650
7L V-CV 7L
Jt
Mass c/w
fittings
2246 2234 2373 2363 2360 2813
Mass c/w
fittings
Mass w/o
fittings
1854 1854 1854 1854 1864 2180
Mass w/o
fittings
Type Obtuse Obtuse Obtuse Obtuse Obtuse Obtuse Type
Angle 1 in 5.5 1 in 6 1 in 6.5 1 in 7 1 in 7.5 1 in 8 Angle
4
2
3
7
3
5
5
5
1
7
8
4
1
7
8
4
3
5
5
5 4
2
3
7
4
2
3
7
3
5
5
5
1
7
8
4
1
7
8
4
3
5
5
5 4
2
3
7
4
2
3
7
3
5
5
5
1
7
8
4
1
7
8
4
3
5
5
5 4
2
3
7
4
2
3
7
3
5
5
5
1
7
8
4
1
7
8
4
3
5
5
5 4
2
3
7
4
2
3
7
3
5
5
5
1
7
8
4
1
7
8
4
3
5
5
5 4
2
3
7
4
8
7
5
4
2
1
5
2
0
1
4
2
0
1
4
4
2
1
5 4
8
7
5
NOTES
1. All crossing dimensions to Knuckle.
5. All check rails supplied with 2250 splay.
6. Point & Wing rail ends supplied to customer requirement.
7. Check extension rails supplied as required.
Sheet 125 of 202
Network Rail
E.5.1: CEN56E1 Vertical S&C - Obtuse Crossings - 1 in 4.75 to 1 in 8
Table of Timber Spacings and Baseplates for Fabricated Crossings

NOTES
1. Fixed obtuse crossings shall not be used where
a) the line speed exceeds 90 mph on jointed track or 105 mph on fully welded track;
b) the crossing angle is flatter than 1 in 7.5, exceptionally 1 in 8;
c) the radius of either track is sharper than the limiting radii shown in sheet A.5.1;
d) a negative cant occurs on either track through the crossing.
In any of these cases, switch diamonds shall be specified.
2. Fabricated obtuse crossings shall not be used where the line speed exceeds 75mph.
4. Rail lengths:
Wing rails 5690 for all angles.
Check rails 5690 for all angles.
Point rails Length depends upon the adjacent common crossings, see table, below, which
gives point rail lengths measured from the nose.
Combined point/wing rails, indicated in the table as special are to be specifically detailed and manufactured.
1 in 4.75 1 in 5.5 1 in 6 1 in 6.5 1 in 7 1 in 7.5 1 in 8
5L
710 710 710 710 710 710 710
4L V - CV V - CV V - CV V - CV V - CV V - CV V - CV
710 710 710 710 710 710 710
3L V - CV V - CV VC480 VC456 VC438 VC420 VC408
700 680 670 650 640 630 620
2L D4BVL VC384 VC366 VC354 VC348 VC336 VC330
700 681 664 658 641 625 608
1L D4AV
D5
AV
D6AV D6AV D7AV D7.5AV D8AV
380 419 446 472 499 525 552
Knuckle - VA192 6 - 6NV 6 - 6NV 7 - 8NV 7 - 8NV 7-8NV
380 419 446 472 499 525 552
1R D4AV
D5
AV
D6AV D6AV D7AV D7AV D8AV
700 681 664 658 641 625 608
2R D4BVR VC384 VC366 VC354 VC348 VC336 VC330
700 680 670 650 640 630 620
3R V - CV V - CV VC480 VC456 VC438 VC420 VC408
710 710 710 710 710 710 710
4R V - CV V - CV V - CV V - CV V - CV V - CV V - CV
710 710 710 710 710 710 710
5L
Obtuse
crossing
Knuckle
to nose
mm
Common crossing
1 in 4 1 in 4.5 1 in 5 1 in 5.5 1 in 6 1 in 6.5 1 in 7 1 in 7.5 1 in 8 1 in 9.25 1 in 10 1 in 10.75
1 in 4.75 253 Special Special Special 4200 4500 4800 5000
1 in 5.5 292 Special Special 4300 4700 5100 5400 5700 6000 6200 6800 7200
1 in 6 319 Special 4200 4600 5000 5400 5800 6100 6400 6700 7300 3946 3946
1 in 6.5 345 4900 5300 5700 6100 6500 6800 7100 3920 3920 3920
1 in 7 372 5600 6000 6400 6800 7100 3893 3893 3893 3893
1 in 7.5 398 6300 6700 7100 3867 3867 3867 3867 3867
1 in 8 425 7100 7400 3840 3840 3840 3840 3840 3840
Non-standard with heel end undrilled, the rail to be cut and
drilled or welded on site.
No closure rail required.
Standard, with heel end drilled for a fishplated joint or left
undrilled for a welded joint.
Closure rail required.
T
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Angle Type Weight c/w fittings
1 in 8
Centres 710 710 710 710 710 846
splay 978 1490 VA390 VA318 VA258 VA312 VA312 VA420 VA348
pwl/r 1041 1575 VA390 VA438
1 in 9
1
/
4
Centres 710 710 710 710 710 748 748
splay 1067 1622 VA366 VA300 VA252 VA312 VA312 VA384 VA288 VA366
pwl/r 1193 1778 VA246 VA366 VA360 VA486
1 in 10
Centres 710 710 710 710 710 660 561
splay 1029 1577 VA342 VA282 VA252 VA312 VA312 VA378 VA264 VA324
pwl/r 1105 1668 VA342 VA282 VA252 VA312 VA312 VA360 VA336 VA432
1 in 10
Centres 745 745 745 710 685 600 713
splay 1029 1577 VJA348 VA282 VA252 VA312 VA312 VA378 VA258 VJA300
1 in 10
3
/
4
Centres 710 710 710 710 710 710 846
splay 1067 1609 VA324 VA282 VS252 VA312 VA312 VA366 VA258 VA330
pwl/r 1168 1739 VA246 VA330 VA324 VA444
splay 1067 1609
t/o curve cont.
1 in 13
Centres 710 710 710 710 710 660 710 661
splay 1245 1854 VA300 VA264 VA258 VA312 VA312 VA342 VA414 VA486 VA318
pwl/r 1311 1942 VA378 VA444 VA426
1 in 15
Centres 710 710 710 710 710 710 800 710 710
splay 1372 2026 VA324 VA282 VA258 VA258 VA312 VA312 VA324 VA396 VA456 VA288
pwl/r 1435 2100 VA366 VA426 VA414
279 Straight Opening 358 Straight Opening
128 IP-N
S
tra
ig
h
t Straight
S
tra
ig
h
t
- 13
2
3
5
8
N
2
7
4
7
N
1
8
4
5105 O/A
148 IP-N
S
tra
ig
h
t Straight
S
tra
ig
h
t
- 10
2
3
5
8
N
3
3
9
7
N
2
4
5
.8
5755 O/A
160 IP-N
S
tra
ig
h
t Straight
S
tra
ig
h
t
- 8
2
3
6
0
N
3
0
9
5
N
3
0
5
.2
5455 O/A
160 IP-N
S
tra
ig
h
t Straight
S
tra
ig
h
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2
3
6
0
N
3
0
9
5
N
5455O/A
S
traight
172 IP-N
S
tra
ig
h
t Straight
S
tra
ig
h
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- 7
2
3
5
7
N
3
4
5
8
N
3
3
1
.7
5815 O/A
208 IP-N
S
tra
ig
h
t Straight
S
tra
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h
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2
3
5
8
N
3
9
5
2
N
6310 O/A
S
traight
240 IP-N
S
tra
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h
t Straight
S
tra
ig
h
t
3
0
7
0
N
4
1
2
0
N
7190 O/A
S
traight
N
N
N
N
N
N
N
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1 in 16
Centres 710 710 710 710 710 710 710 710 700
pwl/r 1435 2112 VA354 VA408 VA360
1 in 18
1
/
2
Centres 710 710 710 710 710 710 625 710 710
pwl/r 1422 2090 VA336 VA372 VA414 VA384
1 in 21
Centres
OLD BPLATE
710 710 710 710 710 710 660 660 710
NEW BPLATE
745 745 745 710 710 710 710 710 715
VJA246 VA246 VA270 VA312 VA312 VA312 VA336 VA378 VA426 VJA246
1 in 24
Centres 710 710 710 710 710 710 710 710 710
1 in 28
Centres 686 686 686 686 686 670 670 670 670 670 OLD BP
splay 1372 2016 VA246 VA252 VA252 VA258 VA276 VA294 VA312 VA324 VA342 VA360 VA144
700 705 705 705 705 690 690 690 690 685 NEW BP
splay VJA246 VA252 VA252 VA258 VA276 VA294 VA312 VA324 VA342 VA360 VJA144
Centres
Centres
175.5 Straight Opening 265 Straight Opening
256 IP-N
S
tra
ig
h
t
S
tra
ig
h
t
- 5
3
0
6
6
N
3
9
8
9
N
7
6
2
7120 O/A
4054
N
S
traight
296 IP-N
S
tra
ig
h
t
S
tra
ig
h
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- 2
2
3
2
6
N
4
6
2
4
N
9
8
0
.9
7080 O/A
4689
N
239
1 N
S
traight
336 IP-N
S
tra
ig
h
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S
tra
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h
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2
3
2
6
N
4
6
0
9
N
7065 O/A
4674
N
239
1 N
S
traight
S
traight
384 IP-N
S
tra
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h
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S
tra
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h
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3
0
3
9
N
4
0
3
1
N
7135 O/A
310
4 N
S
traight
C
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S
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448 IP-N
S
tra
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h
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S
tra
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h
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3
6
1
8
N
3
8
3
2
N
7515 O/A
368
3 N
S
traight
C
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B
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S
traight
N
N
N
N
N
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V
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1

a
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P
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1 in 8
Centres 710 710 710 710 710 571 710
pwl/r 1008 1602 VA378 VA312 VA258 VA312 VA312 VA408 VA390 VA504
1 in 9
Centres 710 710 710 710 710 642 642
PWL/R 1152 1730 VA366 VA294 VA246 VA312 VA312 VA372 VA354 VA450
1 in 10
3
/
4
Centres 710 710 710 710 593 710 711
PWL/R 1122 1692 VA324 VA282 VA246 VA312 VA312 VA342 VA318 VA408
1 in 13
Centres
1in 15
Centres 710 710 710 710 710 710 641 641 641
Centres
Centres
128 IP-N
S
tra
ig
h
t
+ 24
S
tra
ig
h
t
- 15
2
3
5
8
N
3
1
9
0
N
1
6
9
.1
5548 O/A
2
3
3
.1
148 IP-N
S
tra
ig
h
t
+ 20
S
tra
ig
h
t
- 10
2
3
5
8
N
3
1
6
6
N
2
4
5
.8
5524 O/A
2
8
1
.8
172 IP-N
S
tra
ig
h
t
+ 16
S
tra
ig
h
t
- 7
2
3
5
8
N
3
1
8
3
N
3
3
1
.7
5541 O/A
3
6
2
240 IP-N
S
tra
ig
h
t
+ 11
S
tra
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h
t
- 6
3
0
7
0
N
3
8
2
5
N
6
4
5
.1
6895 O/A
7
3
8
.3
N
N
N
N
N
N
N
T
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2

P
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1 in 7
Centres 710 710 710 710 571
DPW 896 1401 VA312 VA264 VA300 VA306 VA408 VA534
1 in 7
1
/
2
Centres 800 711 711 711 711 711
DPW 1067 1613 VA402 VA330 VA258 VA312 VA312 VA384 VA534
1 in 8
Centres 710 710 710 692 670 642 642
DPW 1184 1790 VA390 VA318 VA258 VA312 VA312 VA360 VA438 VA570
1 in 9
1
/
4
Centres 710 710 710 710 593 710 711
DPW 1265 1857 VA366 VA300 VA252 VA312 VA312 VA336 VA408 VA534
1 in 10
Centres
1 in 13
Centres 710 710 710 710 710 641 641 652
splay 1221 1818 VA300 VA258 VA258 VA312 VA312 VA324 VA414 VA474 VA276
Centres
112 IP-N
S
tra
ig
h
t
-14
S
tra
ig
h
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+ 5
1
6
5
2
N
2
4
7
9
N 2
2
9
.4
4131 O/A
231.7
120 IP-N
S
tra
ig
h
t
-10
S
tra
ig
h
t
2
4
5
0
N
2
6
1
5
N
5065 O/A
360.5
S
traight
128 IP-N
S
tra
ig
h
t
-19
S
tra
ig
h
t
+ 7
2
3
5
8
N
3
1
0
8
N 3
5
9
.6
5466 O/A
279.4
148 IP-N
S
tra
ig
h
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-15
S
tra
ig
h
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+ 5
2
3
5
8
N
3
1
8
3
N 4
7
3
.7
5541 O/A
360.5
208 IP-N
S
tra
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h
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-11
S
tra
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h
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+ 3
2
3
5
8
N
3
8
3
7
N 9
1
1
.7
6195 O/A
736.8
N
N
N
N
N
N
N
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N
3

1 in 5
1
/
2
Centres 680 681 419 419 681 680
OBT 880 1223
*
VA378 VA252 VA192 VA252 VA378
*
1 in 6
Centres 670 664 446 446 664 670
OBT 880 1225
*
VA366 VA246 VA192 VA246 VA366
*
1 in 6
1
/
2
Centres 650 658 472 472 658 650
OBT 844 1034
*
VA354 VA252 VA192 VA252 VA354
*
1 in 7
Centres 640 641 499 499 641 640
OBT 819 1358 VA348 VA360 VA246 VA192 VA246 VA360 VA348
SV4 PROFILES
1 in 7
1
/
2
Centres 710 630 625 525 525 625 630 710
obt 1179 1778 VA402 VA420 VA330 VA246 VA192 VA246 VA330 VA420 VA402
Centres
*
= Baseplate varies according to type of
common crossing fitted.
# = Standard Junction radii and offset.
Centres
2
1
3
5
4270
K
O/A
2
1
3
5
K
229.5 m OS = 10
179.07 m OS = 13 #
2
1
4
2
4284
K
O/A
2
1
4
2
K
238.3 m OS = 9
238.2 m OS = 9 #
2
1
4
2
4284
K
O/A
2
1
4
2
K
359.6 m OS = 6
309.4 m OS = 7 #
305.2 Straight Opening 305.2 Straight Opening
2
1
4
2
4284
K
O/A
2
1
4
2
K
393.3 m OS = 6
331.1 m OS = 7 #
2
8
4
5
5690
K
O/A
2
8
4
5
K
473.7 m OS = 8
491.2 m OS = 8 #
K
K
K
K
K
K
K
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
1

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
6
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

C
o
m
m
o
n

C
r
o
s
s
i
n
g
s

f
o
r

D
o
u
b
l
e

J
u
n
c
t
i
o
n
s
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

N
4

P
o
s
i
t
i
o
n

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
.
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.
N
4

1 in 4
1
/
2
Centres 710 710 710 685 753
SPLAY 889 1376 VA408 VA300 VA318 VA390 VA564 VA528
1 in 5
Centres 600 600 710 710 710
1 in 5
1
/
2
Centres 710 710 710 710 710
1 in 6
Centres 710 710 710 710 710
1 in 6
1
/
2
Centres 710 710 710 710 710
1 in 7
Centres 710 710 710 710 710
1 in 15.47
Centres 710 710 710 710 710 710 710 710 710
SPLAY 1306 1950.3 VJA324 VA294 VA276 VA294 VA312 VA312 VA312 VA366 VA438 VJA276
Straight Opening Straight Opening
72 IP-N
S
tra
ig
h
t
S
tra
ig
h
t
- 7
1
6
5
8
2
6
2
8
1
7
9
.1
4286
179 + 20
O/A
N
N
356 350
80 IP-N
S
tra
ig
h
t
S
tra
ig
h
t
- 4
1
4
3
5
2
6
2
5
2
3
8
.3
4060
238 + 15
O/A
N
N
538.6 269.5
88
S
tra
ig
h
t
S
tra
ig
h
t
-4
1
6
5
5
2
6
2
3
3
0
9
.4
4278
3
09 +11
O/A
N
N
490 284
IP-N
96
S
tra
ig
h
t
S
tra
ig
h
t
- 3
1
6
6
0
2
6
2
0
3
9
3
.3
4280
3
93 + 9
O/A
N
N
451.1 259.8
IP-N
104
S
tra
ig
h
t
S
tra
ig
h
t
-2
1
6
6
0
2
6
2
0
4
9
1
.2
4280
491 +7
O/A
N
N
418 239
IP-N
112
S
tra
ig
h
t
S
tra
ig
h
t
-2
1
6
5
2
2
6
1
9
6
0
4
.2
4271
604 +6
O/A
N
N
389 219
IP-N
247.5
S
tra
ig
h
t
S
tra
ig
h
t
-1
2
9
7
3
3
9
6
9
3
0
0
0
6942
3000 +3
O/A
N
N
268.5 176
IP-N
3905
N
N
N
N
N
N
N
N
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
2

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
7
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

C
o
m
m
o
n

C
r
o
s
s
i
n
g
s

f
o
r

S
c
i
s
s
o
r
s

C
r
o
s
s
o
v
e
r
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

N
6

P
o
s
i
t
i
o
n

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
.
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.

3
.
*

S
e
e

S
h
e
e
t

E
.
6
.
8
.

f
o
r

b
a
s
e
p
l
a
t
e
.
N
6
N
6
N
6
N
6

1 in 10
Centres 647 630 630 680
DPW 648 909 VA306 VA276 VA246 LV312
*
1 in 13
Centres 714 713 713 713 680
DPW 806 1118 VA342 VA306 VA270 VA258 LVA312
*
Centres
Centres
Centres
Centres
Centres
160 IP-N
S
tra
ig
h
t
S
tra
ig
h
t
2
1
2
5
N
1
1
5
0
N
3275 O/A
S
traight
S
traight
208 IP-N
S
tra
ig
h
t
S
tra
ig
h
t
3
0
8
5
N
1
1
5
0
N
4235 O/A
S
traight
S
traight
N
N
N
N
N
N
N
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
3

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
8
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

S
a
d
d
l
e

C
r
o
s
s
i
n
g
s

f
o
r

S
c
i
s
s
o
r
s

C
r
o
s
s
o
v
e
r
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

N
7

P
o
s
i
t
i
o
n

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
.
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.
N
7
N
7

1 in 4.988
Centres 680 645 355 355 645 680
COMD 1142 1652
10SC
VB
VA540 VA468 - VA468 VA540
10SC
VB
1 in 6.490
Centres 680 649 648 472 472 648 649 680
COMD 1632 2396
13SC
VL
VA588 VA528 VA468 VA444 VA468 VA528 VA588
13SC
VR
Centres
Centres
Centres
Centres
Angle Type Weight c/w fittings Note:
Obtuse Crossings for use in slips
and scissors crossovers must be
specified with the raised portion
of the check rail removed where
3rd rail electrification is in use.
Centres
131 Straight Opening 'a' 269 Straight Opening 'b'
2670 E-E
S
traight
a
1350 K
2030 K
1350 K
2030 K
S
traight
Straight
b
104 Straight Opening 'a' 325 Straight Opening 'b'
4212 E-E
S
traight
a
2116 K
2797 K
2116 K
2797 K
S
traight
Straight
b
K
K
K
K
K
K
K
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
4

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
9
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

C
o
m
m
o
n

C
r
o
s
s
i
n
g
s

f
o
r

S
c
i
s
s
o
r
s

C
r
o
s
s
o
v
e
r
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

N
8

P
o
s
i
t
i
o
n

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
.
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.
N
8
N
8

1 in 4.988
Centres 630 630 684 683 683
1 in 5.552
Centres 630 630 684 683 683
1 in 6.490
Centres 714 714 710 710 710
1 in 4.813
Centres 752 710 710 710 710
DPW 1045 VA444 VA312 VA312 VA384 VA528 CV
Centres
Centres
Centres
80
S
tra
ig
h
t
S
tra
ig
h
t Straight
1
4
7
9
2
5
2
9
4008 O/A
N
N
520 279
IP-N
S
traight
89
+
4
+4
1
4
79
2
5
2
9
2
4
4
.3
4008
-14
O/A
N
N
470 249
IP-N
2
4
4.3
2
4
4.3
2
4
4.3
-14
104
S
tra
ig
h
t
Straight
1
6
6
0
2
6
2
0
4280
-11
O/A
N
N
419 239
IP-N
3
3
0
.3
3
3
0
.3
-11
77 IP-N
-2
0
1
7
2
0
N
2
6
2
6
N
4346 O/A
+7
-20
+7
1
8
2
.6 182.6
1
8
2
.6
1
8
2
.6
N
N
N
N
N
N
N
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
5

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
1
0
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

C
o
m
b
i
n
e
d

S
a
d
d
l
e

C
r
o
s
s
i
n
g
s

f
o
r

S
c
i
s
s
o
r
s

C
r
o
s
s
o
v
e
r
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

N
6

a
n
d

N
7

P
o
s
i
t
i
o
n

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.
N
7
N
6
N
6
N
7
N
6
N
6

Angle Type Weight c/w fittings K
See Details Below
1 in 8 /
3.984
Centres 752 752 710 752 753 676 753 752 710 752 752
Special
1790
(Rails 410
each)
VA288 VA258 LVA312 VA636 VA492 VA492 VA636 LVA312 VA258 VA288
CV CV CV CV CHECKED CLOSURES CV CV CV CV
Centres
Centres
Centres
Angle Type Weight c/w fittings Note:
Obtuse Crossings for use in slips
specified with the raised portion
of the check rail removed where
3rd rail electrification is in use.
Centres
1
8
4
1
8
2
.6
1
8
4
1
8
2
.6
1
6
8
5
N
128
N-IP
3940 N-N
1
5
1
4
E
-K
1
5
1
4
E
-K
1685 N
1
6
8
5
N
-6
.5
Straight
C
A
S
T
C
L
O
S
U
R
E
2
9
6
0
(W
IT
H
C
H
E
C
K
)
K
377
377
S
T
R
7
8
0
1 IN 8
Straight Opening
Straight Opening 194
194
S
T
R
7
8
0
1685 N
-6
.5
Straight
128
IP-N
1 IN 8
C
A
S
T
C
L
O
S
U
R
E
2
9
6
0
(W
IT
H
C
H
E
C
K
)
1 IN 3.984
N N
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
6

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
1
1
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

C
o
m
m
o
n

C
r
o
s
s
i
n
g
s

S
i
n
g
l
e

a
n
d

D
o
u
b
l
e

S
l
i
p
s
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
.
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.

