Track Design Handbook

Ref:
Issue:
Date:
Compliance Date
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Issue record
Issue
1
1A
2
3
4
5
6
7
8
9
10
11
Date
Mar 1996
Dec 1997
Dec 1999
April 2000
Aug 2000
June 2001
Feb 2002
Feb 2003
Aug 2004
June 2006
Feb 2007
June 2008
12
Mar 2010
Comments
Supersedes GC/EH0049 and CE HB3
For details of changes see Issue 10, February 2007 (NR/SP/TRK/0049)
Preferred Geometries and Configurations of S&C according to usage are
provided for the first time (sheet J.1.1).
Values in tables in Section A verified/corrected. Structure Gauging Sheets
re-formatted and now include Temporary Works and TENs Routes. New
sheet (A.8.9b) on Construction of On-Track Plant Calibration Sidings. New
sheet (A.9.2) on Gauge Transition between CEN60 plain line and 1432mm
gauge track.
Majority of formulae/equations in Section C rationalised.
New sheets (D.8.1 & 2) on Level Crossing Surface Systems.
Minor corrections and updates to a number of data sheets. Several sheets
withdrawn (use RE/PW drawings instead).
The Briefing Note gives further detail of changes to each data sheet.
Sheets A.1.2, A.6.3, A.6.7, B.2.1, B.2.2, B.2.3. (S&C Geometry) have new
and/or more fully explained geometry requirements:
Sheet A.8.1d (Additional Clearances for Cant & Curvature) is new.
Sheets B.2.4 (Guidance on Circular Curves) and B.3.3, B.3.10 (Speeds
through Follow-on Turnouts & Crossovers) completely revised.
Rail section sheets withdrawn, instead they are cross referenced to RE/PW
drawings on sheet D.1.1.
Sheet D.2.6 updated in line with current rail purchasing contracts.
Sheets D.4.1a through to D.4.3 (Rail Pads, Clips and Insulators) have
been substantially updated to include new and corrected information.
Sheet D.6.2 now cross references the company standard on Train
Detection.
Sheets D.8.3 & D.8.4 (Level Crossing Road Profiles) are completely new.
Sheet E.1.1 shows revised switch and/or stock rail lengths for all full depth
vertical switches.
Sheet J.1.1 CVS 10 (Str) Turnout & Crossover and NR60 C11 Scissors
(both Non-preferred) added.
Sheet J.1.2 In Bearer Clamplock with Mechanical Supplementary Drive
POE introduced. Hy-Drive POE on Vertical S&C withdrawn.
Sheet J.2.2 Clauses iv & v (re Bearer Ties) added to para 4
Sheet J.3.1 References different Group Standard; and approach control
speed differential reduced from 15 to 10 mph.
Sheet J.4.1 Where switch diamonds are required they are to be of full
depth vertical design.
Sheet J.4.2 Occasional use of NR60 stress transfer blocks explained.
Sheet J.5.2 Measurement of lead length detailed more fully.
The Briefing Note gives further detail of changes to each data sheet.
Page 2 of 9
Ref:
Issue:
Date:
Compliance Date
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Compliance
This Network Rail Company standard is mandatory and shall be complied with by Network
Rail and its contractors if applicable from 05 June 2010.
When this standard is implemented, it is permissible for all projects, which have formally
completed GRIP Level 4, to continue to comply with the Issue of any relevant Network Rail
Standards current when GRIP Level 4 was reached and not to comply with requirements
contained herein unless the designated Standard Owner has stipulated otherwise in the
accompanying Briefing Note.
Reference Documentation
See section 3.
Disclaimer
In issuing this document for its stated purpose, Network Rail makes no warranties, express
or implied, that compliance with all or any documents it issues is sufficient on its own to
ensure safe systems of work or operation. Users are reminded of their own duties under
health and safety legislation.
Supply
Copies of documents are available electronically, within Network 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.
Page 3 of 9
Ref:
Issue:
Date:
Compliance Date
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Contents
Purpose
Scope
Reference documentation
Alternative Designs
Issue of data sheets
Summary of handbook sections
Index list of data sheets
Page 4 of 9
Ref:
Issue:
Date:
Compliance Date
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Purpose
This specification gives the requirements for the design of track alignments and layouts.
Information provided on track geometry, the mathematics of track layouts, switch & crossing
(S&C) assemblies, sleepers and rail fastenings is intended to result in designs that take
proper account of the speed of traffic.
2
Scope
The specification applies to all design work carried out on existing and new track assets for
use in Network Rail Infrastructure.
3
Reference documentation
NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure.

4
Alternative Designs
This specification sets out both maximum and recommended normal values for track
geometry parameters to be used in track alignment and layout designs. The designs of
Network 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
Section B
Section C
Section D
Section E
Section F
Section G
Section H
Section J
Track Geometry
Requirements for Speed
Permanent Way Mathematics
Selection of Components and/or Systems
Assemblies
Miscellaneous
Other publications
Obsolescent and Historic Data
Switch & Crossing (S&C) Design Fundamentals
Page 5 of 9
Ref:
Issue:
Date:
Compliance Date
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Index list of data sheets

NR60,
Vertical,
General
Section A
Geometry
A.1.1
Switch and crossing design philosophy General
A.1.2
Switch and crossing design philosophy NR60
A.1.3
Vertical S&C switch details
A.1.4
NR60 Inclined S&C switch details
A.2.1
Standard Circular Curve Turnouts leads and radii
A.2.2
Circular Curve Turnouts setting out offsets
A.2.3
A.2.4
A.3.1
Standard Transitioned Turnouts leads and radii
A.3.2
Transitioned Turnouts setting out offsets
A.3.3
Standard Transitioned Turnouts & Crossovers leads and radii
A.4.1
Leads and Radii across Standard Track Interval 1970
A.4.2
Leads and Radii across Standard Track Interval 1970
A.5.1
Diamonds - Leads and Radii 1
A.5.2
Diamonds - Leads and Radii 2
A.6.1
Standard Double Junctions from Tracks at 1970 Interval
A.6.2
Standard Tandem Turnouts Radii, leads and offsets to crossing noses
A.6.3
Standard Scissors Crossovers
A.6.4
Standard Double Junctions from Straight Tracks at 1970 Interval
A.6.5
Standard Single Junctions
Sheet withdrawn March 2010
A.6.7
Standard Slips: Single and Double
A.6.8
Obtuse Crossings and Switch Diamonds Openings at Knuckle
A.7.1
End and Centre Throw General
A.7.2
Centre Throw (Static) of Coaches built to C1 gauge, Appendix A, on
Vertical Switches
A.7.3
Centre Throw (Static) of Coaches with 16m Bogie Centres (Type B) on
Vertical Switches
A.7.4
End Throw (Static) of Type A and Type B Coaches on Vertical Switches
A.7.5
Buffer Locking Considerations
A.8.1a Standard Structure Gauge
A.8.1b Temporary Works Structure Gauge
A.8.1c Special TENs Structure Gauge
A.8.1d Additional Clearances required for Cant & Curvature New Sheet March 2010
A.8.2
Track Intervals
A.8.4
Electrical Clearances 25kV
A.8.5
Design of Layouts for 25kV Overhead Electrified Lines 1
A.8.6
Design of Layouts for 25kV Overhead Electrified Lines 2
A.8.7
Relationship of Conductor Rail to Standard Load Gauge
A.8.8
Conductor Rail Positioning at Switches
A.8.9a Sidings Layouts and Geometry Requirements
A.8.9b Construction of On-Track Plant Calibration Sidings
A.8.10 Passing Clearances 1
A.8.13 Platform Structure Standards
A.8.14 Platform Alignments and Lengths
A.9.1
Gauge Widening on Plain Line Curves
A.9.2
Gauge Transition between 1438mm and 1432mm gauge track
Rev.
Date
4
7
3
6
4
1
10
3
2
2
9
1
6
4
2
3
2
2
6
06/08
03/10
03/10
03/10
03/10
06/08
03/10
03/10
02/07
06/08
03/10
06/08
06/08
06/08
06/08
03/10
03/10
03/10
03/10
Vertical
03/10
08/04
06/08
03/96
Vertical
03/96
NR60
Vertical
NR60
Vertical
Vertical
NR60
NR60
Vertical
Vertical
NR60
Vertical
NR60
Vertical
Vertical
Vertical
Vertical
NR60
NR60
Vertical
Vertical
Vertical
1
3
1
1
1
3
1
6
1
6
3
New
1
1
1
3
New
03/96
12/99
03/10
03/10
03/10
03/10
03/10
12/99
06/06
12/99
03/96
06/08
06/08
06/08
12/99
02/07
03/96
03/96
06/08
02/07
06/08
Page 6 of 9
Ref:
Issue:
Date:
Compliance Date
NR60,
Vertical,
General
Section B
Requirements for Speed
B.1.1
Definitions for curving rules
B.2.1
Curving design values Cant and Rate of Change of Cant
B.2.2
Curving design values Cant Deficiency
B.2.3
Curving design values Rate of Change of Cant Deficiency
B.2.4
Curving design values Guidance on Circular Curves
B.2.5
Curving design values Guidance on Transitions
B.3.1
Curve Formulae
B.3.2
Speeds through turnouts Equivalent Radius Formulae
B.3.3
Maximum Speeds through Follow-on Crossovers and Turnouts
B.3.4
Principle of Virtual Transition
B.3.5
Compound Curves, Reverse Curves
B.3.6
Transition Lengths in Relation to Speed, Cant and Deficiency
B.3.7
Speeds Through Turnouts with Track Reversing to Parallel Main Line 1
B.3.8
Speeds Through Turnouts with Track Reversing to Parallel Main Line 2
B.3.9
ditto for NR60
B.3.10 Maximum speeds through follow-on crossovers and turnouts
B.3.11 Maximum Speeds for Short Switches and Complex S&C
B.4.1
Vertical Curves
B.4.2
Vertical Curves Formulae
B.4.3
Compensating and Equivalent Gradients due to Curved Track
B.5.1
Two Levelling
B.5.1 (continued) Two Levelling
Section C
Permanent Way Mathematics
C.1.1
Permanent Way Mathematics 1
C.1.2
C.1.3
C.1.4
C.1.5
C.1.6
C.1.7
C.1.8
C.2.1
Transition Curves Straight to Circular Curve (and vice-versa)
C.2.2
Transition Curves Circular Curve to Circular Curve
C.2.3
Transition Curves Circular Curve to Circular Curve
C.2.4
Transition Curves Reverse Curves
C.2.5
Transition Curves Clothoid Spirals
C.2.6
Transition Curves Bloss Form
C.2.7
Transition Curves Bloss Form Comparison to Cubic Parabola
C.3.1
Centre-Line Setting Out for S&C 1
C.3.2
Centre-Line Setting Out for S&C 2
Section D
Selection of Components and/or Systems
D.1.1
Rail section designations
D.2.1
Rail Section CEN60E1
D.2.2
Rail Section CEN60E1A1
D.2.3
Rail Section CEN56E1
D.2.4
Rail Section CEN54E1A1
D.2.5
Rail Section CEN33C1
D.2.6
Standard Rail Lengths
D.2.8
Rail Section 60E2
D.4.1a Rail Pads, Clips and Insulators 1a
D.4.1b Rail Pads, Clips and Insulators 1b
New Sheet March 2010
D.4.2
Rail Pads, Clips and Insulators 2
D.4.3
Rail Pads, Clips and Insulators 3
Vertical
Vertical
NR60
NR60
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Rev.
Date
2
7
8
4
3
3
1
2
3
1
2
3
1
1
02/02
03/10
03/10
03/10
03/10
03/10
12/99
06/01
03/10
12/99
06/01
03/10
12/99
12/99
03/10
02/07
06/06
03/10
12/99
03/10
02/07
3
2
1
4
1
1
1
1
1
5
06/08
06/08
06/08
03/96
03/96
06/08
06/08
06/08
03/96
03/96
03/96
03/96
06/06
03/10
12/99
12/99
02/07
03/10
03/10
2
New
3
3
03/10
03/10
03/10
03/10
1
1
1
2
1
Vertical
NR60
Page 7 of 9
Ref:
Issue:
Date:
Compliance Date
NR60,
Vertical,
General
D.5.1
D.5.3
D.6.1
D.6.2
D.7.1
D.7.2
D.7.3
D.7.4
D.8.1
D.8.2
D.8.3
D.8.4
Standard Timber Lengths

Extended Bearer Lengths for Point Motors (formerly Sheet D.6.3)
Insulated Rail Joints
Positioning of Insulated Rail Joints and Train Detection
Trap Points and Vehicle Retardation
Interlaced Retarder Trap Points
Sand Drags 1
Sand Drags 2
Level Crossing Surface Systems 1
Level Crossing Surface Systems 2
Level Crossing Road Profiles 1
Level Crossing Road Profiles 2
Section E
Assemblies
E.1.1
Switches - Full Depth Rail and Timber Lengths
E.2.1
Switches - Shallow Depth Rail and Timber Lengths
E.3.1
Common Crossings Rail Lengths for Turnouts and Crossovers
E.4.1
Common Crossings Baseplates and Timber Spacings for Built-Up and
Part-Welded Crossings 1
E.4.2
Common Crossings Baseplates and Timber Spacings for Built-Up and
Part-Welded Crossings 2
E.4.3
Cast Centre Block Crossings 1, EAE Type Common crossings
E.4.4
E.4.5
E.4.6
Cast Centre Block Crossings 4, EAE type Obtuse crossings
E.4.7
Cast Centre Block Crossings 5, EAE type Obtuse crossings
E.5.1
Obtuse Crossings 1 in 4.75 to 1 in 8
E.6.1
Cast Manganese Crossings, Single Lead Turnouts 1, EAE Type
E.6.2
Cast Manganese Crossings, Single Lead Turnouts 2, EAE Type
E.6.3
Cast Manganese Crossings, Double Junctions, N1/N5, EAE Type
E.6.4
Cast Manganese Crossings, Double Junctions, N2, EAE Type
E.6.5
Cast Manganese Crossings, Double Junctions, N3 Obtuse, EAE Type
E.6.6
Cast Manganese Crossings, Double Junctions, N4, EAE Type
E.6.7
Cast Manganese Crossings, Scissors Common Crossing, N6,
EAE Type
E.6.8
Cast Manganese Crossings, Scissors Saddle, N7, EAE Type
E.6.9
Cast Manganese Crossings, Scissors Common, N8, EAE Type
E.6.10 Cast Manganese Crossings, Scissors Compound Crossing, N6/N7,
EAE Type
E.6.11 Cast Manganese Crossings, Common Crossing for 1 in 7.5 Single &
Double Slips, EAE Type
E.6.12 Cast Manganese Crossings, Obtuse Crossing for 1 in 7.5 Single &
Double Slips, EAE Type
E.6.13 Cast Manganese Crossings of Manoir Industries 1
E.6.17 Cast Steel Vees for Common and Obtuse Crossings EAE Type
E 7.1
Identification Markings of Edgar Allens Cast Crossings
E.7.2
Identification Markings of Manoir Industries Outreaus Cast Crossings
E.8.1
Check Rails 1 Types 1 & 2 and Special Applications
E.8.3
Check Rails 2 Positioning in Relation to Crossing Nose
E.8.4
Check Rails 3 Using CEN33C1 Rail Profile
E.8.5
Check Rails 4 NR60 S&C
E.9.1
Swing Nose Crossings
E.10.1 S&C Baseplates 1 (Types VA and V)
Vertical
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Rev.
2
2
1
3
1
1
2
New
New
Vertical
Vertical
Vertical
Vertical
3
3
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Date
03/96
03/10
03/10
03/10
02/07
08/04
08/04
02/07
06/08
06/08
03/10
03/10
03/10
06/08
03/96
03/96
03/96
1
1
1
1
1
06/01
06/01
06/01
06/01
06/01
12/99
03/96
03/96
03/96
03/96
03/96
03/96
03/96
Vertical
Vertical
Vertical
03/96
03/96
03/96
Vertical
03/96
Vertical
03/96
Vertical
Vertical
Vertical
Vertical
Vertical
1
1
2
Vertical
Vertical
NR60
Vertical
Vertical
1
1
1
6
2
03/96
06/01
03/96
12/99
06/01
03/10
03/96
06/01
06/01
03/10
03/10
06/06
03/96
Page 8 of 9
Ref:
Issue:
Date:
Compliance Date
E.10.2
E.10.3
E.11.1
E.12.2
E.12.3
E.12.4
S&C Baseplates 2 (Types VB and VC)

S&C Baseplates 3 (Types VD and CV)
Concrete Bearers, Size and Weight
Switch Diamonds Full Depth Strengthened 1
Switch Diamonds Full Depth Strengthened 2
Switch Diamonds Shallow Depth Strengthened 1
NR60,
Vertical,
General
Vertical
Vertical
Vertical
Vertical
Vertical
Vertical
Section F
Miscellaneous
F.1.1
Identification of Pandrol Baseplates 1
F.1.2
Identification of Pandrol Baseplates 2
F.2.1
Identification of Concrete Sleepers Chaired/Baseplated Types
F.2.2
Identification of Concrete Sleepers Fastenings
F.2.3a Identification of Concrete Sleepers Direct Fastening Types 1
F.2.3b Identification of Concrete Sleepers Direct Fastening Types 2
F.2.3c Identification of Concrete Sleepers Direct Fastening Types 3
F.2.3d Identification of Concrete Sleepers Direct Fastening Types 4
F.2.4a Identification of Concrete Sleepers Special Types & Shallow Depth 1
F.2.4b Identification of Concrete Sleepers Special Types & Shallow Depth 2
F.2.5a Identification of Concrete Sleepers post-1996 designs 1
F.2.5b Identification of Concrete Sleepers post-1996 designs 2
F.3.1
Standard Method of Measurement of S&C
F.4.1
Standard Symbols for use on Layout Drawings 1
F.4.2
F.4.3
F.5.1
Adjustment Switches & Welds Adjacent to Non-Ballasted Underbridges
F.6.1
Weights of Components and S&C Units
F.7.1
S&C Detail Drawing Aide-Memoir 1
F.7.2
S&C Detail Drawing Aide-Memoir 2
F.9.1
Calculation of Leads and Lags in Curved Jointed Track
NR/L2/TRK/2049
12
06 March 2010
05 June 2010
Rev.
Date
1
1
2
1
1
1
12/99
12/99
08/04
06/01
06/01
06/01
2
3
06/08
06/08
03/96
06/01
06/08
06/08
06/08
06/08
06/08
06/08
06/08
06/08
03/96
06/08
03/96
06/08
12/99
03/96
03/96
06/08
03/96
1
1
1
1
1
1
1
4
4
1
1
Section G
Other Publications
G.1.1
List of Other Relevant Publications (Sheet temporarily withdrawn)
Section H
Obsolescent and Historic data
H.1.1
Rail section BS95RBH
H.2.5
Speeds through turnouts
H.3.1
H.3.2
H.4.1
H.4.2
H.4.4
H.4.5
Switch diamonds: Vertical S&C Full-depth, non-strengthened

Check Rails: Vertical S&C High Speed
RT60 Switch Details
RT60 Diamonds Leads and Radii 1
RT60 Double Junctions from Straight Tracks at 1970 Interval
RT60 Single Junctions from Straight Tracks at 1970 Interval
Section J
Switch & Crossing (S&C) Design Fundamentals
J.1.1
Preferred Geometries and Standard Configurations of S&C
J.1.2
Standard Configurations of S&C for Running Lines Construction Codes
J.2.1
S&C Layout Design
J.2.2
Siting of S&C 1
J.2.3
Siting of S&C 2
J.3.1
Design Considerations Speeds Through S&C
J.4.1
Types of S&C Unit 1
J.4.2
Types of S&C Unit 2
J.4.3
Rail Joints, Bearers, and Checking Arrangements
J.5.1
Measurement of Crossing Angles
J.5.2
Measurement of Lead Lengths and Track Intervals
FB
Inclined
12/99
Vertical
Vertical
RT60
RT60
RT60
RT60
12/99
02/07
02/07
06/08
02/07
02/07
1
1
4
3
5
4
4
4
3
03/10
03/10
06/08
03/10
02/02
03/10
03/10
03/10
06/08
02/02
03/10
Page 9 of 9
Network Rail
Track Design Handbook NR/L2/TRK/2049
Index
A.1.1: Switch and Crossing Design Philosophy - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
A.1.2: Switch and Crossing Design Philosophy - NR60 S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
A.1.3: CEN56E1 Vertical S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
A.1.4: NR60 Inclined S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
A.2.1: CEN56E1 Vertical S&C - Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . 10
A.2.2: CEN56E1 Vertical S&C Circular Curve Turnouts - Setting Out Offsets . . . . . . . . . . . . . 11
A.2.3: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . . . . . . 12
A.2.4: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii . . . . . . . . . . . . . 13
A.3.1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and Crossovers Leads and Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
A.3.2: CEN56E1 Vertical S&C Transitioned Turnouts - Setting Out Offsets . . . . . . . . . . . . . . . 15
A.3.3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers - Leads & Radii . . . 16
A.4.1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval . . . . . 17
A.4.2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval . . . . . . . . 18
A.5.1: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . 19
A.5.2: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 2 . . . . . . . . . . . . . . . . . . . . . . . . 20
A.6.1: CEN56E1 Vertical S&C Standard Double Junctions from Tracks at 1970 Interval . . . . . 21
A.6.2: CEN56E1 Vertical S&C Standard Tandem Turnouts - Radii, Leads and
Offsets to Crossing Noses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
A.6.3: Standard Scissors Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
A.6.4: NR60 Inclined S&C Standard Double Junctions from Straight Tracks at 1970 Interval . 24
A.6.7: CEN56E1 Vertical Standard S&C Slips - Single and Double . . . . . . . . . . . . . . . . . . . . . 25
A.6.8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds Openings at Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
A.7.1: End and Centre Throw - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
A.7.2: Centre Throw (Static) of Coaches Built to C1 Gauge
Appendix A* on Vertical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
A.7.3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on
Vertical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
A.7.4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches . . . . . . . . . . . 30
A.7.5: Buffer Locking Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
A.8.1a: Standard Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
A.8.1a (continued): Notes on Standard Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
A.8.1b: Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
A.8.1b (continued): Notes on Temporary Works Structure Gauge . . . . . . . . . . . . . . . . . . . . . . 35
A.8.1c: Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
A.8.1c (continued): Notes on the Special TENs Structure Gauge . . . . . . . . . . . . . . . . . . . . . . . 37
A.8.1d: Additional Clearances required for Cant and Curvature . . . . . . . . . . . . . . . . . . . . . . . . 38
A.8.2: Track Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
A.8.4: Electrical Clearances - 25 kV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
A.8.5: Design of Layouts for 25kV Overhead Electrified Lines - 1 . . . . . . . . . . . . . . . . . . . . . . . 41
A.8.6: Design of Layouts for 25kV Electrified Lines - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
A.8.7: Relationship of Conductor Rail to Standard Load Gauge . . . . . . . . . . . . . . . . . . . . . . . . 43
A.8.8: Conductor Rail Positioning at Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
A.8.9a: Sidings - Layouts and Geometry Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
A.8.9b: Construction of On-Track Plant Calibration Sidings . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Revision
Date:
Sheet 1 of 196
Network Rail
A.8.10: Passing Clearances - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

A.8.13: Platform Structure Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
A.8.14: Platform Alignments and Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
A.9.1: Gauge Widening on Plain Line Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
A.9.2: Gauge Transition - between CEN60 plain line and 1432mm gauge track . . . . . . . . . . . 53
B.1.1: Definitions for Curving Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
B.2.1: Curving Design Values - Cant and Rate of Change of Cant . . . . . . . . . . . . . . . . . . . . . . 55
B.2.2: Curving Design Values - Cant Deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
B.2.3: Curving Design Values - Rate of Change of Cant Deficiency . . . . . . . . . . . . . . . . . . . . . 57
B.2.4: Curving Design Values - Guidance on Circular Curves . . . . . . . . . . . . . . . . . . . . . . . . . 58
B.2.5: Curving Design Values - Guidance on Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
B.3.1: Curve Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
B.3.2: Speeds Through Turnouts - Equivalent Radius Formulae . . . . . . . . . . . . . . . . . . . . . . . 61
B.3.3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers . . . . . . . . . . . . . 62
B.3.4: Principle of Virtual Transition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
B.3.5: Compound Curves, Reverse Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
B.3.6: Transition Lengths in Relation to Speed, Cant & Deficiency . . . . . . . . . . . . . . . . . . . . . . 65
B.3.7: Speeds Through Turnouts with Track Reversing To Parallel Main - 1 . . . . . . . . . . . . . . 66
B.3.8: Speeds Through Turnouts with Track Reversing to Parallel Main - 2 . . . . . . . . . . . . . . . 67
B.3.10: Speeds Through NR60 Follow-on Turnouts & Crossovers . . . . . . . . . . . . . . . . . . . . . . 68
B.3.11: Maximum Speeds for Short Switches and Complex S&C . . . . . . . . . . . . . . . . . . . . . . . 69
B.4.1: Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
B.4.2: Vertical Curves Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
B.4.3: Compensating and Equivalent Gradients due to Curved Track . . . . . . . . . . . . . . . . . . . 72
B.5.1: Two-Levelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
B.5.1 (continued): Two-Levelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
C.1.1: Permanent Way Mathematics - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
C.1.8: Permanent Way Mathematics - 8 (Calculation of Diamonds) . . . . . . . . . . . . . . . . . . . . . 82
C.2.1: Transition Curves - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
C.3.1: CEN56E1 Vertical - Centreline Setting Out for S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
C.3.2: NR60 Inclined - Centreline Setting Out for S &C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Revision
Date:
Sheet 2 of 196
Network Rail
D.1.1: Rail Section Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

D.2.6: Standard Rail Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
D.4.1a: Rail Pads, Clips and Insulators - 1a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
D.4.1b: Rail Pads, Clips and Insulators - 1b . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
D.4.2: Rail Pads, Clips and Insulators - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
D.4.3: Rail Pads, Clips and Insulators - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
D.5.1: Standard Timber Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
D.5.3: Extended Bearer Lengths for Point Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
D.6.1: Insulated Rail Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
D.6.2: Positioning of Insulated Rail Joints - and Train Detection . . . . . . . . . . . . . . . . . . . . . . . 101
D.7.1: Trap Points and Vehicle Retardation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
D.7.2: Interlaced Retarder Trap Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
D.7.3: Sand Drags - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
D.7.4: Sand Drags - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
D.8.1: Level Crossing Surface Systems - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
D.8.2: Level Crossing Surface Systems - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
D.8.3: Level Crossing Road Profiles - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
D.8.4: Level Crossing Road Profiles - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
E.1.1: CEN56E1 Vertical S&C Switches - Full Depth - Rail and Timber Lengths . . . . . . . . . . 110
E.2.1: CEN56E1 / CEN54E1A1 Vertical S&C Switches - Shallow Depth Rail and Timber Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
E.3.1: CEN56E1 Vertical S&C - Common Crossings Rail Lengths for Turnouts & Crossovers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
E.4.1: CEN56E1 Vertical S&C - Common Crossings Baseplates & Timber Spacings for Built-Up & Part Welded Crossings - 1 . . . . . . . . 113
E.4.2: CEN56E1 Vertical S&C - Common Crossings Baseplates & Timber Spacings for Built-Up & Part-Welded Crossings - 2 . . . . . . . 114
E.4.3: Cast Centre Block Crossings - Baseplate Designations & Spacings - 1 . . . . . . . . . . . . 115
E.5.1: CEN56E1 Vertical S&C - Obtuse Crossings - 1 in 4.75 to 1 in 8 . . . . . . . . . . . . . . . . . 120
E.6.1: Cast Manganese Crossings - Single Lead Turnouts - 1 (LH or RH) . . . . . . . . . . . . . . . 121
E.6.2: Cast Manganese Crossings - Single Lead Turnouts - 2 (LH or RH) . . . . . . . . . . . . . . . 122
E.6.3: Cast Manganese Crossings - Common Crossings for Double Junctions . . . . . . . . . . . 123
E.6.5: Cast Manganese Crossings - Obtuse Crossings for Double Junctions . . . . . . . . . . . . 125
E.6.7: Cast Manganese Crossings - Common Crossings for Scissors Crossover . . . . . . . . . 127
E.6.8: Cast Manganese Crossings - Saddle Crossings for Scissors Crossover . . . . . . . . . . . 128
E.6.9: Cast Manganese Crossings - Common Crossings for Scissors Crossover . . . . . . . . . 129
E.6.10: Cast Manganese Crossings - Combined Saddle Crossings for Scissors Crossover . 130
E.6.11: Cast Manganese Crossings - Common Crossings Single and Double Slips . . . . . . . 131
E.6.12: Cast Manganese Crossings - Obtuse Crossings for Single and Double Slips . . . . . . 132
E.6.13: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Revision
Date:
Sheet 3 of 196
Network Rail

E.6.17: Cast Steel Vees for Common and Obtuse Crossings . . . . . . . . . . . . . . . . . . . . . . . . . 137
E.7.1: Identification Markings of Edgar Allens Cast Crossings . . . . . . . . . . . . . . . . . . . . . . . . 138
E.7.2: Identification Markings of Manoir Industries Cast Crossings . . . . . . . . . . . . . . . . . . . . 139
E.8.1: Check Rails - 1: Vertical S&C - Types 1 & 2 and Special Applications . . . . . . . . . . . . . 140
E.8.3: Check Rails - 2: Vertical S&C - Positioning in Relation to Crossing Nose . . . . . . . . . . 141
E.8.4: Check Rails - 3: Using CEN33C1 Rail Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
E.8.5: Check Rails - 4: NR60 Inclined S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
E.9.1: CEN56E1 Vertical S&C - Swing Nose Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
E.10.1: CEN56E1 Vertical S&C - Baseplates - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
E.11.1: CEN56E1 / CEN54E1A1 Vertical S&C - Concrete Bearers - Size & Weight . . . . . . . 148
E.12.2: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 1 . . . . . . . . . 149
E.12.3: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 2 . . . . . . . . . 150
E.12.4: CEN56E1 / CEN54E1A1 Vertical S&C - Switch Diamonds, Shallow Depth,
Strengthened . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
F.1.1: Identification of Pandrol Baseplates - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
F.1.2: Identification of Pandrol Baseplates - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
F.2.1: Identification of Concrete Sleepers - Chaired / Baseplated types . . . . . . . . . . . . . . . . . 154
F.2.2: Identification of Concrete Sleepers (Fastenings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
F.2.3a: Identification of Concrete Sleepers - Direct Fastening Types - 1 . . . . . . . . . . . . . . . . 156
F.2.3b: Identification of Concrete Sleepers - Direct Fastening Types - 2 . . . . . . . . . . . . . . . . 157
F.2.3c: Identification of Concrete Sleepers - Direct Fastening Types - 3 . . . . . . . . . . . . . . . . 158
F.2.3d: Identification of Concrete Sleepers - Direct Fastening Types - 4 . . . . . . . . . . . . . . . . 159
F.2.4a: Identification of Concrete Sleepers - Special Types & Shallow Depth 1 . . . . . . . . . . . 160
F.2.4b: Identification of Concrete Sleepers - Special Types & Shallow Depth 2 . . . . . . . . . . . 161
F.2.5a: Identification of Concrete Sleepers - Post 1996 Designs - 1 . . . . . . . . . . . . . . . . . . . . 162
F.2.5b: Identification of Concrete Sleepers - Post 1996 Designs - 2 . . . . . . . . . . . . . . . . . . . . 163
F.3.1: Standard Method of Measurement of S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
F.4.1: Standard Symbols for use on Layout Drawings - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
F.4.2: Standard Symbols for use on Layout Drawings - 2 (Crossings) . . . . . . . . . . . . . . . . . . 166
F.4.3: Standard Symbols for use on Layout Drawings - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
F.5.1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges . . . . . . . . . . . . 168
F.6.1: Weights of Components and S&C Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
F.7.1: S&C Detail Drawing Aide-Memoire - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
F.7.2: S&C Detail Drawing Aide-Memoire - 2 continued from Sheet F.7.1. . . . . . . . . . . . . . . . 171
F.9.1: Calculation of Leads and Lags in Curved Jointed Track . . . . . . . . . . . . . . . . . . . . . . . . 172
G.1.1: List of Relevant Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
H.2.5: BR109/BS110A/BS113A FB Inclined S&C, 1435 mm Gauge:
Speeds Through Turnouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
H.3.1: CEN56E1 Vertical S&C - Switch Diamonds - Full Depth,
Non-strengthened . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
H.3.2: Check Rails: Vertical S&C - High Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
H.4.1: RT60 Inclined S&C Switch Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Revision
Date:
Sheet 4 of 196
Network Rail
H.4.2: RT60 Inclined S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 178

