Railway Engineering

Points and Crossings

Points, and crossings are the special arrangements by which

different routes either parallel or diverging are connected to afford for
the train to move from one track to another.

Turnout:
A complete set of points and crossing with the intervening lead
rails is called a turnout. Or
Turnout is the simplest combination of points and crossing which
enables one track either a branch line or a siding, to take off from
another track.
Right Hand Turnout:
A turnout is called a right hand turnout when the diversion is towards
the right of main route (track) in facing direction.
Left Hand Turnout:
A turnout is called a left hand turnout when the direction is towards
the left of main track in facing direction.
 Throat
Check Rail

Wing Rails

Splice
Rail

Point Rail
5
Note:
High manganese steel is used for making points and crossings, as
its resistance against wear and tear and impact is comparatively more.

Important Terms used in points and crossings:

• Facing direction: If someone stands at toe of switch and looks
towards the crossing, then the direction is called Facing
Direction.
• Trailing direction: If someone stands at the crossing and looks
towards the switches, then the direction is called Trailing
direction.
• Facing points of turnouts are those where trains pass over the
switches first and then they pass over the crossing. These are
important to specify when the direction of movement of trains is
reserved for facing direction.
• Trailing points of turnouts are those on the opposite side of
facing points in which the trains pass over the crossing first and
then over the switches.

Note: So every point may be a facing and trailing point or both

depending upon the direction of movement of trains.
• Working Principle of a Turnout: One turnout provides
facilities for turning of vehicles from one direction only and
from the both directions of the straight path or route as in the
case of roads.
1. Heel Divergence:
It is a distance between running faces of stock rail and tongue rail
at heel of switch.
Heel divergence for BG: 13.3 cm to 13.7 cm
MG: 12.1 cm to 11.7 cm
NG: 9.8 cm
2. Flangeway clearance:
• Distance between the adjacent faces of tongue rail and stock rail
at the heel of the switch is termed as flangeway clearance.
• Flangeway clearance is always less than heel divergence.
• Its value is generally 6.3 cm to 6.6 cm.
3. Throw of switch:
• The maximum distance by which the toe of tongue rail can
move side way is termed as throw of switch.
• For BG: 9.5 cm
• MG/NG: 8.9 cm
4. Flange way depth
• The vertical distance between top of rail and its heel block is
termed as flangeway depth.
4. Switch Angle (α)
• This is the angle between running faces of stock rail and tongue
rail when tongue rail touches the stock rail.
5. Crossing Angle (β)
• Acute angle crossing are designated by the angle that the gauge
faces makes with each other.
• Crossing angle can be designated by any of the following method.
Stock Rail