1 in 7
Centres 600 600 710 710 694
DPW 877 VA270 VA252 VA318 VA318 VA396 VA540
Centres
Centres
Centres
Centres
Centres
Centres
120 IP-N
S
tra
ig
h
t
3978 O/A
S
traight
S
traight
Straight
2602 N
1376 N
N
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9

N
e
t
w
o
r
k

R
a
i
l
S
h
e
e
t

1
3
7

o
f

2
0
2
R
e
v
i
s
i
o
n

D
a
t
e
:

M
a
r
c
h

1
9
9
6
E
.
6
.
1
2
:

C
a
s
t

M
a
n
g
a
n
e
s
e

C
r
o
s
s
i
n
g
s

-

O
b
t
u
s
e

C
r
o
s
s
i
n
g
s

f
o
r

S
i
n
g
l
e

a
n
d

D
o
u
b
l
e

S
l
i
p
s
C
E
N
5
6
E
1

V
e
r
t
i
c
a
l

S
&
C

-

D
e
t
a
i
l
s

o
f

E
d
g
a
r

A
l
l
e
n

C
r
o
s
s
i
n
g
s
N
O
T
E
S
1
.
A
l
l

d
i
m
e
n
s
i
o
n
s

i
n

m
m
.
2
.
A
l
l

w
e
i
g
h
t
s

i
n

k
g
.

1 in 7
(a)
Centres 620 625 525 525 625 620
OBT 854 SV7
1
/2 SV7
1
/2 SV7
1
/2 SV7
1
/2 SV7
1
/2 SV7
1
/2 SV7
1
/2
CLX BLX ALX NX ARX BRX CRX
1 in 7
(b)
Centres 620 625 525 525 625 620
OBT 854 SV7
1
/2 SSV7
1
/2 SSV7
1
/2 SSV7
1
/2 SSV7
1
/2 SSV7
1
/2 SV7
1
/2
CLX BLX ALX NX ARX BRX CRX
Centres
Centres
Centres
NOTES
(a) Both sides of double slip or one
side of single slip.
(b) One side of single slip only.
(c) Obtuse crossings for use in slips
specified with the raised portion of the
check rail removed where 3rd rail
electrification is in use.
Centres
Centres
2
1
0
0
4200
K
O/A
2
1
0
0
K
S
tra
ig
h
t
S
traight
S
tra
ig
h
t
S
tra
ig
h
t
2
1
0
0
K
2100
K
2
1
0
0
4200
K
O/A
2
1
0
0
K
S
tra
ig
h
t
S
traight
S
tra
ig
h
t
S
tra
ig
h
t
2
1
0
0
K
2100
K
K
K
K
K
K
K
K
Sheet 138 of 202
Network Rail
E.6.13: Cast Manganese Common Crossings
CEN56E1 Vertical S&C - Details of Manoir Industries Crossings - 1
NOTES
1. For general notes on these crossings, see sheet E.6.16.
383.2 STR OPG 369.7 STR OPG 325.5 STR OPG 337.7 STR OPG 326.0 STR OPG 320.0 STR OPG
Angle 1 in 9.25 1 in 9.25 1 in 10 1 in 10.75 1 in 10.75 1 in 13
12H
11H
10H
9H
8H
7H
6H
5H VA 318
707
4H VA 366 VA 366 VA 300 VA 330 VA 330 VA 486
748 748 731 846 846 655
3H VA 288 VA 288 VA 258 VA 258 VA 258 VA 414
748 748 600 710 710 687
2H VA 384 VA 384 VA 378 VA 366 VA 366 VA 342
710 710 685 710 710 710
1H VA 312 VA 312 VA 312 VA 312 VA 312 VA 312
710 710 710 710 710 710
NOSE N VA 312 N VA 312 N VA 312 N VA 312 N VA 312 N VA 312
710 710 710 710 710 728
1F VA 252 VA 252 VA 252 VA 252 VA 252 VA 258
710 710 710 710 710 727
2F VA 300 VA 300 VA 282 VA 282 VA 282 VA 264
710 710 710 710 710 715
3F VA 366 VA 366 VA 342 VA 324 VA 324 VA 300
4F
5F
6F
7F
8F
9F
10F
11F
12F
OLD
PATTERN
NEW
PATTERN
CURVED CURVED STRAIGHT CURVED CURVED STRAIGHT
DRAWING
NO.
0.26298.2 0.26299.2 0.26302.2 0.26296.2 0.26297.2 0.26615.2
TYPE SPLAY SPLAY SPLAY SPLAY SPLAY SPLAY
Angle 1 IN 9.25 1 IN 9.25 Welded 1 IN 10 or Welded 1 IN 10.75 1 IN 10.75 Welded 1 IN 13 or Welded
1
4
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
1
0
2
3
5
8
3
3
9
7
5
7
5
5
O
/
A
N
I
P
-
N
N
R
.
2
4
5
.
7
5
0

m
S
t
r
a
i
g
h
t
g
p
g
g
p
g
1
4
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
8
.
8
2
2
3
3
3
2
7
2
5
5
0
5
O
/
A
N
I
P
-
N
N
R
.
2
4
5
.
7
5
0

m
S
t
r
a
i
g
h
t
1
6
0
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
3
6
0
3
0
9
5
5
4
5
5
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
1
7
2
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
7
.
2
2
3
5
7
3
4
5
8
5
8
1
5
O
/
A
N
I
P
-
N
N
R
.
3
3
1
.
6
8
7

m
S
t
r
a
i
g
h
t
1
7
2
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
6
.
4
2
2
3
2
3
3
3
3
5
5
6
5
O
/
A
N
I
P
-
N
N
R
.
3
3
1
.
6
8
7

m
S
t
r
a
i
g
h
t
2
0
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
3
5
8
3
9
5
2
6
3
1
0
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
Sheet 139 of 202
Network Rail
NOTES
Angle 1 IN 13 1 IN 15 1 IN 15 1 IN 18.75 1 IN 18.5 1 IN 21
12H
11H
10H
9H
8H
7H
6H VA 270 VA 270 VA 246
710 710 710
5H VA 324 VA 288 VA 300 VA 450 VA 450 VA 426
681 710 710 710 710 660
4H VA 462 VA 456 VA 438 VA 402 VA 402 VA 378
710 710 710 625 625 660
3H VA 390 VA 396 VA 378 VA 360 VA 360 VA 336
660 800.5 800 710 710 710
2H VA 330 VA 324 VA 312 VA 300 VA 300 VA 312
710 710 710 710 710 710
1H VA 306 VA 312 VA 306 VA 300 VA 300 VA 312
710 710 710 710 710 710
710 710 710 710 710 710
1F VA 306 VA 258 VA 306 VA 264 VA 264 VA 270
710 728 710 710 710 710
2F VA 306 VA 258 VA 312 VA 240 VA 240 VA 246
710 727 710 710 710 710
3F VA 306 VA 282 VA 324 VA 252 VA 252 VA 246
675 710
4F VA 324 VA 336
5F
6F
7F
8F
9F
10F
11F
12F
OLD
PATTERN
STRAIGHT STRAIGHT
NEW
PATTERN
STRAIGHT STRAIGHT STRAIGHT STRAIGHT
DRAWING
NO.
0.26301.2 0.26616.2 0.26300.2 0.26294.2 0.26295.2 0.26292.2
Angle 1 IN 13 or Welded 1 IN 15 or Welded 1 IN 15 or Welded 1 IN 18.75 1 IN 18.5 Welded 1 IN 21
2
0
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
3
5
8
3
9
5
2
6
3
1
0
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
2
4
0
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 3
0
7
0
4
1
2
0
7
1
9
0
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
2
4
0
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 3
0
7
0
4
1
2
0
7
1
9
0
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
g
p
g
g
p
g
2
9
6
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
3
2
6
4
6
2
4
6
9
5
0

/

7
0
8
0
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
2
3
9
1
N
4
6
8
9
N
2
9
6
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
2
0
1
4
4
9
9
6
7
0
0
S
t
r
a
i
g
h
t
O
/
A
N
I
P
-
N
N
3
3
6
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
3
2
6
4
6
0
9
6
9
3
5

/

7
0
6
5
S
t
r
a
i
g
h
t
O
/
A
N
N
I
P
-
N
2
3
9
1
N
4
6
7
4
N
Sheet 140 of 202
Network Rail
NOTES
Angle 1 IN 21 1 IN 24 1 IN 24 1 IN 24 1 IN 28 1 IN 28
12H
11H
10H
9H VA 264 VA 264
740 740
8H VA 240 VA 240
740 740
7H VA 258 VA 228 VA 258 VA 216 VA 216
703 703 703 735 735
6H VA 246 VA 228 VA 228 VA 228 VA 234 VA 234
710 640 640 640 615 615
5H VA 426 VA 198 VA 198 VA 198 VA 270 VA 270
660 722 722 722 678 678
4H VA 378 VA 360 VA 360 VA 360 VA 360 VA 360
660 723 723 723 680 680
3H VA 336 VA 330 VA 330 VA 330 VA 342 VA 342
710 720 720 720 680 680
2H VA 312 VA 306 VA 306 VA 306 VA 324 VA 324
710 710 710 710 680 680
1H VA 312 VA 306 VA 306 VA 306 VA 312 VA 312
710 710 710 710 680 680
710 710 710 710 695 695
1F VA 270 VA 306 VA 306 VA 306 VA 276 VA 276
710 720 720 720 695 695
2F VA 246 VA 306 VA 306 VA 306 VA 258 VA 258
710 723 723 723 695 695
3F VA 246 VA 294 VA 294 VA 294 VA 252 VA 252
722 722 722 695 695
4F VA 258 VA 246 VA 258 VA 252 VA 252
693 693
5F VA 246 VA 246
6F
7F
8F
9F
10F
11F
12F
OLD
PATTERN
NEW
PATTERN
STRAIGHT STRAIGHT STRAIGHT CURVED STRAIGHT STRAIGHT
DRAWING
NO.
0.26293.2 0.25696.2 0.25697.2 0.26626.2 0.26290.2 0.26291.2
Angle 1 IN 21 Welded 1 IN 24 1 IN 24 Welded 1 IN 24 or Welded 1 IN 28 1 IN 28 Welded
3
3
6
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
2
0
1
4
4
8
4
6
6
8
5
S
t
r
a
i
g
h
t
O
/
A
N
I
P
-
N
N
3
8
4
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 3
0
3
9
5
3
4
1
8
3
8
0

/

8
5
1
0
S
t
r
a
i
g
h
t
O
/
A
N
I
P
-
N
N
3
1
0
4
N
5
4
0
6
N
3
8
4
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 2
9
1
4
5
2
1
6
8
1
3
0
S
t
r
a
i
g
h
t
O
/
A
N
I
P
-
N
N
g
g
g
g
3
8
4
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
2
.
3
3
0
3
9
5
3
4
1
8
3
8
0

/

8
5
1
0
O
/
A
N
I
P
-
N
N
3
1
0
4
N
5
4
0
6
N
R
.
1
6
5
0

m
R
.
1
6
5
0
m
+
1
0
.
2
4
4
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 3
6
1
8
6
6
8
2
1
0
3
0
0

/

1
0
4
3
0
O
/
A
N
I
P
-
N
N
3
6
8
3
N
6
7
4
7
N
S
t
r
a
i
g
h
t
4
4
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t 3
5
4
8
6
6
1
2
1
0
1
6
0
O
/
A
N
I
P
-
N
N
S
t
r
a
i
g
h
t
Sheet 141 of 202
Network Rail
288.7 STR OPG 272.2 STR OPG
GENERAL NOTES FOR
SHEETS E.6.13 TO E.6.16
INCLUSIVE
1. It is important when ordering
to quote the drawing number
as shown.
2. The designation welded
indicates BS11 grade A rails
to be flash butt welded by
the manufacturer on to the
ends of the crossings before
delivery. Particular required
overall lengths must be
specified on the original
order.
3. Running edge openings are
quoted at the ends of the
castings, or opposite the end
of the shorter leg where
ends are staggered.
4. In welded crossings, the
minimum length of 1800 mm
of rail (2250 mm desirable)
to be welded on before
delivery.
153.2 STR OPG 85.0 STR OPG
Angle 1 IN 15.797 1 IN 32.365
13H
700
12H
650
11H
600
10H
600
9H
600
8H
600
7H
525 600
6H
525 600
5H
560 600
4H
640 600
3H
640 600
2H
640 600
1H
640 600
NOSE N N N
640 600
1F
640 600
2F
640 600
3F
640 575
4F
520
5F
520
6F
7F
8F
9F
10F
11F
12F
OLD
PATTERN
CURVED CURVED
NEW
PATTERN
DRAWING
NO.
0.22166.2 0.24603.2
TYPE SPLAY SPLAY
Angle 1 IN 15.797 1 IN 32.365
0
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
4
2
4
2
0
4
5
6
0
6
9
8
0
O
/
A
N
I
P
-
N
N
5
4
0
6
N
R
.
7
2
5

m
R
.
7
2
5

m
+
1
1
.
1
5
1
8
S
t
r
a
i
g
h
t
S
t
r
a
i
g
h
t
-
1
.
6
3
2
6
8
8
2
9
2
1
1
5
6
0

/

1
1
8
7
0
O
/
A
N
I
P
-
N
N
8
2
9
2
N
R
3
0
0
0
.
7
1
6

m
R
3
0
0
0
.
7
1
6

m
+
1
3
3
5
7
8
N
Sheet 142 of 202
Network Rail
E.6.17: Cast Steel Vees for Common and Obtuse Crossings
CEN56E1 Vertical S&C - Edgar Allen Type

NOTES
1. All wing rails, wing fronts and vee rail legs supplied to customers requirements.
2. All dimensions in millimetres to running edges, and noses of crossings (16 mm common, 12 mm obtuse).
3. Opening O quoted for straight/straight condition.
4. Flash but welds shown:
5. Crossings are suitable for use in single and double slips and other specially constricted locations.
6. Customer to provide details of openings a and b.
Common Crossings Angle Obtuse Crossing Angle Vee Length R.E. Opening
Remarks
1 in ~ 1 in ~ L O
3.25 1208 383.2
3.5 1233 364.6
3.5 1247 364.6 12 mm nose
3.75 1208 335.2
3.9844 1279 330.5 BV 8 scissors
4 1145 299.9
4 1279 329.2 12 mm nose
4.5 1135 266.6
4.5 1218 280.9 12 mm nose
4.8128 1175 258.7 BV 8 scissors
5 1192 249.2 12 mm nose
5.5 1210 235.1
6 1208 216.6
6.3476 1359 229.4 BV 9.25 / BV 8 type 1 tandem
6.5 1550 253.6
6.5 1359 208.5 12 mm nose
7 1528 223.7
7.5 1881 266.2
7.5 1498 211.3 12 mm nose
8 1881 251.1
9.25 1902 221.3
10 2243 240.3
13 2750 227.5
15 2750 199.3
'a'
'L'
'O' 'b'
Sheet 143 of 202
Network Rail
E.7.1: Identification Markings of Edgar Allens Cast Crossings

Common Crossings
Obtuse Crossing
Saddle Crossing
Traceability Stamping: After final inspection of the crossing and prior to despatching to site, the sales order number
is stamped in 12mm high characters on the top surface of the wing / checks of all crossings on the LH side when
viewed in the direction of the arrow; shown thus above.
The following are examples of Casting Identification marks which appear on the sides of the crossings:

Design modification marks cast on in raised letters at positions shown thus:
SV1 Design change in the area where single leg develops into main body of crossing.
SV2
Length of single leg shortened and length of body increased maintaining O/A length as for
SV1. Bond holes in the web not practicable in this crossing.
SV3
Arrangement of cored out structure on underside of casting changed. Basically all support
ribs are now transverse (as opposed to longitudinal in SV1 & SV2).
SV4 Modification as for SV2 plus head profile M/C to 1 in 20 inclination across full face of head.
SV5 Further improvement to the area where single leg ends develop into main body of casting.
EDGAR ALLEN
2733 AMS
MANUFACTURER
MATERI AL
W. I . P. No
03 2008
1 i n 13
PRODUCTI ON ORDER
MONTH & YEAR CAST
CROSSI NG ANGLE
I n addi t i on, t he Cr ossi ng Angl e appear s on t he r el i eved t op of Vee up t o t he Angl e of 1 i n 24
MODIFICATION MARK
E.A.'s ORDER & XING No.
600
600
600
Sheet 144 of 202
Network Rail
E.7.2: Identification Markings of Manoir Industries Cast Crossings

Mark A
BRB - BS113A - TG 1/N = 1 in N Straight Crossing
BRB - BS113A - TG 1/NR = 1 in N Right Hand Curved Crossing
BRB - BS113A - TG 1/NL = 1 in N Left Hand Curved Crossing
BRB - BS113A - TG 1/N-SE = 1 in N Welded Crossing
Mark B
MI OUTREAU - 02-96 = Manoir Industries Crossing manufactured in Feb 1996
xxxxxxx = Serial Number of Crossing
All marks to be 40 mm high, 5 mm relief.
MARK A MARK B
Sheet 145 of 202
Network Rail
E.8.1: Check Rails - 1: Vertical S&C - Types 1 & 2 and Special Applications
GENERAL NOTES
1. For positioning of Check Rails with relation to Crossing Nose see Sheet E.8.3
2. Parallel Wing Flares to be Machined as for Check Rails
3. 14.833 degrees = 14 50
TYPE 1 Check Rails (Foot machined) - to RE/PW/613 - for speeds up to 75 mph.
a) 4980 long for 1 in 4 to 1 in 13 crossings - 7 No CV baseplates required;
b) 5690 long for 1 in 15 to 1 in 24 crossings - 8 No CV baseplates required

NOTES
1. Measured along the head of the check rail
2. 710 for 1 in 4 to 1 in 13 crossings; 1420 for 1 in 15 to 1 in 24 crossings.
TYPE 2 Check Rails (Foot machined) - to RE/PW/613 - for speeds above 75 mph
a) 5690 Long for 1 in 4 to I in 9.25 crossings - 8 No CV baseplates required
b) 6400 Long for 1 in 10 to 1 in 18.5 crossings - 9 No CV baseplates required
c) 7110 Long for 1 in 21 to I in 28 crossings - 10 No CV baseplates required
d) 8410 Long for 1 in 32.365 crossings - 12 No CV baseplates required

NOTES
1. Measured along the head of the check rail
2. 0 for 1 in 4 to 1 in 9.25 crossings; 710 for 1 in 10 to 1 in 18.5 crossings; 1420 for I in 21 to 1 in 28 crossings;
2 x 1360 for 1 in 32.365 crossing.
SPECIAL APPLICATIONS Check Rails (Foot machined) - Double & Single Slips, Tandems and any
special (short) flares
NOTES
1. Measured at running edge height.
2. To be positioned as specified.
127
715
Fl ar e 1 i n 30 over 650 ( see not e 1)
Face inclined at 14.833
deg. to vertical
Fl ar e 1 i n 75 over 1875, f ace ver t i cal
1420 (See note 2) 1420 715
127
Ent r y f l ar e 650 l ong
Fl ar e 1875 l ong
Fl ar e 1 i n 37. 6 over 840 ( See not e 1)
Fl ar e 1 i n 90 over 2250, f ace ver t i cal
Face inclined at 14 50 to
vertical
715 710 1420 (See Note 2) 1420 710 715
Fl are 2250
Fl ar e 840 [ not e ( i ) ]
Flare varies: minimum length 1000
75 [note (1)]
Face inclined at 14.833 deg. to the
vertical
41 [note (1)]
Sheet 146 of 202
Network Rail
E.8.3: Check Rails - 2: Vertical S&C - Positioning in Relation to Crossing
Nose
Position of Type 1 Check Rail
Position of Type 2 Check Rail
Position of Check Rail for 1 in 32.365 Crossings
NOTES
1. Special Applications Check Rail (minimum flare length 1000) to be positioned as specified.
2. For further details of check rails see Sheet E.8.1.
90
90
CROSSING NOSE
127 588
1420
VARIABLE
1420
588 127
2035
ALL CROSSINGS 1 IN 4 TO 1 IN 28 = 100
1875 SPLAY
(1 IN 75)
END OF
CHECK RAIL
260
90
90
CROSSING NOSE
715
710
1420
VARIABLE
1420
710
715
2645
CROSSINGS 1 IN 21 TO 1 IN 28 = 250
2595
E
N
D

O
F
C
H
E
C
K

R
A
I
L
CROSSINGS 1 IN 4 TO 1 IN 18.5 = 200
2250 SPLAY (1 IN 90) 595
90
90
CROSSING NOSE
715 710
1420 1360
1420
710 715
END OF CHECK RAIL
CROSSINGS 1 IN 32.365 = 250
1360
Sheet 147 of 202
Network Rail
E.8.4: Check Rails - 3: Using CEN33C1 Rail Profile
NOTES
1. CEN33C1 check rails will be used in all NR60 S&C - refer to sheet E.8.5.
2. The flare details below are principally intended for continuous checking of tight radii plain line curves.
3. Use of CEN33C1 check rails in CEN56E1 Vertical S&C will be by exception, and will require the authority of the
Network Rail Principal Renewal & Enhancement Engineer Track. The flares will be as detailed below, but sheets
E.8.1 and E.8.3 should be referred to for check rail lengths and positioning relative to crossings noses.
41
1
4
Check Rail
Running Rail
(Rail foot omitted for clarity)
Main Flare
1 in 76
(16 over 1215)
Entry Flare
1 in 30
(22 over 660)
4
1
5
77
9
Check Rail
Running Rail
(Rail foot omitted for clarity)
Main Flare
1 in 99
(16 over 1590)
Entry Flare
1 in 30
(22 over 660)
4
1
5
7
7
9
Type 1 Check Rail
For plain line at all speeds and Vertical S&C up to 75 mph
Type 2 Check Rail
For Vertical S&C up to 125 mph
Relationship between Check Rail and Running Rail
Sheet 148 of 202
Network Rail
E.8.5: Check Rails - 4: NR60 Inclined S&C
Traffic principally over FACING crossing

Traffic principally over TRAILING crossing
NB The 44mm maximum wear dimension may be increased to 47mm for all crossing/check rail combinations - except for Type D2
Check Rails where used with a 1 in 33.5 crossing; and all Type E (High Speed) Check Rails.