H.4.4: RT60 Inclined S&C Double Junctions from Straight Tracks at 1970 Interval . . . . . . . . 179
H.4.5: RT60 Inclined S&C Single Junctions from Straight Tracks at 1970 Interval . . . . . . . . . 180
J.1.1: Preferred Geometries and Standard Configurations of S&C . . . . . . . . . . . . . . . . . . . . . 181
J.1.2: Standard Configurations of S&C - Construction Codes . . . . . . . . . . . . . . . . . . . . . . . . . 187
J.2.1: S&C Layout Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
J.2.2: Siting of S&C - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
J.2.3: Siting of S&C - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
J.3.1: Design Considerations - Speeds Through S&C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
J.4.1: Types of S&C Unit - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
J.4.2: Types of S&C Unit - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
J.4.3: Rail Joints, Bearers and Checking Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
J.5.1: Measurement of Crossing Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
J.5.2: Measurement of Lead Lengths and Track Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
Revision
Date:
Sheet 5 of 196
Network Rail
A.1.1: Switch and Crossing Design Philosophy - General

Turnouts
Design of turnouts
By definition, a turnout is handed left or right, the reference being to the direction of the turnout line from the
through or main line. The creation of a track layout will define the hand of switches required, the turnout can then
be designed by applying the various lead lengths of the standard elements.
Normally a left handed turnout will have left hand switches but in some instances, where the majority of the traffic
takes the turnout route, switches of an opposite hand are installed to provide a smoother alignment through the
turnout.
Hand of switches
To determine the hand of a turnout observe, from a position in advance of the switch toes looking towards the
common crossing - if the right hand stock rail has a set or kink in it at the switch toe, then by definition, it is a right
hand turnout. Similarly, a left hand stock rail with a set will define a left hand turnout. In the very rare instance of
both stock rails having a very small set, the turnout would be defined as equal split - this design is discouraged as it
involves non-standard manufacturing processes.
Measurement of lead lengths

See Sheet J.5.2.
Speed calculations
The calculations required to establish the maximum speed over a particular layout/curve/turnout/etc., (detailed on
various sheets in this handbook) will produce a specific speed in km/h. This must be converted to mph by dividing by
1.609344, as all speed restrictions in the UK are quoted in mph. It is important to realise that when rounding the
resultant figure to a multiple of 5 mph (the increments used), no upward rounding is permitted. Hence a
calculated figure of say 24.6 mph MUST be rounded down to 20 mph. Failure to do so would result in an excess of
cant deficiency/rate of change beyond the permitted limits.
Revision 4
Date: June 2008
Sheet 6 of 196
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, on the turnout line, of 110 mm at speeds up to 105 mph, and 85 mm above that.
Maximum rate of change of cant deficiency of 80 mm/sec. On a transitioned turnout only, an exceptional value
of 93.33 mm/sec may be applied to the transitioned part of the turnout line between the heel of the switch and
the IP of the crossing.
Revision 7
Date: March 2010
Sheet 7 of 196
Network Rail
A.1.3: CEN56E1 Vertical S&C Switch Details

Switch
type
Natural
angle
1 in
Turnout
Speed
mph
Length
of
planing
P
Planing radius
R1
20
2900
2900
Switch
radius
R2
Toe to origin
of switch
curve
T
Lead
length.
Toe to IP
L2
Heel offset
H
Toe to
heel
L1
Heel angle
1 in
Entry angle
1 in
196 750.16
141 052
1542.98208
18 505
278.53865
7317
15.904403
59.669887
196 750.16
186 936.65
2988.02322
20 288
219.55314
6527
19.633740
59.669886
AV
AVT
BV
20
3500
230 724.78
184 012
1574.84848
21 337
289.16004
8737
17.830694
80.586548
CV
9.25
25
4250
287 251.45
245 767
1615.10392
24 877
372.99182
11 920
18.143969
110.266503
DV
10.75
30
5200
367 038.30
331 687
1613.80233
29 174
297.86830
12 440
23.590631
156.854444
EV
15
40
7000
739 696.30
645 116
2503.06229
40 457
302.69882
17 257
32.639808
189.846820
FV
18.5
50
8550
1 137 066.68
980 920
3168.39649
49 816
293.04404
20 807
40.907497
225.888333
SGV
21
60
10 150
1 398 518.18
1 263 740
3150.95190
56 993
299.41963
24 357
45.935453
306.055765
GV
24
70
11 600
1 826 293.27
1 650 380
3600.16188
65 136
300.77672
27 907
52.376332
349.842595
HV
32.365*
90
17 495
3 000 716.00
3 000 716
3000.35326
89 693
291.75251
38 843
71.709978
500.059376
NOTES
1. All dimensions are in millimetres, gauge is 1432 mm.
2. All angles shown are in centre-line measure.
3. Speeds shown may need alteration in respect of curved and canted main lines.
4. HV planing length includes 3000 mm of straight from the toe.
5. The origin of the AVT switch radius occurs at 22.75992 mm outside the running edge of the main line.
6. For details of rail lengths and timbers for full depth switches, see sheet E.1.1.
7. For details of rail lengths and timbers for shallow depth switches, see E.2.1.
8. For vertical S&C all radii shown are to the running edge of the high, or outer, rail.
9. * True value of 1 in 32.365 crossing is 32.3648889.
Toe
Entry angle
Heel angle
L2
L1
P la n
Origin of switch radius

(except AVT)
P la n
in g
70
ing L
en
Rad
gth
1432
iu s R
1
Sw
i tc h
Ra
diu
sR
2
IP
Revision 3
Date: March 2010
Sheet 8 of 196
Network Rail
A.1.4: NR60 Inclined S&C Switch Details

Referring to the figure below, the clothoidal entry curve forms the tangent with the straight stock rail at A and merges
with the switch radius R at B, where the offset is 12 mm. The shift of the switch radius is 3 mm. For practical
purposes, a straight tangent is taken from the point C where the offset to the transition is 3 mm, and projected back
to the stock rail at point T, which is the mathematical switch toe.
A
3mm
Str
aig
ht
C
12mm
R
R
Definition of Switch Geometry

Switch details
Switch
designation
Natural
crossing
angle
Turnout
speed mph
Switch
radius
R (R6)
Length of
straight at
toe
T - C (L1)
Entry angle
1 in ~
Length of
transition at
toe
C - B (L2)
Headcut
length
Flexing
length
NR60C
8.25
25
195 647
788
263
1389
5497
10 580
NR60D
9.5
30
259 192
907
302
1599
6327
11 230
NR60E
12.5
40
448 216
1193
398
2102
8320
14 480
NR60F
15.75
50
711 167
1503
501
2648
10 480
17 080
NR60SG
20.25
65
1 175 135
1932
644
3404
13 471
20 330
NR60G
23.5
75
1 582 360
2241
747
3950
15 632
22 280
NR60H
31.25
100
2 797 591
2980
993
5251
20 783
30 080
Positioning of Switch Heels

Switch designation
Switch curve origin to heel
Heel to toe
Heel angle 1 in N
NR60C
11 129.663
11 430.014
17.564647
NR60D
11 237.949
11 583.654
23.053150
NR60E
14 962.163
15 416.757
29.948284
NR60F
19 867.924
20 440.557
35.787745
NR60SG
27 698.972
28 435.061
42.419327
NR60G
27 446.977
28 301.106
57.647184
NR60G Trans 31.25
31 346.649
32 200.778
50.476757
NR60H
36 514.040
37 648.303
76.613595
NOTES
1. All dimensions are in millimetres.
2. Switch Radii shown above are to the running edge of the high, or outer, rail of curve. Radii shown on
subsequent sheets for NR60 geometry are to centre line.
Revision 6
Date: March 2010
Sheet 9 of 196
Network Rail
A.2.1: CEN56E1 Vertical S&C - Standard Circular Curve Turnouts - Leads & Radii
Switch
Crossing
1 in ~
Lead L2.
Nose to toe
Planing
radius
Switch
radius
Turnout
radius
Toe to heel
L1
Heel
H
Max turnout
speed [A] mph.
See note 7
AV
6
6.5
7
7.5
8
9.25
7
7.5
8
9.25
10
10.75
8
9.25
10
STR 10 #
10.75
13
9.25
10
10.75
13
STR 13 $
15
13
15
16
18.5
21
16
18.5
21
24
18.5
21
24
28
21
24
28
32.365
28
32.365
17 437
18 040
18 617
19 170
19 700
20 934
20 315
20 901
21 465
22 785
23 520
24 218
23 787
25 025
25 716
25 117
26 371
28 152
27 642
28 513
29 346
31 644
29 940
33 464
38 451
40 697
41 752
44 211
46 444
47 252
50 112
52 743
55 638
54 518
57 329
60 441
64 202
62 149
65 520
69 628
73 676
85 208
90 211
196 750
196 750
196 750
196 750
196 750
196 750
230 725
230 725
230 725
230 725
230 725
230 725
287 251
287 251
287 251
287 251
287 251
287 251
367 038
367 038
367 038
367 038
367 038
367 038
739 696
739 696
739 696
739 696
739 696
1 137 067
1 137 067
1 137 067
1 137 067
1 398 518
1 398 518
1 398 518
1 398 518
1 826 293
1 826 293
1 826 293
1 826 293
3 000 716
3 000 716
141 052
141 052
141 052
141 052
141 052
141 052
184 012
184 012
184 012
184 012
184 012
184 012
245 767
245 767
245 767
245 767
245 767
245 767
331 687
331 687
331 687
331 687
331 687
331 687
645 116
645 116
645 116
645 116
645 116
980 920
980 920
980 920
980 920
1 263 740
1 263 740
1 263 740
1 263 740
1 650 380
1 650 380
1 650 380
1 650 380
3 000 716
3 000 716
97 599
117 821
141 052*
167 780
198 620
299 450
133 185
157 024
184 012*
268 573
344 544
416 918
169 051
245 767*
305 201
245 767/Str.
378 263
737 191
230 112
277 328
331 687*
551 575
331 687/Str.
858 076
454 448
645 116*
762 010
1 139 974
1 700 938
689 242
980 920*
1 363 999
2 001 909
926 126
1 263 740*
1 795 616
2 827 066
1 189 637
1 650 380*
2 484 540
3 835 055
2 110 303
3 000 716*
7317
7317
7317
7317
7317
7317
8737
8737
8737
8737
8737
8737
11 920
11 920
11 920
11 920
11 920
11 920
12 440
12 440
12 440
12 440
12 440
12 440
17 257
17 257
17 257
17 257
17 257
20 807
20 807
20 807
20 807
24 357
24 357
24 357
24 357
27 907
27 907
27 907
27 907
38 843
38 843
279
279
279
279
279
279
289
289
289
289
289
289
373
373
373
373
373
373
298
298
298
298
298
298
303
303
303
303
303
293
293
293
293
299
299
299
299
301
301
301
301
292
292
15
15
20
20
20
20
20
20
20
20
20
20
20
25
25
25
25
25
25
25
30
30
25
30
35
40
40
40
40
45
50
50
50
50
60
60
50
55
70
70
55
75
90
BV
CV
DV
EV
FV
SGV
GV
HV
NOTES
5.
6.
7.
8.
9.
L1
25
30
35
35
35
40
45
40
40
50
40
45
55
50
55
Heel Offset H
Gauge
Nose
IP
For permitted usage, see Sheet J.1.1.

16N
Planing Switch
Gauge is 1432 mm.
curve
curve
Turnou
All dimensions are in millimetres.
t curve
Lead lengths are given from the toes of
switches to noses of common crossings.
* indicates a natural lead, i.e. the radii of the
L2
switch and turnout are equal.
# The length of straight in a CV STR 10 is 2217 mm measured along the main line from the nose toward the toe.
$ The length of straight in a DV STR 13 is 6077 mm measured along the main line from the nose toward the toe.
Speeds shown may need alteration in respect of curved and canted main lines.
Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP (figures only given where
Toe
1.
2.
3.
4.
Max turnout
speed [B] mph.
See note 7
maximum speed is different to the curved beyond IP case).
Revision 4
Date: March 2010
Sheet 10 of 196
736
779
817
851
882
946
822
856
886
950
982
1010
892
955
986
963
1013
1079
958
990
1017
1084
1063
1128
1088
1132
1150
1187
1216
1152
1189
1218
1245
1190
1218
1248
1273
1219
1246
1274
1296
1274
1297
479
526
569
609
646
726
581
621
657
737
778
814
671
746
786
754
821
907
754
795
831
919
873
978
929
989
1013
1065
1106
1017
1069
1110
1148
1070
1111
1150
1189
1112
1151
1190
1223
1 192
1224
286
326
366
405
443
528
387
426
463
547
592
633
486
564
606
570
645
743
578
622
663
765
701
836
784
855
885
949
999
892
955
1006
1054
958
1009
1057
1107
1011
1059
1109
1151
1112
1154
10 000
7500
351
5000
Heel length L1
302
381
425
467
407
447
413
486
588
428
472
514
623
548
702
652
731
765
837
896
775
848
907
964
853
911
968
1027
915
972
1031
1080
1036
1086
2500
Gauge
1059
1086
1110
1131
1149
1186
1111
1132
1150
1187
1206
1222
1151
1188
1207
1198
1222
1259
1189
1207
1223
1260
1255
1284
1261
1285
1295
1315
1330
1295
1315
1331
1345
1315
1331
1345
1359
1331
1345
1360
1371
1360
1371
Offsets at 2500 intervals from the crossing nose

10 000 12 500 15 000 17 500 20 000 22 500 25 000 27 500 30 000 32 500 35 000 37 500 40 000 42 500 45 000 47 500 50 000
Toe
7500
16N
316
IP
Nose
Lead length L2
442
307
345
384
492
413
575
535
617
653
732
797
668
747
812
876
754
819
882
950
824
888
955
1012
962
1019
NOTES
373
298
455
431
512
549
632
701
570
653
722
792
662
731
800
874
738
807
881
945
892
955
342
341
417
454
537
609
481
565
637
711
576
648
722
801
658
731
811
879
824
893

2. Gauge is 1432 mm.
3. Lead lengths are given from toes of switches to noses of common
crossings.
332
366
448
521
401
483
556
633
498
571
647
730
583
659
742
816
760
833
364
436
330
408
480
558
426
498
575
662
513
590
676
754
698
775
355
339
409
486
361
430
507
595
449
525
613
693
639
720
342
417
303
368
442
531
389
464
552
634
583
666
351
310
381
469
335
406
494
577
531
614
323
409
351
353
438
522
481
565
303
385
468
434
517
334
415
390
472
365
349
429
316
311
387
348
311
Sheet 11 of 196
5000
Network Rail
Date: June 2008
2500
A.2.2: CEN56E1 Vertical S&C Circular Curve Turnouts - Setting Out Offsets
Revision 1
Switch Crossin Lead L2

g 1 in ~ Toe Nose
AV
6
17 437
6.5
18 040
7
18 617
7.5
19 170
8
19 700
9.25 20 934
BV
7
20 315
7.5
20 901
8
21 465
9.25 22 785
10
23 520
10.75 24 218
CV
8
23 787
9.25 25 025
10
25 715
STR 10 25 117
10.75 26 371
13
28 152
DV
9.25 27 642
10
28 513
10.75 29 346
13
31 644
STR 13 29 940
15
33 464
EV
13
38 451
15
40 697
16
41 752
18.5 44 211
21
46 444
FV
16
47 252
18.5 50 112
21
52 743
24
55 638
SGV
18.5 54 518
21
57 329
24
60 441
28
64 202
GV
21
62 152
24
65 523
28
69 632
32.365 73 680
HV
28
85 208
32.365 90 211
Network Rail
A.2.3: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii
Switch
Designation
Crossing
Angle
1 in ~
Lead
(Toe to IP)
L2
Centreline
switch
radius
Centreline
turnout
radius
Heel length
L1
Max turnout
Heel Offset
speed [A] mph.
H
See note 5
Max turnout
speed [B] mph.
See note 5
NR60C
8.25
23 928
194 930
194 930
11 430
319.82
25
20
NR60D
9.5
27 554
258 475
258 475
11 584
246.74
30
25
NR60E
12.5
36 255
447 498
447 498
15 417
252.80
40
30
NR60F
15.75
45 681
710 450
710 450
20 441
280.58
50
35
NR60SG
20.25
58 732
1 174 417
1 174 417
28 435
329.49
65
40
NR60G
23.5
68 158
1 581 643
1 581 643
28 301
241.06
75
45
NR60H
31.25
90 634
2 796 873
2 796 873
37 648
241.30
100
55
NOTES
1. For permitted usage, see Sheet J.1.1.
2. These are natural turnouts (switch and turnout radii equal).
3. The heel position coincides with the start of the transition in the transitioned turnouts shown on Sheet A.3.3,
and has no relevance to the position of the last fixed block/baseplate as defined in vertical S&C design.
4. All dimensions are in millimetres. Gauge is 1435mm.
6. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP.
Mathematical
Toe
Plani ng S
wi tch
cur ve c
ur ve
Heel Offset H
L2
Revision 10
16N
T ur no
ut
c ur v e
Date: March 2010
IP
Gauge
L1
Nose
Sheet 12 of 196
Network Rail
A.2.4: NR60 Inclined S&C Standard Circular Curve Turnouts - Leads & Radii
Switch
Designation
Crossing
Angle
1 in ~
Lead toe - IP
L2
Centreline
switch
radius
Centreline
turnout
radius
Heel length
L1
Heel Offset
H
Max turnout
speed [A] mph.
See note 5
NR60C
9.5
25 160
194 930
284 822
11 430
319.82
25
NR60D
8.25
26 004
258 475
185 562
11 584
246.74
25
20
11
29 264
258 475
372 559
11 584
246.74
30
25
12.5
30 829
258 475
526 343
11 584
246.74
30
9.5
32 454
447 498
237 267
15 417
252.80
25
11
34 424
447 498
330 766
15 417
252.80
30
25
13.5
37 405
447 498
540 978
15 417
252.80
40
30
15.75
39 809
447 498
811 082
15 417
252.80
40
35
12.5
41 818
710 450
410 903
20 440
280.58
35
30
13.5
43 061
710 450
490 648
20 440
280.58
40
30
17.25
47 304
710 450
895 159
20 440
280.58
50
35
17.25
55 540
1 174 417
788 326
28 435
329.49
50
35
21.5
59 974
1 174 417
1 375 580
28 435
329.49
65
45
23.5
61 862
1 174 417
1 762 047
28 435
329.49
60
50
21.5
65 687
1 581 643
1 282 213
28 301
241.06
65
45
27
72 202
1 581 643
2 230 155
28 301
241.06
70
50
33.5
93 289
2 796 873
3 312 779
37 648
241.30
100
60
NR60E
NR60F
NR60SG
NR60G
NR60H
Max turnout
speed [B] mph.
See note 5
NOTES
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.
5. Maximum Turnout Speeds: [A] Turnout radius continued beyond IP. [B] Straight beyond IP (figures only given
where maximum speed is different to the curved beyond IP case).
L1
Pl aning S
wit ch
cur ve c
ur ve
L2
Revision 3
16N
T ur no
ut
c ur v e
Date: March 2010
IP
Gauge
Mathematical
Toe
Heel Offset H
Nose
Sheet 13 of 196
Lead lengths
Switch
radius
Turnout
radius
Length of
transition
Length of
straight to
nose
Turnout
speed
(mph)
Natural
Actual
Toe to nose
L2
Nose to
nose across
a 1970
interval
Toe to toe
across a
1970 interval
AV
9.25
19 698
4589
43 984
141 052
141 052
9760
1188
20
BV
9.25
21 808
4589
48 204
184 012
184 012
6195
469
15
10
22 261
4975
49 497
184 012
184 012
9170
920
20
CV
DV
10.75
22 852
5360
51 065
184 012
184 012
11 730
1510
20
9.25
10.75
25 448
5360
56 256
245 767
245 767
7366
584
20
9.25
13
27 007
6513
60 526
245 767
245 767
13 000
3271
25
10.75
13
30 125
6513
66 762
331 687
331 687
10 630
964
25
15
31 713
7533
70 960
331 687
331 687
17 455
2534
30
15
18.5
42 017
9315
93 349
645 116
645 116
16 255
1560
35
15
21
44 066
10 585
98 718
645 116
645 116
24 555
3605
40
FV
18.5
24
52 606
12 109
117 321
980 920
980 920
24 290
2787
50
21
28
56 331
14 138
126 801
980 920
1 364 999
30 000
5165
50
SGV
21
28
60 782
14 138
135 702
1 263 740
1 263 740
30 075
3787
60
GV
24 #
28
66 678
14 138
147 493
1 650 380
1 650 380
19 640
1538
60
24 *
28
67 135
14 040
148 310
1 650 380
1 650 380
36 200
- 7056
70
24
32.365
69 933
16 350
156 216
1 650 380
1 650 380
38 000
3559
70
32.365
45.75
93 153
32 830
219 137
3 000 716
3 000 716
55 700
2730
90
Trans
16N
Date: February 2007
HV
6.
Sheet 14 of 196
7.
8.
9.
For permitted usage, see Sheet J.1.1.

Planing
Switch
Radius
Radius
Gauge is 1432 mm.
All angles are shown in centre-line measure.
Lead lengths are shown between the toes of switches and the noses of
common crossings.
Speeds shown may need alteration in respect of curved and canted main
lines.
# For details of the cant applied within a GV24/28 turnout see drawing
RE/PW/655.
* For details of the GV24/28 extended transition turnout (no cant) see
drawing RE/PW/781.
The HV32.365/45.75 turnout uses a swing nose crossing; the IP to nose dimension being - 4118.
Toe
1.
2.
3.
4.
5.
Turnout
Radius
ition
Str
I.P. Natural Angle

Nose of Actual Crossing
L2
Gauge
NOTES
10.75
EV
Network Rail
Crossing 1 in ~
A.3.1: CEN56E1 Vertical S&C Standard Transitioned Turnouts and

Crossovers - Leads and Radii
Revision 2
Switch
Toe to
nose
2500
5000
7500 10 000 12 500 15 000 17 500 20 000 22 500 25 000 27 500 30 000 32 500 35 000 37 500 40 000 42 500 45 000 47 500 50 000 52 500
AV
9.25
19 698
1177
913
666
448
BV
9.25
21 808
1178
920
687
487
10
22 261
1198
954
725
521
CV
DV
EV
FV
10.75
22 852
1215
985
766
564
387
9.25
10.75
25 447
1216
990
780
593
432
9.25
13
27 007
1255
1063
874
694
527
378
10.75
13
30 125
1256
1066
884
713
558
423
306
10.75
15
31 713
1281
1115
951
793
642
503
377
15
18.5
42 017
1313
1178
1046
917
793
675
566
466
376
15
21
44 066
1329
1210
1091
974
860
749
643
542
447
360
282
18.5
24
52 606
1344
1240
1136
1034
933
836
741
650
564
483
408
339
28
56 331
1359
1269
1180
1091
1003
916
830
747
665
587
511
439
370
306
21
28
60 782
1359
1269
1180
1092
1004
918
834
752
673
597
524
455
391
331
GV
24
# 28
66 679
1359
1270
1181
1094
1008
925
844
766
692
621
554
492
432
377
24
28
67 135
1358
1270
1184
1099
1015
934
855
778
705
634
567
503
443
387
24
335
32.365
69 933
1371
1293
1216
1140
1064
988
914
842
771
702
635
570
508
449
393
341
HV (T) 32 365 45.75
93 153
1287
1233
1178
1124
1070
1016
963
910
858
807
756
706
658
610
564
519
476
434
393
354
317
HV (A) 32 365 45.75
93 153
1287
1233
1178
1124
1070
1016
963
911
859
808
757
708
660
613
567
522
479
438
398
359
323
NOTES
10 000
7500

5000
Heel length L1
Toe
4. # denotes a GV 24/28 turnout to drawing RE/PW/655.
16N
5. * denotes a GV 24/28 extended transition turnout to drawing RE/PW/781.
Sheet 15 of 196
6. (T) = Theoretical values, (A) = Actual values of existing installations.

IP
Lead length L2
Nose
Gauge
2500
3. Lead lengths are given from toes of switches to noses of common

crossings.
Date: June 2008
21
SGV
Network Rail
Natural Actual
Offsets at 2500 intervals from the crossing nose
A.3.2: CEN56E1 Vertical S&C Transitioned Turnouts - Setting Out Offsets
Revision 1
Switch Crossing 1 in Lead L2
Network Rail
A.3.3: NR60 Inclined S&C Standard Transitioned Turnouts & Crossovers Leads & Radii
Transitioned Turnouts
Mathematical
Toe
B
IP
L1
L2
L3
L4
L5
Origin of
Clothoidal Entry
Curve
ition
Straigh
t
Gauge
Tr a n s
Y=12
Y=3
IP
NOTES
3. All lengths are measured along the main line straight (right hand switch rail for a right hand turnout and the left
hand switch rail for a left hand turnout)
5. Definitions:
L1 = Length of straight, T - C (see sheet A.1.4: NR60 Inclined S&C Switch Details).
L2 = Length of transition curve, C - B (see sheet A.1.4).
L3 = Length of switch radius, R (see sheet A.1.4).
L4 = Length of transition curve from radius R to straight through crossing.
L5 = Length of straight to common crossing intersection point, IP.
Switch
designation
NR60C
NR60D
NR60E
NR60F
NR60SG
NR60G
NR60G
Crossing angle
1 in ~
11
13.5
17.25
21.5
27
#31.25
33.5
L3
L4
L5
9253
9078
12 122
16 290
23 100
26 010
22 110
13 234
15 872
21 997
26 382
31 618
38 550
39 555
662
2345
1492
1939
2054
1384
5958
25 326
29 800
38 906
48 761
62 107
72 135
73 814
Turnout speed
mph
25
30
40
50
60
70
75
Transitioned crossovers, across 1970 six-foot (running edges)

Switch
designation
NR60C
NR60D
NR60E
NR60F
NR60SG
NR60G
NR60G
Crossing angle
1 in ~
11
13.5
17.25
21.5
27
#31.25
33.5
Turnout lead
length L
25 326
29 800
38 906
48 761
62 107
72 135
73 814
Lead across 1970

six-foot
5808
7159
9179
11 463
14 413
16 692
17 897
Total crossover lead

length
56 460
66 760
86 991
108 985
138 627
160 961
165 525
Crossover speed
mph
25
30
40
50
60
70
75
NOTES
1. # NR60G 31.25 has a different heel position from standard (see sheets A.1.4. & A.2.3.) - 32 201.085 mm from
toe, offset 313.52 mm.
Revision 10
Date: March 2010
Sheet 16 of 196
4.5
5.5
6.5
7.5
9.25
10
10.75
13
15
16
18.5
21
24
28
32.365
45.75
64
72
80
88
96
104
112
120
128
148
160
172
208
240
256
296
336
384
448
518
- 4118
271 766
64
1811 89 815 51 641 39 057
4.5
72
1942
2088 123 436 70 213
80
2058
2217
2360
5.5
88
2161
2333
2488
2628
96
2437
2604
2756
2894
6.5
104
2709
2872
3021
3158
112
2978
3137
3285
3421
7.5
120
3245
3401
3547
3682
128
3344
3509
3664
3807
3942
9.25
148
3748
3923
4087
4241
4589
10
160
4059
4234
4400
4774
4975
10.75
172
4368
4545
4945
5160
5360
13
208
4912
5383
5640
5880
6513
15
240
5698
5988
6260
6985
7533
16
256
5835
6140
6427
7195
7779
8043
18.5
296
6130
6469
6790
7657
8326
8630
21
336
6738
7089
8046
8792
9133
9908
10 586
24
384
7384
8435
9265
9647
10 521
11 293
12 109
52 632
164 726 92 821 69 034

RADII
214 492 119 870 88 531

273 540 151 762 111 392 91 356
342 676 188 900 137 886 92 007
422 708 231 688 126 304 105 550
LEADS
514 442 180 735 141 154 120 069

279 396 195 072 157 061 112 312
649 655 360 545 188 770 150 040 139 544
123 681
811 961 266 672 195 528 178 109
153 101
140 002
189 010
169 470
361 420
296 323
258 440
232 625
2 013 859 710 737
496 611
398 825
340 609
309 137
1 099 162 659 625
497 667
410 235
365 456
314 385
1 651 689 910 613
655 371
548 201
440 903
2 031 309 1 087 411 821 253
601 978
397 788 258 003 228 559

736 845 539 182
9315
156 318
2 341 805 1 379 602 856 111
28
448
9782
10 213
11 206
12 093
13 041
14 138
32.365
518
10 235
10 712
11 819
12 818
13 896
15 159
16 350
2 258 522
45.75
- 4118
16 004
16 589
17 969
19 243
20 647
22 336
23 974
32 830
8855
NOTES
3 359 723 1 350 257

3. Leads are from nose to nose and are to the nearest 1 mm.
16M
4. Radii are to the nearest 1 mm.
S = 1970mm
16N
Gauge
IP
Nose
Nose
Sheet 17 of 196
IP
Lead
Nose of (45.75)
Swing Nose
crossing is 90N in
front of IP
Date: June 2008
1 in
Network Rail
IP to
nose
A.4.1: CEN56E1 Vertical S&C Leads and Radii Across Standard (1970) Track Interval
Revision 1
Xing 1 in
8.25
9.5
1 IN
IP to
Nose
120
132
152
7.5
120
3899
357 197
164 019
8.25
132
4095
4311
303 278
11
176
12.5
13.5
200
216
15.75
252
17.25
276
20.25
324
21.5
23.5
344
376
27
432
31.25
500
33.5
502.5*
CROSSING
1 IN
7.5
169 987
8.25
131 544
RADII
9.5
152
11
4384
4993
386 770
232 302
194 220
153 907
140 451
9.5
176
4956
5371
5808
581 651
390 123
255 627
220 535
185 477
177 062
167 335
12.5
200
5236
5698
6188
6619
1 184 760
456 056
355 214
272 310
254 549
234 918
214 321
200 393
13.5
216
5892
6416
6879
7159
741 475
507 317
353 576
324 205
293 018
261 652
241 188
234 184
13.5
15.75
252
6273
6866
7397
7720
8372
1 606 443
675 866
576 101
484 473
404 333
357 464
342 290
15.75
17.25
276
6491
7127
7698
8048
8758
9179
1 166 738
898 219
693 671
540 331
459 772
434 970
17.25
20.25
324
7572
8218
8617
9432
9922
10 792
758 781
693 519
20.25
21.5
344
7734
8408
8825
9681
10 197
11 117
11 463
3 046 074
941 904
843 385
21.5
23.5
376
7968
8684
9129
10 047
10 602
11 600
11 976
12 536
11
3 902 843 1 710 821 1 006 415

1 356 111
12.5
2 444 323 1 363 534 1 166 308
23.5
LEADS
27
432
9099
9588
10 604
11 224
12 345
12 772
13 410
14 413
3 083 781 2 230 674
27
31.25
500
9515
10 049
11 169
11 858
13 115
13 596
14 321
15 470
16 692
8 063 364
31.25
33.5
502.5*
10 260
11 429
12 150
13 473
13 981
14 748
15 969
17 273
17 897
33.5
NOTES
1. Lead lengths are from intersection point to intersection point (IP
to IP) across a standard track interval of 1970 mm between
running edges.

