WOLLO UNIVERSITY

KOMBOLCHA INSTITUTE OF TECHNOLOGY

RAILWAY ENGINEERING
(CENG 5242)

CHAPTER 5: SWITCHES & TURNOUTS

By:- Frezer E.

[email protected] November,2020
CHAPTER 5
SWITCHES & TURNOUTS

5.1 the Switches and their function

5.2 types of switches
5.3 components of a single switch
5.4 Turnout
5.5 Railway Clearance

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 5.1 The Switches and their function
 Switches are of special importance for railways, as they
are the prerequisite for the development of networks, i.e. for
the branching and joining of tracks
 The productivity and line speed of a railway is essentially
influenced by the number and type of its switches

Turnouts and crossings facilitate

to the rolling stocks to run from
one track in to or across another
track.
 The structure of a switch is far
more complicated and expensive
than that of the track grid
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 The Switches
The purpose of crossings is allow two track to intersect at
same level
Switches are structural elements requiring high
investment and large-scale maintenance, they can severely
hinder vehicle traffic

The purchase costs for one effective meter of a switch

(depending on the type of switch) are up to four times
higher than for one meter of track

 Switches must be arranged and designed in such a way as

to achieve a favorable layout of the line- from the point of
view of the dynamics of vehicle movement
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 The Switches
The stress on the structural elements of switches is much higher
than on track elements, as it is not possible to avoid places of
discontinuous stress.
 Therefore, traditional switches can fulfill their task only up to a
certain speed and stress level.
 New solutions have had to be found for the geometry and structure
of switches on which trains pass at high speed and which are subject
to high stress

 Switches enable vehicles to pass from one track to another

without interrupting their run
 Crossings are the intersection of two tracks, diamond crossings
with slips make it possible for vehicles to pass from one track to
another without interrupting their run at the point of intersection
 The service life of a switch on wooden sleepers is nowadays 20
years, on concrete sleepers about 30 years
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 5.2 Main types of switches
The main types of switches:
• crossings and diamond crossings with slips
• split/single switches
• symmetrical switches
• three way switches

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 Crossings
Crossings

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 Crossings
Diamond crossings with slip/Slip switches

Schematic representation of a double diamond crossing

with slip, with blades arranged within the diamond
crossing

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 Crossings
Diamond crossings
Cross-over, double cross-over

Curve diamond crossing

Two Intersecting crossovers with central diamond crossing 9

 crossovers
Diamond crossings

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 5.3 Components of a single switch
1. Switch proper: two Stock rails, two switch rails, rail fastening and
switch machine (switch stand)
2. frog: frog centre, wing rails, appropriate rail fastenings. Movable
frog, rigid frog
3. check/guard rails
4. Intermediate rails

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 5.4 Turnout
 Since the train usually needs to
transfer from one line to another, the
turnout is set to connect the lines
 Turnout is an important part of the rail,
as its large quantity, short life, limited
speed and low safety, it is called the three
big weak links with the curve and the
joint.
• Turns one track into two
• Three basic components
Switch
Closure Curve
Frog
• Are designated by their frog number
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Standard turnout

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 Simple turnout
(1) components
 The railroad switch: stock rail and switch rail- to determine
the opening direction of turnout
 The frog and guard rail: wing rail, guard rail and frog - to
ensure the safety
 The pontes: straight rail and curve rail- to connect the line

line A the railroad the pontes the frog and guard rail
switch
stock switch rail
curve rail guard rail
rail
wing rail
frog
gap in the frog
switch line B
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 Simple turnout
Characteristic:
① main line is straight
② side line is curve
③ setting rail brace

main line

rail brace side line

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 Simple turnout
(2) the railroad switch
function: to guide the direction
constitution: two stock rails, two switch rails, some union pieces
and switch equipment.

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 Simple turnout

a) Stock Rail :usually with a

length of 12.5m or 25m
b) Switch rail
switch blade and stock rail

Cross-sectional drawing of T-rail

switch blade
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 Simple turnout
(3) The frog and guard rail
consist of wing rail, guard rail, frog and some union pieces
frog

guard rail

railroad switch

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 The frog

consist of wing rail and frog

There are two types of frogs
1. movable frog
2. Fixed/rigid frog

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 The frog
•Permit the wheel flange to cross over Rigid frog
opposing rail in turnouts & crossings.
size of frog

EF
N  ctg 
AE
The 
larger the size N is, the smaller the angle
it could, and the faster the allowable speed is. 20
 2) guard rails
The function of guard rails are
to counter act the dynamic force at the switch,
strengthen the stock rails,
prevent derailment wheel due to joints at the frog etc.

guard rail guard rail

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 (3) the pontes

consist of straight rail and curve rail to join the

switch area to the frog and guard rail

line A the railroad switch the pontes the frog and guard rail

stock rail switch rail curve guard rail

rail
wing rail
gap in the frog frog
switch line B

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(4) Right and left turnouts

right-turnout

left-turnout

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 Symmetrical turnout
Symmetrical turnout increase the radius of curve rail,
improve the speed and can shorten the length of the station

Characteristics:
① Both left and right lead
curves shall be sidings with
equal diameters, neither in
straight nor side direction
② It is able to increase the
diameters of lead curves while
reducing lengths of station
yards.
③ Suitable for locomotive
depots, arrival yards, freight
yards, etc.
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 Three-throw turnout

 It has three frogs and can lead to three directions

 It can decrease the use of land; but the

life of its switch rail is short and it has gap
in frog without the guard rail.