NOTES
1. Types A and B are used only in the turnout or crossover route.
2. Types C, D and D2 are used in through route(s) and turnout/crossover route.
3. Type E is defined as HIGH SPEED CHECK RAIL and is used only in the through route where cant or cant deficiency exceeds 90mm;
however, if the crossing is in the low rail of the curve, or the speed in the reverse direction exceeds 50 mph, advice should be sought
from the Principal Track Design Engineer at Network Rail HQ.
4. For further details see drawing RE/PW/2014.

Table 1: Preferred lengths - to be used wherever possible, in order to assist production and reduce confusion when ordering
replacements
Check Rail Type Speed (mph)
Crossing Angles up to and
including:-
Entry flare L1 L2 L3 Entry Flare
Total
Length
A Up to 30 12.5 660 1080 1080 1540 660 5020
B 30 to 50 17.25 660 1725 1725 2855 660 7625
C Up to 75 27 660 2360 2360 3480 660 9520
D 76 to 125 27 660 3660 3660 3480 660 12 120
D2 76 to 125 33.5 660 3660 3660 4130 660 12 770
E 90 to 125 33.5 660 5675 3660 4130 660 14 785
Table 2: Minimum lengths
Maximum Speed
(mph)
L1 (mm) L2 (mm) S1 (1 in ~) S2 (1 in ~) S3 (1 in ~)
Crossing Angles up to &
including:-
L3 (mm)
30 1080 1080 68 68 30 11 (also D12.5) 1540
50 1725 1725 108 108 30 17.25 2855
75 2360 1725* 148 108* 30 27 3480
125 3660 1725* 229 108* 30 33.5 4130
* Where reverse direction working exceeds 50 mph, use appropriate L1 and S1 values.
79 at installation
(75 minimum)
22 16
5
7
S
3
S1
Running edge of Running Rail
41 at installation
(44 max. wear)
660 L1 L3
567
Line of Crossing Nose
S2 S
3
L2 660
Check rail
Crossing Wing Fronts Crossing Vee
Direction of traffic
79 at installation
(75 minimum)
22 16
5
7
S
3
S1
Running edge of Running Rail
41 at installation
(44 max. wear)
660 L1 L3
567
Line of Crossing Nose
S2 S
3
L2 660
Check rail
Crossing Wing Fronts Crossing Vee
Sheet 149 of 202
Network Rail
E.9.1: CEN56E1 Vertical S&C - Swing Nose Geometry
Swing Nose Geometry

Enlarged Detail of Swing Nose.
Diagram of Rail Lengths

S
w
i
n
g

n
o
s
e
3386.3
(52SN)
3646.8
(56SN)
1120.5 1107.7
5614.5
14 457.0 ( 222SN )
Wing rail
SN = 65.1216216216 (swing nose numerical angle)
N = 45.75 (swing nose crossing angle)
= 00 15 13.11
= 00 37 34.17
F = Flash butt weld
S
e
t
1
0
0
1
0
0
I.P.
9
0
.
0
4
.
0
4117.5 ( 90N )
260.5 ( 4SN )
4378.0 ( 4SN+90N )
K
n
u
c
k
l
e
2
3
2
.
7
F
l
e
x
i
n
g

p
o
i
n
t
Wing rail
F
F
14 717.5 ( 226SN )
= 01 48 16.61
= 01 25 55.55
1
2
8
.
0
8842.5
9
5
.
7
S
e
t
2
0
8
.
5
2
2
6
.
0
1
0
0
1
0
0 4
.
0
9
5
.
7
9
0
1
2
8
.
0
3646.8
3386.3
260.5 (4SN)
4
.
0
4
.
0
I.P.
4117.5
11 786 (W
ING RAIL)
11 786 (WING RAIL)
*
UIC 54 B 113A
Splice extension rail
F
18 225 3097
5614.5
S
w
i
n
g

n
o
s
e
2770 to splice rail end. 1007
F
F
2665
2665
Sliding vee rail joint
F
Point extension rail
UIC 54 B 113A
1 in 45.75 SWING NOSE CROSSING
'F' = Flash butt weld
F
F
*
Sheet 150 of 202
Network Rail
E.10.1: CEN56E1 Vertical S&C - Baseplates - 1
When detailing baseplates for timbered layouts, it is advisable to commence at the last position at which two
separate V baseplates can be used and work in towards the IP of the crossing. The value of the opening a is
calculated and if this does not coincide with a baseplate designation, the next higher numbered baseplate must be
used. The dimension a is the numerical value given in the baseplate nomenclature. The range of VA baseplates
may be extended by multiples of 6mm for openings wider than 450, for use, for example with cast crossings.
The centre sections of baseplates types VB, VC and VD are available as types 2, 3 & 4, where type 2 is a raised
shoulder 14mm high, type 3 is a one-clip housing for one rail fastening and type 4 has two clip housings. Note that,
although a type 4 centre section has two centre clip housings, it may not be possible to fit two clips.
All vertical S&C baseplates shown on sheets E.10.1 to E.10.3 are produced in grey (flake graphite) cast iron. They
are 254mm wide and have 44 mm thick rail seats.
All dimensions are given in millimetres.

Type VA
Nomenclature c Nomenclature c Nomenclature c Nomenclature c
VA126 462 VA210 546 VA294 630 VA378 714
VA132 468 VA216 552 VA300 636 VA384 720
VA138 474 VA222 558 VA306 642 VA390 726
VA144 480 VA228 564 VA312 648 VA396 732
VA150 486 VA234 570 VA318 654 VA402 738
VA156 492 VA240 576 VA324 660 VA408 744
VA162 498 VA246 582 VA330 666 VA414 750
VA168 504 VA252 588 VA336 672 VA420 756
VA174 510 VA258 594 VA342 678 VA426 762
VA180 516 VA264 600 VA348 684 VA432 768
VA186 522 VA270 606 VA354 690 VA438 774
VA192 528 VA276 612 VA360 696 VA444 780
VA198 534 VA282 618 VA366 702 VA450 786
VA204 540 VA288 624 VA372 708
c
168 168 a
175 70 111 111 175 70
(6)
13 if rails are
to be
insulated
Wing
Fronts
Switch Heels
& Obt Xings
Crossing
Vees
(368)
375
(298)
305
(228)
235
Recommended
minimum
dimensions
Type VA Type V
For 2,3 & 4 rails with flat
centre section Type 1.
An opening of 368 mm is the
minimum for 2 'V' baseplates
Sheet 151 of 202
Network Rail

*
Centre Section Types 2,3 & 4 variable with a

Type VB Baseplates
Nomenclature c
Centre
section
Nomenclature c
Centre
section
Nomenclature c
Centre
section
Nomenclature c
Centre
section
VB234 570 2 VB276 612 2 VB312 648 3 VB348 684 3
VB240 576 2 VB282 618 2 VB318 654 3 VB354 690 3
VB246 582 2 VB288 624 2 VB324 660 3 VB360 696 4
VB252 588 2 VB294 630 3 VB330 666 3 VB366 702 4
VB258 594 2 VB300 636 3 VB336 672 3 VB372 708 4
VB264 600 2 VB306 642 3 VB342 678 3 VB378 714 4
VB270 606 2
Type VC Baseplates
Nomenclature c
Centre
section
Nomenclature c
Centre
section
Nomenclature c
Centre
section
Nomenclature c
Centre
section
VC348 684 2 VC384 720 2 VC420 756 3 VC456 792 4
VC354 690 2 VC390 726 2 VC426 762 3 VC462 798 4
VC360 696 2 VC396 732 2 VC432 768 3 VC468 804 4
VC366 702 2 VC402 738 3 VC438 774 3 VC474 810 4
VC372 708 2 VC408 744 3 VC444 780 3 VC480 816 4
VC378 714 2 VC414 750 3 VC450 786 3 VC486 822 4
168 168 a
Type VB Type VC
For 2 rails with alternative
centre section types 2,3 or 4
For 2 rails and 1 wing rail, with
alternative centre section types 2,3 or 4.
12
Min.
*
168 168 a
15
Min.
*
c c
44 44
Sheet 152 of 202
Network Rail

*
Centre Section Types 2,3 & 4 variable with a
Type VD Baseplates
Nomenclature c
Centre
section
Nomenclature c
Centre
section
Nomenclature c
Centre
section
Nomenclature c
Centre
section
VD456 792 2 VD498 834 2 VD534 870 3 VD570 906 3
VD462 798 2 VD504 840 2 VD540 876 3 VD576 912 3
VD468 804 2 VD510 846 2 VD546 882 3 VD582 918 4
VD474 810 2 VD516 852 3 VD552 888 3 VD588 924 4
VD480 816 2 VD522 858 3 VD558 894 3 VD594 930 4
VD486 822 2 VD528 864 3 VD564 900 3 VD600 936 4
VD492 828 2
168 168 a
Type VD Type CV
For 2 rails and 2 wing rails, with alternative centre
section, types 2,3 or 4
12
Min.
*
c
175 181 111
44 44
Sheet 153 of 202
Network Rail
E.11.1: CEN56E1 / CEN54E1A1 Vertical S&C - Concrete Bearers - Size &
Weight
NB: The type R bearer is also used for NR60 inclined S&C.
Type R Shallow Bearer.
Used for Shallow Depth vertical switches and swing
nose crossings.
(With 18 mm thick SG [Spheroidal Graphite] Cast
Iron Baseplates).
Lengths: From 2600 to 2825, in 75mm increments,
plus 3600, and from 4025 to 4325 in 75mm
increments.
Weight: 144 kg/m.
Cross sectional Area: 57 260 sq. mm.
Type S Shallow Bearer.
Used for Full Depth vertical switches.
(With 44mm thick Grey [Flake Graphite] Cast Iron
Baseplates).
Lengths: From 2600 to 2825, in 75mm increments,
plus 3600.
Weight: 124 kg/m.
Cross Sectional Area: 49 200 sq. mm.
Type D Deep Bearer
Used for all vertical layouts.
(Direct fastening - no baseplates required).
Lengths: 2500 (type 001); from 2600 to 5150, in
75mm increments, plus 6000, 6315, 6620, 6900
and 7020.
All supplied with lipped rail pads.
Weight: 136 kg/m.
Cross Sectional Area: 53 925 sq. mm.
4
0
1
8
6
9
3
1
0
3
1
4
6
15 15
310
130 min flat 130 min flat
115 115
All strands 9.3 dia. All links 6 dia.
Soffit level
4
0
8
0
9
0
1
2
0
1
6
0
15 15
115 115
All links 6 dia. All strands 9.3 dia.
Soffit level
310
4
0
1
1
0
1
6
0
All links 6
dia.
All strands
9.3 dia.
=
265
2
0
5
Soffit
level
=
20
Sheet 154 of 202
Network Rail
E.12.2: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 1
Typical General Arrangement (1 in 10.5 shown)
Table of Baseplates 1 in 7.5 to 1 in 15
NOTES
1. + indicates that all PV baseplates on timber position 1 must be made in cast steel.
2. * indicates that these baseplates are fitted with distance blocks.
Table of Dimensions - 1 in 7.5 to 1 in 15
NOTES
1. All switch diamond angles shown on this sheet are strengthened by 4 no. 2-hole heel-type blocks positioned
between each back rail and wing rail. Full details are shown on RE/PW/753.
2. For flatter full depth switch diamond angles (strengthened by the use of heel blocks), see sheet E.12.3.
3. Layouts shown are for the straight / straight condition (common crossings of the same angle). Differing common
crossings may require modification to baseplates and rail lengths quoted.
Switch
diamond
Timber positions (from the knuckle)
1 + 2 3 4 5 6 7 8 9 10 11 12
1 in 7.5 PV PV2* PV3* VBS282 VBS378 V - PV* V - PV* V - PV* V - CV V - VA180 V - CV V - V
1 in 8 PV PV2* PV3* VBS264 VBS354 V - LPV* V - PV* V - PV* V - CV V - VA180 V - CV V - V
1 in 9.25 PV PV1* PV3* PV4* VBS300 VBS372 V - LPV* V - PV* V - CV V - VA180 V - CV V - V
1 in 10 PV PV1* PV2* PV3* PV4* VBS342 V - LPV* V - PV* V - CV V - VA180 V - CV V - V
1 in 10.5 PV PV1* PV2* PV3* PV4* VBS324 VBS390 V - PV* V - CV V - VA180 V - CV V - V
1 in 12.75 PV PV1 PV1* PV2* PV3* PV4* VBS318 VBS372 V - CV V - VA180 V - CV V - V
1 in 13 PV PV1 PV1* PV2* PV3* PV4* VBS312 VBS366 V - CV V - VA180 V - CV V - V
1 in 15 PV PV PV1* PV1* PV2* PV3* PV4* VBS312 VBS360 V - CV V - VA180 V - CV
Switch diamond angle 1 in ~ 7.5 8 9.25 10 10.5 12.75 13 15
Switch rail length 8435 8445 10 250 11 325 8330 8330 8330 9040
Wing rail length 14 050 12 630 12 630 12 630 12 630 14 050 14 050 15 470
Back rail length 5710 5710 5490 4780 4780 4070 4070 4070
Knuckle to back rail 1950 1950 2170 2880 2880 3590 3590 4300
Knuckle to switch toe 115 115 115 115 115 115 115 115
Knuckle to centreline 1
st
timber 255 255 255 255 255 255 255 255
st
baseplate 280 280 280 280 280 280 280 280
Centreline of first baseplate to
centreline of 2
nd
timber
710 710 710 710 710 710 710 710
All other timber spacings 710 710 710 710 710 710 710 710

CVS
CV
VA 180
CV
PV2
PV1
PV PV
PV1
PV2
PV3
PV4
VBS324 VBS390
PV
V
V
CVS
2880
SDV 10.5R1
SDV 10.5R2
SDV 10.5R3
SD10.5 V1R
SD10.5 V2
SD10.5 V3
SD 10.5 V4
Moveable length
Switch rail
foot relief
SDVS
Sheet 155 of 202
Network Rail
E.12.3: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 2
Table of Baseplates - 1 in 17 to 1 in 28
NOTES
1. + indicates that all PV baseplates on timber position 1 must be made in cast steel.
2. * indicates that these baseplates are fitted with distance blocks.
Table of Dimensions - 1 in 17 to 1 in 28
NOTES
1. All switch diamond angles shown on this sheet are strengthened by 4 no. 2-hole heel-type blocks positioned
between each switch rail and wing rail This gives the minimum number of 8 HT fixings between rails for CWR.
Full details are shown on RE/PW/708.
2. For sharper switch diamond angles (strengthened by the use of back rails), see sheet E.12.2.
3. The layouts shown are for the straight / straight condition (common crossings of the same angle). Differing
common crossings may require modification to baseplates and rail lengths quoted.
Switch
diamond
Timber positions from the knuckle
1 + 2 3 4 5 6 7 8 9 10 11 12 13
1 in 17 PV PV PV1* PV1* PV2* PV2* PV3* V - SSDS V - LSDS V - V V - V V - V V - V
1 in 17.615 PV PV PV* PV1* PV2* PV2* PV3* V - SSDS V - SSDS V - V V - V V - V V - V
1 in 18.5 PV PV PV* PV1* PV1* PV2* PV2* PV3* V - SSDS V - V V - V V - V V - V
1 in 21 PV PV PV* PV1* PV1* PV2* PV2* PV3* PV3* V - V V - V V - V V - V
1 in 21.829 PV PV PV* PV1* PV1* PV1* PV2* PV2* PV3* VB372 V - V V - V V - V
1 in 24 PV PV PV PV1* PV1* PV1* PV1* PV2* PV2* VB384 V - V V - V V - V
1 in 28 PV PV PV PV* PV* PV1* PV1* PV1* PV2* VB312 VB336 VB360 V - V
Switch diamond angle, 1 in ~ 17 17.615 18.5 21 21.829 24 28
Switch rail length 9710 9710 9723 9723 9723 9723 9723
Wing rail length 18 288 18 288 18 288 18 288 18 288 18 288 18 288
Knuckle to switch toe 115 115 115 115 115 115 115
st
timber 305 305 305 305 305 305 305
st
baseplate 280 280 280 280 280 280 280
Centreline of first baseplate to
centreline of 2
nd
timber
710 710 710 710 710 710 710
All other timber spacings 710 710 710 710 710 710 710
Knuckle to centreline of 1
st
heel block 6315 6315 6315 6315 6315 6315 6315
nd
heel block 7025 7025 7025 7025 7025 7025 7025
rd
heel block 7735 7735 7735 7735 7735 7735 7735
th
heel block 8445 8445 8445 8445 8445 8445 8445
Sheet 156 of 202
Network Rail
E.12.4: CEN56E1 / CEN54E1A1 Vertical S&C - Switch Diamonds, Shallow
Depth, Strengthened - 1
Typical General Arrangement (1 in 10.5 shown)
Table of Baseplates - 1 in 7.5 to 1 in 15
NOTES
1. * indicates that the baseplate so marked is fitted with a distance block.
Table of Dimensions - 1 in 7.5 to 1 in 15
NOTES
1. Layouts shown are for straight/straight condition (common crossings of same angle). Differing common
2. For flatter shallow depth switch diamond angles strengthened by the use of heel blocks, see sheet E.12.5.
Switch
diamond
Timber position from the knuckle
1 2 3 4 5 6 7 8 9 10 11 12
1 in 7.5 RVP1SD RPV2 RPV4 RVBS282 RVBS378 SGV - RPV1 SGV - RPV1 SGV - RPV1 SGV - RVA180 V - CV V - CV V - V
1 in 8 RVP1SD RPV2 RPV4 RVBS264 RVBS354 SGV - RPV1 SGV - RPV1 SGV - RPV1 SGV - RVA180 V - CV V - CV V - V
1 in 9.25 RVP1SD RPV2 RPV3* RPV4 RVBS300 RVBS372 SGV - RPV1 SGV - RPV1 SGV - RVA180 V - CV V - CV V - V
1 in 10 RVP1SD RPV2 RPV3* RPV4 RVBS270 RVBS342 SGV - RPV1 SGV - RPV1 SGV - RVA180 V - CV V - CV V - V
1 in 10.5 RVP1SD RPV1 RPV2* RPV4 RVBS258 RVBS324 RVBS390 SGV - RPV1 SGV - RVA180 V - CV V - CV V - V
1 in 12.75 RVP1SD RPV1 RPV2 RPV3 RPV4* RVBS258 RVBS318 RVBS372 SGV - RVA180 V - CV V - CV V - V
1 in 13 RVP1SD RPV1 RPV2 RPV3 RPV3* RVBS258 RVBS312 RVBS366 SGV - RVA180 V - CV V - CV V - V
1 in 15 RVP1SD RPV1 RPV1 RPV2 RPV2* RPV3 RVBS264 RVBS312 RVBS360
SGV -
RVA180
V - CV V - CV
Switch diamond angle, 1 in ~ 7.5 8 9.25 10 10.5 12.75 13 15
Switch rail length 8435 8445 10 250 11 325 8330 8330 8330 9040
Wing rail length 14 050 12 630 12 630 12 630 12 630 14 050 14 050 15 470
Back rail length 5710 5710 5070 5070 5070 4360 4360 4360
Knuckle to back rail 1950 1950 2640 2590 2590 3300 3300 4010
Knuckle to switch toe 115 115 115 115 115 115 115 115
st

timber
255 255 255 255 255 255 255 255
st

baseplate
280 280 280 280 280 280 280 280
1
st
baseplate to 2
nd
timber 710 710 710 710 710 710 710 710
All other timber spacings 710 710 710 710 710 710 710 710
2
CVS
RCVSL
RVA 180
Movable length 5715
CV
CV
RPV1
RVBS
390
RVBS
324
RVBS
258
RPV4
RPV2
RPV1
RPV1 RPV1
2590
RDVS
RD10
1
/
2
V1
RD10
1
/
2
V2 RD10
1
/
2
V3 RD10
1
/
2
V4
RDVS
RDVS
Foot relief
Strapping as necessary
T
r
a
c
k