4.
G auge
* IP to Nose dimension for the 1 in 33.5 crossing is 15 times

crossing angle. All others are 16 times crossing angle.
R
Lead
S=1970
Sheet 18 of 196
2. All dimensions are shown in millimetres and radii and lead

lengths are rounded to the nearest millimetre.
Date: June 2008
4629
Network Rail
7.5
A.4.2: NR60 Inclined S&C Leads and Radii Across Standard (1970) Track Interval
Revision 7
CROSSING 1 IN
4.75
151
5.5
130
119
6.5
110
102
7.5
95
89
9.25
77
10
72
10.5
68
12.75
56
4.5
5.5
6.5
7.5
9.25
10
10.75
13
15
16
18.5
IP to Nose
64
72
80
88
96
104
112
120
128
148
160
172
208
240
256
296
IP to Nose
6366
6768
7134
7469
7773
8051
8306
8541
8758
9236
RA
161 782
579 186
676 804
259 215
176 253
141 041
121 712
109 579
101 304
88 993
RC
6776
7233
7649
8029
8382
8707
9006
9283
9540
10108
10 407
10 679
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
7508
7957
8369
8748
9102
9 429
9733
10 016
10 643
10 975
11 277
12 047
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
8238
8681
9089
9467
9822
10 152
10 460
11 146
11 509
11 842
12 692
13 305
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
8496
8968
9405
9810
10 187
10 543
10 875
11 618
12 013
12 376
13 306
13 979
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
8734
9233
9697
10 129
10 531
10 908
11 264
12 063
12 489
12 881
13 890
14 624
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
9479
9969
10 425
10 852
11 253
11 629
12 482
12 939
13 360
14 447
15 241
15 590
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
10 570
11 086
11 570
12 026
12 456
13 433
13 962
14 453
15 732
16 675
17 092
18 009
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
10 887
11 434
11 950
12 437
12 898
13 947
14 516
15 047
16 436
17 467
17 925
18 933
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
11 649
12 185
12 692
13 172
14 269
14 864
15 419
16 881
17 970
18 454
19 523
RA
197 795
254 469
331 123
439 639
1 100 041
3 095 251
6 899 090
911 709
621 223
556 404
467 205
RC
16 907
18 672
20 009
12 480
13 097
13 685
14 245
15 536
16 243
RA
164 717
202 224
247 813
303 964
519 662
747 190
1 148 996 12 259 484 1 682 209
20 609
21 947
1 278 802
888 799
RC
5.5
6.5
7.5
9.25
10
10.5
12.75
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.
4 75
ge
Gau
A
M
N>M
STR.
M
N<M
RA
Gauge
RC
3. The flattest fixed obtuse crossing in vertical S&C is 1 in 8.
Sheet 19 of 196
4. The limiting radii for fixed obtuse crossings (switch diamonds must be used if the radius is sharper) are given in the table below.
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
NOTES
Obtuse /
SW Dia
Angle M
Network Rail
Date: June 2008
FIXED COMMON CROSSINGS

N
A.5.1: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 1
Revision 4
OBTUSE
CROSSINGS/
SWITCH
DIAMONDS
68
12.75
56
13
55
15
48
17
42
17.615
41
18.5
39
21
34
21.829
33
24
30
28
26
7.5
9.25
10
10.75
13
15
16
18.5
24
28
32.365
45.75
384
448
518
- 4 118
IP to Nose
IP to Nose
104
112
120
128
148
160
172
208
240
256
296
336
11 649
12 185
12 692
13 172
14 269
14 864
15 419
16 881
17 970
18 454
19 523
20 429
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
16 907
18 672
20 009
12 480
13 097
13 685
14 245
15 536
16 243
RA
164 717
202 224
247 813
303 964
519 662
747 190
1 148 996 12 259 484 1 682 209
20 609
21 947
23 092
24 268
25 577
1 278 802
888 799
738 955
649 923
588 461
RC
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
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
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
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
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
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
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
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
17 482
18 781
19 673
22 099
23 986
24 849
26 807
28 525
30 326
32 376
34 256
33 638
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
20 564
23 228
25 321
26 284
28 483
30 425
32 479
34 835
37 015
37 128
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
28 993
31 007
33 141
20 829
23 566
25 724
26 718
RA
438 112
751 527
1 222 887
1 586 768
3 483 356 16 969 176 7 908 229
35 597
37 874
38 229
3 482 453
2 505 511
1 768 119
RC
21 463
24 382
26 697
27 770
30 234
32 429
34 767
37 476
40 003
40 987
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
22 446
25 658
28 234
29 436
32 217
34 719
37 410
40 557
43 527
45 645
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
NOTES
1. Gauge is 1432 mm. All dimensions are in millimetres, and are given to
the nearest millimetre.
Sheet 20 of 196
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.
N>M
STR.
M
RA
10.5
12.75
13
15
17
17.615
18.5
21
21.829
24
28
ge
Gau
N<M
Angle M
21
RC
Gauge
Date: June 2008
10.5
Network Rail
6.5
A.5.2: CEN56E1 Vertical S&C Diamonds - Leads and Radii - 2
Revision 2
N
M
SWING
NOSE
SWITCH DIAMONDS
1970 Interval
Switch Turnout
Radius
R6
Radius
R1
Common
Crossing
N1
Lead
N1/N2
L2
Radius
R2
Diamond
Common
Crossing
N2
Lead
N2/N3
L3
Radius
R3
Diamond
Crossing
N3
Type of
Crossing
Obtuse
stagger
X
Lead
N3/N4
L4
Common
Crossing
N4
Radius
R4
Lead
Toe/N4
L5
Turnout
Stagger
N5/N1
L6
Maximum
Turnout
Speed
(mph)
AV
18 617
141 052
3137
151 762
7773
176 253
4.75
Obt/SD
151
6201
161 782
35 728
2130
20
BV
21 465
184 012
3664
231 688
9006
229 445
5.5
Obt/SD
130
7089
179 072
4.5
41 224
2130
20
25 025
245 767
9.25
4241
279 396
10 016
238 230
Obt/SD
119
7826
238 314
47 107
1420
25
25 025
245 767
9 25
4241
279 396
10 460
359 564
6.5
Obt/SD
110
8561
309 372
5.5
48 286
1420
25
10
4774
649 655
9.25
11 618
331 050
Obt/SD
102
9294
393 818
51 402
710
25
25
CV
DV
EV
25 716
245 767
305 201
25 716
245 767
305 201
10
4774
649 655
9.25
12 482
732 314
SD
90
10 757
604 173
53 729
710
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
SD
90
10 757
604 173
57 530
710
30
29 346
331 687
10.75
4945
360 545
9.25
12 482
732 314
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
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
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
50
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
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
70
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
NOTES
L1
Ga u
Gauge
S = 1970
Gauge
L6
R2
uge
Ga
X
R4
N4
N2
Toe
3. Interval between tracks is 1970 mm (running edges).

4. Dimensions given are to toes of switches, noses of
common crossings, knuckles of obtuse crossings
and switch diamonds, and running edges.
R3
N5
N3
Toe
2. All dimensions are given in millimetres.

Gauge is 1432 mm
ge
R1
N1
R6
5. For limiting radii through fixed obtuse crossings, see

sheet A.5.1.
L1
6. Lengths of point and splice rails of crossings N1, N2

and N5 are non-standard to suit the timbering.
L2
L3
L4
L5
Sheet 21 of 196
7. 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.
8. Maximum speeds shown may need alteration in respect of curved and canted main lines.
9. Radius beyond crossing N5 to be compatible to maintain the six foot interval and speed.
10. SD = switch diamond.
11. Obt = fixed obtuse crossing.
12. Radii R2 and R3 are low rail, other radii are high rail.
Date: March 2010
FV
SGV
Network Rail
Lead
Toe / N1
L1
A.6.1: CEN56E1 Vertical S&C Standard Double Junctions from Tracks at 1970 Interval
Revision 3
Turnout
Switch
Lead lengths
Trailing
AVT
AVT
AVT
BV
BV
AVT
BV
BV
CV
CV
CV
CV
CV
CV
CV
BV
CV
L1
RE to centre line of nose
Crossing 1 in
Radii
L2
L3
L4
R1
R2
20 416
20 416
8400
3052
352
186 937
20 416
22 785
8400
2709
314
186 937
22 785
20 416
9230
3956
393
184 012
268 573
22 785
22 785
9230
3552
355
184 012
268 573
25 025
25 025
10 650
3236
323
245 767
25 025
25 715
10 650
3234
323
245 767
25 715
25 715
10 650
3649
338
245 767
26 371
22 785
10 650
4812
412
245 767
CV
26 371
26 371
10 650
4064
351
245 767
R3
R4
186 937
184 012
268 573
186 937
184 012
268 573
245 767
Speed
RE/PW
Leading
Trailing
5.797
20
20
692
9.25
5.929
20
20
702
9.25
6.228
20
20
9.25
9.25
6.427
20
20
693
9.25
9.25
6.818
25
25
9.25
10
6.785
25
25
694
245 767
305 201
305 201
245 767
305 201
10
10
7.074
25
25
378 263
184 012
268 573
10.75
9.25
6.928
25
20
378 263
245 767
378 263
10.75
10.75
7.319
25
25
695
701
AVT
BV
20 416
22 785
8400
3022
1151
186 937
184 012
268 573
9.25
14.430
20
20
AVT
CV
20 416
26 371
8400
9445
694
186 937
245 767
378 263
10.75
12.056
20
25
BV
CV
21 465
26 371
9230
9061
720
184 012
245 767
378 263
10.75
12.015
20
25
711
BV
CV
22 785
26 371
9230
4151
1095
CV
CV
25 025
26 371
11 470
4372
1077
184 012
268 573
245 767
245 767
378 263
9.25
10.75
17.214
20
25
245 767
378 263
9.25
10.75
16.458
25
25

2. All dimensions are in millimetres. Gauge is 1432 mm.
4. Lead lengths are given from toes of switches to noses of common crossings.
5. Planing radii are omitted for clarity.
6. Offset dimension Y is measured to the centre-line of nose S.
7. 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.
L1
L3
L4
R2
L2
L4
R1
M
S
Sheet 22 of 196
R3
L3
R1
R3
R4
L2
TYPE 1
L1
R2
TYPE 2
R4
Date: March 2010
NOTES
Network Rail
Switches
Leading
A.6.2: CEN56E1 Vertical S&C Standard Tandem Turnouts - Radii, Leads and
Offsets to Crossing Noses
Revision 2
Type
N7
N6
N8
N8
N6
Gauge
Turnout
crossing
N6
Compound
obtuse crossing
N7
Six foot
crossing
N8
1 in
1 in
1 in
Lead length
toe to N6
N6
Lead length
N6 to N7
Lead length
N7 to N8
Total length
toe to toe
Crossover
Speed
(mph)
BVS (or BV)*
3.9844
4.7940
21 465
1 971
6 148
46 872
20
CVS (or CV)*
STR 10
4.9875
5.5545
25 117
2 487
7 393
55 209
25
DVS (or DV)*
STR 13
6.4904
6.4904
29 940
3 256
9 426
66 393
25
NR60C
11
5.489
5.718
25 497
2 728
8 055
56 460
25
NOTES
3. Gauge is 1432 mm for Vertical Scissors; and 1435 mm for NR60.
Sheet 23 of 196
4. Lead lengths are given to toes of switches, noses of common crossings, and intersection of gauge lines of obtuse crossings.
5. All lead lengths are measured along the main line.
6. For details of cast manganese crossings, see sheets E.6.7, E6.8, E6.9 & E6.10.
7. The centre section covering the common and obtuse crossings must be straight to enable the use of standard crossings.
9. * Shallow Depth Vertical to be used for new construction.
Date: March 2010
Switch type
N7
S=1970
Network Rail
N6
A.6.3: Standard Scissors Crossovers
Revision 2
Gauge
Diamond
Common Total Lead
crossing Length
Turnout
stagger
N5 - N1
Switch
radius
Turnout
radius
L1
R6
R1
N1
L2
R2
N2
L3
R3
N3
L4
R4
N4
L5
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
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
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
Radius
Turnout
Speed
L6
R5
mph
650
243 447
25
NOTES
R5
L1
X
N5
Gauge
L6
R2
N4
N2
N3
N1
Gauge
5. 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.
N3
R3
R1
R6
S = 1970
R4
L2
L1
L3
L4
L5
6. Maximum speeds shown through fixed obtuse crossings take account of the maximum allowable cant deficiency of 75 mm (See sheet A.5.3).
7. Maximum speeds shown may require adjustment to take account of any curvature and cant of the main through route.
8. 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.
9. Refer to RE/PW drawings for location of the change of radii between R1 and R5.
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.
Sheet 24 of 196
Date: March 2010
4. Dimensions given are to toes of switches,

intersection points (IPs) of common crossings,
intersection of gauge lines of obtuse crossings
and running edges.
R1
R6
Toe
3. Interval between tracks (running edges) is

1970 mm. Radii shown are of centreline of tracks.
Toe
2. All dimensions are in millimetres and are given to

the nearest millimetre; gauge is 1435 mm.
Network Rail
Six foot space
Lead
length
Toe - N1
A.6.4: NR60 Inclined S&C Standard Double Junctions from Straight Tracks at 1970 Interval
Revision 7
Turnout
Switch
designation
R
Gauge
Angle N
Lead A
Planing Radius
Slip Radius R
RE/PW Drawing number

Single Slip
(see notes 4, 5 & 9)
Double Slip
Fixed
Switch
Fixed
Switch
2044
160 000
158 300
626
625
20
2190
196 750
165 250
628
627
20
2190
193 835
193 835
706
707
20
(see notes 6 & 8)
2293
219 625
219 625
none
none
20
(see notes 6 & 8)
2293
219 625
219 625
696
697
20
3157
350 510
350 510
750
751
25
10
NOTES
Sheet 25 of 196
1.
2.
3.
4.
5.
6.
7.
8.
All dimensions are in millimetres and are given to the nearest millimetre; gauge is 1432 mm.
Lead A is measured from the common crossing nose along the centre line of the diamond.
For details of leads across diamonds, see Sheet A.5.1.
1 in 7 and 1 in 7 slips shall only be installed on straight track.
1 in 7 slips are only available as a fixed diamond.
1 in 7 and 1 in 8 slips are available as both fixed or switch diamond.
1 in 10 slips are available as switch diamond only.
The through line radius applied to 1 in 8 and 1 in 10 slips is limited to a minimum slip radius of 176 metres.
(Below 176 metres, gauge widening should be applied, which may require specially manufactured switches).
9. 1 in 7, 1 in 7 and 1 in 10 slips should not be used for new work - see sheet J.1.1.
Date: March 2010
Turnout
Speed
(mph)
Network Rail
A.6.7: CEN56E1 Vertical Standard S&C Slips - Single and Double
Revision 2
Gauge
Network Rail
A.6.8: CEN56E1 Vertical S&C Obtuse Crossings and Switch Diamonds Openings at Knuckle
Switch Diamonds
Obtuse Crossings
Knuckle to
Knuckle
Throat opening
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
600
45.73
1441.12
6.5
650
45.33
1440.07
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
650
46.08
1441.47
6.5
650
45.33
1440.07
650
44.73
1438.96
7.5
650
44.25
1438.06
650
43.86
1437.33
Switch Diamonds:
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
NOTES
1. All dimensions are in millimetres and are measured at running edge level.
Revision
Date: August 2004
Sheet 26 of 196
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.
L/2
A/2
C = Centre throw
E = End throw
E
Wheelbase or bogie pivot centres, A
R
Overall length of vehicle, L
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:
2
A
Maximum centre throw, C = ------------8R
2
and, Maximum end throw, E = K - C =
( L A )--------------------8R
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.
2
Maximum centre throw =
6
------------------ = 0.018 m = 18 mm.
8 250
2
8.56 6 End throw at headstocks = ------------------------= 0.019 m = 19 mm.

8 250
Revision 3
Date: June 2008
Sheet 27 of 196
Network Rail
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.
200
190
180
AV
170
160
140
BV
130
120
110
CV
100
CENTRE THROW millimetres
150
90
80
DV
70
60
50
EV
40
FV
SGV
GV
30
20
10
0
10
10
15
20
DISTANCE FROM TOE OF SWITCH (metres)
Revision
Date: March 1996
Sheet 28 of 196
Network Rail
A.7.3: Centre Throw (Static) of Coaches with 16 m Bogie Centres (Type B) on

Vertical Switches
NOTES
appropriate.
230
AV
220
210
200
190
180
BV
170
160
150
140
CV
130
110
100
DV
90
80
70
60
EV
CENTRE THROW millimetres
120
50
40
FV
SGV
GV
30
20
10
0
10
10
15
20
DISTANCE FROM TOE OF SWITCH metres
Revision
Date: March 1996
Sheet 29 of 196
Network Rail
A.7.4: End Throw (Static) of Type A and Type B Coaches on Vertical Switches
NOTES
appropriate
To main or through route.
To turnout or diverging route.
Key.
17
0
AV
AV
16
0
15
0
14
0
13
0
BV
BV
12
0
10
0
CV
CV
90
80
DV
DV
70
TYPE A
60
END THROW millimetres
11
0
50
TYPE B
EV
40
EV
FV
30
SGV
FV
SGV
GV
GV
20
10
0
20
15
10
10
DISTANCE FROM TOE OF SWITCH metres
Revision
Date: March 1996
Sheet 30 of 196
Network Rail
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
Buffers locked
B
Figure 1
W
Figure 2
Radius R 1
Straight
D
Figure 3
Radius R 2
In the following formulae:

D = The length of the straight between the two curves,
Re = The equivalent radius of the two curves,
(R R )
( R1 + R2 )
1
2
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.
2
8 Re
Where D> (L - W) <
(L W D )
B = -------------------------------------
Where D < (L - W)
(L W) (L + W D)
B = -----------------------------------------------------------
(L W )
-----------------------2
16 W Re
NOTES
1. All dimensions must be in the same units.
Revision 1
Date: December 1999
Sheet 31 of 196
BOUNDARY FOR PLATFORM AWNINGS

AND STATION FOOTBRIDGES WHICH
CATERS FOR 25KV ELECTRIFICATION.
NOT TO SCALE
COLUMNS AND
OTHER FIXED
WORKS ON
PLATFORMS;
INCL. FACES
OF BUILDINGS.
595
SEE NOTE 8
730
SEE
NOTE 11
1624
CLEAR AREA
SEE NOTE 7
LOWER SECTOR
STRUCTURE GAUGE
SEE NOTE 6
1100
RUNNING
EDGE OF RAIL
RUNNING
EDGE OF RAIL
SEE NOTE 9
RAIL LEVEL
SEE NOTE 12
SEE NOTE 12
1625 ( 100mph)
2480 (>100mph)
1435
1970 Standard Interval

SEE NOTE 13
2500 TO PLATFORM SURFACE

SEE NOTE 10
FACE OF
PLATFORM
4020
1470
1435
1625 ( 100mph)
2480 (>100mph)
Sheet 32 of 196
Date: March 2010
SEE NOTE 3
1190
Network Rail
See following page for details of the notes referenced in this drawing.
A.8.1a: Standard Structure Gauge
Revision 3
NOTES
Network Rail
A.8.1a (continued): Notes on Standard Structure Gauge

1. This diagram illustrates minimum lateral and overhead clearances to be adopted in construction or
reconstruction and for alterations or additions to existing track and structures and applies to all routes other than
those defined as major projects on designated TENs routes.
2. All dimensions are in millimetres. Dimensions from rail running edge are taken at 14mm below top of rail level.
3. Where Heights (Rail Level to Soffit of Structure) less than those shown in the table below are being considered then
these are subject to special referral to, and review by, the Network Rail Senior Track Principles Engineer (Gauging) or
the Senior Gauging Engineer; and where applicable, the Route Asset Manager (Electrification & Plant).
Type of Route
Primary InterCity main routes
Work Type?
Yes
New Construction
Yes
Alterations
No
All
Rolling Stock Clearance *

Desired
Minimum
5100
4780
4640
4780
4640
4780
UK1, UK2, W12, W10, W9, W8, W7, W6

and all passenger and locomotive stock.
4640
4640
Secondary cross country links and

inner suburban commuter routes
Yes
All
No
All
4640
4640
Other passenger routes (no freight)
No
All
4640
4440
Yes
All
4780
4640
No
All
4640
4440
Freight only routes
Height to Soffit of Structure
OLE
Route?
UK1, UK2, W12, W10, W9, W8, W7, W6

and all passenger and locomotive stock.
All UK domestic passenger and locomotive
stock.
W12, W10, W9, W8, W7, W6 and all ECS
passenger and locomotive stock.
Rolling stock shown as clear refers to vertical height clearance only. If lateral clearances are less than shown on
the Standard Structure Gauge then the stock shown may not have adequate gauge clearance and must be
gauge assessed by approved methods. This will be a particular consideration on arched structures.
Allows for OLE Normal Clearance with full tolerance. Allows for OLE Normal Clearance with close tolerance.
Allows for OLE Special Reduced Clearance (required to allow potential for OLE in future).
4. The clearance dimensions given are valid for straight and level track only and due allowance must be made
for the effects of horizontal and vertical curvature, including super-elevation (cant). See sheet A.8.1d.
5. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. The
proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance
than shown above [note 3]. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate
clearance to OLE equipment can be considered.
6. Permissible infringements in respect of conductor rail equipment, guard and check rails, train stops and
structures in the space between tracks are not shown. Refer to Lower Sector Structure Gauge shown in
Appendix 1 of GC/RT5212 Requirements For Defining And Maintaining Clearances.
7. The minimum dimensions of a single face platform from the edge of the platform to the face of the nearest
building structure or platform furniture shall be 2500mm for speeds up to 165km/h (100mph) and a minimum of
3000mm for speeds greater than 165km/h. The minimum, distance to the face of any column shall be 2000mm.
Refer to GC/RT7014 Infrastructure Requirements at Stations.
8. Nearest face of masts carrying overhead line equipment on electrified railways.
9. Nearest face of signal posts and other isolated structures less than 2000mm in length but excluding masts
carrying overhead line equipment on electrified railways. This dimension may be reduced for signalling
installations in certain circumstances; refer to NR/GN/SIG/11210 Appendix 2G05.
10. Vertical clearances to the canopy above the platform shall be minimum 2500mm up to 2000mm from the
platform edge or up to 3000mm where the line speed exceeds 165km/h (100mph). At distances beyond
2000mm or 3000mm from the platform edge, as applicable, the minimum headroom shall be 2300mm.
11. Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements shall
be calculated from the particular Kinematic Envelope with an allowance made for structural clearance. The
minimum lateral dimension is 730mm and is shown for guidance only. Refer to GC/RT5212 Requirements for
Defining and Maintaining Clearances and GI/RT7016 Interface between Station Platforms, Track and Trains.
12. Where reasonably practicable these dimensions shall be increased by at least 300mm to facilitate the provision
of a cess walkway in accordance with GC/RT5203 Infrastructure Requirements for Personal Safety In Respect
of Clearances and Access.
13. This dimension shall be calculated from the dimensions associated with the chosen Kinematic Envelope with an
allowance made for passing clearance.
Revision 3
Date: March 2010
Sheet 33 of 196
NOT TO SCALE

SEE NOTE 10
FACE OF
PLATFORM
SEE NOTES 3 & 5
1370
SEE NOTE 5
LOWER SECTOR
STRUCTURE GAUGE
SEE NOTE 6
1435

SEE NOTE 13
1435
SEE NOTE 7
1100
RAIL
LEVEL
CLEAR AREA
RUNNING
EDGE OF RAIL
RUNNING
EDGE OF RAIL
730
SEE
NOTE 11
1370
SEE NOTE 5
Sheet 34 of 196
Date: March 2010
4200
COLUMNS AND
OTHER FIXED
WORKS ON
PLATFORMS;
INCL. FACES
OF BUILDINGS.
Network Rail
See following page for details of the notes referenced in this drawing.
A.8.1b: Temporary Works Structure Gauge
Revision 1
NOTES
Network Rail
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 Network Rail Senior Gauging Engineer.
Route Type
All routes
(excluding TENs)
OLE
Route?
No
Designated
TENs routes
*
Work Type?
Temporary
Works
Height to Soffit of
Structure
Desired
Minimum
4200
4200
UK1, UK2, W12, W10, W9, W8,

W7, W6 and all passenger and
locomotive stock.
Special minimum clearance requirements consult 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 Route Asset Manager (Electrification & Plant)
must be consulted so that adequate clearance to OLE equipment can be considered.
appendix 1 of GC/RT5212 Requirements for Defining and Maintaining Clearances.
Refer to GC/RT7014 Infrastructure Requirements at Stations. Hoardings designed to prevent access to a
portion of the platform may be erected in the Clear Area beyond 1370mm from the rail (see also note 4). An
anti-trespass guard (max height 150mm) may be placed between the platform edge and any hoarding. The antitrespass guard shall not foul the Lower Section Structure Gauge (see note 6); in most cases this will prevent the
guard extending to the platform edge.
8. (This note intentionally blank).
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.
Revision 1
Date: March 2010
Sheet 35 of 196
2. See following page for details of the notes referenced in this drawing.
NOT TO SCALE
FACE OF
PLATFORM
SEE NOTE 3
Sheet 36 of 196
3450
SEE NOTE 12
LOWER SECTOR
STRUCTURE GAUGE
SEE NOTE 6
1435

SEE NOTE 13
SEE NOTE 7
1435
1100
RAIL
LEVEL
CLEAR AREA
RUNNING
EDGE OF RAIL
RUNNING
EDGE OF RAIL
730
SEE
NOTE 11
3450
SEE NOTE 12
Date: March 2010

SEE NOTE 10
COLUMNS AND
OTHER FIXED
WORKS ON
PLATFORMS;
INCL. FACES
OF BUILDINGS.
Network Rail
1. To be applied to major projects on routes designated as being part of the Trans European Network (in accordance with Department for Transport
guidance and map - to be found on the DfT website [TENs routes are annotated as High Speed and Conventional on the map]).
A.8.1c: Special TENs Structure Gauge
Revision 1
NOTES
Network Rail
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 Senior Track Principles Engineer (Gauging) or
the Senior Gauging Engineer; and where applicable, the Route Asset Manager (Electrification & Plant).
Route Type
TENs routes
OLE
Route?
Work Type?
Height to Soffit of
Structure
Desired
Minimum
Always
OLE
New Construction
5800
5450
Always
OLE
Alterations
5450
5450
All UIC profiles, (Piggyback/

GB+), UK1, UK2, W12, W10,
W9, W8, W7, W6 and all
passenger and locomotive stock.
the TENs Route Structure Gauge then the stock shown may not have adequate gauge clearance and must be
gauge assessed by approved methods. This will be a particular consideration on arched structures.
Allows for OLE Normal Clearance with full tolerance.

Allows for OLE Normal Clearance with close tolerance.
4. The clearance dimensions given are valid for straight and level track only and due allowance must be made
for the effects of horizontal and vertical curvature, including super-elevation (cant).
5. The structure gauge allows for overhead electrification with voltages up to 25kV as shown above [note 3]. The
proximity of track features such as level crossings or OLE sectioning may require greater vertical clearance
than shown above [note 3]. The Route Asset Manager (Electrification & Plant) must be consulted so that adequate
clearance to OLE equipment can be considered.
Appendix 1 of GC/RT5212 Requirements for Defining and Maintaining Clearances.
Refer to GC/RT7014 Infrastructure Requirements at Stations.
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.
Revision 1
Date: March 2010
Sheet 37 of 196
Network Rail
A.8.1d: Additional Clearances required for Cant and Curvature

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

Radius
(m)
Greater than 5000 (and straight)
2001 - 5000
1501 - 2000
1001 - 1500
751 - 1000
501 - 750
401 - 500
301 - 400
251 - 300
201 - 250
151 - 200
101 - 150
100 or less
Increase for ALL Horizontal dimensions

(mm)
0
6
16
21
32
43
64
80
107
128
160
213
320
Table 2: Allowances for Cant

Cant
(mm)
0
up to 10
11 - 20
21 - 30
31 - 40
41 - 50
51 - 60
61 - 70
71 - 80
81 - 90
91 - 100
101 - 110
111 - 120
121 - 130
131 - 140
141 - 150
151 - 160
161 - 170
171 - 180
181 - 190
191 - 200
# Horizontal [between 3000 and

3900mm above rail level] (mm)
0
26
52
78
104
130
156
182
208
234
260
286
312
338
364
389
415
441
467
493
519
# Horizontal [up to 915mm

above rail level] (mm)
0
6
12
18
24
30
37
43
49
55
61
67
73
79
85
91
97
104
110
116
122
Vertical
(mm)
0
15
30
45
60
75
90
105
120
135
151
166
181
196
211
226
241
256
271
286
301
1. The lowest rail is taken as rail level.