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 feature ：
Slip switch ① Combination of two simple turnouts
achieve the function of two turnouts.
 It can lead to four ② The connecting length of line is
directions obviously reduced.
 Though the connecting ③ The structure and maintenance of
length is shorten, there turnouts are complicated, and the
exists gap in frog without safety is poor.
guard rail ④ It is applicable to the station
restricted by landform.

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Slip switch

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Slip switch

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Special turnout

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Cross equipment

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Switch with integrated hydraulic setting and locking system

The locking system is integrated in a hydraulic setting cylinder.

The principle of an integrated locking and switching machine
enables the blades to move sequentially so less power is needed
at the same time.
Design inputs and steps- Generalized
1. Select the following inputs
• Rail type ： 50 、 60 、 75kg/m
• Frog size/angle: N=cot a (Based on speed and closure R)
• Sleeper type ： wooden sleeper, concrete sleeper
• Frog type ： movable frog, rigid frog
2.Geometrical design of main dimensions
- switch proper geometry- ( length of switch, stock rails)
- Lead curve geometry- superelevation & R(Rate of curvature)
- Frog and guardrail, wing rail geometry – attack angle, gap in frog
3.Consideration and check to the limit
- kinetic energy rejection
- Rate of super elevation
- centrifugal force, a= v2/R
4.Follow the design standard and iterate until economical, safe and
suitable geometry for maximum speed operation
Layout of Turnout dimensions
 Switch calculations and design
The relationship b/n
- radius of curve, R Note: Straight crossing d is
- crossing angle and less than gauge length s.
- speed, V
The acceleration and speed can be related as;

Note: for α<<1, then cosα = 1- ½ α2 and

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 Switch calculations and design
Calculation of curve radius
and length of normal turnout

Note: on curve crossing d is

greater than gauge length s.

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calculations of main dimensions

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calculations of main dimensions
Assuming

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 Turnout Speed
Types:
straight turnout crossing speed ;
side turnout crossing speed.
• Determined by points and closure curve
• For curved points, must also consider the
point of radius
• Self –guarded frogs are usually 15mph limit

Arema p. 249
 Factors restricting speed
through switch main
（ 1 ） Attack angle of switch
Attack angle of guard rail
Attack angle of wing rail

Attack angle of guard &

t1  t w
wing rail sin  g  sin  w 
Nt1
 Factors restricting speed through switch main

2) Structural un smoothness
Positions: switch proper, frog
Directions: vertical, lateral
Switch
and
stock
rail
contact

Switch rail blade

 Measures increasing speed through switch main

Two main measures ：

New structure
Movable frog instead of rigid frog,
Elastic bended switch rail instead of rail joint

 new material
 AT rail
 Elastic guard rail
 Wing rails with special section

Optimized structure layout and dimensions;

Increase easement segment of guard rail and wing rail,
Minimize the attack angle
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 Measures increasing speed through switch branch-
general
Using switches with big numbers(increasing the lead
curve radius)
Using symmetric switches, branch speed can be
increased by 30 ～ 40%
Improving layout design of switch, e.g. using curved
switch rail, curved frog
Strengthening the switch components, doing
regularly maintenance
Reducing attack angle
 5.5 Railway clearance
Definition
To ensure the safety, all that buildings and equipments close to
the line, must be kept their distance
There also have certain provisions for the train

Types
(1) the locomotive clearance
(2) the structure approaching clearance
(3) the max limited clearance for out-of-gauge freight

Clearance diagram
datum line:
vertical: rail surface
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horizontal: center line of track
 Railway clearance
The locomotive and structure
approaching clearance

the structure
approaching clearance
the locomotive clearance

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 Railway clearance
In order to ensure the safety of train operation, all the buildings and equipments close to
the railway should keep a certain distance from the line. There are also requirements
for the cross-sectional dimensions of the vehicles on the railway line. Those specified
dimension are called gauges which include vehicle gauge and railway structure gauge.

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 Railway clearance
out-of-gauge freight
When any part of the freight is beyond the locomotive clearance,
it is called out-of-gauge freight.
according to the degree, it is divided into three levels:
level Ⅰ, level Ⅱ and level Ⅲ.

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 Railway clearance
The locomotive clearance should be widen while on curve.

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?
Thanks!

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