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
5
7

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

2
D
a
t
e
:

J
u
n
e

2
0
0
8
F
.
1
.
1
:

I
d
e
n
t
i
f
i
c
a
t
i
o
n

o
f

P
a
n
d
r
o
l

B
a
s
e
p
l
a
t
e
s

-

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

D
e
s
i
g
n

H
a
n
d
b
o
o
k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
e
t

1
5
8

o
f

2
0
2

N
e
t
w
o
r
k

R
a
i
l
R
e
v
i
s
i
o
n

3
D
a
t
e
:

J
u
n
e

2
0
0
8
F
.
1
.
2
:

I
d
e
n
t
i
f
i
c
a
t
i
o
n

o
f

P
a
n
d
r
o
l

B
a
s
e
p
l
a
t
e
s

-

2
NOTES
1. Pandrol clips as shown can be replaced - PR402A for 401A in the alternative housings when fouling of other components occurs.
2. e type clips should not be used in grey (flake graphite) iron baseplates, but may be used in SG (Spheroidal Graphite) iron baseplates.
3. [Drawings in the series RE/PW/1000 - 1599 show Network Rail accepted products, but are not Network Rail Copyright].
Baseplate
Seating
Depth
Fixing Ferrules Baseplate Pads
Rail
Pads
Type of
Pandrol clip
Dwg No.
RE/PW/
No. of PAN
Housings
Normal use of Baseplate
PAN 14 SG 35 4-AS screws 4 - 1
1-e1809
1-e1810
281 2
Either side of 6 Hole IBJ. Inclined. Wood. GRN (black) insulators.
SG iron. [Must use PR401A/402A clips in earlier Grey Iron version].
V4N2 SG 44 4-AS screws 4 - 1
1-e1809
1-e1810
858 2
Either side of 6 Hole IBJ. Vertical. Wood. GRN (black) insulators.
SG iron. [Must use PR401A/402A clips in earlier Grey Iron version].
33CVxx 44 4-AS screws 4 - 1
1-401A & 1-402A
(plus 1-SHC)
843 2
Continuous CEN33C1 check. Wood. Flangeways 38 - 51mm.
33RCVxx raised check version available (RE/PW/848).
(38mm flangeway for high speed S&C cover checks).
V4N 44 4-AS screws 4 - 1
2-401A
2-402A
765 4
Plain line - on rail opposite 33CVxx.
Can also be used either side of 4 Hole IBJ.
V2SG 18 4-AS screws 4 - 1 2-401A 859 (Draft) 2
SG iron. For use on timbers in front of shallow depth vertical S&C
units to maintain soffit level. Specificaly where 2 switch fronts abut.
V2SGX 18
4-Vossloh type
Ss8-182 screws
- 5 mm EVA 1 2-401A 859 (Draft) 2
SG iron. For use on concrete in front of shallow depth vertical S&C
units to maintain soffit level. Specificaly where 2 switch fronts abut.
MV 44 3-AS screws 3 - 1 2-401A 840 4
On outer rails of S&C with radii <246m - limits housing/rail gall. Standard: GRN
(Black) insulators. Severe: GRN (Blue) insulators and Nylon 66 ferrules.
WT 35
4-High Tensile
AS screws
* - 1 2-401A & 2-402A 846 4
For shallow depth longitudinal timbers. Composite (RE/PW/186) or
nylon (RE/PW/247) insulators. * 4 x Fe6 spring washers (no ferrules)
PAN WB 44 2-AS screws 2 - 1 2-401A & 2-402A 119 4
Narrow longitudinal timbers. Angled chair screws.
PAN WBM 44 2-AS screws 2 - 1 2-401A & 2-402A 71-YP-154D 4
Narrow longitudinal timbers. Angled chair screws. Variable shims for
maintenance. Use NOT RECOMMENDED.
VT6 50 3-AS screws 3 - 1 2-401A or 402A 715 4
Vertical. Plain rail within S&C. Thick base to compensate for
soleplate on adjacent switches.
CVT6 50 3-AS screws 3 - 1 2-401A or 402A 715 4
Vertical. Check rail within S&C. Thick base to compensate for
soleplate on adjacent switches.
V 44 3-AS screws 3 - 1 2-401A or 402A 605 4 Vertical. Plain rail within, or adjacent to, S&C.
CV 44 3-AS screws 3 - 1 2-401A or 402A 613 4
Vertical. Check rail within S&C.
RCV 44 3-AS screws 3 - 2 2-401A or 402A 705 4
Vertical. Raised check rail within S&C.
NRS1 18 3-AS screws 3 - 10mm 2-e2007 [1038] 2
SG iron. Plain line. CEN60E1/60E2 or CEN56E1.
Resilient rail pad.
113-60 Combi 18 3-AS screws 3 - 10mm 2-e2007 [1123] 2
SG iron. Plain line. CEN60E1/60E2 or CEN56E1.
Resilient rail pad.
NRS2 18 4-AS screws 4 - 10mm 2-e2007 [1116] 2
SG iron. Longitudinal timbers. CEN60E1/60E2 or CEN56E1.
AS Screws angled inwards at 10. Studded rubber rail pad.
MAS1P 26 3-AS screws 3 - 1 2-e2007 [1033] 2
SG iron. Rerailing with CEN60E1/60E2 or CEN56E1 - using field
side AS1 (BS95RBH) chair fixing hole as datum.
SGV 18 3-AS screws 3 - 1 2-401A or 402A 813 (Draft) 4
SG iron. Vertical. On crossing legs adjacent to CEN54E1A1
switches in follow-on leads.
SGCV 18 3-AS screws 3 - 1 2-401A or 402A - 4
SG iron. Vertical. Check rail. On crossing legs adjacent to
CEN54E1A1 switches in follow-on leads.
Sheet 159 of 202
Network Rail
F.2.1: Identification of Concrete Sleepers - Chaired / Baseplated types
S
l
e
e
p
e
r

d
e
s
i
g
n
a
t
i
o
n
G
a
u
g
e

g
Principal Dimensions
W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g

N
u
m
b
e
rChair / Baseplates
Remarks
l w d d1 d2
Method of
securing sleeper
E1 4 8 8 6 10 1 2
1
/
8
6 5 535 lbs 20 x 0.2
H
O
R
Z
T
L
E
R
S
4
4
0
9
X
Y
CS1 CHAIRS (BH)
PAN 9 (FB)
E4 4 8 8 6 10 1 2
1
/
8
6 5 535 lbs 20 x 0.2
H
O
R
Z
T
L
E
R
S
4
4
1
1
Z1
Z1
CS1S CHAIRS (BH)
MRC4/3 OR 5/3 OR
PAN 9(FB)
F7 4 8 8 3 10
3
/8 1 2 6
7
/8 5 570 lbs 28 x 0.2
H
O
R
Z
T
L
E
R
S
4
4
1
3
Z1 MRC6/3
Mills MRC 6/3 baseplate and
clips. SC screws into rubber
inserts.
F7A 4 8 8 3 10
3
/8 1 2 6
7
/8 5 570 lbs 28 x 0.2
H
O
R
Z
T
L
E
R
S
4
4
1
3
A
Z2 MRC6/3
Mills MRC 6/3 baseplate and
clips. LC screws into beech
wood plugs.
F7B 4 8 8 3 10
3
/8 1 2 6
7
/8 5 570 lbs 28 x 0.2
H
O
R
Z
T
L
Y MRC6/3
Through bolts. Mills MRC 6/3
baseplate and clips. Some
Pandrol and some Heyback
baseplates were also used.
EF30
1435
to
1448
2580 290 368 165 140 282 kg 28x5 CR
R
E
/
P
W
/
2
8
4
Y CCX-PAN 9 / PAN 9
Through bolts. Continuous
checking & with provision for
S.R. conductor rail insulators.
EF30A 2580 290 368 165 140 282 kg 28x5 CR Y w/o HOLES FOR CRs
As EF30 but without insulator
fixings.
EF31 1432 2580 290 368 165 140 282 kg 28x5
H
O
R
I
Z
T
L
R
E
/
P
W
/
2
8
9
Y CCX-PAN9-51
Through bolts. For continuous
check rails through level
crossings. It is desirable that
BH check is worn by 13mm.
g
d
l
W
d
2
d
1
THROUGHBOLT (X)
THROUGHBOLT
(INSULATED) (Y)
1
'SC'
RUBBER
2
'LC'
BEECH WOOD
SCREWS
PLUGS
(Z)
Sheet 160 of 202
Network Rail
F.2.2: Identification of Concrete Sleepers (Fastenings)
g
l
d
RL
w
d
2
16
40
LONGER
END OF 3rd RAIL
ELECTRIFIED LINES
d
1
BJB AD SHC RNB
CS3 PAN
VOSSLOH FASTCLIP
Sheet 161 of 202
Network Rail
F.2.3a: Identification of Concrete Sleepers - Direct Fastening Types - 1
Sleeper
designation
Gauge
g
N
o
m
i
n
a
l

W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

d
i
a
m
e
t
e
r
T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g
N
u
m
b
e
r
F
a
s
t
e
n
i
n
g
s
Remarks
l w d d1 d2
E10 4' 8" 8' 6" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 20 x 0.2"
S
L
O
P
I
N
G
E
R
S
4
4
1
5
B
J
B
BJB 750 Spring Bar
Assembly. Stud Screws into
beechwood plugs.
F10 4' 8" 8' 6" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
S
L
O
P
I
N
G
E
R
S
4
4
1
5
B
J
B
Designed originally for RDC
(Research Dept. Clip)
fastening. Then used with
BJB 750 Spring Bar
Assembly. Stud Screws into
beechwood plugs.
F11 4' 8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
S
L
O
P
I
N
G
E
R
S
3
8
8
9
B
J
B
-
F13 4' 8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
S
L
O
P
I
N
G
N
C
R
5
8
-
Y
P
-
2
0
6
A
D
AD (Arthur Dean) fastening
109 lb rail. Bolt secured by
pin in horizontal hole through
sleeper.
F14 4' 8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
S
L
O
P
I
N
G
N
E
R

6
0
-
Y
P
-
4
0
A
D
2
As F13 but with 110A FB rail.
F16 4' 8" 8' 6" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
C
R
E
R
S
4
4
1
9
R
N
B
6
RNB assembly. Cast-in
anchor plates.
T-head bolts.
F16A 4' 8" 8' 6" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
C
R
E
R
S
4
4
1
9
R
N
B
7
As F16, but with provision for
SR conductor rail insulators.
F17 4' 8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 275 kg 26 x 0.2"
S
L
O
P
I
N
G
E
R
S
4
4
2
1
R
N
B
7
RNB assembly. Cast-in
anchor plates.
T-head bolts.
F19 4' 8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 265 kg 26 x 0.2"
S
L
O
P
I
N
G
E
R
S
6
4
5
7
S
H
C
SHC fastening. Cast-in
hoops.
F19A 4' 8" 8' 6" 10
3
/8" 1' 2
7
/16" 8" 5" 265 kg 26 x 0.2"
S
L
O
P
I
N
G
E
R
S
6
4
5
7
S
H
C
As F19.
F23 4' 8
3
/8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 270 kg 26 x 0.2
S
L
O
P
I
N
G
R
E
/
P
W
/
2
4
8
P
A
N
D
R
O
L
Pandrol clip fastening. Cast
in malleable iron shoulders.
Superseded by F27.
F23B 4' 8
3
/8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 270 kg
26 x
4.5mm
S
L
O
P
I
N
G
R
E
/
P
W
/
2
4
8
P
A
N
D
R
O
L
F23C 4' 8
3
/8" 8' 3" 10
3
/8" 1' 2
7
/16" 8" 5" 270 kg 24 x 4.5
S
L
O
P
I
N
G
R
E
/
P
W
/
2
4
8
P
A
N
D
R
O
LAll type 23s also available
designated A.W.S. (With
holes to take A.W.S.
inductors etc).
Sheet 162 of 202
Network Rail
F.2.3b: Identification of Concrete Sleepers - Direct Fastening Types - 2
NOTES
1. Pre Stress is conventionally provided by a number of tendons, e.g. 24 tendons of 4.5mm diameter.
Some designs of sleeper use multiple wires formed into ropes or STRANDs. Where information is available,
the number/diameter of STRANDs is given in the remarks column, e.g. 6 x 9.3mm.
Sleeper
designation
Gauge
g
W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

d
i
a
m
e
t
e
r
T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g

N
u
m
b
e
r
F
a
s
t
e
n
i
n
g
s
Remarks
l w d d1 d2
F23A 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 270 kg 22 x 0.2
S
L
O
P
I
N
G
R
E
/
P
W
/
2
4
8
P
A
N
D
R
O
L
F23 wire arrangement
modified.
F23D 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 270 kg 22 x 4.5
S
L
O
P
I
N
G
R
E
/
P
W
/
2
4
8
F23 wire arrangement
modified. Metric wires.
F24 4 8
3
/8 8 6 10
3
/8 1 2
7
/16 8 5" 275 kg 24 x 0.2
C
R
R
E
/
P
W
/
2
4
9
Similar to F27 but longer and
provision for SR conductor
rail insulators.
F24/1 4 8
3
/8 8 6 10
3
/8 1 2
7
/16 8 5" 275 kg 24 x 4.5
C
R
R
E
/
P
W
/
2
4
9
As F24 but with metric pre-
stress wires.
F24A 4 8
3
/8 8 6 10
3
/8 1 2
7
/16 8 5" 275 kg 24 x 0.2
C
R
R
E
/
P
W
/
2
4
9
Without holes for mounting
insulators.
F24A/1 4 8
3
/8 8 6 10
3
/8 1 2
7
/16 8 5" 275 kg 24 x 4.5
C
R
R
E
/
P
W
/
2
4
9
insulators.
F24A/1CP 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg 24 x 4.5
C
R
R
E
/
P
W
/
2
4
9
As F24/1 but with one end
shortened by 3 to avoid
fouling catchplates.
F24B 4 8
3
/8 8 6 10
3
/8 1 2
7
/16 8 5" 275 kg 24 x 4.5
C
R
R
E
/
P
W
/
2
4
9
Insulator mounting holes one
side only.
F24/2 1432 2590 264 367 204 141 275 kg 24 x 4.5
H
O
R
Z
T
L
R
E
/
P
W
/
2
4
9
side only.
F24/2S 1432 2590 264 367 204 141 275 kg STRAND
H
O
R
Z
T
L
R
E
/
P
W
/
2
4
9
6 x 9.3mm Strands.
side only.
F24/BS 1432 2590 264 367 200 165 280 kg STRAND
C
R
R
E
/
P
W
/
1
9
3
6 x 9.3mm Strands.
Standard for 3rd rail
electrified track.
F24/BS4R 1432 2590 264 367 200 150 285 kg STRAND
C
R
R
E
/
P
W
/
1
9
2
6 x 9.3mm Strands.
4-rail electrified track.
CS3 1432 2500 264 367 203 140 285 kg 22 x 4.5
S
L
O
P
I
N
G
R
E
/
P
W
/
2
7
1
C
S
3CS3 clip fastening. Cast-in
hoops.
Sheet 163 of 202
Network Rail
F.2.3c: Identification of Concrete Sleepers - Direct Fastening Types - 3
NOTES
Sleeper
designation
Gauge
g
W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

d
i
a
m
e
t
e
r
T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g

N
u
m
b
e
r
F
a
s
t
e
n
i
n
g
s
Remarks
l w d d1 d2
F27 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg 22 x 4.5
H
O
R
Z
T
L
R
E
/
P
W
/
2
6
6
P
A
N
D
R
O
L
Standard PANDROL sleeper.
As F23 but with horizontal
shoulders & increased end
areas.
F27S 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg STRAND
6 x 9.3mm or 8 x 5/16
Strands.
As F27 but with strand
reinforcement.
F27AP 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg 22 x 4.5 Adjustable PANDROL.
F27APS 4 8
3
/8 8 3 10
3
/8 1 3
1
/16 8 5" 275 kg 22 x 4.5
Adjustable PANDROL.
F27APS has holes only for
gluing in inserts and o/a
depth d varies.
F27P 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg 22 x 4.5 Keel Board Sleepers.
F27AWS 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg 22 x 4.5
With holes for mounting
AWS magnets.
F27T 4 8
3
/8 8 3 10
3
/8 1 2
7
/16 8 5" 275 kg 22 x 4.5
With holes for fixing timber
planks for L-Crossings.
F27PS 1432 2515 264 367 204 141 275 kg STRAND
6 x 9.3mm Strands.
Keel Board Sleepers.
F27A 1432 2515 264 367 203 165 275 kg 24 x 5
R
E
/
P
W
/
7
1
9
F27AS 1432 2515 264 367 203 165 285 kg STRAND
R
E
/
P
W
/
7
1
9
8 x 9.3mm Strands.
Heavy Duty.
F27B 1432 2515 264 367 203 165 285 kg 22 x 4.5
R
E
/
P
W
/
7
1
9
F27BS 1432 2515 264 367 203 165 285 kg STRAND
R
E
/
P
W
/
7
1
9
6 x 9.3mm Strands.
Normal Duty.
F34S 1432 2420 290 364 200 175 285 kg STRAND
6 x 9.3mm Strands.
insulators. 5 mm pads. 4 mm
insulators.
Sheet 164 of 202
Network Rail
F.2.3d: Identification of Concrete Sleepers - Direct Fastening Types - 4
NOTES
2. For details of 5F40 (1435mm gauge) sleeper see sht F.2.5a.
Sleeper
designation
Gauge
g
W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

d
i
a
m
e
t
e
r
T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g

N
u
m
b
e
r
F
a
s
t
e
n
i
n
g
s
Remarks
l w d d1 d2
F40 1432 2420 285 364 200 175 285 kg
S
T
R
A
N
D

(
6

x

9
.
3
m
m
)
H
O
R
Z
T
L
R
E
/
P
W
/
1
9
1
P
A
N
D
R
O
L
10 mm pads, 8 mm
insulators, 110A & 113A rail
only. Also available with
Fastclip and Pressed Steel
shoulders.
F40AWS 1432 2420 285 364 200 175 285 kg
With holes for mounting
AWS magnets.
F40GR 1432 2420 285 364 200 175 285 kg
With 4 fixings for 113A guard
rails.
F40GW 1432 2420 285 364 200 175 285 kg
With provision for gauge
widening.
F40LRE 1432 2420 285 364 200 175 285 kg
With inserts one end for
Lateral Resistance End
Plate.
Sheet 165 of 202
Network Rail
F.2.4a: Identification of Concrete Sleepers - Special Types & Shallow Depth 1
NOTES
Sleeper
designation
Gauge
g
W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

d
i
a
m
e
t
e
r
T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g

N
u
m
b
e
r
M
e
t
h
o
d

o
f

s
e
c
u
r
i
n
g

s
l
e
e
p
e
r
Remarks
l w d d1 d2
EF21 4 8
1
/2" 8 3" 11
1
/2" 12
15
/16" 6" 5" 28 x 0.2"
S
L
O
P
I
N
G
L
M

9
0
4
-
6
2
B
B
J
B

6
2
5BJB 625 Spring Bar Assembly.
Stud screws into beechwood
plugs.
EF25 2500 165 28 x 5
E
R
S

7
0
3
2
P
A
N
D
R
O
LSimilar to F27 but only 6 1/2
deep. Used to save
headroom. Superseded by
EF29.
EF28 1432 2580 290 330 165 140 260 kg 28 x5
C
R
R
E
/
P
W
/
2
8
3
P
A
N
D
R
O
LPandrol fastening. Shallow
depth for restricted headroom
& with provision for S.R.
conductor rail insulators.
EF28A 1432 2580 290 330 165 140 260 kg 28 x5
C
R
P
A
N
D
R
O
L
As EF28 but without insulator
fixings.
EF28/2 1432 2580 290 330 165 140 260 kg
C
R
end only.
EF28S 1432 2580 290 330 165 140 265 kg STRAND
C
R
P
A
N
D
R
O
L
8 x 9.3mm Strands. Insulator
mounting holes one end only.
EF28(0)S 1432 2580 290 330 165 140 265 kg STRAND
C
R
8 x 9.3mm Strands. Without
holes for mounting insulators.
d
2d
1
W
d
2
d
1
W
g
d
l
1 8. (526)
SLOPING
SHOULDER
HORIZONTAL
SHOULDER
EF 21 & 25
HORIZONTAL
SEATING
ENDS FOR 3rd RAIL
ELECTRIFIED LINES
16
40
LONGER AWS MOUNTING HOLES
R.L.
Sheet 166 of 202
Network Rail
F.2.4b: Identification of Concrete Sleepers - Special Types & Shallow Depth 2
NOTES
Sleeper
designation
Gauge
g
W
e
i
g
h
t
P
r
e