2. # Added only to dimensions on the inside of a curve (dimensions on the outside of a curve are unaffected).
Revision
Date: March 2010
Sheet 38 of 196
Network Rail
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.
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.
Intervals Between Tracks
1. In all new construction where there are only two tracks, they must be at such spacing as will provide the
required clearances as specified in paragraph (1.1) above.
(With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track, this equates to an
interval of 1965 mm between running edges, normally taken as 1970 mm).
2. Where there are more than two running lines an extra spacing of 1200 mm shall be provided between each pair
of running lines or additional running lines. In reconstruction of existing railways this extra spacing may be
reduced to 900 mm.
(With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track, this equates to
intervals of 3165 mm and 2865 mm respectively between running edges - normally taken as 3188 and
2883 mm respectively).
3. Sidings: In new works and also in reconstruction of existing railways (except where otherwise approved in
cases of special difficulty), the spacing between the centreline of a siding and that of the nearest running line
shall be not less than 4300 mm.
Where rolling stock examination or shunting operations are likely to be regularly performed in the siding, this
dimension shall not be less than 4600 mm.
(With 1435 mm track gauge and kinematic envelope widths of 3020 mm on straight track, this equates to
intervals of 2865 and 3165 mm respectively between running edges - normally taken as 2883 and 3188mm
respectively).
Requirements for intervals between sidings are given on Sheet A.8.9a.
Revision 3
Date: March 2010
Sheet 39 of 196
Network Rail
Column 1
Column 2
Column 3
Column 4
200 min
200 min
150 min
125 min
70
70
50 max
25 max
75
10
10
10
120
120
Note 8
120 max
Note 8
115 max
Note 8
75
10
10
10
200 min
200 min
150 min
125 min
25
15
15
15
4015
4015
4015
4015
H
Static
clearance
Passing
clearance
A.8.4: Electrical Clearances - 25 kV
Uplift
Designed height of
contact wire
Construction
depth
Tolerance
Passing clearance
Tolerance
Kinematic load gauge normal Network Rail

height
Track tolerance (see note 11)
Designed rail level.
Height of structure above designed rail

level
At supports
4780
4640
4520
4440
Between
supports (see
note 8)
4780
4545
4425
4350
Designed height of contact wire above designed rail level
4315
4240
4190
4165
Static clearance, H
270 (min)
270 (min)
200 (min)
150 (min)
Depth, K
765
625
505
425
NOTES
1. Column 1 - Normal clearances with full tolerances.
2. Column 2 - Normal clearances with close tolerances.
3. Column 3 - Reduced clearances.
4. Column 4 - Special reduced clearances.
6. Where different load gauges, construction depths or uplifts apply, appropriate adjustments shall be made.
7. Column 1 gives the recommended height for new or reconstructed structures.
8. In columns 2 and 3 the construction depths may be reduced and in column 4 shall be reduced between
supports giving appropriately lower structure heights.
9. Where the height of a structure lies between two of the limits shown in the columns above, the additional
clearance shall be used to increase electrical clearances before increasing construction depth/uplift tolerances.
10. The dimensions given relate to straight and level track and due allowance must be made for the effects of
vertical and horizontal curvature, including cant, in order to maintain the required clearances.
11. For ease of presentation, the track tolerance is shown above the kinematic load gauge rather than below it.
Revision 1
Date: December 1999
Sheet 40 of 196
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.
Toe
Type of Switch
Length L = Switch toe to opening position Y

Minimum, Y = 150
Desirable, Y = 200
Maximum, Y = 380
AV
4960
5966
8804
BV
5854
7002
10 245
CV
6970
8298
12 046
DV
8360
9903
14 259
EV
11 408
13 559
19 639
FV
13 985
16 639
24 133
CEN56E1 Vertical S&C
SGV
16 319
19 331
27 838
GV
18 650
22 092
31 814
HV
27 002
31 643
44 752
NR60 Inclined S&C

NR60C
7874
9067
12 423
NR60D
9065
10 439
14 305
NR60E
11 969
13 681
18 871
NR60F
15 021
17 298
23 708
NR60SG
19 323
22 253
30 500
NR60G
22 422
25 821
35 391
NR60H
29 807
34 327
47 050
NOTES
2. If the above criteria cannot be met, discussion with the OLE designer will be required.
3. Continued on sheet A.8.6.
Revision 6
Date: June 2006
Sheet 41 of 196
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 followon switches.
2. Where headspans are to be provided, the 200 mm running edges opening points are to be located in line
across, where possible.
For example:
200mm
200mm
200mm
50 m etres
H eadspan
H eadspan
Location of S&C in relation to Overbridges

If the switch toe of any turnout can be located at a distance greater than 50 metres from the nearest face of an
overbridge, this should result in no design problems for the overhead wiring.
This distance can be reduced but consultation is advised with the OLE designer at this stage.
Location of S&C in relation to Level Crossings

The location of S&C within 600 metres either side of a level crossing should be avoided, and only adopted after
consultation with the OLE designer.
Overhead clearances
All bridge, tunnel and awning profiles where lines are to be electrified should be made available to the OLE designer
at the earliest possible stage, preferably at 1:20 scale.
Track intervals
In designing new multi-track layouts for electrified lines, a track interval of 3800 mm (R.E.s) will provide sufficient
clearance for overhead support structures to be erected in that interval.
Revision 1
Date: December 1999
Sheet 42 of 196
Load gauge W5 (static)

1104
855
220
280
23
60
50
155
Side ramp
Conductor rail
+10
185
76 - 3
50
B
Running rail level
100
280
64
With the exception of approved
electric track equipment, there
must be no permanent obstructions
within this area
Running rail level
'0'
Conductor rail
insulator
Boundary of
mechanical clearance
50
Conductor rail
insulator clip
C
D
50
405
675
10
TRACK ENGINEER'S BOUNDARY OF MECHANICAL CLEARANCE

Rectangular coordinates of index points A, B, C and D are to be
measured from origin '0' on the railhead centreline. Straight lines
are horizontal or vertical as perceived.
A: x = -320, y = 86
C: x = -285, y = -115
B: x = -285, y = 15
D: x = -250, y = -160
Sheet 43 of 196
Date: March 1996
Centre line of vehicle
Electrical
clearance to
rolling stock
Network Rail
1295
A.8.7: Relationship of Conductor Rail to Standard Load Gauge
Revision
1350
W6A load gauge
(kinematic)
Type of switch
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
SG
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
SG
Distance L
9067
10 439
13 681
17 298
22 253
25 821
34 327
Y
X
X
760
w ith
Track speed
lin e
lo w e r
Z
T ra c k w ith
h ig h e r lin e s p e e d
C le a ra n c e fo r
C la m p lo c k
m e c h a n is m s
NOTES
1. These are minimum requirements. See RE/PW general arrangement drawings for standard conductor rail positions. Site specific requirements will be
indicated on the relevant conductor rail layout drawing.
2. X not less than 200 mm between running edges; Y not less than 1055 mm between running edges (not less than 915 between outside edges); Z not
less than 200 mm between conductor rails.
Sheet 44 of 196

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.
Date: June 2008
S w itc h to e s
Network Rail
Inclined straight planed
A.8.8: Conductor Rail Positioning at Switches
Revision 6
Inclined curved planed
Network Rail
A.8.9a: Sidings - Layouts and Geometry Requirements

GUIDELINES FOR SIDING LAYOUT DESIGN
Grouping
1. Sidings are to be arranged, preferably in groups of not more than five.
2. In overhead electrified sidings, a space between the groups of sidings of 5370 mm (running edges) should be
provided for the installation of overhead masts.
Length
Sidings shall be of sufficient length to accommodate the train intended to use them, plus an allowance for stopping
accuracy - normally the length of the train plus 20m. Exceptionally, this may be reduced to the length of the train
plus 10m.
Intervals
Track intervals
Between tracks
Between groups
Track
centrelines
Running
edges
Track
centrelines
Running
edges
No activities between tracks (i.e. stabling

sidings)
3405
1970
5305
3870
Activities between tracks (i.e. preheating,

examination, watering, cleaning, etc.)
4005
2570
5505
4070
Oil fuel sidings (subject to the size of the

fuelling equipment)
5405
3970
NOTES
1. Tracks are assumed to be straight.
2. Track gauge is taken as 1435 mm.
3. See sheet A.8.2 for intervals between sidings and running lines.
TRACK GEOMETRY REQUIREMENTS FOR SIDINGS

Horizontal alignment
Horizontal curves shall be designed to take account of the curving characteristics of vehicles likely to use the siding.
The normal minimum radius on sidings shall be 150 m. The exceptional minimum radius on sidings shall be 125 m.
The need for a length of straight track or transition between small radius reverse curves shall be considered, taking
into account the following factors:
1. The ability to traverse the curves of vehicles likely to use the sidings;
2. The likelihood of buffer locking;
3. Vehicle coupling designs;
4. A length of straight track not less than 3 m long shall be provided between the reverse curves if one of the
curves has a radius of less than 160 m.
The requirements for the alignment of track at buffer stops and arresting devices are set out in GC/RT5033.
All new and re-laid sidings, whether straight or curved, shall be designed without cant.
Vertical alignment
Where possible, standing or berthing sidings should be on the level. When this is not possible, the track gradient of
sidings where vehicles stand shall not be steeper than 1 in 500 and should not fall towards the running line
connections.
Revision 3
Date: June 2008
Sheet 45 of 196
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 metre
intervals throughout the siding. The sleeper will be painted yellow next to the reference rail and marked with
RR in black the four foot with a black arrow pointing to it.
3. A sign will be attached in the 4 foot of the track at each end of the calibration siding bearing the words
CALIBRATION SIDING. DO NOT TAMP.
Revision
Date: June 2008
Sheet 46 of 196
Network Rail
A.8.10: Passing Clearances - 1

Manual rules for calculating passing clearances where safety validated kinematic envelope computer programmes
are not available.
Kinematic envelope
Normal
300
Notify HMRI
200
HMRI dispensation
100
required
3020
But see notes 1 & 5
Maximum width of rolling

stock over all projections
1510
But see
notes 1 & 5
Figure 1
NOTES
1. The clearance dimensions given in Figure 1 are valid for straight and level track only. Due allowance must be
made for the effects of end and centre throw on curves, and also of superelevation; also for possible increments
in the dimensions of the kinematic envelope.
2. For details of curve overthrows, see sheet A.7.1.
3. For values of end and centre throw on switches, see sheets A.7.2, A.7.3 and A.7.4 for vertical 113A S&C, and
sheets A.7.6, A.7.7 and A.7.8. for NR60 inclined S&C.
4. Effect of differing cants on each track:
(Notes continued on sheet A.8.11)
3415
Cantrail
Figure 2
In Figure 2, the cant on the left hand track is shown as x and that on the right hand track as y. For this illustration x is
deemed to be greater than y.
Reduction in passing clearance at cantrail level is given by:
3415
------------- ( X Y )
1502
= 2.274 ( X Y )
NB: If tracks are canted towards each other, cants must be added together.
Revision 1
Date: December 1999
Sheet 47 of 196
Network Rail

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
Type B
Classes 153, 155, 156, 158, 159, 165, 166, 171, 253 and 254 (HST), 323, 331, Mk. 3 and Mk. 4.
Bogie Centres
16. 00 metres
End Throw
Centre Throw
Type C
Classes 373 and similar.
Bogie Centres
18.70 metres
End Throw
Centre Throw
Type D
Mk. 5 coach.
Bogie Centres
19. 00 metres
End Throw
Centre Throw
(The End Throw and Centre Throw figures above are generated using the formulae shown on sheet A.7.1).
The values shown in tables 1 and 2 on sheet A.8.12 allow for the worst cases under the following conditions:
Column 1 Routes used by Type A only.
Column 2 Routes used by Types A and B only.
Column 3 Routes used by Types A, B, C and D.
Column 4 Routes used by Types A, B and D only.
Revision 1
Date: February 2007
Sheet 48 of 196
Network Rail

Table 1: Sixfoots to be Used for Design Purposes (mm, Running Edges)
Curve radius
m
1
Type A vehicles
passing type A vehicles
2
Type B vehicles
passing type B vehicles
3
Type C vehicles
passing type C vehicles
Straight to 250
1970
1970
1970
225
1970
1970
200
1970
1970
180
1970
1992
160
1986
2030
140
2028
2078
120
2084
2141
4
Type D vehicles
1970
1970
1988
* This dimension applies

to straight track only; see
note.
2025
2072
2132
2211
* 373 and similar stock, categorised as Type C for these purposes, must be considered as separate cases
kinematically and reference should be made to the Network Rail Track Geometry & Gauging NST.
Table 2: Minimum Sixfoots (mm, Running Edges), to achieve 305mm passing clearance between
body profiles in the static condition, after allowance for throw.
Curve radius
m
1
Type A vehicles
passing type A vehicles
2
Type B vehicles
3
Type C vehicles
passing type C vehicles
4
Type D vehicles
Straight
1693
1693
1693
5000
1702
1704
1704
2000
1716
1720
1720
1500
1724
1729
1729
1000
1740
1747
1747
900
1745
1753
1753
800
1750
1760
1760
750
1756
1765
1765
700
1760
1770
1770
650
1765
1776
1776
600
1771
1783
1783
550
1778
1791
1791
500
1787
1801
450
1797
1813
400
1810
1828
375
1818
1837
1837
350
1827
1847
1847
325
1837
1859
1859
300
1850
1872
1876
275
1864
1889
1897
250
1881
1908
1921
225
1902
1932
1951
200
1928
1962
1988
180
1954
1992
2025
160
1986
2030
2072
140
2028
2078
2132
120
2084
2141
2211
See note on 373 type

stock above.
1801
1813
1828
These values may be used as appropriate at those locations where such track intervals already exist and cannot be
sensibly corrected, due to site constraints.
Revision
Date: March 1996
Sheet 49 of 196
Network Rail
A.8.13: Platform Structure Standards
2380
*
* where speeds are > 165km/h
Platform width 2500

3000
Headroom 2500*
Overhead structure or
hanging sign
Face of nearest structure, building

275 #
730 @
915 #
Running edge
890 *
35
* from
250 #
Vehicle floor or step
or platform furniture 2000

the platform edge
Surface crossfall 1 in 100 minimum

1 in 40 standard
1 in 8 maximum
a = 300 * or 800 * when there are
platforms both sides of a single track
(4000
W = W idth of any structure, building or

platform furniture - to be 2000* from
platform edges
* + W)
(6000 * + W ) where speeds > 165km/h
ISLAND PLATFORM
NOTES
1. Indicates a minimum dimension.
2. # Indicates a maximum dimension.
4. For clearances to/from the kinematic envelope, see sheet A.8.1.
5. The back edges of platforms, i.e. non-track faces, are to be fenced to a minimum height of 1500 mm.
6. Longitudinal gradient through platforms to be not steeper than 1 in 500.
7. Ramps at each end of a platform are to be 2000 wide and not steeper than 1 in 8.
8. All dimensions shown are for straight and level track; allowances must be made for the effects of vertical and
horizontal curvature, including cant.
9. @ Platform clearances are subject to the maintenance of HMRI stepping distances and specific requirements
shall be calculated from the particular kinematic envelope with an allowance made for structural clearance.
Revision
Date: March 1996
Sheet 50 of 196
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
Revision 1
Date: June 2008
Sheet 51 of 196
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.
Revision 3
Date: February 2007
Sheet 52 of 196
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).
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
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).
Revision
Date: June 2008
Sheet 53 of 196
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.
Revision 2
Date: February 2002
Sheet 54 of 196
Network Rail
B.2.1: Curving Design Values - Cant and Rate of Change of Cant

Parameter / Constraints
Normal
Design Value
Maximum
(or Minimum)
Design Value
Exceptional Design
Value (where different
from Max.)
Cant - existing and upgraded lines
150 mm
150 mm
180 mm (see note 1)
Cant - in platforms
110 mm
110 mm
130 mm (see note 2)
Cant Excess at the normal operating speed of the

slowest trains on a curve when running under clear
signals
110 mm
110 mm
(R-50)/1.5
(R-50)/1.5
150 mm
150 mm
0 mm
0 mm
Cant - in Other S&C (with 50 mm FWC)
110 mm
110 mm
Cant - on fixed obtuse crossings
110 mm
110 mm
Negative Cant - on fixed obtuse crossings
0 mm
0 mm
Negative Cant - on the turnout route and adjoining plain

line
0 mm
80 mm
Cant (mm) on sharp - i.e. less than 290 m radius - curves

(where R is the radius in metres)
Cant - in S&C on Concrete with 60 mm FWC
Cant - in Complex S&C (see note 5)
Maximum Cant Gradients:0 - 60 mph
1 in 400
1 in 400
65 - 95 mph
1 in 500
1 in 400
100 mph and over
1 in 600
1 in 500
1 in 400
Switch Toes
None
None
1 in 800
Swing Nose Crossings
None
None
1 in 1200
1 in 600
None
1 in 1200
1 in 1500
1 in 2500
30 m
25 m
Rate of Change of Cant for Permissible Speed
35 mm/s
55 mm/s
85 mm/s
Rate of Change of Cant for Enhanced Permissible Speed
35 mm/s
75 mm/s
95 mm/s
Rate of Rotation of Car Body
140 mm/s
180 mm/s
200 mm/s
Turnout Rail opposite Common and Obtuse

Crossings (See Note 3)
Switch Diamonds
Minimum Cant Gradient
Minimum Length of Transition (See Note 4)
NOTES
1. Cants in excess of 150 mm will only be permitted where:
(a) they existed before 1st July 1999;
OR
(b) they are located where trains are unlikely to stop AND use of a higher cant will remove a dip in the Permissible
Speed Profile or Enhanced Permissible Speed Profile AND Transport and Works Act powers would be required for realignment;
OR
(c) they are specifically approved by the Head of Track Engineering at Network Rail HQ.
2. Cants in excess of 110 mm in platforms will only be permitted if platforms are to gauge and level and all HMRI
requirements are met.
3. Bearer rake and baseplate thickness must remain constant through the crossing (see Sheet B.5.1).
4. Minimum transition lengths are necessary to support the manual control of tampers. Short element lengths (curves
or straights) should also be avoided as they are difficult to replicate and constant changes in deficiency lead to poor
ride quality.
5. Complex S&C is as listed in the table on Sheet B.3.11. A maximum design value of 50 mm of cant may be permitted
in BV or BVS switches.
6. FWC = The designed minimum Free Wheel Clearance through switches.
Revision 7
Date: March 2010
Sheet 55 of 196
Network Rail
B.2.2: Curving Design Values - Cant Deficiency

Normal Design
Value
Maximum
(or Minimum)
Design Value
Exceptional Design Value

(where different from
Max.)
Jointed track
90 mm
90 mm
110 mm (see note 1)
CWR for Permissible Speed
110 mm
110 mm
150 mm (see note 2)
Plain Line
CWR for Enhanced Permissible Speed (EPS) on datum plated curves of radius (see note 3):
700 m and over
265 mm
265 mm
400 to 699 m
150 mm
225 mm
under 400 m
110 mm
110 mm
110 mm
110 mm
S&C not designed to withstand stressing
90 mm
90 mm
S&C designed to withstand stressing with Cast

Centre Block common crossings with welded on
legs or tight jointed Cast Monobloc crossings
110 mm
110 mm
Complex S&C (see note 8) and switches without

backdrives
50 mm
50 mm
Adjustment Switches
300 mm
150 mm (see note 2)
Through Route of S&C

150 mm (see notes 4 & 5)
Turnout Route of S&C (see notes 6 & 7)

At switch toes
125 mm
Fixed obtuse crossings
75 mm
Elsewhere in Vertical S&C
90 mm
Elsewhere in NR60 S&C
110 mm
NOTES
1. Applies to passenger type bogie rolling stock with air suspension, maximum 13 tonne axle weight, all seats full.
2. Applies to passenger type bogie rolling stock, light engines and class 140 to 144 trains PROVIDED THAT no
spring catch point, level crossing, direct fastening structure or other feature that is likely to contribute to lateral
misalignment is situated on the curve or transition where 110 mm Cant Deficiency is exceeded. Differential
speeds may be required to limit the speed of freight traffic.
3. Enhanced Permissible Speeds apply to specific trains only. Speeds must be calculated using cant deficiencies
which do not exceed the maximum operating cant deficiency of the particular train. All values of cant deficiency
in excess of 150 mm must also take into consideration the effects of wind on curves (See GC/RC5521).
4. Cant deficiency above 110 mm in S&C may only be applied when:
a) The S&C is NR60,
b) the main line radius is flatter than 400 metres,
c) high speed flares have been provided on the check rails and on the facing wing rails on crossings installed on
the low rail,
d) there are no longitudinal bearers, level crossings or direct fastening structures on the approach to or exit from
the S&C,
e) and the following have been considered and the assessment recorded with the design information: degree of
track fixity, any change in cant deficiency on the approach to or exit from the S&C, maintenance regime.
5. The exceptional cant deficiency on the through route of S&C with swing nose crossings is 200 mm.
6. Enhanced Permissible Speeds are not applicable on the turnout route of S&C.
7. On leads which have been designed as split equal, both routes must be regarded as turnout routes.
8. Complex S&C is as listed in the table on Sheet B.3.11.
Revision 8
Date: March 2010
Sheet 56 of 196
Network Rail
B.2.3: Curving Design Values - Rate of Change of Cant Deficiency

Normal Design
Value
Maximum Design
Value
Exceptional Design
Value (where
different from Max.)
Permissible Speed
35 mm/s
55 mm/s
70 mm/s
Enhanced Permissible Speed (See Notes 1

and 2)
35 mm/s
110 mm/s
150 mm/s
Plain Line and Through Route of S&C
Note: Normal Design and Maximum Design Values may be increased by 33% if the transition is of Bloss form.
[See sheets C.2.1, C.2.2, C.2.3 & C.2.4 for Cubic Parabola transitions, sheet C.2.5 for Clothoid transitions and
sheets C.2.6 & C.2.7 for Bloss transitions].
Turnout Route of S&C
BS95RBH rail
55 mm/s
55 mm/s
BR109, BS110A, CEN56E1 (BS113A)

Flat Bottom rail, Inclined
55 mm/s
55 mm/s
CEN56E1 (BS113A)
Flat Bottom rail, Vertical
80 mm/s
80 mm/s
NR60 Inclined
80 mm/s
80 mm/s
Switch Toes (all forms of S&C)
93.33 mm/s
(See Note 3)
It is permissible to disregard the rate of change of cant deficiency

at the switch toes.
NOTES
1. These figures are maxima. Not all trains may be able to run at these values.
2. These rates should be calculated based on a vehicle which has no tilt lag [i.e. ignoring effects on the leading
vehicle(s)].
For transitions where cant deficiency exceeds the value at which maximum tilt occurs, the average rate of
change of cant deficiency over the length of a clothoid or cubic parabola transition shall be used. If the transition
is of the Bloss form, then 1.5 times the average rate of change of cant deficiency shall be used.
3. Maximum rate of change of cant deficiency of 80 mm/sec. On an NR60 transitioned turnout only, an exceptional
value of 93.33 mm/sec may be applied to the transitioned part of the turnout line between the heel of the switch
and the IP of the crossing.
Revision 4
Date: March 2010
Sheet 57 of 196
Network Rail
B.2.4: Curving Design Values - Guidance on Circular Curves

Cant & Cant Deficiency
Trains travelling around curves are subjected to lateral acceleration, this is normally offset in part by the application of
cant, the remaining lateral force is referred to as the cant deficiency.
All curves should be designed to operate with some cant deficiency to aid steering. Curves should be designed so that the
cant deficiency (for conventional trains) does not normally exceed 60% of the applied cant on jointed track or 73% of the
applied cant in continuously welded track. Exceptionally this may be increased to 73.3% for jointed track and in excess of
100% for continuously welded track. Values in excess of 100% in CWR will require the approval of the Head of Track
Engineering at Network Rail HQ.
Tilting Trains
Tilting trains generally run about 20% faster then non-tilting trains. Designs should be generally based on Permissible
Speeds and checked for suitability for Enhanced Permissible Speeds. Only if the speed differential exceeds 20% should
curves be designed for Enhanced Permissible Speed and checked for Permissible Speeds. In all cases, the alignment and
clearances to structures and other tracks should be checked at all speeds quoted for tilting, non-tilting and freight trains.
Cant deficiency for tilting trains should not normally exceed 200% of the applied cant.
Design
Cant is normally applied to the high rail but may be split between high and low rails (if the low rail can be lowered).
Each track of a double (or multiple) line shall be treated separately. This is particularly important on steep gradients, where
slow moving freights may restrict the cant that may be applied (excess cant values) and on tracks where lines have
different speeds (e.g. Fast and Slow lines). In exposed places, where high winds may be experienced, it is undesirable to
apply cant to the maximum value.
For each track, and particularly through areas of complex curvature such as compound curves and S&C on a curved
through alignment, it is prudent to plot the applied cant, and cant deficiency (or excess) against chainage for the design
alignment, highlighting key track features such as switch toes, crossing noses, through bearer limits, longitudinal timber
systems and expansion switches as this will greatly facilitate optimising the applied cant to produce a profile that gives
both the best passenger comfort whilst meeting the design values and limits.
Exceptional Design Values shall only be used after an assessment of the additional risks involved has been undertaken
and consideration given to the amelioration of those risks. Such assessment shall accompany the design for approval.
New lines should, whenever possible, make use of Normal Design Values. Values up to the Maximum (or Minimum)
Design Values may be used when necessary for new construction and realignments.
The number of individual elements (straights or curves) shall be kept to a minimum. Each element shall be as long as
possible, and shall not normally be of a length equal to less than 2 seconds at a maximum line speed.
Switches & Crossings

When switches and crossings are located on curved track, cant may be applied up to the maximum, provided that the
turnout is of similar flexure to the main line or through line. If the turnout is of contrary flexure, the cant to be applied to the
main or through line shall not cause the maximum permitted value of negative cant (see Sheet B.2.1) to be exceeded on
the turnout.
Cant Deficiency & Rolling Contact Fatigue

Research into rolling contact fatigue (RCF) has shown that the rate of growth of RCF can be reduced significantly by
increasing the cant deficiency on a curve. The effect will be greatest in curves in the 1000 m to 2500 m range where
vehicles with primary yaw stiffnesses in excess of 16 MNm/radian operate. In tighter curves the reduction in RCF is less
significant but sidewear can be reduced with increased cant deficiency.
Where rail life due to RCF has been found to be less than 5 years, and where whole life costs make it economic to do so,
then cant deficiencies in excess of cant may be applied subject to site specific approval by the Head of Track Engineering
at Network Rail HQ.
Revision 3
Date: March 2010
Sheet 58 of 196
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).
The minimum Normal Design transition length is 30 metres; the Minimum Design value is 25 metres. Minimum
transition lengths are necessary to support the manual control of tampers.
Revision 3
Date: March 2010
Sheet 59 of 196
Network Rail
B.3.1: Curve Formulae

Symbols:
Vmax = Maximum speed in km/h
Ve = Equilibrium speed in km/h
R = Radius of curve in m
E = Cant in mm
D = Cant deficiency in mm
Maximum Speed on circular curve:

R
( E + D )----------------------11.82
V max =
Equilibrium Cant:
2
11.82 Ve
E = ------------------------------R
Equilibrium Speed:
Ve =
RE
--------------11.82
Switches - Effective Radius:

To calculate the theoretical cant deficiency at the toes of switches, an effective radius is used.
It is calculated by placing a 12.2m chord centred on the switch toe, and using the versine v measured at the toe:
2
C
R = ------8v
2
then:
11.82V
D = ---------------------R
For formulae relating radius to tangent length, chord length, offset, versine etc., see Sheet C.1.2.
Revision 1
Date: December 1999
Sheet 60 of 196
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,
Rm R
Re = -------------------Rm R
For turnouts diverging with similar flexure,

Rm R
Re = -------------------Rm + R
where Re = equivalent radius, Rm = radius of the main line, R = radius of turnout from a straight main line as shown
on Sheets A.2.1 and A.2.3.
The cant on the main line must be taken into account when assessing the cant deficiency and maximum permissible
speed under these conditions. Where negative cant involved, the maximum permissible speed on the contraflexure
turnout is governed by
for CEN56E1 Vertical and earlier designs:
D = (90 - E) mm
for NR60 designs up to and including 105 mph:
D = (110 - E) mm
for NR60 designs above 105 mph:
D = (85 - E) mm
where E is the numerical value of the negative cant.

In crossovers, the lowest speed calculated from both the turnouts and from the reverse curve shall form the speed
restriction.
Revision 2
Date: June 2001
Sheet 61 of 196
Network Rail
B.3.3: Speeds Through CEN56E1 Vertical Follow-on Turnouts & Crossovers
Toe to T oe
Where one switch follows another such that a reverse curve is created between the two adjacent switches, a
minimum length of intermediate straight must be provided. The length of this straight (measured in millimetres
between the physical switch toes) for a given speed, must be no less than the Exceptional Design Values set out
below, wherever possible the Desirable/Unconstrained Values should be used - and further increased, where
practicable, to accommodate standard rail lengths. These figures allow for tilting train technology.
.
Speed in mph
Desirable /
Unconstrained
Normal Design Value
15
7510
4828.*
3152.*
20
10 014
6437.#
4202.*
25
12 517
8047.#
5253.*
30
15 021
9656.#
6303.#
35
17 524
11 265
7354 #
40
20 027
12 875
8404 #
45
22 531
16 093
9455 #
50
25 034
17 882
10 505 #
55
27 538
19 670
11 556
60
30 041
21 458
12 607
65
32 545
29 348
18 306
70
35 048
31 606
19 714
75
37 551
33 863
21 123
80
40 055
36 121
22 531
85
42 558
38 378
23 939
90
45 062
40 636
25 347
95
47 565
42 893
26 755
100
50 068
45 151
28 164
105
52 572
47 409
29 572
110
55 075
49 666
30 980
115
57 579
51 294
32 388
120
60 082
54 181
33 796
125
62 586
56 439
35 204
NOTES
1.
For desirable toe to toe distances on New Works see sheet J.2.1 paragraph 4.
2. * Using Standard 3070 mm stock rail fronts the toe to toe distance is 6140 mm.
3. # Using Standard 3070 mm stock rail fronts with a minimum (4500 mm) length between, the toe to toe distance
is 10 640 mm.
4. Closure rails between the stock rail fronts should be rounded up to a standard rail length (see sheet D.2.6).
5. Minimum distances between toes derived from time intervals:Desirable / Unconstrained based upon 1.12 secs;
Normal Design based upon 0.72 secs (< 43 mph), 0.8 secs (44 - 62 mph) and 1.01 secs (> 62 mph); and
Exceptional based upon 0.47 secs (< 62 mph) and 0.63 secs (> 63 mph).
Revision 3
Date: March 2010
Sheet 62 of 196
Network Rail
B.3.4: Principle of Virtual Transition

The determination of maximum permissible speeds on curves without transitions involves the concept of a virtual
transition.
Consider a coaching vehicle, having bogie centres C1 and C2, B metres apart, travelling at a uniform speed V km/h,
from the straight on to a circular curve of radius R which is tangential to the straight at TP (see diagram).
Straight
Cir
cula
r cu
rve
TP
C2
C1
R
The vehicle moves with a uniform velocity in a straight line until the bogie centre C1 reaches TP. Here the motion of
the vehicle begins to change as it passes on to the curve, and the vehicle gradually acquires angular velocity. The
change continues until the bogie centre C2 reaches TP, after which the vehicle moves round the curve with uniform
angular velocity. The change of motion of the vehicle from straight to curve conditions takes place in a distance of B
metres. The length B may therefore be considered as a virtual transition.
The value of B to be used is 12.2 metres which is the shortest distance between bogie centres of the British Railway
coaches. Shorter wheelbase vehicles will suffer higher values of cant deficiency at switch toes and higher rates of
change of deficiency elsewhere so the actual wheelbase of shorter (less than 12.2m bogie centres) passenger
rolling stock should be used in speed calculations. The value of 12.2m should not however be relaxed for vehicles
with a longer wheelbase as the lateral thrust on track components becomes excessive.
Deficiency of cant is considered as being gained in the length of the virtual transition, commencing on the straight
6.1m before TP, and terminating on the curve 6.1m beyond TP.
Cant will normally be gained in the same length in a similar manner, but the cant gradient must not be steeper than
the values shown in Sheet B.2.1. The run-up must be extended as necessary, or alternatively the cant must be
suitably reduced so as not to exceed this gradient.
The above principles also apply to instantaneous changes of radius without transition between, either similar flexure
or indeed reverse curves. To check the rates of change of cant deficiency at the virtual transition, the deficiency on
each curve R1 and R2 at the stated speed V must first be calculated.
2
11.82V
11.82V
- and D2 = ---------------------then: D1 = --------------------R
R
1
Then the rate of change of cant deficiency over the virtual transition is given by
dD
-------- = 0.02277 V (D1 -D2), where R1 is sharper than R2;
dt
Note that for reverse curves, D1 must be added to D2.
Revision 1
Date: December 1999
Sheet 63 of 196
Network Rail
B.3.5: Compound Curves, Reverse Curves

Compound Curves
R1 is the smaller radius
R2 is the larger radius
T1
T2
1 is the central angle of the arc radius R1

2 is the central angle of the arc radius R2
is the deflection angle of the complete curve
T1 is the tangent touching the arc radius R1
R1
T2 is the tangent touching the arc radius R2
R2
2
= 1 + 2
R ( cos cos ) + T sin
R R cos [ ( R R ) cos ]
sin
2
1
2
R1 = ------------------------------------------------------------------------1 cos
2
1
2
1
2
T1 = ---------------------------------------------------------------------------------------
R ( cos cos ) + T sin
R 1 R 2 cos + [ ( R 2 R 1 ) cos 1 ]
---------------------------------------------------------------------------------------sin
T2 =
1
2
1
R2 = ------------------------------------------------------------------------1 cos
2
Compound curves with transitions