Heel of Switch Stock Rail

Toe of Switch

35
Tongue Rail
 Track Junctions:
Design calculations of simple junctions
• Turnouts
• Cross-overs
• Diamond-crossing
Design of Cross-overs:
Generally, cross-overs are provided either between two parallel tracks
or between two unparallel (diverging/converging) tracks.
i. A cross-over, with intermediate portion straight and crossing angles
equal
ii. A cross-over, with intermediate portion curved and crossing angles
equal.
iii. A cross-over, with intermediate portion curved and crossing angles
being not equal.
i. A cross-over, with intermediate portion straight and crossing
angles equal
ii. A cross-over, with intermediate portion curved and crossing
angles equal.
iii. A cross-over, with intermediate portion curved and crossing
angles being not equal.
iii. Design of Dimond Crossing
Single slip
Single slip
Gathering lines
Double Slip
Double Slip
Triangle
 Signalling and Interlocking
Signalling:
Signalling consists of the systems, devices and means by which trains are
operated efficiently and tracks are used to maximum extent, maintaining the
safety of the passengers, the staff and the rolling stock. It includes the use and
working of signals, points, block instruments and other equipment’s.
Objects of signalling:
The various objects of providing and operating the signals are as follows:
i. To provide facilities for the efficient movement of trains.
ii. To ensure safety between two or more trains which cross or approach
each other's path.
iii. To provide facilities for the maximum utility of the track.
iv. To provide facilities for safe and efficient shunting operations.
 v. To guide the trains movement during maintenance and the repairs of the
track.
vi. To safeguard the trains at converging junctions and give directional
indications at diverging junctions.
Classification and Types of Signals:
The various types of signals can be classified into various categories on the
basis of following characteristics:
1. Operating characteristics
2. Functional characteristics
3. Locational characteristics
4. Special characteristics
1. Operating characteristics
1. Detonating signals:
• Detonators are placed on rails, which explode when train passes over
it and creates loud sound, so as to make the loco pilot conscious.
• For safety point of view, it is placed 400-500 m ahead of actual signal.
• Typical uses of detonator include:
a. A warning, caution or stop signal in dense fog when signals are
difficult to see.
b. A warning of a train stopped on the line ahead by accident.
c. A warning of ongoing engineering work ahead.
d. To alert the crew working on rail if a silent train is approaching.
2. Hand Signal:
• These are the gestures made by hand in order to give indications to loco
pilot.
• These gestures suggest:
a. Stop hand signal
b. Proceed hand signal
c. Proceed with caution hand signal
d. Hand signals for shunting
• In the day time, red or green flag may be used.
• In night time, lalten, ( lantern) may be used.
a. Stop hand signal
How given by day:
By showing a red flag or by raising both arms with hands above the head as
illustrated below
How given by night :
By showing a red light or by violently waving a white light horizontally across the body of
the person showing the signal as illustrated below:
b. Proceed hand signal
How given by day:
By holding a green flag or by holding one arm steadily as illustrated below:
How given by night:
By holding a green light steadily as illustrated below :
c. Proceed with caution hand signal
Indication : Proceed slowly reducing speed, further if the signal is given
at a progressively slower rate.
How given by day :
By waving a green flag vertically up and down or by waving one arm in a
similar manner as illustrated below :
How given by night:
By waving a green light vertically up and down as illustrated below
d. Hand signals for shunting
The following hand signals shall be used in shunting operations in addition to
the Stop hand signal-
Indication : Move away from the person signalling.
How given by day :
By green flag or one arm moved slowly up and down as illustrated below :
How given by night :
By a green light moved slowly up and down as illustrated below:
Indication : Move towards the person signalling.
How given by day :
By a green flag or one arm moved from side to side across the body as illustrated below-
How given by night :-
By a green light moved from side to side across the body as illustrated below -

Note : The hand signals for ‘Move away from the person
signalling’, and ‘Move towards the person signalling’ shall be
displayed slower and slower, until the Stop hand signal is
given if it is desired to stop.
Indication : Move slowly for coupling
How given by day :
By a green and a red flag held above the head or both hands raised over the head and moved
towards and away from each other as illustrated below -
How given by night :
By a green light held above the head and moved by twisting the wrist as illustrated below
3. Fixed signal
There are the signals which are fixed at a place.
i. Semaphore/stop signal:
• The principle of design of semaphore signals is to show the stop position of any failure.
• The signal mechanism is so arranged that in normal position, it indicates stop position,
it indicates the stop position.
• It has a movable arm which remains horizontal in normal position.
• The arm is 1,2 m to 1.7 m long, 23 cm to 25 cm wide at the inner edge and 25 to 35 cm
wide at the outer edge.
• The side of the arm facing the driver is painted red with white band in between.
• If arm is horizontal, it indicates STOP.
• If arm is inclined at 45-60°, it indicates proceed.
ii. Warner signal:
• Warner signal is similar to semaphore except V-notch at the end and on the warner arm,
paint is yellow.
• This signal is placed at the same post of semaphore signal at 1.8 to 2.1 m below the
semaphore signal.
• If warner arm is horizontal, it indicates STOP, and if warmer arm is inclined, it indicates
proceed.
ii. Functional Characteristics
1. Stop/semaphore signal
2. Warner signal
3. Shunting signal:
• These signals are used for shunting operation in shunting yards.
• They are of circular shape disc with white background and red band in between.
• If red band is horizontal, it indicates STOP, whereas if red band is inclined it means
Proceed.
3. Locational characteristics
1. Reception signal
i. Outer signal
ii. Home signal
2. Departure signal
i. Starter
ii. Advanced starter
1. Operating characteristics
2. Functional characteristics
3. Locational characteristics
4. Special characteristics
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