S
t
r
e
s
s

N
o

/

d
i
a
m
e
t
e
r
T
y
p
e

o
f

S
h
o
u
l
d
e
r
D
r
a
w
i
n
g

N
u
m
b
e
r
M
e
t
h
o
d

o
f

s
e
c
u
r
i
n
g

s
l
e
e
p
e
r
Remarks
l w d d1 d2
EF29 1432 2500 290 330 165 140 265 kg 28 x 5
H
O
R
Z
T
L
R
E
/
P
W
/
2
8
3
P
A
N
D
R
O
L
Pandrol fastening. Shallow
depth for restricted headroom.
Available with AWS
mountings.
EF29S 1432 2500 290 330 165 140 265 kg STRAND
H
O
R
Z
T
L
R
E
/
P
W
/
2
8
3
8 x 9.3mm Strands.
Pandrol fastening. Shallow
depth for restricted headroom.
Available with AWS
mountings.
EF32 1432 2580 290 339 174 140 273 kg 28 x 5
C
R
R
E
/
P
W
/
2
9
4
For use at approaches to
vertical S&C. With holes for
insulators.
EF32A 1432 2580 290 339 174 140 273 kg 28 x 5
C
R
insulators.
EF32S 1432 2580 290 339 174 140 273 kg STRAND
C
R
R
E
/
P
W
/
2
9
48 x 9.3mm Strands.
For use at approaches to
vertical S&C. With holes for
insulators.
EF32(0)S 1432 2580 290 339 174 140 273 kg STRAND
C
R
R
E
/
P
W
/
2
9
4
8 x 9.3mm Strands.
Without holes for insulators.
EF33 1432 2500 290 339 174 140 275kg 28 x 5
H
O
R
Z
T
L
R
E
/
P
W
/
2
9
4
Pandrol fastening horizontal
rail seating. For use in line
associated with vertical S&C.
EF33S 1432 2500 290 339 174 140 278 kg STRAND
H
O
R
Z
T
L
R
E
/
P
W
/
2
9
4
8 x 9.3mm Strands.
CC226 1432 2500 300 365 200 184
32 x 4.5mm
or
26 x 5mm
C
R
R
E
/
P
W
/
2
9
1Pandrol fastening joint
sleeper. Wider and with a
greater bearing area than F27.
Increased pre-stress.
F35S 1432 2500 290 365 200 184 315 kg STRAND
C
R
8 x 9.3mm Strands.
insulators.
CC226S 1432 2500 290 365 200 184 315 kg STRAND
C
R
Sheet 167 of 202
Network Rail
F.2.5a: Identification of Concrete Sleepers - Post 1996 Designs - 1

Designation Gauge g
Weight
(kg)
Type of
Shoulder
Fastening Remarks
l w d d1 d2
5EF28 1435 2580 285 330 165 140 270 CR e clip As EF28 but with 1435 gauge.
5EF29 1435 2580 285 330 165 140 270 HORZTL e clip As EF29 but with 1435 gauge.
EF36 1432 2580 285 330 165 140 270 CR Fastclip EF28 type but Fastclip.
5EF36 1435 2580 285 330 165 140 270 CR Fastclip As EF36 but with 1435 gauge.
EF36(0) 1432 2580 285 330 165 140 270 HORZTL Fastclip EF29 but with Fastclip.
5EF36(0) 1435 2580 285 330 165 140 270 HORZTL Fastclip As EF36(0) but with 1435 gauge.
EF38 1435 2580 265 329 165 140 280 CR Vossloh* As 5EF28 but with Vossloh.
5F40 1435 2420 285 364 200 175 295 HORZTL e clip
As F40 (see sht F.2.3d) with
1435 gauge.
F41 1432 2420 285 364 200 175 295 HORZTL Fastclip F40 type but Fastclip.
5F41 1435 2420 285 364 200 175 295 HORZTL Fastclip As F41 but with 1435 gauge.
F42 1435 2420 285 364 200 175 304 HORZTL Vossloh As 5F40 but Vossloh.
F43 1435 2420 285 364 200 175 285 HORZTL Vossloh As F42 but smaller csa.
Sheet 168 of 202
Network Rail
F.2.5b: Identification of Concrete Sleepers - Post 1996 Designs - 2

NOTES
1. For details and explanation of the dimensions, see diagram on sheet F.2.4.
2. Weights quoted are nominal.
3. * Vossloh fastening is type W14.
4. # Not for use with CEN56E1 running rail.
5. The following sleepers are also available with 35 mm internal diameter cable duct (the letter D being suffixed to
the standard designation above): G44D; EG47D; EG47D(3R); EG47D(4R).
Designation Gauge g
Weight
(kg)
Type of
Shoulder
Fastening Remarks
l w d d1 d2
G44 1435 2500 285 365/378 200 175 308 HORZTL Fastclip For CEN60E1 or CEN56E1 rail.
G44CR 1435 2500 285 378# 200 175 308 HORZTL Fastclip G44 with check bracket holes.
G44LRE 1435 2500 285 365/378 200 175 308 HORZTL Fastclip
G44 with inserts for Lateral
Resistance End Plates.
G45 1435 2500 285 365/378 200 175 308 SLOPING Vossloh* As G44 but with Vossloh W14.
EG47 1435 2580 285 330/343 165 140 273
HORZTL /
CR
Fastclip 3rd & 4th rail variants available.
EG48 1435 2580 285 330/343 165 140 308
HORZTL /
CR
Vossloh* 3rd & 4th rail variants available.
EG49 1435 2580 285 330/343 165 140 270
HORZTL /
CR
e+ clip 3rd & 4th rail variants available.
G50(T) 1435 2500 285 365/378 200 175 308 HORZTL
Fastclip
(Type FE)
As G44 but with Fastclip Type FE.
For CEN60E1 or CEN56E1 rail.
(Type FE clip and shoulder still being
trialled/developed).
EG51(T) 1435 2580 285 330/343 165 140 273
HORZTL /
CR
Fastclip
(Type FE)
As EG47 but with Fastclip Type FE.
3rd & 4th rail variants available.
(Type FE clip & shoulder still being
trialled/developed).
APC01 1435 2900 310 364 200 186 435 HORZTL e clip For mounting APC magnets.
APC02 1435 2900 310 364 200 186 435 HORZTL Fastclip As APC01 but Fastclip.
NTF504 1432 2580 285 329 165 140 270 CR e clip LUL spec. 4th rail.
Sheet 169 of 202
Network Rail
F.3.1: Standard Method of Measurement of S&C
Turnout

Crossover

Junction

Diamond

Single / Double Slip

L1
1M
L1 + L2
L
2
L2
1M
1M
L1
L
3
L1 + L2 + L3
L
3 1M 1M
1M
L1
L2
L
4
L1 + L2 + L3 + L4
1M
1M
L
2
L
1
L1 + L2
1M 1M
1M 1M
L
2
L
1
L
2
L
1
L3
L3
L1 + L2 + L3 L1 + L2 + L3 +L4
L4
Sheet 170 of 202
Network Rail
F.4.1: Standard Symbols for use on Layout Drawings - 1
NOTES
1. Dimensions for both CEN56E1 Vertical and NR60 Inclined S&C shall be in mm, except radii which may be in m.
2. Bullhead and Inclined Flat Bottom S&C should be dimensioned in imperial units.
3. Dimensions are to be given to toes of switches, noses of common crossings, intersection of gauge lines at
obtuse crossings and switch diamonds, and running edges.
4. Method of operation of switches, Hallade half chord points and rail bonding (when required) to be shown.
Symbol Description
Expansion
Gap Reqd
Remarks
Standard Fishplates 6mm*
*
At 20C
2 hole Flat, Fishplate on congested side 6mm*
*
At 20C. Used on parallel wing rail extensions
4 hole Flat, fishplate on congested side 6mm*
*
At 20C. Used on checked track
Tight Joint Fishplates Nil
Tight Joint Fishplates on congested side for use
with parallel check rails
Nil As F4 above but without expansion gaps.
Back Hole Fish Nil
One fishbolt hole 30 dia. at 187.3+/- 0.8 from each rail
end. Used in conjunction with TJ Fishplates for
subsequent welding.
Rail Ends Undrilled Nil For welding in.
Rail Drilled for fishplates at Both Ends. N/A
Rail Drilled for fishplates at One End only N/A
Rail UnDrilled for fishplates at either end. N/A
4 hole insulated fishplate ?? dry
4 hole, close tolerance insulated fishplates Nil dry
6 hole close tolerance insulated fishplate Nil dry
4 hole insulated fishplate Nil Shop Glued
6 hole insulated fishplate Nil Shop Glued
Parallel wing/check rail insulated joint N/A
Switch Anchor Plate
(on Shallow Depth Vertical or NR60 Stock Rail)
Tangent Point
(at start of, or between differing, radii)
Direction/Hand of Curvature
(adjacent to dimension)
Position of Twist (from vertical to 1 in 20)
Tie Unit for Split Bearers
Axle Counter
Jt
F2
F4
TJ
F4 1 l ft(
TJF4
w
DBE
DOE
UD
or
Sheet 171 of 202
Network Rail
F.4.2: Standard Symbols for use on Layout Drawings - 2 (Crossings)
NOTES
1. N is crossing angle.
2. Fabricated crossings and both types of cast nose crossings can be supplied with either short or long wing flares.
Details of these flares together with all details regarding rail lengths, leg openings, etc. should be shown in the
relevant crossing description.
3. # Part Welded crossings are identical to fabricated/built-up, except that instead of the splice area being fastened
with MGL Pins, it is welded into a single unit.
4. AMS Steel can be either low or high carbon content.
Common Crossings Symbol Symbol Obtuse Crossings
Fabricated / Built up only.
L or R/H splice quoted to identify crossing
N LHS/RHS N Fabricated. Fishplated ends.
Part Welded # N W N W
Welded fabricated.
Welded leg ends.
Cast Monobloc - Fishplated (Not weldable) N CM N CM
Cast Monobloc. AMS.
Fishplated ends (not welded).
Welded Monobloc. AMS block with pearlitic legs
welded on.
N WM -
Cast Centre block. AMS block with LCAMS legs
welded on.
N CCB N CCB
AMS Cast Centre Block.
LCAMS legs welded on.
Bainitic Cast Centre block with pearlitic legs
welded on.
N WCB N WCB Bainitic Cast Centre Block with pearlitic legs welded on.
AMS cast nose with LCAMS legs welded on. N CN N CN AMS Cast Nose with LCAMS legs welded on.
Bainitic nose with pearlitic legs welded on. N WCN N WCN Bainitic nose with pearlitic legs welded on.
Swing nose; AMS saddle with pearlitic vee.
Note: Wing fronts currently LCAMS.
N SN -
- N SD Switch Diamond. Fishplated Ends
- N SSD
Strengthened Switch Diamonds.
Welded Ends.
Crossings described above can be supplied with or without parallel wings, suffixed thus:-
Splay Wing N SPY
Left hand parallel wing N PWL
Right hand parallel wing N PWR
Double parallel wing N DPW
Sheet 172 of 202
Network Rail
F.4.3: Standard Symbols for use on Layout Drawings - 3
Adjustment Switch
Change of Rail Section
Adjustment Switch incorporating Change of Rail Section
Fouling Point (for rolling stock)
Lateral Resistance End Plates
NOTES
1. LREPs may be fitted to one end only (outside of curve) or both ends of sleepers/bearers.
2. On curves below 375m radius, they should be fitted to every sleeper.
3. The screw on type is obsolescent; the clamp on (Sleeper Anchor) type should be used in preference.
4. The Sleeper Anchor may be fitted to sleeper end(s) or in the four-foot.
Direction of
Traffic
CEN60E1 CEN56E1
CEN56E1 CEN60E1
Direction of
Traffic
FP
LP LP LP
Sheet 173 of 202
Network Rail
F.5.1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges
NOTES
1. w indicates the position of a weld.
2. The rail length indicated, 9.0m, is the minimum, positioned as indicated relative to a bridge abutment or
waybeam free end or intermediate joint.
Adjustment switch when
required
CASE 1
Direct
fastenings
w
w
w
w
4.5m 4.5m
w
w
w
w
4.5m 4.5m
= =
Centreline
CASE 2
Direct
fastenings
w
w
w
w
w
w
w
w
4.5m 4.5m
Centreline
Centreline
4.5m 4.5m
4.5m 4.5m
w
w
4.5m 4.5m
Minimum dimension weld to joint between
individual longitudinal timbers is 2 metres.
w
w
w
w
CASE 3
Direct
fastenings
CASE 4
Waybeams
required
required
required
required
required
w
w
Sheet 174 of 202
Network Rail
F.6.1: Weights of Components and S&C Units
BS95RBH
CEN56E1
Switches and Crossings
For built-up (fabricated) full depth S&C units on timber complete with chairs / baseplates / blocks / bolts,
the approximate weight in tonnes can be calculated by multiplying the total length of rail within the unit by:
- for BS95RBH 0.083
- for CEN56E1 0.097
Item Weight (kg)
Fishplates, pair, skirted 22.7
Fishplates, pair, skirted, insulated (Steel/Nylon) 23.6
Fishbolt + nut, each 0.9
Chair AS1 20.9
Chair CC 31.8
Chairscrew 0.7
Steel key 0.7
Panlock clip 1.0
Item Weight (kg)
Fishplates, pair 30.1
Fishplates, pair, insulated (Steel/Nylon) 32.2
Fishbolt + nut, each 1.1
PAN 6 or VN baseplate 23.6
V Baseplate 27.2
CV Baseplate 36.7
Pandrol PR401A or PR402A clip 1.0
Pandrol e clip 0.6
F27BS or F40 concrete sleeper 285.0
EF28S concrete sleeper 265.0
Tonnes
Granite ballast, 1 cu. metre 1.60
Crossing timber, softwood, 12 x 6 , plain, 10 metres 0.4
Crossing timber, softwood, 12 x 6 , with chairs, 10 metres 0.91
Crossing timber, Jarrah, 12 x 5 , plain, 10 metres 0.48
Crossing timber, Jarrah, 12 x 5 , with baseplates, 10 metres 0.83
18 288 mm track panel, 28 x F27 concrete 10.00
18 288 mm track panel, 28 x PAN 6 Jarrah 6.58
Sheet 175 of 202
Network Rail
F.7.1: S&C Detail Drawing Aide-Memoire - 1
1 General
Designer Checker
1.1 Layout - is it satisfactory for speed / HMI requirements? [ ] [ ]
1.2 Materials - does it agree with Track Category matrix? [ ] [ ]
1.3 Speeds shown for all tracks / turnouts / crossovers etc.? [ ] [ ]
1.4 Track designations shown (up fast etc.) next station? [ ] [ ]
1.5 Are all signalling requirements (IBJs etc.) shown? [ ] [ ]
1.6 Standard Notes - all dimensions in millimetres etc.? [ ] [ ]
1.7 Notes - Check rail type / bonding arrangements etc.? [ ] [ ]
1.8 Existing track / S&C shown dotted ? [ ] [ ]
1.9 Have passing clearances / structural clearances been checked? [ ] [ ]
2 Title Block
2.1 Station / Site / Description [ ] [ ]
2.2 Renewal item no. / Stage no. [ ] [ ]
2.3 Designers initials / Checkers initials [ ] [ ]
2.4 Scales / Size of Drawings [ ] [ ]
2.5 Plan no. / File Reference / Copyright [ ] [ ]
2.6 Signatures / Dates / Amendments [ ] [ ]
3 Setting Out / Dimensioning
3.1 Datum clearly shown & dimensions to S&C [ ] [ ]
3.2 Baseline ends tied in and dimensioned [ ] [ ]
3.3 Dimensions (N-N, T-N, KN-N etc.) clear and to scale [ ] [ ]
3.4 Specified Rail for dimension stated (along 6 ft rail) [ ] [ ]
3.5 HC (Half Chord) Points (and nos.) & relation to S&C [ ] [ ]
3.6 HC tied in relative to track mileage [ ] [ ]
3.7 White line positioning [ ] [ ]
3.8 Chord length & specified rail measured [ ] [ ]
3.9 Do baseline offsets give correct versines (+/- 1mm)? [ ] [ ]
3.10 List of coordinates for all T.P.s, I.P.s, switches, etc. [ ] [ ]
3.11 Steelwork tied in to existing track feature (toe. etc.) [ ] [ ]
4 Alignment
4.1 Tangent points and radii, direction of curve [ ] [ ]
4.2 Transition lengths / rates of change [ ] [ ]
4.3 Cants and changes of cant shown on correct rail [ ] [ ]
4.4 Has two-levelling been necessary ? (Sheets B.5.1 & B.5.2) [ ] [ ]
4.5 Track spaces at noses (standard), at each HC (turnout/diverging) [ ] [ ]
4.6 Equivalent radii of turnouts [ ] [ ]
4.7 Radii sharper that 200 m, check rail / gauge widening [ ] [ ]
4.8 Vertical alignment details / longitudinal section [ ] [ ]
5 Switches
5.1 Rail section (full / shallow depth) [ ] [ ]
5.2 Switch type (CV etc.) and hand (LHTO, RHTO, Split) [ ] [ ]
5.3 Point numbers (including switch diamonds) [ ] [ ]
5.4 All non-standard fronts / rail lengths [ ] [ ]
5.5 Lead lengths of turnouts / diamonds / etc. [ ] [ ]
5.6 Type of switch operation / low friction slide baseplates [ ] [ ]
[continued on Sheet F.7.2]
Sheet 176 of 202
Network Rail
F.7.2: S&C Detail Drawing Aide-Memoire - 2 continued from Sheet F.7.1.
6 Common Crossings
Designer Checker
6.1 Angle / Type (CCB, LHS/RHS, PWR etc - see Sheet F.4.2) [ ] [ ]
6.2 Leg lengths to N, parallel wing lengths [ ] [ ]
6.3 Check rails / Type / Position / length / Splays [ ] [ ]
6.4 RE openings at leg ends [ ] [ ]
6.5 Baseplates / non standard timber spacings [ ] [ ]
6.6 Cast Crossing manufacturers to be stated [ ] [ ]
6.7 Back / Front rail blocks for 1 in 24 / 28 cast crossings? [ ] [ ]
6.8 Any non-standard dimensions [ ] [ ]
6.9 Non-standard angles to be fully designed / authorised [ ] [ ]
7 Obtuse Crossings
7.1 Angle / type (see Sheet F.4.2) [ ] [ ]
7.2 Check limiting radii / switch diamonds (see Sheets A.5.1 & A.5.2) [ ] [ ]
7.3 All 4 sides of diamond directly dimensioned? [ ] [ ]
7.4 Rail lengths / baseplates / non-standard timber spacings [ ] [ ]
8 Switch Diamonds
8.1 Angle, rail section, strengthened / non-strengthened [ ] [ ]
8.2 Non-strengthened protected by adjustment switches? [ ] [ ]
8.3 All 4 sides of diamond directly dimensioned? [ ] [ ]
8.4 Rail lengths / baseplates / non-standard timber spacings [ ] [ ]
9 Rails [ ] [ ]
9.1 Rail material type / section / end drilling [ ] [ ]
9.2 Manganese rails to be fully dimensioned [ ] [ ]
9.3 Twist rails / positioning / hand / length [ ] [ ]
9.4 Closure rails to be numbered for identification [ ] [ ]
9.5 Types of joint / weld throughout [ ] [ ]
9.6 Type of adjacent plain line (F40 concrete etc.) [ ] [ ]
10 Concrete Bearers
10.1 Correct designation / spacings shown? [ ] [ ]
10.2 Rail pad requirements specified? [ ] [ ]
10.3 Correct arrangement for drive of switches [ ] [ ]
10.4 Correct bearers for appropriate crossing type [ ] [ ]
10.5 Do housings match rail joint positions? [ ] [ ]
11 Miscellaneous
11.1 Single / Double slips - switch fronts / switch / stock lengths [ ] [ ]
11.2 Provision of expansion switches [ ] [ ]
11.3 If two-levelling, list of all 2/L baseplates [ ] [ ]
11.4 Speed changes - Sectional Appendix alterations [ ] [ ]
11.5 Extend of manufacturers supply to be shown on plan [ ] [ ]
11.6 Positions / numbers - overhead masts / signal posts [ ] [ ]
11.7 Requirements for materials list? [ ] [ ]
11.8 Requirements for track cross-section? [ ] [ ]
11.9 All platform details / clearances shown? [ ] [ ]
Sheet 177 of 202
Network Rail
F.9.1: Calculation of Leads and Lags in Curved Jointed Track
In curved track, the outer rail will have a slightly larger radius than the inner rail, and hence will be slightly longer
than the inner rail if all the joints are to be exactly opposite each other. If standard length rails were used on the outer
and inner rails, one rail would be said to lead the other, or the other one would lag the first. To accommodate this
problem, a standard rail length is used as the longer rail, and a special short is used for the inner shorter rail. To
calculate the difference in the lengths of these rails, the track radius at the centre of the head of the outer rail is used,
R, given in metres. The radius of the inner rail will be R-G, where G = (1.432 + 0.07 + A) metres, where A is any
amount of gauge widening. Then the difference in rail lengths, D, is given by:-
where L is the standard length of the outer rail, say 18.288 metres.
Hence for outer rails of 18.288 m in length,
NOTES
1. In rail manufacture, there is a permissible tolerance on the overall length, and due to attention should be paid to
place the marginally longer rails on the outside curve to partially alleviate the need for short rails on the inside.
2. Short rails are available in lengths of 18 250, 18 200 and 18 150 mm. When the lead (or advance) of the inner
rail over the outer reaches 25, 50 or 75 mm, then the appropriate short rail should be used.
D
L G
R
-------------- =
D
1.502 18.288 1000
Radius of Curve in metres ( )
--------------------------------------------------------------------------mm =
D
27468.576
R
----------------------------mm =
Sheet 178 of 202
Network Rail
G.1.1: List of Relevant Publications
Sheet withdrawn February 2007 (pending full review of Track Design Handbook).
Sheet 179 of 202
Network Rail
H.1.1: Rail Section - BS95RBH
Full Description: BS95RBH Revised Rolled Bullhead Section (sometimes known as 95RBS)
Weight: 94.59 lb./yd.
Cross-sectional area: 9.28 sq.in.
2
3
/
4
"
1
2
"