The length of the transition (L) is obtained from the GREATER length of:
L=
( E 1 E 2 )V max
--------------------------------------------------------------3.6 ( rate of change of E )
OR
L=
( D 1 D 2 )V max
--------------------------------------------------------------3.6 ( rate of change of D )
Where
a) E1 and E2 represent the cant applied to curves 1 and 2 respectively in mm.
b) D1 and D2 represent the deficiency of cant on curves 1 and 2 respectively in mm.
c) Vmax is the maximum permissible speed in km/h.
The longest transition will therefore be obtained when E = D.
Using the desirable rate of change of 35mm/sec, these equations become:
L = 0.0079365(E1 - E2) Vmax
OR
L = 0.0079365(D1 - D2) Vmax
Using the maximum rate of change of 55mm/sec, the MINIMUM length of transition (Lmin) becomes:
Lmin = 0.0050505(E1 - E2)Vmax
OR
Lmin = 0.0050505(D1 - D2)Vmax
Reverse curves
The rates of change of cant and cant deficiency on the transition should be the same on each side of the
reverse point.
Using the same abbreviations as shown above, the length of the transition, L, is obtained from the GREATER
length of:
( E + E )V
1
2
max
L = --------------------------------------------------------------3.6 ( rate of change of E )
OR
L=
( D 1 + D 2 )V max

L = 0.0079365(E1 + E2) Vmax
OR
L = 0.0079365(D1 + D2) Vmax
Lmin = 0.0050505(E1 + E2)Vmax
Revision 2
OR
Lmin = 0.0050505(D1 + D2)Vmax
Date: June 2001
Sheet 64 of 196
Network Rail
B.3.6: Transition Lengths in Relation to Speed, Cant & Deficiency

For the form of transition curves, see Sheets C.2.1 to C.2.7 inclusive.
Versines should be taken on overlapping chords and curves adjusted by the Hallade or other similar method.
If the half-chords are measured out along the track and not the baseline, the resultant realignment will be a clothoid
spiral.
Half chord No
Straight
Transition
6
Circular curve
The diagram of versines in graphical form shows a transition from straight to circular curve. The versine at HC 1
should be one-sixth of the versine at HC 2, and similarly at the other end of the transition - in the example shown
above, the versine at HC 5 will be reduced by one-sixth of the difference between versines at HC 6 and HC 4.
The length of the transition (L) is obtained from the GREATER length of:
E V max
--------------------------------------------------------------3.6 ( rate of change of E )
OR
D V max
where E = applied cant in mm, D = deficiency of cant in mm, Vmax = maximum permissible speed in km/h, and rate
of change is measured in mm/sec. Hence also, the longest transition is obtained when E = D.
L = 0.0079365 E. Vmax
OR
L = 0.0079365 D. Vmax
L = 0.0050505 E. Vmax
OR
L = 0.0050505 D. Vmax
It should be noted that the equation (Lmin = 0.0050505 E.Vmax) only applies to speeds equal to or greater than
50mph (80km/h). Below this figure, the minimum cant gradient of 1 in 400 is the critical factor, and L is obtained
from:
Lmin = 0.4 E
Where the calculated minimum length of transition is unobtainable due to site conditions, the cant (E) or cant
deficiency (D) must be reduced on the circular curve. This will also reduce the maximum permissible speed (Vmax)
and may involve the imposition of a lower speed restriction on the curve.
The minimum Normal Design transition length is 30 metres; the Minimum Design value is 25 metres. Minimum
transition lengths are necessary to support the manual control of tampers.
Revision 3
Date: March 2010
Sheet 65 of 196
Network Rail
B.3.7: Speeds Through Turnouts with Track Reversing To Parallel Main - 1

B
Parallel m ain line
P
S
R
A
Basis of design
The designs are based on point A, being the running edge of the heel end of the cast monobloc crossing
manufactured to leg lengths as shown on Sheets E.6.1 and E.6.2. The angle at B is also the crossing angle, and the
space S is dependent on the length of the crossing leg and whether the reverse is to 1970 or 3188 spacing. The
speeds used equate to those for the transitioned turnouts detailed on sheet A.3.1.
Explanation of tabulated data (Sheets B.3.8, B.3.9)

Table 1 shown on Sheet B.3.8 gives the radius and transition lengths when no length of straight is introduced from
point A, i.e. full advantage is taken of the 1970 space to get the flattest radius with minimum length (55 mm/sec)
transitions assuming zero actual cant (for concrete bearer layouts). These figures are used again for the 3188
space, and the resulting length of straight along the turnout rail from point A is shown.
Table 2 on shown Sheet B.3.8 gives the minimum overall length by allowing cant deficiency to reach 90 mm where
possible, and minimum length (55mm/sec) transitions are used. This design results in a length of straight at point A
before the transition commences. In most cases, there is no actual circular curve radius - the two transitions meet
each other.
Revision 1
Date: December 1999
Sheet 66 of 196
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.
Table 1
Crossing
Angle
1 in
Design
Speed
km/h
Crossing
Leg Length
Nose - End
Radius
R
Transition
Length
1970 space
Lead PQ
9.25
10
10.75
13
15
18.5
21
24
28
32.365
45.75
32
34
35
44
50
63
70
83
103
112
151
3397
3095
3458
3952
4120
4689
4674
4031
3832
5341
14 649
156 560
225 517
279 461
387 970
554 552
833 370
1 155 847
1 519 015
1 877 025
2 768 030
5 041 894
12 494
10 404
9 159
13 107
13 456
17 912
17 715
22 471
34 753
30 300
40 765
29 334
32 874
35 079
42 888
50 370
62 913
72 714
85 726
101 757
115 797
150 952
3188 space
Length of
straight
along AB
Lead PQ
11 299
12 210
13 122
15 857
18 290
22 549
25 593
29 245
34 115
39 430
55 730
40 568
45 024
48 144
58 699
68 620
85 430
98 278
114 945
135 850
155 208
206 669
Table 2
Crossing
Angle
1 in
Design
Speed
km/h
Crossing
Leg
Length
Nose - end
Radius
R
Transition
Length
9.25
32
3397
134 515
10
34
3095
10.75
35
13
For 1970 space
For 3188 space
Length of
straight
along AB
Lead PQ
Length of
straight
along AB
Lead PQ
14 542
168
29 166
11 467
40 400
153 177
15 318
1160
31 713
13 370
43 863
3458
165 875
15 430
2147
32 932
15 269
45 997
44
3952
257 115
19 778
1698
41 190
17 555
57 001
15
50
4120
334 562
22 304
2909
47 461
21 199
65 711
18.5
63
4689
525 500
28 405
3074
59 839
25 623
82 356
21
70
4674
655 741
31 226
5152
67 562
30 745
93 126
24
83
4031
905 104
37 713
5169
80 557
34 414
109 776
28
103
3832
1 393 315
46 818
2605
99 152
36 720
133 245
32.365
112
5341
1 647 558
50 906
7007
108 790
46 437
148 201
45.75
151
14 649
3 066 457
67 026
8459
142 494
64 189
198 211
Revision 1
Date: December 1999
Sheet 67 of 196
Network Rail
B.3.10: Speeds Through NR60 Follow-on Turnouts & Crossovers
Toe to Toe
Where one switch follows another such that a reverse curve is created between the two adjacent switches, a
minimum length of intermediate straight must be provided. The length of this straight (measured in millimetres
between the physical switch toes) for a given speed, must be no less than the Exceptional Design Values set out
below, wherever possible the Desirable/Unconstrained Values should be used - and further increased, where
practicable, to accommodate standard rail lengths. These figures allow for tilting train technology.
Speed in mph
Desirable /
Unconstrained
Normal Design Value
15
7242
4828.*
3152 *
20
9656
6437.#
4202 *
25
12 070
8047.#
5253 *
30
14 484
9656 #
6303 #
35
16 898
11 265
7354 #
40
19 312
12 875
8404 #
45
21 726
16 093
9455 #
50
24 140
17 882
10 505
55
26 554
19 670
11 556
60
28 968
21 458
12 607
65
31 382
29 348
18 306
70
33 796
31 606
19 714
75
36 210
33 863
21 123
80
38 624
36 121
22 531
85
41 038
38 378
23 939
90
43 452
40 636
25 347
95
45 866
42 893
26 755
100
48 280
45 151
28 164
105
50 694
47 409
29 572
110
53 108
49 666
30 980
115
55 522
51 924
32 388
120
57 936
54 181
33 796
125
60 350
56 439
35 204
NOTES
1.
For desirable toe to toe distances on New Works see sheet J.2.1 paragraph 4.
2. * Using Standard 2670 mm stock rail fronts the toe to toe distance is 5340 mm.
3. # Using Standard 2670 mm stock rail fronts with a minimum (4500 mm) length between, the toe to toe distance
is 9840 mm.
4. Closure rails between the stock rail fronts should be rounded up to a standard rail length (see sheet D.2.6).
5. Minimum distances between toes derived from time intervals:Desirable / Unconstrained based upon 1.08 secs;
Normal Design based upon 0.72 secs (< 43 mph), 0.8 secs (44 - 62 mph) and 1.01 secs (> 62 mph); and
Exceptional based upon 0.47 secs (< 62 mph) and 0.63 secs (> 63 mph).
Revision 7
Date: March 2010
Sheet 68 of 196
Network Rail
B.3.11: Maximum Speeds for Short Switches and Complex S&C
The following maximum speeds apply to the through route when renewing S&C
Type of S&C
Normal
Maximum Speed (mph)
Exceptional
Maximum Speed (mph)
AV, BV or BVS Switches
40
60
Slips with Fabricated or Part-Welded Crossings
40
40
Slips with Cast Crossings
40
60
Tandems with AVT or BV Switches
40
60
Scissors Crossovers with CV(S) or DV(S) Switches and

Fabricated or Part-Welded Crossings
40
60
Scissors Crossovers on Concrete Bearers with CV(S)

or DV(S) Switches and Cast Crossings
60
75
NOTES
1. Exceptional speeds can only be approved by the Head of Track Engineering at Network Rail HQ through the
Engineering Project Specification or the Form A.
Revision
Date: February 2007
Sheet 69 of 196
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
V
5. The graph below is based on the formula: R = -------------- where: 491F

R is the Radius in kilometres
V is the speed in mph
F is the % of g
20
2.25 % g - N orm al
18
3.25 % g - H ollow
Vertical Curve in km
16
4.25 % g - H um p
6.00 % g - E xcep tion al
14
12
10
8
6
4
2
0
10
20
30
40
50
60
70
80
90
10 0
1 10
12 0
1 30
140
Speed m ph
Revision 3
Date: June 2006
Sheet 70 of 196
Network Rail
B.4.2: Vertical Curves Formulae

Assumptions
L
L /2
1. In the diagram, the design extends from

TP1 (A) toward TP2 (K).
A
(TP 1)
2. Due to long horizontal lengths

compared with vertical differences,
length L is presumed to be equal to AD,
ABK, ACK and AIK.
B
-G 1%
y
l1
3. The curve has equal length either side

of the intersection point IP, i.e. L/2 is
regarded as equal to AC, CK, AI and IK.
y1
y2
l2
K
(TP
G
+G 2%
y
H
l
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
G l
100
1. Grade level
1 1
= (Level at A) + -----------
2. Offset y
Gl = -----------where G = (G1 - G2)

200L
3. Curve level
= grade level - offset
4. Maximum height of curve
1
= -------------------------------- where Ah = level at A
5. Chainage of maximum height
Ah + ( G ) L
200G
LG
----------1G
y
y
1
6. Offsets are proportional to the square of the distance from A, i.e. -----1 = -----------2
7. Radius R
L
---
2
100L
= -----------G
8. Tamper correction value = R - R2 T 2
where R is the radius in metres and T is either 4, 8 or 12 m.
NOTES
1. For details of vertical curve to be used, see sheet B.4.1.
2. The tamper correction value is to be applied as: negative adjustment on sag curves or
positive adjustment on a hog curve.
Revision 2
Date: March 2010
Sheet 71 of 196
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 15.24
--------------R
3. Determine compensation or increment to gradient due to curvature = P

Track Type
CWR
CWR
Jointed
Jointed
Jointed
Degree of curvature, D
Compensation factor speed < 30mph(P)
Compensation factor speed > 30mph(P)
<5
0.04
0.03
5 - 6
0.03
0.02
<5
0.05
0.04
5 - 10
0.04
0.03
>10
0.03
0.02
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:
1
G = ---------- 100 = 0.400%
250
and:
D = 2 sin-1 15.24
--------------- = 7.944
220
Equivalent final gradient:
= 0.400 + ( 7.944 0.04 )

= 0.718%
= 1 in 139
Or conversely, for an equivalent gradient of 1 in 250, the actual gradient must be:
0.400 ( 7.944 0.04 )
= 0.08224%
= 1 in 1216
Revision 1
Date: December 1999
Sheet 72 of 196
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).
Rules
1. Two-levelling is not possible through switches, switch diamonds or obtuse crossings. It is only applied beyond
the switch heel.
2. Two levelling shall not normally be applied to complex S&C (as listed in the table on Sheet B.3.11), nor through
plain leads or crossovers with A or B switches.
3. 40 mm is the maximum permitted two-levelling.
4. The rake of the bearer is the actual cant over gauge taken by the bearer with no two-level baseplates present.
5. 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.
6. The longest practicable distance should be used when changing the rake or cant.
7. The change of rake should not exceed 3 mm per nominal 650 or 710 mm bearer spacing, desirable 1 mm per
bearer.
8. 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 50 mph or less.
9. Two-level baseplates for Vertical and NR/RT60 S&C are produced in 1mm steps, from 1 mm to 40 mm of
additional thickness.
10. Speeds above 50 mph are only permitted on track that has been two-levelled (by more than 10 mm across
gauge) where the rail head profile has been corrected.
11. 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.
12. Note that on timbers where the thickening exceeds 20 mm, long coach screws (type LSA to RE/PW/517) shall
be used.
13. 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).
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 Section 6 below.
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.
Revision 4
Date: March 2010
Sheet 73 of 196
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 1 in 20 to 1 in 13 for the high rail and 1 in 43 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 1 in 18
and 1 in 22 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 area will lead to increasing poor running and should be managed out either by grinding on a 1 in 20
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 months 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 & Chair 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 BS95RBH 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).
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.
T ra c k In
te rv al
Gauge G
Gauge G
Gauge G
X=R
(G+S)
G
X
R
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.
Revision 2
Date: February 2007
Sheet 74 of 196
Network Rail
C.1.1: Permanent Way Mathematics - 1

1
Values of Angles in N Ratios (M & N = centreline measure, = degrees).

1
N = ---------------------
= 2 arctan
Trigonometrical ratios:
sin
2 tan 2
1
------ 2N
1
sin --- = -------------------------
N
----------------2 1
N + --4
2 1
N --4
= ----------------2 1
N + --4
cos
tan
N =
2 1
2 N + --4
N
cos --- = --------------------2
2 1
N + --4
1
tan --- = --------
N
---------------2 1
N --4
2N
1 1 + tan
cos 1
+ cos
NA = 1
-------------------- = --- 1
----------------------- = -------------------------------------- (generally positive)
2 sin
2 1 cos
2 tan
Addition, subtraction, etc.,

1
NM --Sum (N + M) = ------------------4N+M
1
NM + --4
Difference (N - M) = ------------------MN
1
180 - Angle N = -------
2N + 1
90 - Angle N = -------------------------
2 1
N --Twice Angle 2N = ---------------42N
2 1
Half Angle N
---- = N + N + --- (positive)
4N
Revision 1
2 ( 2N 1 )
Date: June 2008
Sheet 75 of 196
Network Rail

2
Location of Tangent Points (for use in Co-ordinate Geometry)

M
R
a
b
Tb
x
Ta
2
Let A = x + ( a + b )
and B = x + ( a b )
abB
Ta = ax
-----------------------------------ab
x +Q
a = ------------------------------------------4M ( x QM ) + Q
abB
Tb = bx
-----------------------------------ab
x +Q
b = ----------------------------------------4N ( QN x ) Q
B ( a + b ) + 2x a b B
R = ----------------------------------------------------------2
2(a b)
R=
2
2
2 1
2
2
2 1
( x + Q ) N + ---
( x + Q ) M + ---
4 =
4
---------------------------------------------------------------------------------------------Q
Q
2M ( x QM ) + ---2N ( QN x ) ---2
2
Revision 1
Date: June 2008
Sheet 76 of 196
Network Rail

3
Tangents, Chords and Offsets
sin
cos
= 1-
or, cos
tan
T
---R
2
C
---------2
2R
R
2
(R T )
---------------------------R
L
T
arc length = R radians

R
--------------------2 1 =
N + --4
2RQ =
RN
- = 2QN =
= ---------------2
C
R
T
2
2
= -------------------------- = -------- = R- R T = -------- =
1
= C N +1
--- = 2Q N + --- = 2LN =
4
4
T +Q
2
2
R 1
T
R R T (generally positive)
-------- --- = -------- = --------------------------------2Q 4
2Q
2T
R 1
R
------- --- = ------- =
2 4
2L
C
2RQ Q
1
N + --4
C Q
2R
2 1
2 N + ---
4
C T
2N
T
----------------------2
2
R T
Nx
------------------------------2 1
N + --- N
4
N
T N + ---
T +Q
C
4
= -------- = -------------------- = ------------------------2Q
2Q
N
---------------------
2
2
=R- 1
--- 4R C = R - CN = R 1
2 1
N + ---
2
1
2
2
Q N + ---
R
T +Q
4
= -------- = -------------------- =
2
2N
--------------------------N
2T
N2 + 1
--= R --------------------4- 1
L
-------------------------
x+v = 2 N 2 + 1
--4
R
2RL
- = -------------------- = - R + R 2 + U 2
= -----------------2
2
2 1
2N --2
R L
Revision 1
RN
= ---------------1
N --4
2
y + 2yR
Date: June 2008
Sheet 77 of 196
Network Rail

4
Intersecting Parallel Straight Lines

A
b
B
d
X
a
--B = 2G N + 1
2
A = 2GN
2 1
G N + ---
4
C = --------------------------
---
D = G N 4
E = S N + --4-
G
X = --------
2N
-------------------------N
2
1
N ( S G ) + --- ( S + G )
2
1
N ( S G ) --- ( S + G )
4
a = --------------------------------------------------------
4
b = --------------------------------------------------------
d=
Revision
a +G
--------------------------N
b +S
Date: March 1996
Sheet 78 of 196
Network Rail

5
Straight Line Intersecting Arc and Tangent

2
R(M N)
MN
l = ------------------------------- = ---------------D
M+N
2 1
2N M + ---
4
2
R(M N )
+N
D = ------------------------------- = M
--------------- l
2 1
2N M + ---
4
M
R
M=
MN
D+l
N ( 2RN + D )
--------------------------------- = ------------ N
Dl
2 ( R 2 DN )
2 1
2 1
2 l N M + ---
2DN M + ---
4
4
- = -------------------------------R = ----------------------------------2
2
2
(M N)
M N
N
D
2
2
2 1
2 2
2 1
D M + --- + R M D M + ---
Dl
-M =
N = ----------4
4
D+l
--------------------------------------------------------------------------------------------R
R(N M)
NM
l = ------------------------------- = ---------------D
2 1
2N M + ---
4
2
N+M
R(N M )
N+M
D = ------------------------------- = --------------- l
2 1
2N M + ---
M=
N
NM
D -l
N ( 2RN D ) = ----------N
-------------------------------D+l
2 ( R + 2DN )
2 1
2 1
2 l N M + ---
2DN M + ---
4
4
- = -------------------------------R = ----------------------------------2
2
2
(N M)
N M
2 1
2
2 1
2 2
D M + --- + D M + --- + R M
D+l
N = ------------ M =
4
4
Dl
---------------------------------------------------------------------------------------------R
Revision
Date: March 1996
Sheet 79 of 196
Network Rail

6
Solutions of Triangles
CE
a sin C
tan A = ------------------------------
b a cos C
b+x
NA = -----------2p
B
x
c
2 1
bN A N C + ---
4
a = -------------------------------------------------------------------------2 1
2 1
N C N A --- + N A N C ---
4
4
a
- = -----------Sine formula: ------------ = ----------sin C
sin B
sin A
Cosine formulae: a2 = b2+ c2- 2bc cosA

b2 = a2+ c2- 2ac cosB
c2 = a2+ b2- 2ab cosC
2 1
bNA N B + ---
4
a = ------------------------------------2 1
N B N A + ---
a=
2
ab
( a b ) + -------------------2 1
N C + --4
c=
c=
2 1
cN A N B + ---
4
------------------------------------------------------------------------2 1
2 1
N A N B --- + NB N A ---
4
4
2
ab
( a + b ) -----------------------2 1
N CE + --4
s formulae, where 2s = a + b + c:
s( s c)
NC = -------------------------------------- =
4( s a)( s b)
NCE =
s(s c)
ab
----------------------------------------- = 1
--- ---------------------------------- 1
4 [ ab s ( s c ) ]
2 ( s a)( s b)
(s b)(s a)
---------------------------------- =
4s ( s c )
ab s ( s c )
--------------------------------4s ( s c )
1
(s a)(s b)
= --2- ----------------------------------------------ab ( s a ) ( s b )
2
P = --- s ( s a ) ( s b ) ( s c )
c
When a = b:
2
1 2 c
NC = --c- a ----4
NB =
c
a + --2
---------------------c
4 a ---
NA, NB, NC and NCE 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.
Revision 1
Date: June 2008
Sheet 80 of 196
Network Rail

7
Leads and Radii Across Track Interval

4MN ( S G ) ( S + G )
S ( 4MN 1 ) G ( 4MN + 1 )
L = ----------------------------------------------------------------------- = ----------------------------------------------------------2( M + N)
2( M + N)
( 4N + 1 ) [ ( 4M + 1 ) ( S G ) + 2G ]
R = -----------------------------------------------------------------------------------------2
2
8( M N )
8R ( M N ) 2G ( 4N + 1 )
- +G
S = ------------------------------------------------------------------------2
2
( 4N + 1 ) ( 4M + 1 )
Leads and Radii Across Diamonds

D
Z
A
G
M1
F
G
R2
S
R1
M2
X
Dimensions A and C are chord lengths and these formul only apply when the main line is straight.
Formul use M1 when working with S, A, B, etc. and M2 when working with F, D, C, etc.
X
R1 = ---------------------------------------------------------
Z
R2 = --------------------------------------------------------
4S
4M
-------------------- --------------------2
2
4S + 1
4M + 1
4M
4F
--------------------- -------------------2
2
4M + 1
4F + 1
8( F + M)( F M)
8( M + S)(M S )
4M ( 2R 2 + G ) + G
F = ------------------------------------------------------2
4 [ 2R2 G ( 4M + 1 ) ]
S=
4M ( 2R 1 G ) G
-------------------------------------------------------2
4 [ 2R1 + G ( 4M + 1 ) ]
2( F + M)
2( M + S)
GS ( 4M + 1 )
B = -----------------------------------
GF ( 4M + 1 )
D = -----------------------------------
2M ( M + S )
2( M + S)
2M ( M + F )
G
y = -------
2M
( 4FM 1 )
Z= G
-------------------------------
2( F + M)
M 1=
Revision 1
4S ( 2R 1 + G ) + G
-----------------------------------------------------2
4 [ 2R 1 G ( 4S + 1 ) ]
G ( 4M + 1 ) ( 4F + 1 )
C = ------------------------------------------------------------
G ( 4M + 1 ) ( 4S + 1 )
A = -------------------------------------------------------------
G ( 4SM 1 )
X = -------------------------------
G ( 4M + 1 ) ( 4F + 1 )
R2 = --------------------------------------------------------
( 4S + 1 ) ( 4M + 1 )
R1 = G
--------------------------------------------------------
M2 =
4F ( 2R 2 G ) G
------------------------------------------------------2
4 [ 2R 2 + G ( 4F + 1 ) ]
Date: June 2008
Sheet 81 of 196
Network Rail
C.1.8: Permanent Way Mathematics - 8 (Calculation of Diamonds)

1
Sharper Common Crossing

2
GN
W = ---------------2 1
N + --4
M1
( 4NM 1 )
--------------------------------X= W
2( N + M)
b
a
GN
a = --------------------------
2 1
2 N + ---
R1
G
b = ------4M
M2
R
L= X+ab
2LN
----------- + 1
G
M1 = --------------------2L
4N ------G
Lead length N to M2 = a + x + b
Lead length N to M1, A =
G ( 4M 1 + 1 ) ( 4N + 1 )
---------------------------------------------------------------2( M1 + N )
( 4M 1 + 1 ) ( 4N + 1 )
and R1 = G
------------------------------------------------------------
8 ( M1 + N ) ( M1 N )
Flatter Common Crossing
x
b
M1
F
W
R
M2
R2
GF
W = ---------------
W ( 4FM 1 )
X = --------------------------------
GF
a = -----------------------2 1
G
b = -------
Lead length (D) M1 to F = x + a + b
R2 =
1
F + --4
2
2 F + ---
2(F + M)
4M
G ( 4M2 + 1 ) ( 4F + 1 )
---------------------------------------------------------8 ( F + M 2 ) ( F M2 )
Lead length (D) M2 to F = x + a - b
Revision 1
Date: June 2008
Sheet 82 of 196
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.
3
l
y = -----------
L
tan = -------2R
6RL
L
S = ----------24R
Transition
centreline
6RL
Toe
R
l3
6RL
S
2
t at
gen
n
a
T
Straight
4S
L
3
L
2
L
2
c lVersine at any point P = ---------8RL
l
Slope of curve at point P, i.e tan = ----------2RL
RL
Local radius at point P = -------l
Straight
l
hee
rve
cu
r
la
cu
Cir
Heel
l
3
l
Transition from Circular Curve to Straight

2
gh
t ra i
t.
l l y = ------- ---------2R
6RL
Transiton
centreline.
C irc u
la r c u
rv e
l3
6RL
l2
2R
S
8S
L
tan = --------
2R
l
L/3
L
c (L l)
Versine at any point P = ---------------------
8RL
l ( 2L l )
Slope of curve at any point P, i.e. tan = ---------------------
2RL
RL
Local radius at point P = ---------Ll
Revision
Date: March 1996
Sheet 83 of 196
Network Rail

3
Transition from Circular Curve to Circular Curve
A transition from a curve of radius R1 to a similar flexure curve of radius R2 may be calculated by using the
equivalent radius RE, where:
R R
R1 R2
1 2
RE = --------------------
and R1 > R2 in place of R in the transition formula.
a) Transition from R2 to R1
R2
Transition
centreline
R1
l3
l
2
6REL l
1. R1 > R2.
2R1
2. Shift S = L2 / 24RE
l (3REL + R1l)
l (3REL + 2R1l)
3(2REL + R1l)
3(2REL + R1l)
The equation to the transition from the common tangent at R1 is given by

2
l
y = ----------
2R1
l
6R E L
+ ---------------
c (R l R l + R L)
8R 1 R 2 L
1
2
2
Versine at any point P on a chord c = ---------------------------------------------------
Slope of curve at point P, i.e. tan =
l ( 2R E L + R 1 l )
-----------------------------------2R 1 R E L
R R L
RE L + R1 l
1 E
Local radius at any point P = --------------------------
Revision
Date: March 1996
Sheet 84 of 196
Network Rail

b) Transition from R1 to R2
Transition
centreline.
R2
R1
P
)
2l
- 2R
L
l)
RE
l(3
- R2
L
E
R
3(2
)
R2l
EL
l)
l(3R
- R2
EL
R
2
3(
1. R1 > R2.
2. Shift S = L2 / 24RE
l
The equation to the transition from the common tangent at R2 is given by y = ----------
2R 2
l
--------------6R E L
c (R l R l + R L)
8R 2 R1 L
2
1
1
Versine at any point P on a chord c = ---------------------------------------------------
Slope of curve at point P, i.e. tan =
l ( 2R E L R 2 l )
-----------------------------------2R 2 R E L
R R L
RE L R2 l
2 E
Local radius at any point P = -------------------------
Revision
Date: March 1996
Sheet 85 of 196
Network Rail

4
Reverse Curves
In railway work, S1 and S2 are very small compared with R1 and

R2 and are therefore ignored in the following approximate
expressions:
L 8A ( R1 + R2 )
8A
R 1 ------------------R1 + R2
8R 2
l2 ( R1 + R2 )
--------------------------------2
8R1
on t
o
, co
mm
(R + R )
and A
2 L
( R 1 + R 2 ) + ------ - ( R 1 + R 2 )
4
mal
Nor
1
1
2
A -------------------------------2
both
To determine A for any given or desirable transition length:
Centreline Transition l1
LR
R1 + R2
1
l 2 = --------------------
8A
R 2 -------------------R1 + R2
circ
ular
curv
es
LR
R1 + R2
2
l 1 = --------------------
R1
R1
l2
l1 + l2
l1
T ra
la r
c u rv
e.
R2
Centreline Transition l2
u
irc
v
ur
i on
ns i t
Transition
S2
Reverse point
R2(l1 + l2)
R1(l1 + l2)
2(R1 + R2)
2(R1 + R2)
[approx.]
[approx.]
R2
S1
L
2
Reverse transitions must have a constant rate of change of

curvature. Cants, when rounded off, may not necessarily give
a constant rate of change of cant but, ideally, levels should
be set out as shown in the diagram below.
Refer to sheet C.2.1 for details of the form of the transition
curve used.
HIGH RAIL
Radius R1
Ca
nt
Radius R2
Transition l1
Reverse
Transition l2
Ze
ro
Tangent to transition at
reverse point
l ar
cu
C i r r ve .
cu
Cant E 1
Cant E 2
LOW RAIL
Lift =
Revision
Date: March 1996
E1E2
E 1 + E2
Sheet 86 of 196
Network Rail

5
Clothoid Spirals
th 'L'
leng
l
a
ir
Sp
Shift
'S'
C
X
l is any distance measured along the spiral from the origin.

L is the total length of the transition measured along the spiral.
90L
l
- radians = ---------- degrees.
= ----------
2RL
2
L
L
S = ----------- --------------------3
24R
2668R
l
X = l --------------------2
40 ( RL )
L
L
C = --- ----------------22
240R
l
l
Y = ----------- ------------------------3
6RL
336 ( RL )
This form of transition is used in the NR60 design of switches as shown on sheets A.1.2 & A.3.3
This form of transition is also used in normal Hallade curve realignment work.
Revision 2
Date: June 2006
Sheet 87 of 196
Network Rail

6
Bloss Transition Curves
The Bloss transition is a geometric form of transition in which the fourth differential of acceleration is set at zero, as
compared with the second differential for a clothoid spiral. The general equation to the curve is:
y=
5
1 l4
l
---- -------- ------------3-
R 2
4L 10L
4
l
1 l
Hence the slope of the curve, , at any point is given by: tan = ---- -----2- ---------3
RL
2L
L
With the special case of the slope at the heel of the transition, , being given by: tan = --------
2R
l
1 3l 2
The local curvature (reciprocal of radius) at any point is given by: ---
- -------- ------3
2
2
R L
L
Shift on transition, S = -----------
3
2
2
c 3 l 2 l -
-------- -------- ------
8R L 2 L 3
Versine at any point is given by:
40R
R
cu
Cir
Transition
centreline
Toe
Straight
S/2
Heel
y
g
an
a T
en
t
ta
he
el
0.3L
l
l
L/2
L/2
Revision 1
r ve
6S
la
u
rc
Date: March 2010
Sheet 88 of 196
0.001
7
Key
0.0008
0.0007
0.0005
3
0.0004
0.0003
0.0002
Curvature in 1/metre
0.0006
1
0.0001
0
0
10
20
30
40
50
% of transition
60
70
80
90
0
100
Sheet 89 of 196
Date: December 1999
Offset in metres
0.0009
Offset, Bloss
Offset, cubic parabola
Curvature, Bloss
Curvature, cubic parabola
Network Rail
Revision
The graph below illustrates the comparison of the Bloss transition with the cubic parabola
Network Rail
C.3.1: CEN56E1 Vertical - Centreline Setting Out for S&C