R
Y
1
/
2
" R
1
/
16
" R
1
/
2
"
1
7
/
1
6
"
1
1
5
/
1
6
"
2
1
5
/
3
2
"
2
3
5
/
6
4
"
5
2
3
/
3
2
"
1
/
4
" R
X X
3
.
0
2
"
1
1
/
8
"

d
i
a
m
e
t
e
r
1
/
4
" R
2
3
/
4
"
1
/
2
"
1
3
/
1
6
" 1
5
/
1
6
"
1
in
2
.7
5
1
in
2
.7
5
1
in
2
.7
5
1
in
2
.7
5
Y
3
/
4
"
3
/
16
" R
1
2
"

R
1
/
16
" R
Sheet 180 of 202
Network Rail
H.2.5: BR109/BS110A/BS113A FB Inclined S&C, 1435 mm Gauge:
Speeds Through Turnouts
Turnouts with Circular Curves, Gauge 1435 mm
Curved Planed Turnouts with Transitions to Straight within the Lead, gauge 1435 mm
NOTES
For both tables:
(a) Based on bogie centres of 12.2 metres.
(b) Based on maximum permissible cant deficiency of 125 mm.
(c) Based on maximum permissible cant deficiency of 90 mm.
(d) Based on maximum rate of change of cant deficiency of 55 mm/sec.
(e) Cant rising to 25 mm within the lead.
(f) Cant rising to 32 mm within the lead.
(g) Cant rising to 29 mm within the lead.
(h) Crossovers without transitions are not recommended for higher speeds.
(i) Speeds shown may need alteration in respect of curved and canted main lines.
Turnout Type
Effective
Radius at
Switch Toes
m
(a)
Radius of
Turnout
Curve m
Theoretical Maximum Speed Speed Restriction
Straight
planed
Curved
planed
On Switches
km/h
(b)
On Turnout
km/h
(c)
On Reverse
km/h
(d)
Turnout
mph
Crossover
mph
A7 115.8 145.4 35.0 33.3 26.9 20 15
A7 136.0 145.4 37.9 33.3 26.9 20 15
B8 161.0 187.1 41.3 37.7 29.6 20 15
B8 193.8 187.1 45.3 37.7 29.6 20 15
C10 217.3 292.0 47.9 47.2 35.1 25 20
C10 270.4 292.0 53.5 47.2 35.1 25 20
D12 273.5 420.3 53.8 56.6 40.4 30 25
D12 352.0 420.3 61.0 56.6 40.4 35 25
E16 383.2 746.5 63.7 75.4 50.7 35 30
E16 524.4 746.5 74.5 75.4 50.7 45 30
F20 487.3 1165.9 71.8 94.2 60.7 40 35
F20 705.2 1165.9 86.4 94.2 (h) 50 (h)
SG21 1242.4 1260.5 114.6 110.7(e) (h) 65 (h)
G24 1406.3 1634.9 122.0 129.9(f) (h) 75 (h)
Turnout
Effective Radius at
Switch Toes
m
(a)
Radius of Circular part of
turnout curve
m
Theoretical Maximum Speed
Speed
Restriction
Transitioned
(from)
On Switches
km/h
(b)
On Turnout
km/h
(c)
On Transition
km/h
(d)
mph
E20 (16) 524.4 746.6 74.5 75.4(g) 78.9 45
F21 (18) 705.2 897.8 86.4 82.7(f) 84.5 50
SG28 (21) 1242.4 1260.5 114.6 110.7(e) 103.0 60
G28 (24) 1406.3 1634.9 122 129.9(f) 117.5 70
Sheet 181 of 202
Network Rail
H.3.1: CEN56E1 Vertical S&C - Switch Diamonds
Full Depth, Non-strengthened
Table of Baseplates

NOTES
1. + indicates all PV baseplates on timber position 1 must be made of cast steel.
2. * indicates these baseplates are fitted with distance blocks.
Table of Dimensions

NOTES
1. Non-strengthened switch diamonds shall not be used in CWR track unless protected on each leg by adjustment
switches.
2. Layouts shown are for the straight/straight condition (common crossings of the same angle). Differing common
Switch
Diamond
Timber Position (from the knuckle)
1+ 2 3 4 5 6 7 8 9 10 11
1 in 7.5 PV PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-SDS V-V
1 IN 8 PV PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-SDS V-V
1 IN 9.25 PV PV1* PV2* PV4* V-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-V
1 IN 10 PV PV1* PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-V
1 IN 10.5 PV PV1 PV2* PV3* HV-LSDS V-LSDS V-SDS V-SDS V-SDS V-SDS V-V
1 IN 12.75 PV PV1 PV1* PV2* PV3* HV-LSDS V-LSDS V-LSDS V-SDS V-SDS V-V
1 IN 15 PV PV PV1* PV1* PV2* PV3* HV-LSDS V-LSDS V-LSDS V-SDS V-V
Switch Diamond Angle, 1 in ~ 7.5 8 9.25 10 10.5 12.75 15
Switch Rail Length 7725 8445 10 250 11 325 8330 8330 8330
Wing Rail Length 9790 9790 9790 9790 9790 11 210 11 210
Knuckle to switch toe 115 115 115 115 115 115 115
Knuckle to C
L
of 1
st
Timber 305 305 305 305 305 305 305
Knuckle to C
L
of 1
st
Baseplate 280 280 280 280 280 280 280
1
st
Baseplate to 2
nd
timber
710 710 710 710 710 710 710
All other timber spacings 710 710 710 710 710 710 710
Sheet 182 of 202
Network Rail
H.3.2: Check Rails: Vertical S&C - High Speed
Crossing FACING in the High Rail
Crossing TRAILING in High Rail
NOTES
1. Key to diagram notes:
Note (i) = Stops welded to soleplates at both ends of baseplates.
Note (ii) = Cast Iron Web Gauge Stops fitted on 2 No. timbers either side of nose timber.
Note (iii) = Baseplate gauge stops fitted on all remaining timbers throughout length of checkrail.
2. Nylon ferrules to be used in preference to polypropylene to provide better gauge retention.
3. The above details are recommended for use with fixed crossings in the high rail of curved main lines at speeds
of 105 mph and above, and may also be used for lower speeds if desired. The check rail should be as long as
the site permits but be contained within the length of its running rail avoiding any welds in either rail within the
flangeway portion. Full details are given in Network Rail Company Standard RT/CE/S/102.
NB With the introduction of NR60 S&C, high speed check rails in Vertical S&C are declared Obsolescent
i.e. not to be used for any new installations or replacement S&C.
Where the line speed on curves is 90 mph or greater, and the cant or cant deficiency exceeds 90mm, the only
permitted form of S&C is NR60 on Concrete Bearers with High Speed Check Rails (with effect from June 2006).
S
ta
n
d
a
rd
fla
re
2
2
5
0
lo
n
g
2 No.
bays
4 No.
bays m
in.
1 in 350 flare, 8750 long
7 No. bays
Note (ii) Note (iii)
Note (i)
Note (i)
CVT6
VT6
Standard check
Nose
M
a
in
lin
e
N
ote (iii)
38mm flangeway
1 in 350 flare, 8750 long
4 No.
bays min.
2 No.
bays
Standard flare
2250 long
Note (i)
Note (i)
Note (iii) Note (ii)
Note (iii)
7 No. bays
Main line
S
ta
nd
ard
ch
eck
Nose
CVT6
38mm flangeway
Sheet 183 of 202
Network Rail
H.4.1: RT60 Inclined S&C Switch Details
Referring to the figure below, the clothoidal entry curve forms the tangent with the straight stock rail at A and merges
with the switch radius R at B, where the offset is 12 mm. The shift of the switch radius is 3 mm. For practical
purposes, a straight tangent is taken from the point C where the offset to the transition is 3 mm, and projected back
to the stock rail at point T, which is the mathematical switch toe.
Switch details
Positioning of Switch Heels
NOTES
2. Switch Radii shown above are to the running edge of the high, or outer, rail of curve. Radii shown on
subsequent sheets for RT60 geometry are to centre line.
Switch
designation
Turnout
speed mph
Switch radius
R
(R6)
Length of
straight at toe
T - C (L1)
Entry angle
1 in ~
Length of
transition at
toe
C - B (L2)
Headcut
length
Flexing length
RT60C 25 195 647 788 263 1389 5496 10 580
RT60D 30 259 192 907 302 1599 6326 11 880
RT60E 40 448 216 1193 398 2102 8319 14 480
RT60F 50 711 167 1503 501 2648 10 479 17 730
RT60SG 65 1 175 135 1932 644 3404 13 470 20 980
RT60G 75 1 582 360 2241 747 3950 15 631 23 580
RT60H 100 2 797 591 2980 993 5252 20 784 29 430
Switch designation Switch curve origin to heel Heel to toe Heel angle 1 in N
RT60C 11 129.605 11 429.960 17.564737
RT60D 11 237.967 11 583.546 23.053113
RT60E 14 962.189 15 416.802 29.948231
RT60F 19 867.849 20 440.490 35.787880
RT60SG 27 699.177 28 435.287 42.419013
RT60G 27 446.898 28 301.085 57.647351
RT60G Trans 31.25 31 346.898 32 201.085 50.474044
RT60H 38 693.241 37 650.082 76.613027
A
T
R
C
3mm
B
12mm
R
S
t
r
a
i
g
h
t
Definition of Switch Geometry
T
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a
c
k

D
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s
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n

H
a
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d
b
o
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k

N
R
/
L
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/
T
R
K
/
2
0
4
9
S
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t

1
8
4

o
f

2
0
2

N
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w
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k

R
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R
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:

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2
0
0
8
H
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4
.
2
:

R
T
6
0

I
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S
&
C

D
i
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d
s

-

L
e
a
d
s

a
n
d

R
a
d
i
i

-

1
NOTES
1. Gauge is 1435 mm. All dimensions are in millimetres and are shown to the nearest
millimetre.
2. Lead lengths are from noses of fixed common crossings to the intersection of gauge
lines of obtuse crossings or switch diamonds, calculated from formul based on
sheet C.1.4. and apply to straight main lines only. For calculation purposes, the
obtuse crossing/switch diamond angle is taken as the angle between the intersecting
track centrelines, at which point the radii are also assumed to change. The physical
crossings will be marginally different in angle (one slightly less, the other slightly
more) but the difference is negligible in manufacturing terms.
3. The flattest fixed obtuse crossing is 1 in 7.25, exceptionally
1 in 8.25 - when all four legs are straight.
4. The limiting radii for fixed obtuse crossings are shown below. Switch diamonds must be used if the radius is sharper.
OBTUSE CROSSINGS /
SWITCH DIAMONDS
OBTUSE /
SW DIA
N 5.25 5.5 6.5 7 7.5 8.25 N
M X IP to Nose 84 88 104 112 120 132 Angle M
6.25 115
A 8341 8549 9362 9646 9961 10 395 C
6.25
RA 271 147 388 028 1 503 641 558 450 370 175 265 058 RC
7.5 96
A 9015 9260 10 153 10 555 10 930 11 455 C
7.5
RA 156 518 189 384 490 089 1 096 688 STR 937 036 RC
8.25 87
A 9360 9624 10 593 11 032 11 443 12 014 C
8.25
RA 134 148 157 566 321 630 504 689 934 337 STR RC
Angle Desirable radius Minimum radius
1 in 7.5 500 000 400 000
1 in 6.25 250 000 210 000
A
C
G
a
u
g
e
Gauge
RC
RA
X
M
M
N<M
STR.
N>M
T
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a
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k

D
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g
n

H
a
n
d
b
o
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k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
h
e
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t

1
8
5

o
f

2
0
2

N
e
t
w
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k

R
a
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l
R
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:

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2
0
0
7
H
.
4
.
4
:

R
T
6
0

I
n
c
l
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d

S
&
C

D
o
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b
l
e

J
u
n
c
t
i
o
n
s

f
r
o
m

S
t
r
a
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g
h
t

T
r
a
c
k
s

a
t

1
9
7
0

I
n
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a
l
NOTES
1. Gauge is 1435 mm. All dimensions are in
millimetres and are given to the nearest millimetre.
2. Interval between tracks (running edges) is
1970 mm. Radii shown are of centreline of tracks.
3. Dimensions given are to toes of switches,
intersection points (IPs) of common crossings,
intersection of gauge lines of obtuse crossings and
4. Turnout stagger L6 is a minimum to obtain an
interval of 1970 mm between turnout roads. This
should be reviewed and increased as
necessary to provide appropriate minimum
passing clearances for current and future traffic flows.
5. Maximum speeds shown through fixed obtuse crossings take account of the maximum allowable cant deficiency of 75 mm (see Sheet A.5.3).
6. Maximum speeds shown may require adjustment to take account of any curvature and cant of the main through route.
7. The radii beyond the final common crossings (N4 and N5) to be determined in order to afford the required passing clearances and smooth transition into
the plain line alignment.
8. Figures in brackets in the Maximum speed columns indicate the non-preferred option; in all but one case the switch diamond offers no speed advantage
over the fixed obtuse.
Turnout Six foot space Diamond
Total Lead
Length
Turnout
stagger
N5 - N1
Maximum speed
Switch
designation
Lead
length
Toe - N1
Switch
radius
Turnout
radius
Common
crossing
Lead
length
N1-N2
Radius Common
crossing
Lead
length
N2-N3
Radius Fixed obtuse
crossings or switch
diamonds
Lead
length
N3 - N4
Radius Common
crossing
Fixed
obtuse
Switch
diamond
L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L4 R4 N4 L5 L6 mph mph
RT60C 23 928 194 930 8.25 4095 357 197 7.5 9836 366 893 6.25 115 8126 272 152 5.25 45 986 1950 25 (25)
RT60D 27 554 258 475 9.5 4629 303 278 8.25 10 263 265 776 6.25 115 8131 270 430 5.25 50 577 1300 25 30
RT60D 27 554 258 475 9.5 4629 303 278 8.25 10 915 502 109 7 103 9620 889 250 6.5 52 718 1300 30 (30)
RT60E 36 255 447 499 12.5 6188 581 651 11 13 573 449 056 8.25 87 10 825 503 972 7 66 841 650 (30) 40
X
N3
L3
R3
R2 N2
L5
L2
R1
Gauge
S = 1970
Gauge
N1
L1
T
o
e
R6
L6
N5
T
o
e
N4
R4
L4
L1
R6
R5
R1
N3
T
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k

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e
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n

H
a
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d
b
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k

N
R
/
L
2
/
T
R
K
/
2
0
4
9
S
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1
8
6

o
f

2
0
2

N
e
t
w
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k

R
a
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R
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:

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b
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2
0
0
7
H
.
4
.
5
:

R
T
6
0

I
n
c
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d

S
&
C

S
i
n
g
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J
u
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f
r
o
m

S
t
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t

T
r
a
c
k
s

a
t

1
9
7
0

I
n
t
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a
l
NOTES
1. Gauge is 1435 mm. All dimensions are in millimetres and are given to
2. Interval between tracks (running edges) is 1970 mm. Radii shown are
of centreline of tracks.
3. Dimensions given are to toes of switches, intersection points (IPs) of
common crossings, intersection of gauge lines of obtuse crossings and
4. Where fixed obtuse crossings are used, maximum speeds will be
constrained by the maximum allowable cant deficiency of 75 mm. See
sheet A.5.3.
5. Maximum speeds are given both for a reversing configuration (forming
a three-track crossover) and also for continuation as a diverging
straight alignment.
6. Maximum speeds shown may require adjustment to take account of
any curvature (and cant) of the main through route.
TURNOUT SIX FOOT INTERVAL DIAMOND Total lead
length
Maximum speed
mph
Switch
Designation
Lead
Toe - N1
Switch
radius
Turnout
radius
Common
Crossing
Lead
N1 - N2
Radius Common
Crossing
Lead
N2 - N3
Radius Obtuse crossings or
switch diamonds
L1 R6 R1 N1 L2 R2 N2 L3 R3 N3 X L5 To
reverse
To straight
RT60C 23 298 194 930 8.25 3940 193 272 7 9534 559 168 6.25 115 37 402 25 25
25 160 194 930 284 822 9.5 4629 303 278 8.25 11 882 Straight 8.25 87 41 671 25 25
X
N3
L3
R3
R2 N2
N1
L5
L1
L2
R1
R6
T
o
e
Gauge
S = 1970
Gauge
Sheet 187 of 202
Network Rail
J.1.1: Preferred Geometries and Standard Configurations of S&C
NOTES
1. Preferred designs should be used wherever possible. No prior approval is required for the use of the preferred
designs.
2. Non-preferred designs may only be used with the authority of the Network Rail Principal Renewal &
Enhancement Engineer (Track).
3. Obsolescent and Withdrawn designs may only be used in Running Lines with the authority of the Head of
Track Engineering at Network Rail HQ; and in Sidings with the authority of the Network Rail Principal Renewal &
Enhancement Engineer (Track).
4. S&C in Sidings shall be configured as follows:
a) Hardwood timbers with grey cast iron baseplates, 401 clips, full depth switches and fabricated crossings.
b) Concrete bearers with 401 clips, 5mm rail pads, full depth switches and part-fabricated crossings.
c) Steel bearers, full depth switches and part-fabricated crossings. Type of fastening system and rail pads
subject to approval.
Status Geometry For use in:
Construction
code
(see sheet J.1.2)
Withdrawn AV 6 Turnout n/a
Withdrawn AV 6.5 Turnout n/a
Non-preferred AV 7 Natural Curve Turnout Sidings See note 4
Withdrawn AV 7.5 Turnout n/a
Withdrawn AV 8 Turnout n/a
Withdrawn AV 9.25 Transition Turnout & Crossover n/a
Withdrawn BV 7 Turnout n/a
Withdrawn BV 7.5 Turnout n/a
Preferred BV 8 Natural Turnout Sidings See note 4
Non-preferred BV 8 Natural Turnout Running Lines S
Non-preferred BVS 8 Natural Turnout Running Lines A or U
Preferred BV 8 Natural Crossover Sidings See note 4
Non-preferred BV 8 Natural Crossover Running Lines S
Non-preferred BVS 8 Natural Crossover Running Lines A or U
Preferred BV 9.25 Transition Turnout & Crossover Sidings See note 4
Non-preferred BV 9.25 Transition Turnout & Crossover Running Lines T
Non-preferred BVS 9.25 Transition Turnout & Crossover Running Lines B or V
Withdrawn BV 10 Turnout n/a
Withdrawn BV 10 Transition Turnout & Crossover n/a
Withdrawn BV 10.75 Transition Turnout & Crossover n/a
Non-preferred CVS 8 Turnout Running Lines B or W
Non-preferred CV 9.25 Turnout Running Lines O
Non-preferred CVS 9.25 Turnout Running Lines W
Sheet 188 of 202
Network Rail
Preferred CVS 9.25 Turnout Running Lines B
Obsolescent CVS 9.25 Crossover n/a
Non-preferred CV 10 Turnout & Crossover Running Lines O
Non-preferred CVS 10 Turnout & Crossover Running Lines B or W
Obsolescent CV 10.75 Turnout n/a
Non-preferred CVS 10.75 Turnout Running Lines B
Withdrawn CVS 10.75 Transition Turnout & Crossover n/a
Preferred CV 13 Transition Turnout & Crossover Running Lines O
Preferred CVS 13 Transition Turnout & Crossover Running Lines B
Withdrawn CVS 13 Turnout n/a
Withdrawn DVS 9.25 Turnout n/a
Withdrawn DVS 10 Turnout n/a
Non-preferred DV 10.75 Natural Curved Turnout Running Lines O
Preferred DVS 10.75 Natural Curved Turnout Running Lines B
Non-preferred DVS 13 Transition Turnout & Crossover Running Lines F
Non-preferred DVS 13 (Str) Turnout Running Lines F
Non-preferred DV 15 Transition Turnout & Crossover Running Lines O
Preferred DVS 15 Transition Turnout & Crossover Running Lines B
Withdrawn EVS 13 Turnout n/a
Preferred EVS 15 Natural Curved Turnout Running Lines B
Withdrawn EVS 16 Turnout n/a
Non-preferred EVS 18.5 Turnout Running Lines F
Non-preferred EVS 18.5 Transition Turnout & Crossover Running Lines B
Preferred EVS 21 Transition Turnout & Crossover Running Lines B
Withdrawn FVS 16 Turnout n/a
Non-preferred FVS 18.5 Natural Curved Turnout Running Lines B
Withdrawn FVS 21 Turnout n/a
Non-preferred FVS 24 Transition Turnout & Crossover Running Lines B
Obsolescent FVS 28 Transition Turnout & Crossover n/a
Obsolescent SGVS 18.5 Turnout n/a
Obsolescent SGVS 21 Natural Curved Turnout n/a
Obsolescent SGVS 24 Turnout n/a
Obsolescent SGVS 28 Transition Turnout & Crossover n/a
Obsolescent GVS 21 Turnout n/a
Obsolescent GVS 24 Natural Curved Turnout n/a
Obsolescent GV 28 Transition Turnout & Crossover (two levelled) n/a
Construction
code
(see sheet J.1.2)
Sheet 189 of 202
Network Rail
Obsolescent GVS 28 Transition Turnout & Crossover n/a
Obsolescent GVS 32.365 Transition Turnout & Crossover n/a
Obsolescent HVS 32.365 Natural Curved Turnout n/a
Withdrawn HVS 45.75 Transition Turnout & Crossover n/a
Withdrawn AV 7, 6, 4.75, 4 Double Junction n/a
Non-preferred BVS 8, 7, 5.5, 4.5 Double Junction Running Lines G or X
Non-preferred CV 9.25, 8, 6, 5 Double Junction Running Lines P
Non-preferred CVS 9.25, 8, 6, 5 Double Junction Running Lines W
Preferred CVS 9.25, 8, 6, 5 Double Junction Running Lines B
Non-preferred CV 9.25, 8, 6.5, 5.5 Double Junction Running Lines P
Non-preferred CVS 9.25, 8, 6.5, 5.5 Double Junction Running Lines W
Preferred CVS 9.25, 8, 6.5, 5.5 Double Junction Running Lines B
Withdrawn CVS 10, 9.25, 7, 6 Double Junction n/a
Non-preferred CVS 10, 9.25, 8, 7 Double Junction Running Lines B or W
Non-preferred DV 10.75, 9.25, 7.5, 6.5 Double Junction Running Lines P
Preferred DVS 10.75, 9.25, 7.5, 6.5 Double Junction Running Lines B
Withdrawn DVS 10.75, 9.25, 8, 7 Double Junction n/a
Non-preferred DV 10.75, 9.25, 8, 7.5 Double Junction Running Lines P
Preferred DVS 10.75, 9.25, 8, 7.5 Double Junction Running Lines B
Withdrawn DV 10.75, 10, 9.25(SD), 8 Double Junction n/a
Non-preferred DVS 10.75,10, 9.25(SD), 9.25 Double Junction Running Lines Y
Non-preferred EVS 15, 13, 10.5(SD), 9.25 Double Junction Running Lines Y
Non-preferred FVS 18.5, 16, 12.75(SD), 10.75 Double Junction Running Lines Y
Withdrawn SGV 21, 18.5, 15(SD), 13 Double Junction n/a
Withdrawn GVS 24, 21, 17(SD), 15 Double Junction n/a
Withdrawn HVS 32.365, 28, 21.829(SD) 18.5 Double Junction n/a
Withdrawn Type 1, AVT 8, AVT 8 (Equal-split Tandem) n/a
Withdrawn Type 1, AVT 8, BV 9.25 (Equal-split Tandem) n/a
Withdrawn Type 1, BV 9.25, AVT 8 (Equal-split Tandem) n/a
Non-preferred Type 1, BV 9.25, BV 9.25 (Equal-split Tandem) Sidings See note 4
Non-preferred Type 1, BV 9.25, BV 9.25 (Equal-split Tandem) Running Lines J or Q
Non-preferred Type 1, CV 9.25, CV 9.25 (Equal-split Tandem) Running Lines J or Q
Withdrawn Type 1, CV 9.25, CV 10 (Equal-split Tandem) n/a
Withdrawn Type 1, CV 10, CV 10 (Equal-split Tandem) n/a
Withdrawn Type 1, CV 10.75, BV 9.25 (Equal-split Tandem) n/a
Withdrawn Type 1, CV 10.75, CV 10.75 (Equal-split Tandem) n/a
Construction
code
(see sheet J.1.2)
Sheet 190 of 202
Network Rail
Withdrawn Type 2, AVT 8, BV 9.25 (Same Side Tandem) n/a
Withdrawn Type 2, AVT 8, CV 10.75 (Same Side Tandem) n/a
Withdrawn Type 2, BV 8, CV 10.75 (Same Side Tandem) n/a
Withdrawn Type 2, BV 9.25, CV 10.75 (Same Side Tandem) n/a
Non-preferred Type 2, CV 9.25, CV 10.75 (Same Side Tandem) Running Lines J or Q
Withdrawn 1 in 7 Single Slip - Fixed Obtuse - CEN56E1 n/a
Withdrawn 1 in 7 Double Slip - Fixed Obtuse - CEN56E1 n/a
Withdrawn 1 in 7.5 Single Slip - Fixed Obtuse - CEN56E1 n/a
Withdrawn 1 in 7.5 Single Slip - Switch Diamond - CEN56E1 n/a
Withdrawn 1 in 7.5 Double Slip - Fixed Obtuse - CEN56E1 n/a
Withdrawn 1 in 7.5 Double Slip - Switch Diamond - CEN56E1 n/a
Non-preferred 1 in 8 Single Slip - Fixed Obtuse - CEN56E1 Sidings See note 4
Non-preferred 1 in 8 Double Slip - Fixed Obtuse - CEN56E1 Sidings See note 4
Non-preferred 1 in 8 Single Slip - Fixed Obtuse - CEN56E1 Running Lines Q
Non-preferred 1 in 8 Single Slip - Fixed Obtuse - CEN56E1 Running Lines J
Withdrawn 1 in 8 Single Slip - Switch Diamond - CEN56E1 n/a
Non-preferred 1 in 8 Double Slip - Fixed Obtuse - CEN56E1 Running Lines Q
Non-preferred 1 in 8 Double Slip - Fixed Obtuse - CEN56E1 Running Lines J
Withdrawn 1 in 8 Double Slip - Switch Diamond - CEN56E1 n/a
Withdrawn 1 in 10 Single Slip - Switch Diamond - CEN56E1 n/a
Withdrawn 1 in 10 Double Slip - Switch Diamond - CEN56E1 n/a
Withdrawn BV 8 Scissors n/a
Non-preferred CVS 10 Scissors Running Lines H
Withdrawn DVS 13 Scissors n/a
Withdrawn AV Trap points n/a
Preferred BV Trap points Sidings See note 4
Non-preferred BVS Trap points Running Lines X
Preferred BVS Trap points Running Lines I
Non-preferred CVS Trap points Running Lines X
Non-preferred CVS Trap points Running Lines I
Preferred NR60 C 8.25 Turnout Running Lines C
Preferred NR60 C9.5 Turnout Running Lines D
Preferred NR60 C 11 Transitioned Turnout & Crossover Running Lines D
Withdrawn NR60 D 8.25 Turnout n/a
Preferred NR60 D 9.5 Turnout Running Lines D
Withdrawn NR60 D 11 Turnout n/a
Construction
code
(see sheet J.1.2)
Sheet 191 of 202
Network Rail
Withdrawn NR60 D 12.5 Turnout n/a
Preferred NR60 D 13.5 Transitioned Turnout & Crossover Running Lines D
Withdrawn NR60 E 9.5 Turnout n/a
Withdrawn NR60 E 11 Turnout n/a
Preferred NR60 E 12.5 Turnout Running Lines D
Preferred NR60 E 17.25 Transitioned Turnout & Crossover Running Lines D
Withdrawn NR60 F 12.5 Turnout n/a
Preferred NR60 F 15.75 Turnout Running Lines D
Preferred NR60 F 21.5 Transitioned Turnout & Crossover Running Lines D
Withdrawn NR60 SG 17.25 Turnout n/a
Preferred NR60 SG 20.25 Turnout Running Lines D
Preferred NR60 SG 27 Transitioned Turnout & Crossover Running Lines D
Withdrawn NR60 G 21.5 Turnout n/a
Preferred NR60 G 23.5 Turnout Running Lines E
Withdrawn NR60 G 27 Turnout n/a
Withdrawn NR60 G 31.25 Turnout & Crossover n/a
Preferred NR60 G 33.5 Transitioned Turnout & Crossover Running Lines E
Preferred NR60 H 31.25 Turnout Running Lines E
Preferred NR60 H 33.5 Turnout Running Lines E
Preferred NR60 C 8.25, 7.01, 5.62, 4.82 (Double Junction) Running Lines C
Preferred NR60 D 9.5, 8.08, 6.57, 5.68 (Double Junction) Running Lines D
Preferred NR60 E 12.5, 10.65, 8.69, 7.53 (Double Junction) Running Lines D
Non-preferred NR60 C 8.25, 7.01, 5.62(SD), 4.82 (Double Junction) Running Lines Z
Non-preferred NR60 D 9.5, 8.08, 6.57(SD), 5.68 (Double Junction) Running Lines Z
Non-preferred NR60 E 12.5, 10.65, 8.69(SD), 7.53 (Double Junction) Running Lines Z
Non-preferred NR60 F 15.75, 13.42, 10.58(SD), 9.01 (Double Junction) Running Lines Z
Non-preferred NR60 SG 20.25, 17.27, 13.67(SD), 11.66 (Double Junction) Running Lines Z
Non-preferred NR60 G 23.5, 20.04, 15.83(SD), 13.49 (Double Junction) Running Lines Z
Non-preferred NR60 H 31.25, 26.66, 21.07(SD), 17.97 (Double Junction) Running Lines Z
Non-preferred NR60 C 11, 11, 11(SD), 11 (Single Junction) Running Lines Z
Construction
code
(see sheet J.1.2)
Sheet 192 of 202
Network Rail
Non-preferred NR60 D 13.5, 13.5, 13.5(SD), 13.5 (Single Junction) Running Lines Z
Non-preferred NR60 E 17.25, 17.25, 17.25(SD), 17.25 (Single Junction) Running Lines Z
Non-preferred NR60 F 21.5, 21.5, 21.5(SD), 21.5 (Single Junction) Running Lines Z
Non-preferred NR60 SG 27, 27, 27(SD), 27 (Single Junction) Running Lines Z
Non-preferred NR60 G 33.5, 33.5, 33.5(SD), 33.5 (Single Junction) Running Lines Z
Non-preferred NR60 C Trap Running Lines K
Withdrawn RT60 8.25 Single Slip n/a
Withdrawn RT60 8.25 Double Slip n/a
Withdrawn RT60 C 7 Turnout n/a
Withdrawn RT60 C 7.5 Turnout n/a
Obsolescent RT60 B 6.5, 5.5, 4.375, 3.75 (Double Junction) n/a
Obsolescent RT60 C 7.5, 6.5, 5.25, 4.5 (Double Junction) n/a
Obsolescent RT60 C 8.25, 7, 5.25, 4.5 (Double Junction) n/a
Obsolescent RT60 D 9.5, 8.25, 6.25, 5.25 (Double Junction) n/a
Obsolescent RT60 D 9.5, 8.25, 7, 6.5 (Double Junction) n/a
Obsolescent RT60 E 12.5, 11, 8.25 (SD), 7 (Double Junction) n/a
Obsolescent RT60 E 12.5, 10.75, 8.25 (SD), 7.5 (Double Junction) n/a
Obsolescent RT60 F 15.75, 13.5, 11 (SD), 9.5 (Double Junction) n/a
Obsolescent RT60 SG 23.5, 20.25, 15.75 (SD), 12.5 (Double Junction) n/a
Obsolescent RT60 G 23.5, 20.25, 15.75 (SD), 13.5 (Double Junction) n/a
Obsolescent RT60 H 31.25, 27, 20.5 (SD), 17.25 (Double Junction) n/a
Construction
code
(see sheet J.1.2)
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NOTES
1. Under Development. Pending design approval of Hy-Drive, HW / Style 63 or Rail Clamp Point Lock may be used.
2. Vertical double junctions and scissors crossovers are not yet available with e-plus clips and 8mm pads, use 401 clips and 5mm pads.
3. Continuous check required in passenger lines.
4. Under Development. Pending design approval of Hy-Drive, Rail Clamp Point Lock may be used.
5. NR60 Switch Diamonds are not yet available.
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A Running Lines Vertical Concrete Shallow depth Anti Creep Device e-plus & 8mm pad Yes Yes CCB n/a No No No No No No Yes
1
Yes
B Running Lines Vertical Concrete Shallow depth Anti Creep Device e-plus & 8mm pad Yes CCB n/a No No No No No No Yes
1
Yes
C Running Lines NR60 Concrete Shallow depth Anti Creep Device e-plus & 10.5mm pad Yes Yes CCB n/a No No No No No No Yes Yes
D Running Lines NR60 Concrete Shallow depth Anti Creep Device e-plus & 10.5mm pad Yes CCB n/a No No No No No No Yes Yes
E Running Lines NR60 Concrete Shallow depth Anti Creep Device e-plus & 10.5mm pad Yes CCB n/a No No No No No No Yes No
F Running Lines Vertical Concrete Shallow depth Stress Transfer Blocks e-plus & 8mm pad Yes CCB n/a No No No No No No Yes
1
Yes
G Running Lines Vertical Concrete Shallow depth Stress Transfer Blocks PR401 & 8mm pad
2
Yes Yes CCB n/a No No No No No No Yes
1
Yes
H Running Lines Vertical Concrete Shallow depth Stress Transfer Blocks PR401 & 8mm pad
2
Yes CCB n/a No No No No No No Yes
1
Yes
I Running Lines Vertical Concrete Shallow depth Stress Transfer Blocks e-plus & 8mm pad Yes n/a n/a No No No No No No Yes
1
Yes
J Running Lines Vertical Concrete Full Depth Heel Blocks e-plus & SG baseplates No Monobloc n/a No Yes Yes Yes No No No No
K Running Lines NR60 Concrete Shallow depth Stress Transfer Blocks e-plus & 10.5mm pad Yes n/a n/a No No No No No No Yes Yes
O Running Lines Vertical Timber Full Depth Heel Blocks PR401 & baseplates Yes CCB n/a Yes Yes Yes Yes Yes Yes No No
P Running Lines Vertical Timber Full Depth Heel Blocks PR401 & baseplates Yes CCB n/a Yes Yes Yes Yes Yes Yes No No
Q Running Lines Vertical Timber Full Depth Heel Blocks PR401 & baseplates No
Part
Fabricated
n/a Yes Yes Yes Yes No No No No
S Running Lines Vertical Timber
Strengthened
Full Depth
Heel Blocks PR401 & baseplates No Yes
3
CCB n/a Yes Yes Yes Yes Yes Yes No No
T Running Lines Vertical Timber
Strengthened
Full Depth
Heel Blocks PR401 & baseplates Yes CCB n/a Yes Yes Yes Yes No No No No
U Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates Yes Yes
3
CCB n/a No Yes Yes Yes No No No No
V Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates Yes CCB n/a No Yes Yes Yes No No No No
W Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates Yes CCB n/a No Yes Yes Yes No No No No
X Running Lines Vertical Timber Shallow depth Stress Transfer Blocks PR401 & baseplates No n/a n/a No Yes Yes Yes No No No No
Y Running Lines Vertical Concrete Shallow depth Anti Creep Device e-plus & 8mm pad Yes CCB Shallow Depth No No No No No No Yes
4
No Yes
4
Z
5
Running Lines NR60 Concrete Shallow depth Anti Creep Device e-plus & 10.5mm pad Yes CCB Shallow Depth No No No No No No Yes No Yes
Sheet 194 of 202
Network Rail
J.2.1: S&C Layout Design
1 Establishing the Track Layout
The development of the layout design should be undertaken in accordance with the company's procedures for the
feasibility, development and authorisation of Track Renewals and other projects. It is important to follow the initial
remit given and to identify the critical requirements for speed and functionality together with the other aspects
including 'operational flexibility' and speed, fixed points, matching existing layout footprint, staging and phasing of
the work on site, reliability and ease of maintenance. Taking due account of the requirements set out in the
appropriate Railway Group and Network Rail Standards the design of the S&C layout will be shaped by the speeds
required, both over the through 'main' route and the turnout 'branch' route(s). The final design should represent the
very best interpretation of the remit and most effective trade-off between the many parameters.
2 Track Alignment
The layout must be placed on an established and proven designed through alignment of the main line. Without this,
it is impossible to obtain correct relationships between all items of S&C, and the checking of maximum permissible
speeds will be exceedingly difficult.
Where Overhead Line Equipment is present, it is vital that the registration is taken into account; any departure from
the permitted tolerances must be agreed with the Principal Renewal & Enhancement Engineer (Contact Systems)
before implementation.
Similarly, where structures such as underbridges are affected by the scheme then any alteration to track position
may need to be agreed by the responsible Network Rail Structures Engineer (or by the responsible Civil/Structures
Engineer in the case of a bridge owned by a third party).
3 Associated Plain Line
Depending on the track category, between 10 metres and 40 metres of plain line shall be renewed on either side of
the S&C being renewed. Ballast ramps shall be installed; the length (in metres) being calculated by dividing the line
speed (in mph) by 6.
At any junction change (between CEN60E1/60E2 rail section and existing CEN56E1) cast or forged transition rails
to an approved design are welded into track.
4 Design of Layouts
Layouts should be designed to give consistent through alignment curvatures with a minimum number of steps in
radii and avoidance of abrupt changes of cant deficiency.
When designing S&C layouts for New Works, the S&C should as far as possible be kept clear of embankments,
viaducts, platforms and tunnels. On higher category lines individual leads shall be separated by 80 metres of plain
line to permit each fitting to be tamped independently. On lower category lines 40 metres of plain line shall be
provided.
When designing S&C for like-for-like renewals, the designer shall attempt to extend the distance between individual
leads as far as is reasonably practicable within the constraints of the existing signalling, geometry and OLE.
For notes relating to specific types of S&C unit, e.g. switch diamonds, see Sheet J.4.1.
Sheet 195 of 202
Network Rail
J.2.2: Siting of S&C - 1
1 Straight through alignments
Wherever reasonably practicable (without major alterations which are incompatible with scheme scope), switches
and crossings should always be positioned on straight through alignments on the 'main' route. There are several
reasons for this:
(i) the straight through alignment is easier to maintain and re-establish;
(ii) the speed on the turnout or crossover on a curved main line will normally be reduced due to limiting cant or cant
deficiency values;
(iii) the switches will be standard 'off-the-shelf' type items (both for new and maintenance replacement situations);
(iv) the common crossings, particularly if of cast monoblock design, will also be off-the-shelf easily replaceable
items, and in the NR60 transitioned turnout design, can be used left or right handed. Standard crossings will be
cheaper (easier to manufacture), and more readily obtainable;
(v) the absence of cant will assist in the correct seating of the rails and crossings onto the baseplates, and the
correct fitting up of the switch drive mechanisms.
2 Curved through alignments (full curve)
Where it is unavoidable and necessary to locate S&C on curved through alignments, particular attention must be
given to managing superelevation and in dealing with adverse or 'negative' cant on the turnout route, especially
where tracks are tied together over through bearers. As a result the permissible speeds across the crossover, or
other layout may be significantly reduced from those available over a straight configuration (and as set out in the
main tables within this document).
Particular attention must be paid to thoroughly investigating and checking the resulting speeds together with the
rates of change of cant deficiency at each and every instantaneous change of radius. The requirement of through
bearers will mean that the cant on both roads of a crossover would necessarily need to be the same.
3 Transitions
Switches and crossing layouts cannot be located on through-alignment transition curves due to the complexity of
geometry and superelevation, particularly track twists. Such twists could not be accommodated (nor reliably
maintained) especially within the switch and modern (cast) crossing areas.
4 Vertical profile and alignment
S&C should not normally be located on vertical curves (either hogging or sagging) where the vertical curve radius is
any sharper than 10 km. The consequences of doing so are to:
(i) have crossings or switches not seated properly on their baseplates - this will exacerbate the breakage of
baseplates and indeed rails;
(ii) require every item to be pre-curved in the vertical plane, making them non-standard;
(iii) make the switch detection systems difficult to achieve and maintain.
Sheet 196 of 202
Network Rail
J.2.3: Siting of S&C - 2
1 Underbridges
It is desirable that S&C should be positioned clear of any underbridge. The original design of the bridge may not
have taken into account any lateral loading that would result from S&C being installed on top of it, and hence any
proposal to newly place S&C on the bridge must be fully investigated by the Network Rail Territory Structures
Assessment Engineer. Also, if switches are placed on an underbridge, there is a grave risk of the deflection of the
bridge causing the switch toe to sit up above the stock rail with potential derailment resulting.
Any proposal to slew an alignment over an underbridge must again, be referred to the Network Rail Territory
Structures Assessment Engineer.
No rail joints, or discontinuity such as adjustment switches, should be permitted on or immediately adjacent to an
underbridge.
2 Overbridges
In overhead electrification areas, the positioning of S&C either underneath or even close to an overbridge can create
problems (sometimes insurmountable) with wiring the layout.
S&C should not be placed adjacent to overbridges with lightweight constructed supporting columns (e.g.
footbridges), as any derailment could demolish the bridge. The provision of boat-shaped (in plan), platform level,
concrete fenders should be considered for these types of overbridge.
3 Station Platforms
Occasionally there is a requirement to position a turnout half way along a platform road to enable trains to be
accepted or released around an adjacent train (e.g. at Cambridge). This then requires the shape of the platform
edge to be altered to allow for the extra end throw of rolling stock negotiating the turnout. This can result in an
unacceptably large stepping distance into the train stopped across the turnout on the platform road.
4 Overhead Line Equipment Considerations
The positioning of S&C, particularly crossovers, is crucial as far as the relation to adjacent overhead masts is
concerned. Sheets A.8.5 and A.8.6 give guidance on this point. However, when an existing crossover is being
relayed, probably in a new design of material, then the overall length of the crossover may well change by a small
degree. To obtain the minimum disruption to the overhead catenary design, the new crossover should be spread
equally around the centreline of the previous crossover; i.e. do not keep one switch in its existing position and let the
other move by the difference in overall length.
Sheet 197 of 202
Network Rail
J.3.1: Design Considerations - Speeds Through S&C
1 Determination of Speeds through S&C
The design speeds for turnouts and through any part of an S&C layout are determined for the centreline radii of the
tracks involved. This is considered to represent the path and curvatures experienced by vehicles - and passengers
within them.
NB NR60 S&C speed values quoted throughout this document are for fully welded layouts on concrete bearers.
2 Speeds through Turnouts
When travelling over a turnout on the main or through line, there will be no separate speed restriction, but when
passing over the turnout on the branch line, it is normal to expect a reduced speed restriction (for description, see
Sheet A.1.1). Turnouts are designed to give specific maximum speeds from a straight main line; these speeds are
determined by the maximum permitted cant deficiency and the maximum permitted rate of change of cant
deficiency.
It is important to realise that all turnout speeds need to be recalculated when the main line is curved and/or canted
(positively or negatively) - see paragraph 6.
NR60 switch radii are tighter than CEN56E1 vertical equivalents, and in heavy use rapid side wear can result if high
volumes of traffic, or concentrated heavy axle loads, can be expected on the turnout road. At such locations
consideration should be given to providing a longer switch; for instance, using a D instead of a C at 25 mph.
3 Speeds through Crossovers
Running line (a line shown as such in Appendix A of the relevant Sectional Appendix), timetabled-use crossovers
should normally be designed using transitioned turnouts - this will give a smoother ride through the complete
crossover, and give smaller lateral forces on the common crossing, giving longer life. As in turnouts above, the
permissible speed will need to be reassessed when the main lines are curved and/or canted.
4 Choice of Speed for Turnouts and Crossovers
The line speed in the vicinity of the S&C has a relevance if certain signalling restrictions are to be avoided.
Approach Control, detailed in Group Standard GK/RT0063, allows there to be no signalling restriction to the
branch line turnout/crossover provided the difference in speeds between the main line and the branch is 15 mph or
less. For example, on a 90 mph main line, a 75 mph turnout would not need a signalled restriction of speed, whereas
a 70 mph turnout would - this means the route required would not be cleared until the train had slowed to a particular
speed at a specific position in advance of the junction. The non-provision of a signalled restriction of speed can be a
significant factor in the time taken for trains to perform crossing movements, say from fast to slow lines. Ideally the
crossover speed would need to be equal to, or at the most only 15 mph less than, the main line permitted speed.
5 Speeds through Junctions
The permissible speed through any form of junction work will be determined by the cant and cant deficiency and the
rates of change of cant and cant deficiency figures. At each instantaneous change of radius, such as in a diamond,
the rate of change of cant deficiency must be checked using the formulae on Sheet B.3.4.
6 Curved Main Lines
Where any curve is present, all maximum permissible values of cant, cant deficiency, and rates of change of both,
must not be exceeded, and each value must be individually checked. When a resultant figure for the speed is
produced, this then has to be rounded down to the nearest 5 mph (e.g. 39.4 mph would need to become 35 mph). In
no circumstance should the figure be rounded up, as this will result in the maximum permissible figures being
exceeded.
Sheet 198 of 202
Network Rail
J.4.1: Types of S&C Unit - 1
1 Turnouts
Transitioned turnouts as detailed on Sheet Nos. A.3.1 & A.3.3 (as opposed to circular curve turnouts) should be
regarded as the first choice, unless of course the main line curvature demands otherwise. An obvious choice for the
transitioned turnout would be the entrance/exit to a passing loop or platform road.
Standard stock rail fronts are to be used in all normal situations, these being:
2670 mm to the physical toe (2745 mm to the mathematical toe position) for NR60 switches.
2905 mm to the physical toe (3070 mm to the mathematical toe position) for new Shallow Depth Vertical.
2 Crossovers
Similarly, transitioned crossovers should be used for all running line crossovers. For follow-on crossovers, and the
permissible speeds through them, see Sheet Nos. B.3.3 & B.3.10.
3 Fixed Diamonds (Obtuse Crossings)
The use of fixed diamonds is generally discouraged as they involve the use of relatively short lengths of rail, which of
course should be welded if at all possible. Fixed diamonds also tend to employ sharper check entry flares, although
designs are now developed for cast manganese obtuse crossings with bolted on long flare checks. There is a
prohibition on their use where the maximum speed exceeds 105 mph (see RT/CE/S/102). Their use is also
governed by limiting track radii through the obtuse crossings.
4 Diamond Crossing Geometry
Based upon a straight through alignment of the 'main' route, by examination of the fine geometry it will be
appreciated that the two obtuse crossings which form the diamond cannot be of exactly the same angle if either
track is curved.
While previously this has been dealt with by assuming that both crossings have identical angles this approach is
incompatible with CAD-based design processes. Therefore the new convention is that whole diamond configuration
will be considered as having the exact angle (e.g. 1 in 8.25) obtained at the intersection of the two track centrelines.
This will produce the correct track radii, but results in minor difference in the two actual crossing angles (usually in
the second decimal place of the 1 in N number).
These individual and exact differing angles must be used to calculate the lead lengths. For practical manufacturing
purposes the minor variation in angle will not normally be significant within the normal range of angles used and can
be ignored. For example, a 1 in 4.53 and a 1 in 4.47 crossing would both be made as 1 in 4.5. However, for angles
sharper than about 1 in 3, it will be necessary for the geometry of the individual crossings to be determined and
manufactured.
For curved through alignments of the 'main' route, it will be necessary to determine the geometry and appropriate
lead lengths and radii from 'first principles', using the centres of the circles and basic geometrical formulae. It Is not
sufficiently accurate, for example, to use the 'standard' lead lengths and centreline radii (adjusted for equivalent
radius) produced by the tables on Sheet Nos A.4.2 & A.5.1.
5 Switch Diamonds
The use of switch diamonds in layouts is also discouraged, for a number of reasons. From the physical design of a
switch diamond, it is very difficult technically to restrain relative longitudinal movement between the switch and wing
rails in the hot weather situation, and because of this phenomenon, adjustment switches (with their additional
maintenance liability) are often placed on all four legs of the diamond to help alleviate the problem. Special
strengthening by back rails and blocks also assists, but the maintenance of exact track gauge at the knuckle
becomes difficult due to the overturning tendency of the head of the wing rail with higher temperature. The use of
high manganese common crossings in the diamond (the current norm) with their attendant greater expansion
coefficient only serves to exacerbate the problem. There are two principal sites where switch diamonds are
commonly used, viz.
(i) 3-line crossovers (turnout/diamond/turnout), where the alternative provision of two follow-on crossovers with
sufficient space between them should always be investigated and encouraged.
(ii) double junctions, where the alternative layout would be a turnout, and a crossover followed by a turnout.
Sheet 199 of 202
Network Rail
J.4.2: Types of S&C Unit - 2
1 Double Junctions
As far as possible, the junctions shown on Sheet Nos A.6.1 & A.6.4 should be used, as these have been designed to
give as near as possible constant radii right through the junction, so resulting in constant cant deficiency.
The possible splitting up of the double junction into a turnout, a crossover, and a further turnout, to eliminate the
diamond, should be investigated and encouraged. Attention should be given to maintaining the required six-foot
spacing/passing clearances right round the junction, bearing in mind all potential/possible types of rolling stock likely
to use the lines.
This is achieved by staggering the relative positions of the two sets of switches, normally by a minimum of two
bearer spacings.
2 Tandem Turnouts
Tandems, where one turnout is interlaced in the same direction with a second turnout, (see diagrams on Sheet
A.6.2), should not be used in main running lines due to the fact that it is not possible to strengthen them for CWR, or
indeed to weld them up. Their use in terminal station track layouts is accepted where space is of a premium, or in
sidings or depots.
Tandem turnouts are not available in NR60.
3 Scissors Crossovers
Wherever possible, scissors crossovers should be positioned on straight parallel tracks, to facilitate the use of
standard cast manganese crossings. Current designs are based on a 1970 mm six-foot spacing.
Scissors crossovers are not available in NR60.
4 Single and Double Slips
Single and double slips are not available in NR60.
5 Traps
The NR60 design does not provide for use of stress transfer blocks, except in NR60C Trap Switches.
When trap or catch points are within the required anchor length, these should either be renewed or upgraded using
NR60 C Traps, strengthened BV traps (see drawing RE/PW/723) or BVS Traps.
Sheet 200 of 202
Network Rail
J.4.3: Rail Joints, Bearers and Checking Arrangements
1 Joints/Welds
The main requirement in S&C is the elimination as far as practicable of all rail joints. With by far the highest number
of maintenance problems occurring in association with all forms of rail joint, it is highly desirable to weld up the
complete layout. From the practical maintenance point of view, it is also desirable to complete the welding of the new
layout before trains run at all. Where temporary back-hole fished joints are used prior to welding, there is a great
danger of the track gaining a ballast memory situation even in 2 or 3 days, as the position of the joint is not
completely lost after welding, and eventual deterioration in the track bed results.
The need for insulated joints is accepted, and their positioning should be in accord with Sheet D.6.2; the avoidance
of positioning insulated joints directly on the switch fronts should be considered a priority.
Six-hole insulated joints should be used wherever practicable.
2 Bearers
Bearers are normally concrete, although hardwood or steel may be specified. The standard bearer spacing is
650 mm between centrelines in NR60; and 710 mm in Vertical S&C. The overall construction depth from rail head to
underside of bearer shall remain constant throughout an S&C layout.
The longest concrete bearers are nominally 8500 mm; requirements for longer lengths may be satisfied by tying
two shorter bearers together by an approved method.
3 Checking Arrangements
Check rails in S&C have been standardised. The designs for NR60 are now in four separate speed bands, and each
end of a check rail is to be considered separately, such that if a particular check is used at speed in one direction
only, then the trailing end would be to a shorter flare. Bi-directional lines are to have the same flare at both ends of
the check rail.
For NR60 Inclined S&C the nominal check rail gauge is 1394 mm (+3/-0); this is the main controlling dimension for
check flangeways within S&C. With a nominal track gauge of 1435 mm through the S&C this gives a flangeway
width of 41 mm (+3/-0) in both the crossing wing rails and the cover check rails.
Full details of checking arrangements are shown on Sheet E.8.5, but the above principles should be kept in mind.
In Vertical S&C the nominal check rail gauge is 1391 mm (+3/-0); since the nominal track gauge through the S&C is
1432 mm, the resultant flangeway width is 41 mm (+3/-0) in both the crossing wing rails and the cover check rails.
Details of check rail lengths and positions are shown on Sheets E.8.1 and E.8.3.
In curves sharper than 200 m radius where continuous check rails are provided (as required by HMRI for passenger
lines) a check overlap of length 20 m should be provided beyond the tangent point to enable the bogie wheel sets to
be properly aligned when joining or leaving the checked portion.Continuous check rails shall be lubricated.
Sheet 201 of 202
Network Rail
J.5.1: Measurement of Crossing Angles
1 Definition
Using centreline measure which is the recognised method for crossing angle description in the UK, the angle of a
crossing (common or obtuse) is defined as 1 in N,
where N = 0.5 cot ,
being the angle in circular measure.