Crossing angle
1 in ~
Deg. Min. Sec.
Decimal
degrees
Radians
Nose to IP
a (mm)
Intersection of
centrelines to IP
b (mm)
4
4.5
4.75
5
5.5
6
6.5
7
7.5
8
9.25
10
10.75
12.75
13
15
16
17.615
18.5
21
21.829
24
28
32.365
45.75
14 15 00.12
12 40 49.38
12 01 04.84
11 25 16.27
10 23 19.89
09 31 38.22
08 47 50.68
08 10 16.44
07 37 41.34
07 09 09.61
06 11 17.22
05 43 29.32
05 19 33.61
04 29 29.35
04 24 18.71
03 49 05.90
03 34 47.36
03 15 06.47
03 05 46.74
02 43 40.28
02 37 27.47
02 23 13.12
02 02 45.82
01 46 12.58
01 15 08.34
14.25003270
12.68038349
12.01801191
11.42118627
10.38885782
9.52728338
8.79741071
8.17123356
7.62814967
7.15266875
6.18811612
5.72481045
5.32600153
4.49148513
4.40519632
3.81830487
3.57982122
3.25179672
3.09631540
2.72785506
2.62429624
2.38697885
2.04606038
1.77015980
1.25231691
0.24870999
0.22131444
0.20975388
0.19933730
0.18131978
0.16628246
0.15354378
0.14261493
0.13313633
0.12483762
0.10800300
0.09991679
0.09295626
0.07839120
0.07688518
0.06664199
0.06247967
0.05675456
0.05404090
0.04761005
0.04580261
0.04166064
0.03571049
0.03089512
0.02185705
64
72
80
88
96
104
112
120
128
148
160
172
208
240
256
296
336
384
448
518
N/A
5728
6444
7160
7875
8592
9308
10 024
10 740
11 456
13 246
14 320
15 394
18 616
21 480
22 912
26 492
30 072
34 368
40 096
46 347
65 514
Diagram Showing Turnout Intersection of Centrelines
NOTES
1. Crossing angles shown are for CEN56E1 Vertical S & C design, at 1432mm gauge.
2. See Sheet C.3.2 for NR60 Inclined S & C design
3. The use of the last column requires the main line to be straight, and assumes that the centreline of the branch
line is parallel at the common crossing intersection point (I.P.).
4. For details of turnout lead lengths, and toe to IP, see sheet A.2.1 and A.3.1.
5. N/A - not applicable - swing nose required.
Revision 1
Date: December 1999
Sheet 90 of 196
Network Rail
C.3.2: NR60 Inclined - Centreline Setting Out for S &C

Crossing angle
1 in ~
Deg. Min. Sec.
Decimal
degrees
Radians
Nose to IP
a (mm)
Intersection of
centrelines to IP
b (mm)
7.5
8.25
9.5
11
12.5
13.5
15.75
17.25
20.25
21.5
23.5
27
31.25
33.5
07 37 41.34
06 56 11.25
06 01 32.07
05 12 18.45
04 34 52.39
04 14 31.89
03 38 11.78
03 19 14.03
02 49 43.85
02 39 51.98
02 26 15.90
02 07 18.56
01 49 59.91
01 42 36.70
7.6281497
6.9364585
6.0255750
5.2051244
4.5812200
4.2421927
3.6366059
3.3205647
2.8288464
2.6644397
2.4377504
2.1218233
1.8333085
1.7101947
0.1331363
0.1210640
0.1051661
0.0908465
0.0799573
0.0740402
0.0634707
0.0579547
0.0493727
0.0465032
0.0425467
0.0370328
0.0319972
0.0298485
120
132
152
176
200
216
252
276
324
344
376
432
500
502.5*
10 740
11 839
13 633
15 785
17 938
19 373
22 601
24 754
29 059
30 853
33 723
38 745
44 844
48 073
Diagram Showing Turnout Intersection of Centrelines
NOTES
1. Crossing angles shown are for NR60 inclined S&C design, at 1435mm gauge.
2. See sheet C.3.1 for CEN56E1 Vertical design.
3. The use of the last column requires the main line to be straight, and assumes that the centreline of the branch
line is parallel at the common crossing intersection point (I.P.).
4. For details of turnout lead lengths, and toe to IP, see sheets A.2.3, A.3.4 and A.3.3.
5. * Nose of 1 in 33.5 crossing extended to 15mm point, this dimension would have been 536 if the nose were at
16mm point - as per all other crossing angles.
Revision 5
Date: February 2007
Sheet 91 of 196
Network Rail
D.1.1: Rail Section Designations
Rail Profile
Designations
Previous Profile
Designation(s)
60E2
Revision 3
Full Details
shown on
Drawing Number
RE/PW/979
CEN60E1
UIC60
RE/PW/901
CEN60E1A1
A73, UIC60B, Zu l-60
RE/PW/902
CEN56E1
BS113A
RE/PW/792
CEN54E1A1
A69, UIC54B,
Zu UIC 54B
RE/PW/800
CEN33C1
U69, UIC33, R1 1-60
RE/PW/862
BS95RBH
95RBS,
95 lb RBS BH
RE/PW/549
Date: March 2010
Sheet 92 of 196
Network Rail
D.2.6: Standard Rail Lengths

CEN56E1 (BS113A)
260 (Grade A)
60E2 (or CEN60E1)

260 (Grade A)
9.144
10.973
12.192
13.716
13.860
16.270
18.000
18.288 (60 ft)
19.000 #
20.000 #
20.500 #
21.000 #
22.710
23.395
27.665 #
36.000
108.000
216.000 *
9.144
10.793
12.000 #
13.716
13.860
16.000 #
16.270
18.000
18.288 (60 ft)
19.000
21.450 #
22.710
26.000 #
27.000 #
29.250
36.000
108.000
216.000 *
BS95RBH
260 (Grade A)
CEN33C1
260 (Grade A)
75FB (150 lb/yd)

Conductor Rail
[BS7865:1997]
9.144
12.192 #
13.716 #
13.860 #
18.288 (60 ft)
12.500 #
18.288 (60 ft)
15.000 #
18.288 (60 ft)

91.440 *
182.880 *
NOTES
1. Lengths marked thus # are less commonly ordered than others.
2. 60 ft Rails can be ordered as undrilled, or drilled both ends for fishing. All other rails will be undrilled.
3. All metric dimensions are in metres.
4. Lengths marked thus * are not rolled at lengths shown, but are (flash butt) welded up to these lengths.
Revision 4
Date: March 2010
Sheet 93 of 196
Network Rail
D.4.1a: Rail Pads, Clips and Insulators - 1a

Insulators
Sleeper / Bearer
Type
F7, F7A fitted with

MRC 6/3 Baseplates
F10 Site conversion of

former BJB fastening
F10 Shop Conversion of

former BJB fastenings
Rail
Section
113A
110A
109
98
Steel Sleepers
(Pressed-out
Shoulders)
Steel Sleepers
(Crimped Ends)
INST.
MTCE.
3A
3A
3A
3A
4A
4A
4A
4A
Cat.
No. 57/-
MILLS C3R
48229
PR401A
PR401A
PR402A
e1809
48239
48253
48243
48255
CP
LH
PR401A
PR401A
PR402A
e1809
48239
48253
48243
48255
CP
LH
3A
3A
113A
110A
Composite
(Branded 2549)
48437
3A
3A (5.5 mm) or
4A (7.5 mm)
3A
3A (5.5 mm) or
4A (7.5 mm)
113A
110A
Nylon (Orange)
48424
5 (10.5 mm) or
4A+2 (13 mm)
5 (10.5 mm) or
4A+2 (13 mm)
109
98
Nylon (Blue)
48423
5 (10.5 mm) or
4A+2 (13 mm)
5 (10.5 mm) or
4A+2 (13 mm)
Part of fastening
assembly
3A
4A
3A
4A
RNB7
48128
109
98
Part of fastening
assembly
3A
4A
3A
4A
RNB6
48127
113A
110A
Either: Nylon (Orange)

or Composite
(Branded 1460)
48424
48427
3A
3A (5.5 mm)
or
4A (7.5 mm)
3A
3A (5.5 mm) or
4A (7.5 mm)
4A (7.5 mm)
or
5 (10.5 mm)
4A
4A (7.5 mm) or
5 (10.5 mm)
PR401A
PR401A
PR402A
e1809
48239
48253
48243
48255
SHC Clips:
Rectangular
Vee
48240
48241
CS3
48222
PR401A
PR401A
PR402A
e1809
48239
48253
48243
48255
e2001
e2001
48247
48044
48239
48253
48243
48255
109
98
Nylon (Blue)
48423
4A
113A
110A
Nylon
48422
6 or 19
6, 6A or 20
6 or 19
6, 6A or 20
4A
4A (7.5 mm)
or
5 (10.5 mm)
4A
4A (7.5mm) or
5 (10.5mm)
3A
3A (5.5 mm)
or
4A (7.5 mm)
3A
3A (5.5 mm) or
4A (7.5 mm)
4A
4A (7.5 mm)
or
5 (10.5 mm)
4A
4A (7.5 mm) or
5 (10.5 mm)
7 (5.5 mm)
or
8 or 9
(7.5 mm)
109
98
113A
110A
Nylon
Nylon CS3
Nylon Heel Block
Either
Nylon (Orange)
or
Composite
(Branded 1460)
or GRN (White)
48428
48425
48426
48424
48427
2 (5.5 mm)
or 4B, 8 or 9
(7.5 mm)
48436
109
98
Nylon (Blue)
48423
8 or 9
8 or 9 (7.5 mm)
or
10 or
11 (10.5 mm)
113A
110A
GRN (Blue)
48027
10, 11 or
12
10, 11 or 12
10 or 12
10 or 12
113A
110A
Either Nylon (Orange)

or
Composite
(Branded 1460)
48424
48427
2 or 7
2 or 7 (5.5 mm)
or 4B, 8 or 9
(7.5 mm)
2 or 7
2 or
7 (5.5 mm) or
4B, 8 or 9
(7.5 mm)
109
98
Nylon (Blue)
48423
4B or 9
4B (7.5 mm) or
10 (10.5 mm)
4B or 9
4B (7.5 mm) or
10 (10.5 mm)
113A
110A
109
98
Composite
(Branded 1575)
48420
2 or 7
2 or
7 (5.5 mm)
or 4B, 8 or
9 (7.5 mm)
2 or 7
2 or
7 (5.5 mm)
or 4B, 8 or
9 (7.5 mm)
Either Nylon (Orange)

or
Composite
(Branded 1460)
48424
48427
e1809
48255
Nylon (Blue)
48423
4B or 9
4B or 9
4B or 9
4B or 9
PR401A
e1809
48239
48255
113A
110A
109
98
Notes
Type
3A
109
98
Steel Sleepers (Hook-in

shoulders)
MTCE.
3A
CS3
F40, 5F40
INST.
48437
113A
110A
F23, F23A, F23B,

F23D, F24, F24A,
F24/1, F24BS, F24A/1,
F24A/1CP, F24/4R,
EF25, F27, F27P, F27S,
F27AS, F27BS, EF28,
EF29, EF32, EF33,
EF28S, EF29S, EF32S,
EF33S, F34S, CC 226
F35
None
Clips
90 m.p.h. and below
Composite
(Branded 2549)
F16 RNB
F19 SHC
Type
Above 90 m.p.h.
113A
110A
109
98
113A
110A
F16 Conversion of
former RNB fastenings
Rail Seat Pad Type

Cat.
No.
57/-
4B
4B (7.5 mm)
or
5 (10.5 mm)
PR401A
PR401A
PR402A
e1809
e 1809
48255
PR401A
PR401A
PR402A
PR402A
e1809
e1809
e1810
e1810
48239
48253
48243
48234
48255
48031
48256
48043
CP
LH
CP
LH
CP
CP
LH
CP
LH
LH, CP
CP
LH
LH, CP
[Table continued on next page]

For notes, see Sheet D.4.2.
Revision 2
Date: March 2010
Sheet 94 of 196
Network Rail
D.4.1b: Rail Pads, Clips and Insulators - 1b

Insulators
Rail Seat Pad Type
Clips
Sleeper /
Bearer Type
Rail
Section
Type
Cat.
No.
57/-
Concrete Bearers
for Vertical S&C
113A
110A
Composite
(Branded 1460)
48427
Concrete Bearers
for NR60 S&C
CEN60E2
9875 (9 mm White) both.

[6 mm & 10 mm gauge
management insulators
also available]
48294
22
(note 7)
22
(note 7)
22
(note 7)
G44
CEN56E1
8582 (Blue) field

8690 (Black) gauge
48064
48066
23
23
23
G44
CEN60E1/
E2
7551 (White) both
48021
24
24
G45
CEN56E1
14.4 mm gauge,
19.9 mm field
48684
26
26
G45
CEN60E1/
E2
12 mm both
48685
27
27
27
27
EG47
CEN56E1
8582 (Blue) field

8690 (Black) gauge
48064
48066
23
23
23
EG47
CEN60E1/
E2
48021
24
24
EG48
14.4 mm gauge, 19.9 mm

CEN56E1
field
48684
26
26
EG48
CEN60E1/
E2
12 mm both
48685
27
27
27
27
EG49
CEN56E1
1436 Gauge
10274 (Red) field

10275 (Yellow) gauge
48082
48081
21
21
21
10079 (Grey) field
non-cat
EG49
CEN56E1
1432 (S&C)
Gauge
21
21
21
4452 (Blue) gauge
48027
7551 (White) both
Above 90 m.p.h.
INST.
MTCE.
90 m.p.h. and below
Notes
Type
Cat.
No. 57/-
PR401A
PR401A
PR402A
PR402A
48239
48253
48243
48234
CP
LH
LH, CP
22
(note 7)
eP20129
eP20129
eP20130
eP20130
48236
48308
48252
48309
CP
LH
LH, CP
23
FC1504
FC1504
48048
48055
CP
24
24
FC1504
FC1504
48048
48055
CP
26
26
Vossloh W14
(Black)
48681
23
FC1504
FC1504
48048
48055
CP
24
24
FC1504
FC1504
48048
48055
CP
26
26
Vossloh W14
(Black)
48681
21
e2007
e2007
48248
48045
CP
21
e2007
e2007
48248
48045
CP
48236
48308
48252
48309
CP
LH
LH, CP
48248
48045
CP
INST.
MTCE.
5.5 mm railpads available see RE/PW/196
EG49
CEN60E1/
E2
9875 (White) both
48294
22
22
22
22
eP20129
eP20129
eP20130
eP20130
EG49
CEN60E1/
E2
5720 (Green) both
48060
21
21
21
21
e2007
e2007
Screw with
Washer
57/48686
Screw with
Washer
57/48686
For notes, see Sheet D.4.2.
Revision
Date: March 2010
Sheet 95 of 196
Network Rail
D.4.2: Rail Pads, Clips and Insulators - 2

Insulators
Baseplate Type
Rail
Section
Type
Rail Seat Pad Type
Cat No.
57/-
Above 90 m.p.h.
INST.
MTCE.
Clips
90 m.p.h. and
below
INST.
Cat. No.
57/-
PR427A
PR427A
PR428A
PR428A
48245
48242
48244
48249
CP
LH
LH, CP
PR401A
PR401A
PR402A
48239
48253
48243
CP
LH
MTCE.
113A / 110A
3A
3A
3A
3A
109 / 98
4C
4C
4C
4C
PAN 2, PAN 4, PAN

4A, PAN 5
113A / 110A
Nil
Nil
Nil
Nil
109/98
PAN 7, PAN 8, PAN

10, HO PAN
113A / 110A
Nil
Nil
Nil
Nil
109/98
PAN 6, PAN 9, PAN

9J, PAN 11, PAN 12,
ASP, V4N
113A / 110A
3A
3A or 4C
3A
3A or 4C
PAN 1, PAN 3
Notes
Type
109/98
4C
4C or 5
4C
4C or 5
V, L PAN 6,
PAN M6, PAN L6,
LGN, LR6
113A / 110A
3A
3A
3A
3A
CV
113A / 110A
3B
3B
3B
3B
RCV, Switch Heel

Baseplates &
Crossing Baseplates
113A / 110A
3C
3C
3C
3C
Cut pads required

from strip
3A
Type of insulator
used is dependent
upon the side Gall of
the rail.
Blue - Gall Severe
White - Gall Slight
MV
113A / 110A
GRN (Blue)
GRN (White)
48027
48436
3A
3A
3A
113A / 110A
3D
3D
3D
3D
109/98
4C
4C
4C
4C
PR401A
PR402A
48239
48253
150
18
18
18
18
Slab Track using

10 mm thick strip pad
113A / 110A
16 or 17
16 or 17
16 or 17
16 or 17
PR401A
PR401A
PR402A
e1809
48239
48253
48243
48255
VB
113A / 110A
2 x 3A
2 x 3A
2 x 3A
2 x 3A
1 x 3A
1 x 3B
1 x 3A
1 x 3B
1 x 3A
1 x 3B
1 x 3A
1 x 3B
2 x 3B
2 x 3B
2 x 3B
PR401A
PR401A
PR402A
PR402A
48239
48253
48243
48234
CP
LH
LH, CP
ASP, VASP
3rd Rail Insulators
types 140, 120, 100
LH
CP
LH
VC
113A / 110A
VD
113A / 110A
2 x 3B
NRS1, NRS2
CEN56E1
10274 field
10275 gauge
48082
48081
25 (or 21)
25 (or 21) 25 (or 21) 25 (or 21)
e2007
e2007
48248
48045
CP
NRS1, NRS2
CEN60E1/E2
5720 Both
(or 4452 both)
48060
48027
25 (or 21)
25 (or 21) 25 (or 21) 25 (or 21)
e2007
e2007
48248
48045
CP
Abbreviations used throughout:

GRN: Glass Reinforced Nylon
EVA: Ethyl Vinyl Acetate
RBC: Rubber Bonded Cork
INST: Installation with all new materials

MTCE: Maintenance or serviceable materials
CP: Corrosion Protection (previously Sheradised)
FC: FASTCLIP
eP: e-Plus
LH: Left Handed
NOTES
1. If the rail seat is worn, use type 1 instead of Nil; Type 3A instead of Type 1 (baseplates only); Type 4A instead of
Type 3A; Type 4C instead of type 2A; Type 5 instead of type 4A.
2. 98 lb. and 109 lb. FB rail must not be used in conjunction with concrete S&C bearers. F40 concrete sleepers not
suitable for 98 lb. FB rail.
3. Pimpled or Dimpled pads must NOT be used in tunnels or level crossings.
4. e series clips must NOT be used in grey (Flake Graphite) cast iron baseplates.
5. Pads 3A and 4C are for baseplates up to 205 mm wide.
6. For details of pad types see sheet D 4.3.
7. NR60 S&C: Schwihag slide and check rail baseplates use 5.5mm EVA rail pads. Between cast crossing and
baseplates use 10.5mm RBC rail pad. Elsewhere use 10.5mm Studded Rubber.
8. BS113A and CEN56E1 rail sections are fully interchangeable.
Revision 3
Date: March 2010
Sheet 96 of 196
Network Rail
D.4.3: Rail Pads, Clips and Insulators - 3

Rail Seat Pad Types
Code
Rail Seat Pad Type
Cat no. 57/-
Code
Rail Seat Pad Type
Cat no. 57/-
2.5 mm Lipped EVA (220 X 140)
48476
12
10.5 mm H Rubber (Pandrol)
48028
5.5 mm H EVA
48521
13
1.5 mm RBC
48017
3A
5.5 mm Lipped EVA (260 x 140)
48093
14
1.5 mm RBC (Height adjustment)
48730
3B
48178
15
1.5 mm RBC (Height adjustment)
48731
3C
5.5 mm Lipped EVA (260 wide strip)
48449
16
10.5 mm RBC (150 x 2000)
3D
48094
17
10.5 mm Rubber (150 x 2000)
4A
7.5 mm Lipped EVA
48095
18
FC16 9.3/8 x 5.7/8 x 3/16

(pad under conductor rail insulator)
49152
4B
7.5 mm H EVA
48086
19
5.5 mm + EVA (for SHC)
48493
4C
48089
20
7.5 mm + EVA (for SHC)
48499
10.5 mm Lipped EVA
48096
21
10.5mm H Rubber (Pandrol 5197)
48088
5.5 mm + Rubber (for SHC)
48092
22
48293
6A
7.5 mm + Rubber (for SHC)
48492
23
48271
5.5 mm H Rubber
48091
24
48254
7.5 mm H RBC
48267
25
48613
7.5 mm H Rubber
48269
26
10.5mm for Vossloh W14 with CEN56E1 Rail
48682
10
10.5 mm H RBC
48029
27
10.5mm for Vossloh W14 with CEN60E1/E2 Rail
48683
11
10.5 mm H Rubber
48268
Attenuation types: EVA (Ethyl Vinyl Acetate) = Type C, Rubber = Type B, RBC (Rubber Bonded Cork) = Type A.
Insulators
Location of N um ber
G auge P ost
N ylon
G lass R einfo rced N ylon

(G R N )
C om p osite
(S G Iron and N ylon )
Pandrol Clips
PR Series
Revision 3
e Series
Date: March 2010
e-plus Series
Sheet 97 of 196
Network Rail
D.5.1: Standard Timber Lengths

AVAILABLE TIMBER LENGTHS FOR SWITCH AND CROSSING WORK
LENGTH (mm)
Catalogue No. 57/-
LENGTH (mm)
Catalogue No. 57/-
2450*
091000
5450
091020
2600
091001
5600
091021
2750
091002
5750
091022
2900
091003
5900
091023
3050
091004
6050
091024
3200
091005
6200
091025
3350
091006
6350
091026
3500
091007
6650
091027
3650
091008
6950
091028
3800
091009
7250
091029
3950
091010
7550
091030
4100
091011
7850
091031
4250
091012
8150
091032
4400
091013
8450
091033
4550
091014
8750
091034
4700
091015
9050
091035
4850
091016
9350
091036
5000
091017
9650
091037
5150
091018
9950
091038
5300
091019
10 250
091039
NOTES
1. * 2450 length may also be cut from 2600 if required.
Revision
Date: March 1996
Sheet 98 of 196
Network Rail
D.5.3: Extended Bearer Lengths for Point Motors
S e e n o te s :
3a
3d
3350
3350
Switches
3a
3d
3800
3350
3800
3350
Switch Diamonds
3d
See notes:
3b
3d
3b 3d
3d
Follow-on Switches
See note: 3c
NOTES
1. The diagrams show typical timber bearer extensions for point motors. The responsible Network Rail Signal
Engineer may require particular alterations.
2. Switches fitted with Rail Clamp Point Lock (RCPL) mechanisms will not normally require extended bearers at
the toe.
3. (a)
(b)
(c)
(d)
Revision 2
These bearers may be extended in the opposite direction by agreement.

Extended additionally for the detector.
The minimum opening between running edges is to be:
For point motor worked switches: 1067 mm
For RCPL operated switches: 385 mm
The standard length of concrete bearer for point motors is 3600 mm, i.e. 250 mm longer than the
timber equivalent. Similarly, where a 3800 mm timber is required, the concrete equivalent will be
4050 mm.
Date: March 2010
Sheet 99 of 196
Network Rail
D.6.1: Insulated Rail Joints

Insulated Rail Joints
Rail section(s)
0057/053965 CEN56E1 / CEN56E1

0057/053421 CEN56E1 / CEN56E1
0057/053391 CEN56E1 / CEN56E1
0057/053390 CEN56E1 / CEN56E1
SHOP
PREPARED
ONLY
Part No.
Type and description

4-hole Mk. 3 kits, complete with locking pins and end post
4-hole Mk. 3 semi-encapsulated fishplates complete with 11/8 bolts, nuts, washers & end post
6-hole semi-encapsulated fishplates complete with locking pins and end post
6-hole Mk. 3 semi-encapsulated fishplates complete with 11/8 bolts, nuts, washers & end post
0057/053867 98lb / 98 lb
Insulated fishplate kits complete with 11/8 bolts, nuts, washers and end post
0057/053830 95lb / 95lb
0057/053860 95lb / 95lb
Insulated fishplate kits complete with 11/8 bolts, nuts, washers and end post. (Skirted type)
0057/053871 109/110A/CEN56E1 to
109/110A/CEN56E1
0057/053982 CEN56E1 / CEN56E1
Double block joint insulated fishplate complete with 11/8 bolts, nuts, washers and end post
0057/053839 CEN56E1 / CEN56E1
4-hole Coronet kit including joint assembly kit and pair of fishplates
0057/053840 CEN56E1 / CEN56E1
0057/060019 CEN60 / CEN60
0057/060020 CEN60 / CEN60
0057/053730 CEN56E1 / CEN56E1
4-hole Mk 1 Tenconi (Benkler) complete kit
0057/053630 CEN56E1 / CEN56E1
6-hole Mk 2HT Tenconi (Benkler) complete kit
0057/060015 CEN60 / CEN60
4-hole Tenconi (Benkler) complete kit
0057/060100 CEN60 / CEN60
6-hole Tenconi (Benkler) complete kit
Nylon insulated lift and junction fishplates

Part No.
057/053913
057/053893
057/053895
Rail section(s)
From
To
New 95lb BH
CEN56E1 worn 1/8
Complete Set *
New CEN56E1 FB
CEN56E1 worn /16
Complete Set *
Complete Set *
New CEN56E1
1/
CEN56E1 worn
New 95lb BH
95lb BH worn
16
Complete Set *
057/053944
New 95lb BH
95lb BH worn /8
Complete Set *
057/053760
New CEN56E1 FB
New 95lb BH
Complete Set *
New CEN56E1 FB
95lb BH worn
1/
95lb BH worn
1/
057/053943
057/053761
057/053762
057/053912
New CEN56E1 FB
New 95lb BH
1/
1
16
Complete Set *
Complete Set *
CEN56E1 worn /16

1
Complete Set *
* Lift and junction plate sets exclude end posts.
Revision 2
Date: March 2010
Sheet 100 of 196
Network Rail
D.6.2: Positioning of Insulated Rail Joints - and Train Detection

b
T
l
T
c
T
l
c
Key.
Insulated joint (IRJ or IBJ).

Insulated joint (IRJ or IBJ) at
a track circuit boundary.
Key to dimensions shown in the figure.

a
b
c
d
e
f
l
s
Signal to replacement IRJ: 5 metres in new or altered track layout; 0 - 20 m in existing track layouts.
IRJ to facing point of toes: 20 metres minimum wherever possible.
Clearance for vehicle overhang: To be 4.88 metres minimum from fouling point to IRJ.
Distance between the inner joints of staggered pairs:
To be 11 metres minimum, if both pairs are staggered by less than 1.6 metres;
if either pair is staggered by 1.6 metres or more, d must be not less than 18.3m.
Distance between staggered pair and joint at end of track circuit. To be 18.3 metres minimum.
Fouling point: 1.97 metres between running edges.
Minimum effective length of track circuit: To be 18.3 metres minimum.
Stagger - must not exceed the following dimensions:
2.6 metres in non-electrified areas.
2.6 metres in electrified areas if the traction current return rails overlap.
2.1 metres in electrified areas if the insulated rails overlap.
1.7 metres on the Isle of Wight line.
NOTES
1. For further detail see Network Rail Company Standard NR/SP/SIG/11752 - Train Detection.
2. Although axle counters are becoming more common, track circuits (with associated IRJs) remain as the
standard means of detecting trains in S&C - particularly in complex S&C.
Revision 1
Date: March 2010
Sheet 101 of 196
Network Rail
D.7.1: Trap Points and Vehicle Retardation

Unless other arrangements are in place which fulfil the same purpose, trap points are required to protect passenger
lines from unauthorised train movements from:
Freight-only lines and sidings;

Crossing loops on single lines where the overlap beyond the protecting signal is substandard or where the line
is worked by a non-token method;
Passenger loops, bay and loop platform lines;
Converging freight-only lines where the consequence of an overrun might foul a passenger line.
Any trap point provided for the protection of a passenger line shall be of the double switch type and shall have the
appropriate switch rail extended to form a throw-off, which will enable the vehicle running through the points to be
deflected away from the passenger line being protected. In situations where the trap is close to the fouling point of
the main line, the turnout rails should be further extended to enable the derailed vehicle to be guided away from the
running line. In some situations a full lead may be required.
The secondary risk of consequence to the derailed vehicles themselves shall be considered in the siting and design
of trap points. Derailed vehicles should remain upright wherever possible and be deflected away from hazards and
obstructions such as overhead line structures, adjacent highways, signals and buildings.
Trap points in sidings may be formed using AV switches, provided that they are not installed in CWR.
In running lines, strengthened traps shall be formed of BV or BVS switches, except where the PSR on the
approach is greater than 40mph; in which case CV or CVS switches shall be used
NR60C leads may be used as trap points, but their use should be confined to locations where it is not possible
to install Vertical traps.
In particular locations; at the approach to swing or moveable bridges, or at stations where vehicles are left
unattended at gradients steeper than 1 in 500, it may be necessary to consider the provision of some means of
progressively slowing vehicles to a stand.
The design chosen will depend on a risk assessment and the ability of the design to stop the type of traffic using the
route. the installation and outcome of a TPWS intervention should be taken into account at the design stage and
considered in the risk assessment.
These retardation arrangements include Friction Buffer Stops, Retarder Trap Points (see sheet D.7.2), spring or
mechanical retarders and (where appropriate) Sand Drags (see sheet D.7.3).
The effectiveness of friction buffer stops can be accurately modelled and designed to suit the traffic and location.
The effectiveness of sand drags depends on the type of material used, its depth and compaction, whether it is wet or
dry, and the type, weight and speed of the vehicles involved. Sand drags are best suited to retard trains running at
low speed; typically the exits from bay platforms, loops, approaching buffer stops in terminal or bay platforms, and
protecting running lines from shunt movements.
Loose, uncompacted blanketing sand (to Network Rail Specification NR/SP/TRK/033) to a depth of 450mm above
rail level is recommended for new sand drags.
Revision 3
Date: February 2007
Sheet 102 of 196
24 6m
24 6m
246m
c
Straight
Toe.
Key to dimensions.
a.
b.
c.
d.
e.
20935mm
25455mm
20775mm
26455mm
45785mm
Toe to the start of the check rails.

Toe to the start of the straight.
Toe to the start of gauge widening, gauge = 1432mm.
Toe to the end of the trap gauge widening, gauge = 1455mm.
Length, from d, over which the trap gauge is 1455mm.
1. Interlaced retarder trap points shall not be used where London Underground Limited (LUL) stock operates.
2. After any vehicle has passed into the retarder, rolling stock examiners shall inspect the vehicle prior to its return to traffic.
3. A right hand interlaced retarder trap point is shown, all dimensions apply equally to a left hand type. Left hand or right hand retarder trap points are to be
ordered as required.
4. Except for radii which are given in metres, dimensions are in millimetres.
5. Refer to Standard Drawing RE/PW/ 748 for full details of the design.
6. Each running rail and check rail joint within the retarder portion shall be fitted with F4 fishplates in the flangeway.
7. Both ends of each check rail to be provided with a Type 1 flare entry, see Sheet E.8.1.
8. The accuracy of the 1455mm trap gauge is important for correct retardation.
Sheet 103 of 196
Date: August 2004
NOTES
Network Rail
CV RH switches.
D.7.2: Interlaced Retarder Trap Points
Revision 1
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:
A)
B)
C)
Facing trap points at exit from Bay and Loop Platform

Lines and from Crossing Loops on Single Passenger Lines
12 200 mm
Facing trap points at exits from Passenger Loops and

in Passenger Lines approaching Swing or other Moveable bridges
24 400 mm
Buffer stop ends of Terminal and Bay Platform Lines
6 100 mm
Commencement of sand drag
Position of red or white 'stop' lamp

End of sand drag
Covering
450
Rail level
150
6100
TYPE A
6100
Level
1370
End of sand drag

Covering
450
Rail level
150
18300
TYPE B
6100
Level
1370
Covering
End of sand drag
1370
450
Rail level
150
3050
TYPE C
3050
Level
NOTES
1. * = one red lamp only should be exhibited, except when a red lamp would be misinterpreted by drivers
approaching on an adjacent running line, in which case a lamp painted white and showing a white light should
be substituted.
2. See further notes on next page.
Revision 1
Date: August 2004
Sheet 104 of 196
Network Rail
D.7.4: Sand Drags - 2

Height at end of the sand drag.
64
300 x 75 boarding.
Fill.
150
Height at commencment
of the sand drag.
450
20 dia. bolt.
Sleeper.
150 x 150 x 12 angle cleats.
CROSS SECTION.
D
150 x 75 boarding across the tracks at the ends
of the sand drag, secured to the sleepers by
150 x 150 x 12 angle cleats if required.
RED (OR WHITE)

LAMP (See note 3)
300 x 75 boarding
1 220
12 DIA BOLT
254 LONG,
TIGHT ENOUGH
TO HOLD POST
RIGID
40 X 40
TIMBER
Rail level.
20 dia. bolt.
R.L.
20 dia. coach
screws.
100 X 65
TIMBER
SECTION D - D.
SLEEPERS
COACH
SCREWS
150 x 150 x 12 angle cleats at alternate

sleepers except at joints in the 300 x 75 boards
which are to be spaced midway between
sleepers each having cleats
POST FOR LAMP
NOTES
1. Material for filling should be Blanketing Sand to Network Rail Company Standard NR/SP/TRK/033.
2. In terminal stations the 300 x 75 mm boarding to be omitted and the filling materials to be extended to the
platform walls and across the space between the tracks.
3. The red stopping lamp should be sited in the centre of the track, 1370 mm from the commencement of the sand
drag and the supporting post should be of timber.
Revision 2
Date: February 2007
Sheet 105 of 196
Network Rail
D.8.1: Level Crossing Surface Systems - 1

Definition of a level crossing surface system:
An installation, including the associated support system, providing a continuation of the road surface to enable
road vehicles to cross the railway on the level. The term does not include cattle-cum-trespass guards,
signalling devices, signs, barriers and the track system.
Table 1:
Application of Proprietary Systems by Crossing Type:
Manufacturer
Polysafe:
Public
Vehicular
Walkway
Accommodation
or Farm
RRV
Access
Frameless Polymer
1,2,3
Concrete Steel Framed
1,2
Polymer Steel Framed
Public Vehicular
3
3
3
Emergency/Track Access
Pedestrian
Farm
Inno STRAIL
3
3
TAP STRAIL
Pede STRAIL
STRAIL/STRAIL 2005
Timber
35
36
Ballast/Aggregate
35
37
Slab with embedded rails
HoldFast:
STRAIL:
Others:
Crossing Type
System
NOTES
1.
2.
3.
4.
5.
6.
7.
Must not be used on routes equipped with Vaughan Harmon Track Circuits
Available for flat bottom rail sections only
Not recommended at Accommodation/Farm crossings on track circuited lines
STRAIL will be superseded by STRAIL 2005
Only permitted where timber sleepered track exists in track categories 4 - 6
In accordance with NR/L2/RVE/0007 Specification for on and off tracking of Road-Rail Vehicles (RRV)
Not in running lines
Revision
Date: June 2008
Sheet 106 of 196
Network Rail
D.8.2: Level Crossing Surface Systems - 2

Table 2:
Surface System Type to be Installed as a New or Replacement Public Vehicular Crossing
Surface system types for public vehicular crossings:
Type A
Modular bridging system
Type B
Modular bridging system with reinforced filling
Type C
Full depth modular system with multiple 4ft panel
Type D
Full depth interlocking modular system with single 4ft panel
Type E
Concrete slab with embedded rails
Road speed
Operating condition
Up to 30 mph
Up to 40 mph
Up to 50 mph
Above 50 mph
Normal
A, B, C, D
A, B, C, D
B, C, D
D,
Exceptional
B1, C, D, E
B1, C, D, E
C, D, E
D, E
NOTES
1. Not where track radius is <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)
Revision
Date: June 2008
Sheet 107 of 196
Network Rail
D.8.3: Level Crossing Road Profiles - 1

Level Crossing Road Profiles
The vertical profile over any vehicular crossing should have no sudden changes of vertical curvature.
The profile over Public Road Crossings and User Worked Crossings (UWC) must be installed to the requirements
shown below.
These design parameters will apply:1. On the installation of any new vehicular crossing.
2. Where the entire crossing surface system across the track or tracks is to be replaced due to deterioration of
the existing asset or due to any other reason such as a change in approved road use or track renewal.
3. Whenever renewal of ballast and/or sleepers takes place at any Automatic Half Barrier Crossing, Automatic
Full Barrier Crossing (including MCBs with auto lower and MCB-OD), Automatic Open Crossings Remotely
Monitored or User Worked Crossing with vehicular use.
4. Where the renewal of the ballast and/or sleepers through all tracks at a crossing is undertaken.
The road profile is to be made as compliant as reasonably practicable but in no way rendered worse:
1. Where one of a number of tracks is to be provided with new surface systems for whatever reason.
2. Where the renewal of ballast and/or sleepers to one of a number of tracks at a crossing is to be undertaken.
Where a crossing is to be converted, e.g. from gates to some form of barrier, the profile must be appropriate to the
new category.
Public Road Crossings

The profile over any Public Road Crossing should not cause a long, low vehicle, e.g. a low-loader, to become
grounded and obstruct the railway. The safe profile is defined by the vehicle category, which is in turn determined by
the road and rail traffic density defined below:
3
Measurement of Safe Profiles

Actual Daily Road Vehicle
User
more than 2000

2000 or less
600 or less
or
Daily Traffic Moment
Crossing Category by
vehicle type
Theoretical Wheelbase
Length
more than 80 000

80 000 or less
25 000 or less
1
2
3
15.3
9.75
8.5
The profile must comply with a maximum permitted hump of 75 mm anywhere on the road surface over a length
equal to the wheelbase of a specified nominal road vehicle.
Note: The traffic data in the table above should be established by consulting the recorded vehicle usage in ALCRM
obtainable from the Operations Risk Control Coordinator (ORCC), or if a profile is recorded in the Level Crossing
Order, the latter shall be used. Any likely increase in road usage following automation of the crossing should be
taken into account. Other factors, such as the proximity of heavy plant operators, which may necessitate a flatter
profile, should be taken into account.
The profile should exist across the full width of the carriageway and the approaches. The approaches extend for a
minimum of 20 m from the nearest rail for category 2 and 3 crossings, and up to 30 m for category 1 crossings.
Continued on next sheet
Revision
Date: March 2010
Sheet 108 of 196
Network Rail
D.8.4: Level Crossing Road Profiles - 2

User Worked Crossings (UWC)
The wheelbase to be adopted in assessing the vertical profile for these crossings is dependent upon the vehicular
use and is based upon the definitions shown below. The category of the crossing must be agreed with the
Operations Risk Control Coordinator (ORCC) for that asset and it must take account of legal agreements between
Network Rail and the users.
Category A: Private roads or field-to-field crossings which are used throughout the year or are subject to
intensive seasonal use in that they give access to several fields or large tracts of agricultural land; and crossings
used by large vehicles and large heavy farm machinery. Maximum design hump of 75 mm with a theoretical
wheelbase of 8.5 m, profile to extend 12 m beyond nearest rail.
Category B: Little used private roads and other field-to-field crossings where large lorries or heavy farm
machinery is evidently taken over the crossing. Maximum design hump of 75 mm, theoretical wheelbase of
6.5 m, profile to extend 9 m beyond nearest rail.
Category C: Occupation or accommodation crossings subject to use only by cars and light farm vehicles.
Maximum design hump of 75 mm, theoretical wheelbase of 4 m, profile to extend 6 m beyond nearest rail.
Category D: Crossing restricted to use by livestock only. No restrictions on the crossing profile.
Approach slopes shall not exceed a 1 in 8 gradient. Where there is a sharp change in profile at the bottom of an
approach slope, or where there is a steep slope up from the crossing, care must be taken in order that overhung
ends of vehicles or machinery will not ground or strike overhead line equipment.
Definitions:
Actual Daily Road

Vehicle User
The number of road vehicles passing between 06.00 and 24.00, averaged
over a 9 day period. The value recorded in ALCRM is acceptable if a full
9 day census is not available.
Traffic Moment
The number of road vehicles using the crossing multiplied by the number of
trains passing in a given period.
Accommodation Crossing
A field-to-field crossing, essentially for the use of the farmer.
Occupation Crossing
Where a private road crosses the railway, e.g. leading to a house or farm.
ALCRM
All Level Crossing Risk Model
Revision
Date: March 2010
Sheet 109 of 196
Network Rail
E.1.1: CEN56E1 Vertical S&C Switches - Full Depth - Rail and Timber Lengths
Switch type
Stock rail
length
Switch rail
length
Stock rail
fronts
Stretcher
bars
(Drives)
Lengths of timbers required
2600
2750
2900
3050
AV
11 960
8890
3070
2 (1)
11
BV
13 380
10 310
3070
2 (1)
12
CV
16 930
13 860
3070
3 (2)
14
DV
16 930
13 860
3070
4 (2)
16
EV
20 555
17 485
3070
4 (2)
19
FV
23 395
20 325
3070
5 (3)
22
SGV
26 945
23 875
3070
6 (3)
23
14
GV
30 495
27 425
3070
6 (3)
26
17
HV
41 430
38 360
3070
9 (5*)
37
21
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).
Revision 3
Date: March 2010
Sheet 110 of 196
Network Rail
E.2.1: CEN56E1 / CEN54E1A1 Vertical S&C Switches - Shallow Depth - Rail

and Timber Lengths
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
CVS
16 930
13 860
3070
2 (2)
14
DVS
16 930
13 860
3070
2 (2)
16
EVS
20 555
17 485
3070
3 (2)
19
FVS
23 395
20 325
3070
3 (2)
22
SGVS
26 945
23 875
3070
5 (3)
23
14
GVS
30 495
27 425
3070
5 (3)
26
17
HVS
41 430
38 360
3070
7 (4*)
37
21
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.
Revision 3
Date: June 2008
Sheet 111 of 196
Network Rail
E.3.1: CEN56E1 Vertical S&C - Common Crossings - Rail Lengths for

Turnouts & Crossovers
Nose
IP
a
127mm
606
607
668
608
669
609
610
670
611
673
684
684
Nose to I.P.
Cast centre
Part Welded
Built up
RE/PW drg.no.
Crossing angle 1 in N
e=a+b
64
f=c+d
Built up/Part-Welded/Cast Centre Block/ Cast
Nose Crossings
Wing rail fronts
a
(LH)
c
(RH)
3070
Vee rails
d
(LH)
b
(RH)
4030
Cast manganese crossings
Wing rails
[see note 6]
Wing fronts
LH
a
(LH)
RH
c
(RH)
Vee legs
d
(LH)
b
(RH)
Overall lengths
5720
4.5
72
3070
4030
5720
80
3070
4030
5720
5.5
88
3070
4030
5720
96
3070
4740
5720
6.5
104
3070
4740
5720
112
3070
5450
5720
7.5
120
3070
5330
5720
128
3070
5590
5720
2358
2747
5105
9.25
148
3070
4110
5720
2358
3397
5755
10
160
3070
4495
5720
2360
3095
5455
10.75
172
3070
4880
5720
2357
3458
5815
13
208
3070
6035
5720
2358
3952
6310
15
240
3780
4830
6430
3070
4120
16
256
3780
5435
6430
3066
18.5
296
4490
6080
7140
2391
21
336
5200
6655
7850
7190
3989
4054
7120
7055
2326
4624
4689
7080
6950
2391
2326
4609
4674
7065
6935
7135
7070
24
384
5885
8790
9245
3104
3039
24*
384
3104
3039
28
448
6445
8870
10 275
3683
3618
32.365
518
7185
10 305
10 965
4031
5341
5406
3832
8510
8380
7515
7450
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.
Revision
Date: March 1996
Sheet 112 of 196
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
4F
V-V
V-V
710
3F
V-V
2F
V-V
1F
4XV
NOSE
4AV
1H
4BV
2H
CV CV
3H
CV CV
4H
V-V
5H
V-V
V-V
710
V-V
710
V-V
710
V-V
710
710
710
710
710
710
710
710
710
4CV
710
710
710
710
V-V
710
710
V-V
V-V
710
710
710
710
V-V
710
V-V
710
710
710
710
710
V-V
710
V-V
710
V-V
710
7H
V-V
710
V-V
NOTES
Sheet 113 of 196
1.
2.
3.
4.
5.
6.
7.
8.
9.
710

Nose baseplates are indicated by shaded boxes with thickened sides in the table, thus: (N)AV
Joints for cast manganese crossings shown by a double line.
Joints for built up / part welded crossings indicated by a thickened horizontal line.
Dimension nose to centreline of the AV baseplate is 127mm in all cases.
For details of timber spacings and baseplates for cast crossings, see sheets E.6.1. to E.6.12.
Built up crossings are not available beyond 1 in 21.
The baseplates quoted in the table are for straight/straight crossings.
For details of 1 in 13 to 1 in 32.365 see sheet E.4.2.
561
710
766
VB300
660
VB360
710
750
V-V
710
V-V
710
V-V
750
VA456
VB294
V-V
V-V
660
748
710
710
VA384
VD462
VB348
V-V
710
749
710
710
VA318
VA396
VD492
V-V
710
710
846
710
10AV
VA324
VA408
VD540
V-V
V-V
710
V-V
586
710
710
710
710
VA192
10AV
VA330
VA432
VD528
V-V
V-V
710
V-V
710
710
710
710
710
710
710
710
VB246
VA192
9AV
VA342
VA444
VD564
V-V
V-V
710
710
710
710
710
710
710
710
VB312
VB252
VA192
8AV
VA354
VD462
VD588
V-V
V-V
710
710
710
710
710
710
V-V
710
VB324
VB264
VA198
7AV
VA360
VD480
CV CV
V-V
V-V
710
6H
710
710
V-V
710
VD498
CV CV
710
VA366
710
710
710
7AV
VB342
VB288
VA204
V-V
710
710
V-V
Date: March 1996
710
710
710
710
710
710
710
V-V
710
V-V
VB300
VA210
6AV
VA378
VD522
CV CV
710
710
710
710
V-V
710
V-V
VB312
VA216
6AV
VA390
VD552
CV CV
710
710
710
710
V-V
710
V-V
VB324
VA222
5AV
VA408
710
710
V-V
710
V-V
VB342
VB234
5AV
4BV
710
710
V-V
710
V-V
VB360
VB240
4AV
V-V
710
V-V
V-V
4XV
710
V-V
710
Network Rail
Crossing
Timber
E.4.1: CEN56E1 Vertical S&C Common Crossings - Baseplates & Timber

Spacings for Built-Up & Part Welded Crossings - 1
Revision
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
V-V
12F
V-V
690
11F
V-V
10F
VB366
690
705
VB336
690
V-V
9F
VB342
700
V-V
8F
VB360
710
V-V
7F
VB354
710
V-V
6F
V-V
710
V-V
4F
VB336
3F
VB282
2F
VA222
1F
VA198
NOSE
13AV
1H
VA306
2H
VA360
3H
VA408
4H
VB240
5H
VB294
6H
VB348
7H
V-V
8H
V-V
VB354
710
710
VB342
710
VB306
710
VB294
VB258
710
VA210
710
710
710
15AV
710
710
710
710
710
660
710
801
681
710
710
710
700
710
660
711
710
700
711
VB324
710
710
9H
VB366
10H
V-V
625
710
720
640
660
V-V
720
710
Sheet 114 of 196
VB372
13H
V-V
710
VB240
720
VB294
710
12H
710
VA216
VB270
VB342
698
VA192
VB246
VB312
695
VA174
720
636
710
VB354
723
VA222
VB282
695
VA150
VA192
640
710
VB318
710
710
VA258
695
VA348
VA168
VA228
591
VB282
670
710
710
VB258
710
695
VA330
VA366
VA204
695
VA306
670
710
710
VA222
VB288
710
V-V
710
710
670
VA342
VA174
695
VA288
VA318
710
660
695
VA264
670
710
VA336
VA186
VB252
VB336
801
V-V
710
VA210
VB294
VB366
710
VA156
670
VA294
VA336
660
695
32AV
VA270
710
710
695
VA222
685
28AV
VA306
VA348
625
VA174
VB246
VB318
710
685
710
710
695
VA204
VA222
710
VA276
VA312
VA360
710
VA204
VB270
710
685
710
710
695
VA186
VA198
24AV
VA282
VA324
VA384
710
VA222
710
VA282
VA336
VA396
710
21AV
VA204
VA198
VA216
710
695
685
710
710
695
VA228
VA222
VA186
VA210
710
18AV
VA294
VA342
710
710
685
710
710
695
VB252
VB246
VA210
VA192
VA210
710
16AV
VA294
VA222
710
710
704
VB240
695
VB270
710
715
710
VB294
VB270
VB270
VB252
VA198
VA204
710
710
710
VB234
700
710
695
690
VB294
VB300
VB288
VB270
VA204
VA204
710
710
710
710
VB252
710
VB324
VB312
710
710
710
VB348
VB318
700
VB330
705
VB312
690
710
VB258
720
VB324
710
710
VB282
720
VB348
710
VB318
723
14H
VB372
15H
V-V
710
VB336
710
710
VB360
710
16H
VB384
17H
V-V
710
Date: March 1996
5F
11H
705
VB360
Network Rail
1 in 13
E.4.2: CEN56E1 Vertical S&C Common Crossings - Baseplates & Timber

Spacings for Built-Up & Part-Welded Crossings - 2
Revision
Crossin
g
Network Rail
E.4.3: Cast Centre Block Crossings - Baseplate Designations & Spacings - 1

CEN56E1 Vertical S&C - Common Crossings - Edgar Allen Type
18H
17H
16H
15H
14H
13H
12H
11H
10H
9H
8H
7H
6H
Jt
5H
4H
3H
2H
1H
NOSE N
1F
2F
3F
4F
Jt
5F
6F
927
3070
3070
3070
927
1827
1827
94 4
1824
927
3070
743.0 R.E.
4740
803.2 R.E.
4740
745.7 R.E.
4030
4030
3070
924
1875
4030
817.9 R.E.
1159
3070
3070
Angle
906.0 R.E.
927
1126
4030
1015.6 R.E.
924
1159
4030
1117.1 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.
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
17H
16H
15H
14H
13H
12H
11H
Jt
710
710
710
710
710
710
710
710
710
Jt
V-V
V-V
CV - CV
CV - CV
3.625BV
VA 432 N
3.625XV
V-V
V-V
V-V
Jt
710
710
710
710
710
710
710
710
710
Jt
V-V
V-V
CV - CV
CV - CV
4 BV
VA180 N
4 XV
V-V
V-V
V-V
Jt
710
710
710
710
710
710
710
710
710
Jt
V-V
V-V
CV - CV
VD 588
4.5 BV
VA 180 N
4.5 XV
V-V
V-V
V-V
Jt
710
710
710
710
710
710
710
710
710
Jt
V-V
V-V
CV - CV
VA 552
VA 408
VA 180 N
VA240
V-V
V-V
V-V
Jt
710
710
710
710
710
710
710
710
710
V-V
V-V
CV - CV
VA 522
VA 390
VA 180 N
VA 234
VB 360
V-V
V-V
Jt
710
710
710
710
710
710
710
710
710
710
Jt
V-V
V-V
V-V
CV - CV
VD 498
VA 378
VA 180 N
VA 222
VB 342
V-V
V-V
Jt
10H
9H
8H
7H
710
710
710
710
710
710
710
710
710
710
V-V
V-V
V-V
VD 588
VA 480
VA 372
VA 180
VA 216
VB 324
V-V
V-V
6H
5H
4H
3H
2H
1H
NOSE
1F
2F
3F
4F
5F
6F
7F
8F
9F
10F
11F
7F
8F
9F
10F
11F
12F
12F
Mass c/w
fittings
Mass w/o
fittings
Mass c/w
fittings
Mass w/o
fittings
2245.9
2205.1
2151.8
2083.4
2283.2
2228.7
2228.2
1604.0
1592.9
1543.8
1471.0
1540.4
1592.2
1579.7
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
NOTES
1. All crossing dimensions to Nose.
2. Flash butt welds shown:
3. All legs shown straight/straight.
Revision 1
4. All weights in kg.

5. Fronts and Vee legs supplied to customer
requirement.
Date: June 2001
Sheet 115 of 196
Network Rail

6035
2627
3070
3070
967
867
1852
987
937
3070
479.9 R.E.
1972
4880
4495
469.4 R.E.
2230
867
3070
3070
987
927
927
3070
3070
464.9 R.E.
1972
4110
1852
5590
1961
1827
927
1827
459.7 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.
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
17H
16H
15H
14H
13H
12H
11H
10H
9H
8H
Jt
7H
6H
5H
4H
3H
2H
1H
NOSE N
1F
2F
3F
4F
Jt
5F
6F
713.4 R.E.
5330
725.1 R.E.
5450
792.6 R.E.
Angle
18H
17H
16H
15H
14H
13H
12H
11H
10H
9H
Jt
Jt
710
710
710
710
710
710
710
710
710
710
710
V-V
V-V
V-V
V-V
VD 564
VA 462
VA 360
VA 180 N
VA 210
VB 312
V-V
V-V
Jt
Jt
710
710
710
710
586
710
710
710
710
710
710
V-V
V-V
V-V
V-V
VD 528
VA 444
VA 354
VA180 N
VA 204
VB 300
V-V
V-V
Jt
710
710
710
710
846
710
710
710
710
710
710
V-V
V-V
Jt
V-V
V-V
VA 540
VA 432
VA 342
VA 180 N
VA 198
VB 288
V-V
V-V
Jt
Jt
710
748
749
710
710
710
710
710
710
V-V
VB 348
VD 492
VA 408
VA 342
VA 180 N
VA 192
VB 264
VB 342
V-V
Jt
710
660
561
660
710
710
710
710
710
710
Jt
V-V
VB 360
VB 294
VA 462
VA 396
VA 342
VA 180 N
VA 180
VA 252
VB 324
V-V
Jt
710
750
766
750
710
710
710
710
710
710
V-V
V-V
VB 300
VA 456
VA 384
VA 342
VA 180 N
VA 180
VA 246
VB 312
V-V
Jt
710
660
710
681
710
660
710
710
710
710
710
710
710
V-V
V-V
VB 348
VB 294
VB 240
VA 408
VA 360
VA 342
VA 180
VA 180
VA 222
VB 282
VB 336
V -V
6H
5H
4H
3H
2H
1H
NOSE
1F
2F
3F
4F
5F
6F
7F
8F
9F
10F
11F
7F
8F
9F
10F
11F
12F
12F
Mass c/w
fittings
Mass w/o
fittings
8H
7H
2254.7
2324.7
2312.9
1965.2
1935.8
2026.8
2435.2
1644.7
1623.2
1619.5
1385.5
1349.0
1462.2
1710.4
Mass c/w
fittings
Mass w/o
fittings
Type
Splay
Splay
Splay
Splay
Splay
Splay
Splay
Type
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
NOTES
Revision 1

requirement.
Date: June 2001
Sheet 116 of 196
Network Rail

334.4 R.E.
7185
2305
5341
6445
2280
5165
5885
5200
1722
1701
4742
8870
10305
332.8 R.E.
8790
6655
1670
4490
1666
3780
3780
382.2 R.E.
3969
6080
3960
3441
1651
2701
332.8 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.
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
17H
16H
15H
14H
13H
12H
11H
10H
9H
8H
7H
Jt
6H
5H
4H
3H
2H
1H
NOSE N
1F
2F
3F
4F
5F
Jt
6F
344.6 R.E.
5435
355.5 R.E.
4830
337.8 R.E.
Jt
801
710
710
710
710
801
710
710
710
710
710
710
710
710
V-V
Jt
VB 366
VB 318
VB 270
VA 222
VA 396
VA 342
VA 342
VA 180 N
VA 180
VA 210
VB 258
VB 306
VB 354
Jt
V-V
7F
8F
9F
10F
11F
710
700
711
700
710
710
710
710
710
710
710
710
710
710
Jt
V-V
VB 336
VB 294
VB 246
VA 438
VA 378
VA 312
VA 270
VA 270 N
VA 270
VA 270
VB 252
VB 294
VB 342
V-V
Jt
625
710
710
711
710
710
625
710
710
710
710
710
710
710
710
710
710
V-V
Jt
VB 366
VB 324
VB 288
VB 252
VA 234
VA 402
VA 330
VA 270
VA 270
VA 270 N
VA 270
VA 270
VB 234
VB 270
VB 306
VB 342
V-V
Jt
660
710
710
591
710
710
660
660
710
710
710
710
710
710
710
710
710
710
710
V-V
VB 354
VB 318
VB 282
VB 258
VA 222
VA 210
VA 378
VA 318
VA 270
VA 270
VA 270 N
VA 270
VA 270
VA 222
VB 258
VB 288
VB 324
VB 360
V-V
Jt
710
710
710
640
636
640
710
710
710
710
710
710
710
710
710
710
710
715
704
700
700
700
V-V
VB 372
VB 342
VB 312
VB 282
VA 258
VA 228
VA 234
VA 234
VA 372
VA 336
VA 306
VA 306
VA 306
VA 276
VA 270
VA 210
VA 240
VB 270
VB 300
VB 330
VB 354
V-V
Jt
Jt
Jt
Jt
710
723
720
720
720
720
720
720
723
710
670
670
670
670
685
685
685
685
685
710
710
690
690
690
690
690
V-V
Jt
VB 372
VB 348
VB 324
VB 294
VB 270
VB 246
VA 222
VA 216
VA 234
VA 270
VA 354
VA 282
VA 270
VA 270
VA 270 N
VA 270
VA 270
VA 270
VA 218
VB 240
VB 270
VB 294
VB 318
VB 342
VB 366
Jt
V-V
12F
Mass c/w
fittings
Mass w/o
fittings
710
710
710
710
710
710
710
710
710
698
695
695
695
695
695
695
695
695
695
695
695
695
695
695
695
695
705
705
705
V-V
VB 372
VB 348
VB 324
VB 306
VB 282
VB 258
VB 240
VA 216
VA 192
VA 174
VA 180
VA 252
VA 330
VA 294
VA 270
VA 270
VA 270
VA 270
VA 270
VA 270
VA 204
VA 228
VB 252
VB 270
VB 294
VB 312
VB 336
VB 360
V-V
Angle
18H
17H
16H
15H
14H
13H
12H
11H
10H
9H
8H
7H
6H
5H
4H
3H
2H
1H
NOSE
1F
2F
3F
4F
5F
6F
7F
8F
9F
10F
11F
12F
Mass c/w
fittings
Mass w/o
fittings
2203.6
3293.3
2430.7
2765.6
3188.7
3511.5
3462.4
1627.4
2263.2
1899.3
1948.2
2158.2
2531.8
2509.3
Type
Splay
Splay
Splay
Splay
Splay
Splay
Splay
Type
Angle
1 in15
1 in 16
1 in 18.5
1 in 21
1 in 24
1 in 28
1 in 32.365
Angle
NOTES
Revision 1

requirement.
Date: June 2001
Sheet 117 of 196
Network Rail

CEN56E1 Vertical S&C - OBTUSE Crossings - Edgar Allen Type
1L
650
650
K
650
3L
650
4L
650
5L
6L
7L
650
650
2L
1460
2845
3360
3360
2845
1460
1460
2845
3360
1 in 5
650
2R
3360
668.7 R.E.
1 in 4.75
710
3R
2845
1460
703.5 R.E.
1 in 4.5
Jt
4R
1R
3360
2845
1460
5R
668.7 R.E.
742.1 R.E.
Angle
7R
6R
703.5 R.E.
1460
2845
3360
742.1 R.E.
V-CV
710
CV-CV
650
VD 546
650
VA 420
VA 252
VA 252
650
K
650
VD 546
650
CV-CV
650
V-CV
Jt
650
650
VA 420
710
Mass c/w
fittings
Mass w/o
fittings
Jt
V-CV
710
650
VD 528
650
VA 414
VA 246
VA 246
650
K
650
VD 528
650
CV-CV
650
V-CV
Jt
650
650
VA 414
710
7R
6R
Jt
CV-CV
Angle
V-CV
5R
CV-CV
4R
VD 510
3R
VA 402
2R
VA 246
1R
VA 246
1L
VA 402
2L
VD 510
3L
CV-CV
4L
V-CV
5L
710
6L
Jt
7L
1830
1826
1817
1486
1486
1486
Mass c/w
fittings
Mass w/o
fittings
Type
Obtuse
Obtuse
Obtuse
Type
Angle
1 in 4.5
1 in 4.75
1 in 5
Angle
NOTES
1. All crossing dimensions to Knuckle.
Revision 1
4.
5.
6.
7.
All weights in kg.

All check rails supplied with 2250 splay.
Point & Wing rail ends supplied to customer requirement.
Check extension rails supplied as required.
Date: June 2001
Sheet 118 of 196
Network Rail

CEN56E1 Vertical S&C - OBTUSE Crossings - Edgar Allen Type
7R
6R
4875
4237
4215
2014
2014
4215
4875
608.2 R.E.
1784
3555
4237
4237
3555
1784
1784
3555
4237
4237
3555
1784
1784
3555
4237
4237
3555
1784
1784
3555
4237
3555
1784
563.7 R.E.
703.7 R.E.
649.9 R.E.
603.7 R.E.
563.7 R.E.
608.2 R.E.
1 in 5.5
1 in 6
1 in 6.5
1 in 7
1 in 7.5
1 in 8
650
650
650
3R
650
2R
650
K
650
650
650
650
3L
650
4L
650
5L
7L
603.7 R.E.
Jt
4R
6L
649.9 R.E.
767.2 R.E.
Jt
5R
1R
KN
1L
2L
4237
3555
1784
Angle
703.7 R.E.
1784
3555
4237
767.2 R.E.
650
V-CV
650
CV-CV
650
CV-CV
650
VD 540
650
VA 438
VA 294
VA 192 K
VA 294
VA 438
VD 540
650
650
650
650
650
CV-CV
V-CV
650
650
CV-CV
Jt
Mass c/w
fittings
Mass w/o
fittings
Jt
650
V-CV
Jt
650
CV-CV
650
CV-CV
650
VD 510
650
VA 420
VA 282
VA 192 K
VA 282
VA 420
VD 510
650
650
CV-CV
Jt
650
650
650
650
CV-CV
V-CV
650
650
V-CV
Jt
650
CV-CV
650
VD 582
650
VD 480
650
VA 402
VA 276
VA 192 K
VA 276
VA 402
VD 480
650
650
CV-CV
Jt
650
650
650
650
VD 582
V-CV
650
650
Jt
V-CV
650
CV-CV
650
VD 552
650
VD 462
650
VA 390
VA 264
VA 192 K
VA 264
VA 390
VD 462
650
650
CV-CV
Jt
650
650
650
650
VD 552
V-CV
650
650
650
V-CV
650
CV-CV
650
VD 528
650
VA 444
650
VA 378
VA 264
VA 192 K
VA 264
VA 378
VA 444
650
650
650
650
650
VD 528
650
CV-CV
Jt
650
650
V-CV
650
Angle
V-CV
7R
CV-CV
6R
VD 588
5R
VD 510
4R
VA 426
3R
VA 366
2R
VA 258
VA 192
VA258
VA 366
1R
KN
1L
2L
VA 426
3L
VD 510
4L
VD 588
5L
CV-CV
6L
V-CV
7L
Jt
Mass c/w
fittings
Mass w/o
fittings
2246
2234
2373
2363
2360
2813
1854
1854
1854
1854
1864
2180
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
NOTES
1. All crossing dimensions to Knuckle.
Revision
4.
5.
6.
7.
All weights in kg.