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

Useful checks are available - if the crossing is a cast manganese crossing, the angle will be cast on the side of the
crossing, or stamped on the end of the wing portion. If the crossing is a built-up rail crossing, the designation of the
cast blocks and central baseplates should also give the crossing angle (although certain blocks cover a number of
different angles).
3 Obtuse Crossings/Switch Diamonds
For measurement purposes, both are done in the same way. The principle is as for common crossings, establishing
two points that have a difference in running edges spread of 100 mm. It may however be easier to take for example
70 mm and 170 mm; this will still give the correct crossing angle. It is recommended that the measurement be taken
on both ends of the crossing, and any minor difference averaged out. If the crossing is in track, the opposite obtuse/
switch diamond can also be measured and the final angle obtained from averaging all four measurements. Again,
similar checks to those for the common crossings are available.
2
---
N
1
50
100N
150
Sheet 202 of 202
Network Rail
J.5.2: Measurement of Lead Lengths and Track Intervals
1 Turnouts
Having determined the hand of a turnout (as detailed on Sheet A.1.1) by standing in advance of the switch toes and
looking towards the crossing, the lead length of a right-hand turnout is measured along the running edge of the
right-hand switch rail and any closure rails to the nose of the common (or swing nose) crossing - irrespective of any
curvature, i.e. the measurement would be taken round the curve if the main line is curved, and not along the chord
length. Similarly for a left-hand turnout, the measurement is along the left-hand switch rail.
The above measurements should be taken to the mathematical switch toe. In later Shallow Depth Vertical, RT60 and
NR60 Inclined S&C designs the switch rail continues under the stock rail head for a short distance in advance of the
mathematical toe position - this is detailed on the relevant RE/PW standard drawings. In other S&C designs the
physical end of the switch rail coincides with the mathematical toe.
It is important to remember that by stated convention, the lead length does not alter even with curvature of the main
line. This of course does not preclude the calculation of layouts by using track centrelines, but this system must take
account of the lead length being unaltered by curvature; any adjustment necessary being made to the radius.
2 Across Track Intervals
All measurements should be taken to running edges of rails; never to the outside edge in view of the differing head
widths of various rail sections. (The exact position of the running edge is at a point 14 mm down from the crown of
the rail).
The measurement should always be square (at right angles) to one of the two tracks, and if the situation for example
is across the six-foot space for a double junction, then by convention the squaring should be from the main line
containing the diamond. Where the two tracks are converging/diverging, it is useful to measure square across from
both common crossings, and as a final check, to measure the direct dimension from nose to nose (without any
squaring across).
In plain line, the measurement of the six-foot space is done in the same way, and this figure should always be
measured horizontally; the difficulty of obtaining an exact figure when crossing d.c. conductor rails can be overcome
by the use of specially constructed wooden/composition jumpers which raise the tape to the level of the top of the
conductor rail - needless to say, steel tapes (or any conductive material) should not be used in conductor rail
situations.
It is important when measuring track to avoid any electrical fouling of signalling track circuits with the tapes - either
across gauge from one rail to the other, or along a rail across an insulated joint.
3 Diamonds
To find the lead lengths of a diamond (and all four legs should always be measured), the exact position of the
crossing knuckle (the intersection of the running edges) has first to be determined. In fixed obtuse crossings, the
distance between the two point rail noses should be bisected, and a pencil/chalk mark made on the head of the
wing. For switch diamonds, this method should not be used as the switch rails can move longitudinally with thermal
changes - the position of the central bolt should be used, or the bisection of the distance where there are two equally
spaced central bolts holding the first slide baseplates.
The lead length is then taken from the knuckle of the obtuse/switch diamond to the common crossing nose.
It is important even when first setting out a layout of a diamond to measure all four legs, as the position of the two
obtuses relative to each other is extremely critical - e.g. on a 1 in 5 crossing, a 5 mm error in position would produce
a track gauge error of 1 mm.
Standards Briefing Note

Ref: NR/L2/TRK/2049 Issue: 11
Publication Date: 01 June 2008 Compliance Date: 26/08/2008
Title: Track Design Handbook
Standard Owner: E R Cummings, Head of Track Engineering
Non-Compliance rep (NRNC): Principal Maintenance Support Engineers (Track)

Purpose:
This specification gives the requirements for the design of track
alignments and layouts.
Information provided on track geometry, the mathematics of track
layouts, switch & crossing (S&C) assemblies, sleepers and rail
fastenings is intended to demonstrate that designs take proper account
of the speed of traffic.

Scope:
The specification applies to all track alignment and layout design
carried out for use in Network Rail infrastructure.
Whats New/Changed:
Preferred Geometries and Configurations of S&C according to usage
are provided for the first time (sheet J.1.1).
Values in tables in Section A verified/corrected. Structure Gauging
Sheets re-formatted and now include Temporary Works and TENs
Routes. New sheet (A.8.9b) on Construction of On-Track Plant
Calibration Sidings. New sheet (A9.2) on Gauge Transition between
CEN60 plain line and 1432mm gauge track.
Majority of formulae/equations in Section C rationalised.
New sheets (D.8.1 & 2) on Level Crossing Surface Systems.
Minor corrections and updates to a number of data sheets. Several
sheets withdrawn (use RE/PW drawings instead).
The Briefing Note gives further detail of changes to each data sheet.
Affected documents:
Reference
None

Impact
None
Implementation requirements:
The following posts have specific responsibilities within this standard
and shall receive technical briefing as part of the Implementation
Programme:
Principal Renewal & Enhancement Engineers (Track)
For further information contact:
Name: Geoff South
Contact number: 085-79184 (020 7557 9184)
Email: geoff.south@networkrail.co.uk
The following teams require
awareness briefing:

Executive Management Group
Commercial Property
Contracts and Procurement
Strategic Change
CTRL
Engineering
Asset Management
Civil Engineering
E&P Engineering
Enhancements Engineering
Ergonomics
Future Railway Programme
Ops Principles & Standards
Rail Vehicle Engineering
Railway Systems
Telecoms Engineering
Track Engineering
Signal Engineering

Finance
Funding
Govt & Corp Affairs
Human Resources
Information Management
Infrastructure Investment
Crossrail
Track
Programme Management
Contracts & Procurement
HSQE
Sig. Power & Comms
WCRM
Construction
FTN/GSM-R
Thameslink
Enhancements

Infrastructure Maintenance
Maintenance Areas
Operational Property
Overhead Condition
Renewals

Legal Services
National Delivery Service
Network Development
Operations & Customer Services
Planning & Regulation
Safety and Compliance
Westwood

x
x

x
x
x
x
x

x
x

Further details of changes to individual data sheets:

Number Change

A.1.1 Measurement of lead lengths consolidated onto Sheet J.5.2.
A.1.3 All values in table verified; and corrected where necessary. Turnout speed column added.
A.1.4 All values in tables verified; and corrected where necessary.
A.2.1 All values in table verified; and corrected where necessary. Straight turnout speed column added.
A.2.2 All values in table verified; and corrected where necessary.
A.3.3 All values in tables verified; and corrected where necessary.
A.4.1 All values in table verified; and corrected where necessary. Radius arrow in diagram now to high rail.
A.4.2 All values in table verified; and corrected where necessary. Radius arrow in diagram now to centre line.
A.6.1 All values in table verified; and corrected where necessary. Note 11 added re radii in diagram.
A.6.2 All values in table verified; and corrected where necessary. Columns added for leading and trailing speeds.
Note 6 added re radii in diagram
A.6.3 All values in table verified; and corrected where necessary. Crossover speed column added.
A.6.7 Columns added for planing radius and turnout speed.
A.7.1 Cross references to group standards updated/expanded.
A.8.1a Standard Structure Gauge Re-formatted.
A.8.1b Temporary Works Structure Gauge New.
A.8.1c Special TENs Structure Gauge New.
A.8.3 Withdrawn. Gradients; relevant information transferred to Sheets A.8.9 & A.8.14.
A.8.8 Conductor Rails; Note added re minimum requirements and RE/PW general arrangement drawings.
A.8.9a Requirements for Siding Length added.
A.8.9b Construction of On-Track Plant Calibration Sidings New.
A.8.14 Requirements for Platform Alignments added.
A.9.2 Gauge Transition between CEN60 plain line and 1432mm gauge track New.

B.2.2 Sheet re-formatted.
B.2.4 Paragraph commencing All curves should be designed expanded.
B.2.5 Paragraph commencing On transitions between reverse curves added.
B.3.10 Normal and Exceptional values for Toe to Toe distances on slower NR60 layouts revised.
B.5.1 Rules 4 & 12 re-worded/expanded.

C.1.1 Formulae/equations rationalised/simplified in line with current mathematical practices.

D.3.1 Withdrawn. Rail End Drilling; cross referenced to drawing RE/PW/596 instead.
D.4.1 Formatting corrections. EG49 added.
D.4.2 Formatting corrections. NR60 added.
D.4.3 Pad types 21 & 22 added. e-plus clip diagram added.
D.5.2 Withdrawn. Timbering of Vertical S&C layouts; use RE/PW drawings instead.
D.5.3 Extended Bearer Lengths for Point Motors. Sheet re-numbered, was D.6.3, data unchanged.
D.6.1 Joints added: Standard Benkler 95RBH, Coronet 4 & 6 hole for CEN56, Coronet 4 & 6 hole for CEN60
D.8.1&.2 Level Crossing Surface Systems Sheets 1 & 2. New.

E.1.1 Rail lengths, timber lengths and stretcher bar numbers revised to match current RE/PW/600, 601 & 603
E.1.2 Withdrawn. Slide Baseplates in Full Depth Vertical Switches; use RE/PW drawings instead
E.2.1 Rail lengths, timber lengths and stretcher bar numbers revised to match current RE/PW/801 805 (incl)
E.2.2 Withdrawn. Slide Baseplates in Shallow Depth Vertical Switches; use RE/PW drawings instead
E.7.1 Sheet updated in line with BBRTS (Edgar Allen) current casting marking policy.
E.11.2 Withdrawn. Availability of Concrete Bearer Layouts; use RE/PW drawings instead.

Page 2 of 3

F.1.1 Pad details and normal usages of baseplates updated.
F.1.2 Pad details and normal usages of baseplates updated. NRS2 plate and Note 3 added.
F.2.3b-d Note added re difference between Tendon and Strand Pre-Stress
F.2.4a-b Note added re difference between Tendon and Strand Pre-Stress
F.2.5a G44 Sleeper moved to Sheet F.2.5b
F.2.5b G44 Sleeper moved from Sheet F.2.5a. G50(T) & EG51(T) Sleepers added.
F.4.1 Symbols for Split Bearer Tie Unit and Axle Counter added.
F.4.3 Notes re Lateral Resistance End Plates and Sleeper Anchors added.
F.7.2 Sheet updated. Item re availability of bearers removed (was 10.1).

H.4.2 Sheet updated to remove configurations of RT60 diamonds that were never manufactured.
H.4.3 Withdrawn. None of the configurations of RT60 diamonds were ever manufactured.

J.1.1 New. Preferred Geometries and Standard Configurations of S&C. (Information on former sheet J.1.1 moved
to sheets J.3.1 & J.4.1).
J.1.2 New. Standard Configurations of S&C Configuration Codes.
J.2.1 Key principles for NR60 S&C removed relevant information moved to other sections on same sheet.
J.3.1 Para 1 moved from former sheet J.1.1. Para 2 updated.
J.4.1 Para 2 rationalised. Information from former sheet J.1.1 incorporated into para 4.
J.4.2 Para 5 (Traps) added.
J.4.3 Para 3 (Checking Arrangements) updated.
J.5.2 Measurement of Turnout Lead Lengths updated and similar information from sheet A.1.1 consolidated.

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