All check rails supplied with 2250 splay.
Point & Wing rail ends supplied to customer requirement.
Check extension rails supplied as required.
Date: June 2001
Sheet 119 of 196
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
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
4L
V - CV
3L
V - CV
2L
D4BVL
1L
D4AV
Knuckle
1R
D4AV
2R
D4BVR
3R
V - CV
4R
V - CV
710
710
V - CV
710
710
680
700
380
D5
AV
670
380
700
D5
AV
446
419
446
664
VC366
680
V - CV
710
670
710
V - CV
710
710
710
625
640
710
630
710
710
608
VC330
VC420
V - CV
552
D8AV
VC336
VC438
V - CV
710
525
641
650
552
7-8NV
D7AV
VC348
VC456
V - CV
525
499
658
608
D8AV
7 - 8NV
D7AV
VC354
VC480
625
499
472
620
VC330
D7.5AV
7 - 8NV
D6AV
681
630
641
472
710
VC408
VC336
D7AV
6 - 6NV
D6AV
710
640
658
710
V - CV
VC420
VC348
D6AV
6 - 6NV
VC384
700
650
664
419
VA192
VC438
VC354
D6AV
710
V - CV
710
VC456
VC366
681
V - CV
710
VC480
VC384
710
V - CV
710
V - CV
700
710
V - CV
620
VC408
710
V - CV
710
710
V - CV
710
710
5L
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.
Knuckle
Obtuse
to nose
crossing
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
1 in 7.5
398
1 in 8
425
5600
6000
6400
6800
7100
3893
3893
3893
3893
6300
6700
7100
3867
3867
3867
3867
3867
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.
Revision 1
Standard, with heel end drilled for a fishplated joint or left

undrilled for a welded joint.
Closure rail required.
Date: December 1999
Sheet 120 of 196
c/w fittings
Centres
splay
978
1490
pwl/r
1041
1575
710
710
710
710
710
279 Straight Opening

- 13
846
184
128 IP-N
VA390 VA318 VA258 VA312 VA312 VA420 VA348
274
7N
S tr
a ig
ht
1 in 8
VA390 VA438
S tr
Angle
Type
Weight
c/w fittings
Centres
1 in 91/4
splay
1067
1622
pwl/r
1193
1778
710
710
710
710
710
748
a ig
ht
Type
Weight
S tr a ig
8N
245
.8
VA246
VA366 VA360 VA486
c/w fittings
Centres
710
710
710
710
710
660
ht
148 IP-N
VA366 VA300 VA252 VA312 VA312 VA384 VA288 VA366
1029
1577
pwl/r
1105
1668
N
aig
Str
ht
ht
5755 O/A
305
.2
splay
7
339
Straig
8N
235

-8
561
ht
5105 O/A

- 10
748
aig
Str
Angle
235
160 IP-N
5N
309
aig
Str
ht
1 in 10
aig
Str
Type
Weight
c/w fittings
Centres
splay
1029
745
1577
745
745
710
685
600
0
236
Straig

Stra
ight
713
ht
5455 O/A
160 IP-N
VJA348 VA282 VA252 VA312 VA312 VA378 VA258 VJA300
5
309
ht
aig
Str
1 in 10
aig
Str
Angle
Type
Weight
c/w fittings
Centres
1 in 103/4
Angle
splay
1067
1609
pwl/r
1168
1739
splay
1067
1609
Type
Weight
c/w fittings
710
1245
1854
pwl/r
1311
1942
710
710
710
710
Straig
0N
236

-7
846
331
.7
VA246
VA330 VA324 VA444
t/o curve cont. VA324 VA282 VA252 VA312 VA312 VA372 VA270 VA348
710
710
710
710
710
660
710
661
ht
aig
Str
7
235
ht
5455O/A
VA324 VA282 VS252 VA312 VA312 VA366 VA258 VA330
Centres
splay
710
ht
172 IP-N
8
345
aig
Str
Straig
ht
ht
5815 O/A

Stra
ight
208 IP-N
VA300 VA264 VA258 VA312 VA312 VA342 VA414 VA486 VA318
2
395
ht
aig
Str
1 in 13
VA378 VA444 VA426

aig
Str
Sheet 121 of 196
Angle
Type
Weight
c/w fittings
Centres
splay
1372
2026
pwl/r
1435
2100
710
710
710
710
710
710
800
710
710
ht
8N
235
Straig

Stra
ight
240 IP-N
VA324 VA282 VA258 VA258 VA312 VA312 VA324 VA396 VA456 VA288
ht
6310 O/A
0
412
ht
aig
Str
1 in 15
VA366 VA426 VA414
ht
aig
Str
0N
307
Straig
7190 O/A
ht
Date: March 1996
Angle
ht
Network Rail
Weight
E.6.1: Cast Manganese Crossings - Single Lead Turnouts - 1 (LH or RH)
Type
CEN56E1 Vertical S&C - Details of Edgar Allen Crossings
NOTES
1. All dimensions in mm.
Revision
Angle
c/w fittings
Centres
splay
1327
2013
pwl/r
1435
2112
710
710
710
710
710
710
710
710
175.5 Straight Opening

-5
700
762
256 IP-N
3 98
9N
S tr
1 in 16
VA354 VA408 VA360

a
S tr
Angle
Type
Weight
c/w fittings
1 in 181/2
1359
2005
pwl/r
1422
2090
710
710
710
710
710
710
625
710
710
Type
Weight
239
VA336 VA372 VA414 VA384
c/w fittings
Centres
splay
1318
OLD BPLATE
1966
1 in 21
710
710
710
710
710
710
660
660
710
Weight
745
745
745
710
710
710
710
710
1324
1931
710
710
710
710
710
710
710
710
ht
980
.9
1N
232
296 IP-N
239
a
S tr
ig h
310
S tr
a ig
336 IP-N
46 0
9N
a ig
7065 O/A
384 IP-N
403
1N
S tr
a ig
ht
Type
Weight
c/w fittings
Centres
1372
2016
686
686
686
686
670
670
670
670
670
OLD BP
3 03
S tr a
9N

S tr a
ig h t
368
VA246 VA252 VA252 VA258 VA276 VA294 VA312 VA324 VA342 VA360 VA144
ig h t
7135 O/A
3N
448 IP-N
383
2N
S tr
a ig
ht
1 in 28
700
splay
Angle
Type
Weight
c/w fittings
Centres
Sheet 122 of 196
Angle
Type
705
705
705
705
690
690
690
690
685
NEW BP
VJA246 VA252 VA252 VA258 VA276 VA294 VA312 VA324 VA342 VA360 VJA144
Weight
c/w fittings
Centres
S tr
a ig
ht
3 61
S tr a
8N
7515 O/A
ig h t
CI BLOCK
splay
686
ht
Angle
a ig
ht
S tr a
ig h t
46 7
4N
4N
S tr
1 in 24
S tr
ht
S tr a
ig h t
468
9N

S tr a
ig h t
710
4N
7080 O /A
1N
6
232
4 62
6N
95 Straight Opening
S tr a
ig h t
715
c/w fittings
Centres
splay
7120 O /A
CI BLOCK
Date: March 1996
Type
a ig
NEW BPLATE
VJA246 VA246 VA270 VA312 VA312 VA312 VA336 VA378 VA426 VJA246
Angle
S tr a
ig h t
405
4N
6
306
ht
-2
S tr
Angle
Centres
splay
ig h
a ig
Network Rail
Weight
E.6.2: Cast Manganese Crossings - Single Lead Turnouts - 2 (LH or RH)
Type
NOTES
Revision
Angle
c/w fittings
Centres
pwl/r
1008
1602
710
710
710
N 710
710
571

- 15
710
169
.1
128 IP-N
0N
319
ht
aig
Str
1 in 8
ht
aig
Str
Angle
Type
Weight
c/w fittings
Centres
PWL/R
1152
1730
710
710
710
N 710
710
642
8
235

- 10
642
233
.1
5548 O/A
245
.8
+ 24
148 IP-N
6
316
ht
aig
Str
1 in 9
ht
aig
Str
Angle
Type
Weight
c/w fittings
Centres
1 in 103/4
PWL/R
1122
1692
710
710
710
N 710
593
710

-7
331
.7
711

ht
aig
Str
Type
Weight
8
235
281
.8
5524 O/A
+ 20
172 IP-N
3N
318
ht
aig
Str
362
+ 16
5541 O/A
c/w fittings
Centres
1 in 13
Angle
Type
Weight
c/w fittings
Centres
splay
1305
1953
710
710
710
710
N 710
710
641
641
641

-6
645
.1
240 IP-N
5
382
ht
aig
Str
1in 15
ht
aig
Str
Angle
Type
Weight
c/w fittings
Centres
Sheet 123 of 196
Angle
Type
Weight
c/w fittings
Centres
0
307
6895 O/A
738
.3
+ 11
Date: March 1996
Angle
8N
235
Network Rail
Weight
E.6.3: Cast Manganese Crossings - Common Crossings for Double Junctions
Type
CEN56E1 Vertical S&C - N1 and N5 Positions - Details of Edgar Allen Crossings
NOTES
Revision
Angle
c/w fittings
Centres
DPW
896
1401
710
710 N 710
710

+5
229
.4
571
112 IP-N
VA312 VA264 VA300 VA306 VA408 VA534
9N
247
aig
Str
ht
1 in 7
aig
Str
Angle
Type
Weight
c/w fittings
Centres
1 in 71/2
DPW
1067
1613
Type
Weight
711
711 N 711
711
711
Stra
ig
DPW
1184
1790
2 31
.7
ht
710
710
710 N 692
670
642
120 IP-N
ht
5
261
N
aig
Str
ht
36 0
.5
0N
245
-10
5065 O/A

+7
359
.6
642
-14
4131 O/A
VA402 VA330 VA258 VA312 VA312 VA384 VA534
c/w fittings
Centres
2
165
800
aig
Str
Angle
ht
128 IP-N
8N
310
ht
aig
Str
1 in 8
ht
aig
Str
Type
Weight
c/w fittings
Centres
1 in 91/4
DPW
1265
1857
710
710
710 N 710
593
710
Type
Weight
-19
5466 O/A

+5
473
.7
711
148 IP-N

ht
aig
Str
Angle
279
.4
8N
235
3
318
ht
aig
Str
360
.5
-15
5541 O/A
c/w fittings
Centres
1 in 10
Angle
Type
Weight
c/w fittings
Centres
splay
1221
1818
710
710
710 N 710
710
641
641
652

+3
911
.7
208 IP-N
7N
383
aig
Str
ht
1 in 13
Sheet 124 of 196
N2
aig
Str
Angle
Type
Weight
c/w fittings
Centres
ht
8
235
736
.8
6195 O/A
-11
Date: March 1996
Angle
8
235
Network Rail
Weight
Type
CEN56E1 Vertical S&C - N2 Positions - Details of Edgar Allen Crossings
NOTES
Revision
Angle
c/w fittings
Centres
1 in 51/2
OBT
880
680
1223
681
419
419
681

5K
213
680
VA378 VA252 VA192 VA252 VA378
229.5 m OS = 10
179.07 m OS = 13 #
5
213
4270 O/A
Angle
Type
Weight
c/w fittings
Centres
OBT
880
670
1225
1 in 6
664
446
446
664
2K
214
670
VA366 VA246 VA192 VA246 VA366
238.3 m OS = 9
238.2 m OS = 9 #
2
214
K
4284 O/A
Angle
Type
Weight
c/w fittings
Centres
1 in 61/2
OBT
844
650
1034
658
472
472
658

2K
214
650
VA354 VA252 VA192 VA252 VA354
359.6 m OS = 6
309.4 m OS = 7 #
2
214
Type
Weight
c/w fittings
Centres
OBT
819
1358
640
641
499
499
641

2K
214
640
VA348 VA360 VA246 VA192 VA246 VA360 VA348
1 in 7
SV4 PROFILES
393.3 m OS = 6
331.1 m OS = 7 #
2
214
4284 O/A
Angle
Type
Weight
c/w fittings
Centres
1 in 71/2
obt
1179
1778
710
630
625
525
525
625
630

K
5
284
710
473.7 m OS = 8
491.2 m OS = 8 #
5
284
5690 O/A
Angle
Type
Weight
c/w fittings
Centres
Type
Weight
c/w fittings
Centres
* = Baseplate varies according to type of

common crossing fitted.
N3
# = Standard Junction radii and offset.
N3
Sheet 125 of 196
Angle
Date: March 1996
4284 O/A
Angle
Network Rail
Weight
E.6.5: Cast Manganese Crossings - Obtuse Crossings for Double Junctions
Type
CEN56E1 Vertical S&C - N3 Positions - Details of Edgar Allen Crossings
NOTES
Revision
Angle
c/w fittings
Centres
1 in 41/2
SPLAY
889
710
1376
710
710
685

-7
753
179
.1
VA408 VA300 VA318 VA390 VA564 VA528

aig
Str
ht

8N
ht
262
aig
Str
72 IP-N
8N
165
179
+ 20
4286 O/A
Angle
Type
Weight
c/w fittings
Centres
SPLAY
880
600
1339
600
710
710

-4
238
.3
710
VA336 VA270 VA312 VA372 VA528 VA480

5N
ht
262
aig
Str
80 IP-N
1 in 5
aig
Str
ht
5N
143
238
+ 15
4060 O/A
Angle
Type
Weight
c/w fittings
Centres
1 in 51/2
SPLAY
892
710
1337
710
710
710

-4
309
.4
710
VA366 VA276 VA306 VA354 VA498 VA438

aig
Str
ht

3N
ht
262
aig
Str
88 IP-N
5N
165
309
+11
Angle
Type
Weight
c/w fittings
Centres
SPLAY
876
710
1341
710
710
710

-3
393
.3
710
VA360 VA270 VA312 VA354 VA516 VA414

0
262
96 IP-N
ht
aig
Str
1 in 6
aig
Str
ht
0
166
393
+9
4280 O/A
Angle
Type
Weight
c/w fittings
Centres
1 in 61/2
SPLAY
851
710
1305
710
710
710

-2
491
.2
710

0N
ht
262
aig
Str
104 IP-N
VA324 VA264 VA312 VA330 VA462 VA366

ht
aig
Str
0N
166
491
+7
4280 O/A
Angle
Type
Weight
c/w fittings
Centres
SPLAY
832
710
1267
710
710
710

-2
604
.2
710

9N
ht
261
aig
Str
112 IP-N
VA306 VA264 VA312 VA318 VA444 VA342
1 in 7
aig
Str
ht
2N
165
604
+6
4271 O/A
Type
Weight
c/w fittings
Centres
SPLAY
1306
1950.3

-1
710
710
710
710
710
710
710
710
710
300
0
VJA324 VA294 VA276 VA294 VA312 VA312 VA312 VA366 VA438 VJA276

247.5
IP-N
9N
ht
396
aig
Str
1 in 15.47
N4
Sheet 126 of 196
Angle
aig
Str
ht
3N
297
6942 O/A
3
390 000
5N
+3
Date: March 1996
4278 O/A
Network Rail
Weight
Type
CEN56E1 Vertical S&C - N4 Position - Details of Edgar Allen Crossings
NOTES
Revision
Angle
c/w fittings
Centres
DPW
648
909
647
630
630 N 680
VA306 VA276 VA246 LV312
1 in 10
Stra
ig
Type
Weight
c/w fittings
Centres
DPW
806
1118
713
713
713 N 680
VA342 VA306 VA270 VA258 LVA312
Stra
ig
Weight
c/w fittings
Centres
Type
Weight
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
N6
N6
N6
N6
Sheet 127 of 196
Angle
Type
Weight
c/w fittings
Centres
ht
aig
Str
5N
212
ht
Stra
ight
3275 O/A
208 IP-N
0
115
ht
aig
Str
ht
5N
308
4235 O/A
Stra
ight
Date: March 1996
Angle
0N
115
*
aig
Str
Type
ht
714
1 in 13
Angle
160 IP-N
*
aig
Str
Angle
ht
Network Rail
Weight
E.6.7: Cast Manganese Crossings - Common Crossings for Scissors Crossover
Type
NOTES
3. * See Sheet E.6.8. for baseplate.
Revision
Angle
c/w fittings
131 Straight Opening 'a'
Centres
COMD
1142
680
10SC
VB
1652
1 in 4.988
645
355
VA540 VA468
K
-
355
645
680
VB
Type
Weight
c/w fittings
Centres
COMD
1632
2396
1 in 6.490
13SC
VL
649
648
472
472
648
649
680
VA588 VA528 VA468 VA444 VA468 VA528 VA588 13SC
211
6K
Type
Weight
VR
Weight
Type
Weight
Type
Weight
N7
N7
Sheet 128 of 196
Type
Weight
c/w fittings
Centres
Angle
Stra
ight
c/w fittings
Centres
Angle
279
7K
c/w fittings
Centres
Angle
Straight
ight
Stra
c/w fittings
Centres
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.
Date: March 1996
Type
6K
2 11
c/w fittings
Centres
Angle
Stra
ight
325 Straight Opening 'b'
4212 E-E
7K
2 79
Angle
203
0K
104 Straight Opening 'a'
680
Straight
ight
Stra
b
0
2 03
Angle
0K
1 35
135
0K
VA468 VA540 10SC
269 Straight Opening 'b'
2670 E-E
Network Rail
Weight
E.6.8: Cast Manganese Crossings - Saddle Crossings for Scissors Crossover
Type
NOTES
Revision
Angle
c/w fittings
Centres
SPLAY
838
1316
279
630
630 N 684
683
683
Straight O pening
S tr a ig
520
Straight O pening
252
80
IP-N
ht
VA354 VA276 VA312 VA366 VA522 VA450
9N
S tr
a ig
ht
1 in 4.988
S tr
a ig
ht
14 7
S tr a
9 N
ig h t
4008 O /A
Angle
Type
Weight
SPLAY
838
c/w fittings
Centres
1302
630
630 N 684
683

+4
244
.3
683
89
IP-N
VA330 VA264 VA312 VA354 VA486 VA384
1 in 5.552
9N
147
Type
Weight
c/w fittings
Centres
SPLAY
851
1303
244
.3
.3
2 44
+4
Angle

-14
.3
244
N
9
252
714
714 N 710
710
710
Straig
104
IP-N
ht
VA324 VA264 VA312 VA330 VA456 VA348
1 in 6.490
aig
Str
ht
0
166
-14
4008 O/A

-11
.3
330
N
0
262
N
330
.3
-11
Angle
Type
Weight
c/w fittings
Centres
DPW
1045
752
710 N 710
710

+7
182
.6
710
VA444 VA312 VA312 VA384 VA528
77 IP-N
CV

-20
.6
182
N
6
262
1 in 4.813
+7
Angle
Type
Weight
c/w fittings
Centres
N8
Angle
Type
Weight
c/w fittings
Centres
Type
Weight
c/w fittings
Centres
N8
Sheet 129 of 196
Angle
0N
172
.6
182
4346 O/A
182
.6
-20
Date: March 1996
4280 O/A
Network Rail
Weight
E.6.9: Cast Manganese Crossings - Common Crossings for Scissors Crossover
Type
NOTES
Revision
Angle
c/w fittings
Centres
1 in 8 /
3.984
Special
752
752
710
752
CV
CV
CV
CV
Straight
752
710
752
6
182.
CHECKED CLOSURES
CV
CV
752
CV
See Details Below

CV
1 IN 8
1 IN 8
128
N-IP
18 4
128
IP-N
3940 N-N
1685 N
16 85
1685 N
ST R
780
960
RE 2
OSU
L
C
K)
CAST ITH CHEC
(W
377
377
E-K K
1514
15 14
1 IN 3.984
E-K
-6.5
Straight
STR
780
182.6
CAST
CLO
(WIT SURE 29
H CH
ECK) 60
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
N6
N6
N7
N7
N6
N6
Sheet 130 of 196
Angle
Type
Weight
c/w fittings
Centres
Note:
Obtuse Crossings for use in slips
specified with the raised portion
of the check rail removed where
3rd rail electrification is in use.
Date: March 1996
Weight
753
184
1685
N
Type
676
VA288 VA258 LVA312 VA636 VA492 VA492 VA636 LVA312 VA258 VA288
1790
(Rails 410
each)

-6.5
Angle
753
Network Rail
Weight
E.6.10: Cast Manganese Crossings - Combined Saddle Crossings for

Scissors Crossover
Type
CEN56E1 Vertical S&C - N6 and N7 Position - Details of Edgar Allen Crossings
NOTES
Revision
Angle
c/w fittings
Centres
DPW
877
600
600
710
710
694
Stra
ight
137
6N

a
Str
120 IP-N
VA270 VA252 VA318 VA318 VA396 VA540
1 in 7
260
2
ight
Stra
Angle
Type
Weight
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
Type
Weight
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
Angle
Type
Weight
c/w fittings
Centres
Sheet 131 of 196
Angle
Type
Weight
c/w fittings
Centres
3978 O/A
Stra
ight
Date: March 1996
Angle
t
igh
Network Rail
Weight
E.6.11: Cast Manganese Crossings - Common Crossings Single and Double Slips
Type
NOTES
Revision
Angle
c/w fittings
Centres
1 in 7
(a)
Angle
OBT
620
Weight
Angle
OBT
Type
Weight
Type
Weight
Type
Weight
Sheet 132 of 196
Type
Weight
NX
ARX
BRX
CRX
ht
aig
Str
0K
210
210
0
625
525
CLX
BLX
ALX
525
625
620
ARX
BRX
NX
CRX
Str
aig
ht

0K
210
ht
aig
Str
210
Stra 0 K
ight
ht
aig
Str
4200 O/A
620
0K
210
210
0
4200 O/A
Str
aig
ht
NOTES
c/w fittings
Centres
Angle
ALX
0K
210
ht
aig
Str
c/w fittings
Centres
Angle
BLX
21 0
Stra 0 K
ight
c/w fittings
Centres
Angle
620
c/w fittings
Centres
(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.
Date: March 1996
Type
625
c/w fittings
Centres
Angle
525
SV7 /2 SSV7 /2 SSV7 /2 SSV7 /2 SSV7 /2 SSV7 /2 SV7 /2
854
Weight
c/w fittings
Centres
1 in 7
(b)
525
SV71/2 SV71/2 SV71/2 SV71/2 SV71/2 SV71/2 SV71/2
854
CLX
Type
625
Network Rail
Weight
E.6.12: Cast Manganese Crossings - Obtuse Crossings for Single and Double Slips
Type
NOTES
Revision
Angle
Network Rail
E.6.13: Cast Manganese Common Crossings

CEN56E1 Vertical S&C - Details of Manoir Industries Crossings - 1
369.7 STR OPG
325.5 STR OPG
337.7 STR OPG
326.0 STR OPG
320.0 STR OPG
Angle
ht
Stra
ig
ht
aig
Str
6310 O/A
2N
395
208
IP-N
5565 O/A
3
333
m
172
IP-N
5815 O/A
Stra
ig
8
23 5
ig
Stra
ht
ht
2N
2 23
ht
-6.4
-7.2
ig
Stra
ig
Stra
ht
R.33
7N
23 5
1.68
7
m
1.68
7
R.33
0N
23 6
ht
ht
Stra
ig
ig
Stra
3N
22 3
ht
ig
Stra
Str
aig
ht
ht
aig
Str
N
Str
aig
8N
345
172
IP-N
5455 O/A
5N
309
160
IP-N
5505 O/A
ht
ht
aig
Str
ht
Stra
ig
ht
Str
aig
aig
Str
ht
ht
148
IP-N
m
5.75
0
R.24
p
g
-8.8
-10
ig
Stra
ht
R.24
8N
23 5
5.75
0
148
IP-N
5755 O/A
2N
327
7N
339
aig
Str
ht
Str
aig
ht
aig
Str
383.2 STR OPG
238.9 STR OPG
225.4 STR OPG
220.0 STR OPG
203.3 STR OPG
191.6 STR OPG
165.4 STR OPG
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
4H
748
3H
748
2H
710
1H
NOSE
1F
2F
3F
710
710
710
710
VA 366
748
VA 288
748
VA 384
710
VA 312
VA 312
VA 252
VA 300
VA 366
710
710
710
710
VA 366
731
VA 288
600
VA 384
685
VA 312
VA 312
VA 252
VA 300
VA 366
710
710
710
710
VA 300
846
VA 258
710
VA 378
710
VA 312
VA 312
VA 252
VA 282
VA 342
710
710
710
710
VA 330
846
VA 258
710
VA 366
710
VA 312
VA 312
VA 252
VA 282
VA 324
710
710
710
710
707
VA 330
655
VA 258
687
VA 366
710
VA 312
VA 312
VA 252
VA 282
VA 324
710
728
727
715
VA 318
VA 486
VA 414
VA 342
VA 312
VA 312
VA 258
VA 264
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
NOTES
1. For general notes on these crossings, see sheet E.6.16.
Revision
Date: March 1996
Sheet 133 of 196
Network Rail

290.7 STR OPG
290.7 STR OPG
265.9 STR OPG
259.2 STR OPG
235.5 STR OPG
ht
Stra
ig
6935 / 7065 O/A
9N
460
N
6
23 2
ht
ig
Stra
ht
Stra
ig
Stra
ig
ig
Stra
ht
ht
1N
22 0
2391
336
IP-N
6700 O/A
467
4N
ht
aig
Str
ht
Stra
ig
ht
9N
449
296
IP-N
6950 / 7080 O/A

ight
Stra
6N
232
2391
p
g
ight
N
0
307
Stra
Stra
ig
ig
Stra
ht
ht
0N
30 7
Stra
ig
ig
Stra
ht
ht
N
8
23 5
ht
ig
Stra
ht
Stra
ig
aig
Str
ight
Stra
468
9N
ht
aig
St r
296
IP-N
7190 O/A
g
240
IP-N
7190 O/A
0N
412
4N
462
Stra
ig
ht
ht
aig
Str
ht
240
IP-N
208
IP-N
6310 O/A
0N
412
Stra
ig
ht
aig
Str
ht
Stra
ig
2N
395
aig
Str
ht
320.0 STR OPG
165.4 STR OPG
188.7 STR OPG
188.7 STR OPG
109.7 STR OPG
103.0 STR OPG
94.8 STR OPG
1 IN 13
1 IN 15
1 IN 15
1 IN 18.75
1 IN 18.5
1 IN 21
Angle
12H
11H
10H
9H
8H
7H
6H
5H
681
4H
710
3H
660
2H
710
1H
NOSE
710
710
1F
710
2F
710
3F
VA 324
710
VA 462
710
VA 390
800.5
VA 330
710
VA 306
VA 306
VA 306
VA 306
VA 306
4F
710
710
728
727
675
VA 288
710
VA 456
710
VA 396
800
VA 324
710
VA 312
VA 312
VA 258
VA 258
VA 282
VA 324
710
710
710
710
710
710
VA 300
710
VA 438
625
VA 378
710
VA 312
710
VA 306
VA 306
VA 306
VA 312
VA 324
710
710
710
710
VA 270
710
VA 450
710
VA 402
625
VA 360
710
VA 300
710
VA 300
VA 294
VA 264
VA 240
VA 252
710
710
710
710
VA 270
710
VA 450
660
VA 402
660
VA 360
710
VA 300
710
VA 300
VA 294
VA 264
VA 240
VA 252
710
710
710
710
VA 246
VA 426
VA 378
VA 336
VA 312
VA 312
VA 312
VA 270
VA 246
VA 246
VA 336
5F
6F
7F
8F
9F
10F
11F
12F
OLD
PATTERN
STRAIGHT
NEW
PATTERN
STRAIGHT
STRAIGHT
STRAIGHT
STRAIGHT
STRAIGHT
DRAWING
NO.
0.26301.2
0.26616.2
0.26300.2
0.26294.2
0.26295.2
0.26292.2
TYPE
SPLAY
SPLAY
SPLAY
SPLAY
SPLAY
SPLAY
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
NOTES
Revision 1
Date: June 2001
Sheet 134 of 196
Network Rail

10160 O/A
2N
661
ht
ig
Stra
Stra
ight
8N
354
448
IP-N
10300 / 10430 O/A
8N
36 1
ht
ig
Stra
-2.3
Angle
Stra
igh
t
aig
Str
ht
Stra
igh
t
448
IP-N
36 8
3N
ht
Stra
ig
ig
Stra
252.1 STR OPG
ht
2N
668
R.1
650
m
N
5406
9N
3 03
ht
R.16
50 m
310
4N
aig
Str
ght
384
IP-N
8130 O/A
p
g
4N
29 1
ht
ig
Stra
Stra
ig
ig
Stra
ht
ht
9N
30 3
384
IP-N
8380 / 8510 O/A
1N
534
6N
521
ai
Str
ht
Stra
ig
ht
aig
Str
ht
Stra
ig
1N
534
Stra
ig
ig
Stra
ht
1N
22 0
31 0
4N
ht
384
IP-N
6685 O/A
5406
ht
aig
Str
ht
Stra
ig
ht
aig
Str
4N
448
336
IP-N
ht
Stra
ig
254.6 STR OPG
6747
238.5 STR OPG

+10
.2
233.3 STR OPG
8380 / 8510 O/A
238.5 STR OPG
229.5 STR OPG
88.8 STR OPG
110.6 STR OPG
105.4 STR OPG
110.6 STR OPG
113.2 STR OPG
110.7 STR OPG
1 IN 21
1 IN 24
1 IN 24
1 IN 24
1 IN 28
1 IN 28
12H
11H
10H
9H
740
8H
7H
6H
710
5H
660
4H
660
3H
710
2H
710
1H
NOSE
1F
2F
3F
710
710
710
710
703
VA 246
640
VA 426
722
VA 378
723
VA 336
720
VA 312
710
VA 312
VA 312
VA 270
VA 246
VA 246
4F
710
710
720
723
722
VA 258
703
VA 228
640
VA 198
722
VA 360
723
VA 330
720
VA 306
710
VA 306
VA 306
VA 306
VA 306
VA 294
VA 258
710
710
720
723
722
VA 228
703
VA 228
640
VA 198
722
VA 360
723
VA 330
720
VA 306
710
VA 306
VA 306
VA 306
VA 306
VA 294
VA 246
710
710
720
723
722
740
VA 258
735
VA 228
615
VA 198
678
VA 360
680
VA 330
680
VA 306
680
VA 306
VA 306
VA 306
VA 306
VA 294
VA 258
5F
680
695
695
695
695
693
VA 264
740
VA 240
740
VA 216
735
VA 234
615
VA 270
678
VA 360
680
VA 342
680
VA 324
680
VA 312
VA 294
VA 276
VA 258
VA 252
VA 252
VA 246
680
695
695
695
695
693
VA 264
VA 240
VA 216
VA 234
VA 270
VA 360
VA 342
VA 324
VA 312
VA 294
VA 276
VA 258
VA 252
VA 252
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
TYPE
SPLAY
SPLAY
SPLAY
SPLAY
SPLAY
SPLAY
Angle
1 IN 21 Welded
1 IN 24
1 IN 24 Welded
1 IN 24 or Welded
1 IN 28
1 IN 28 Welded
NOTES
Revision
Date: March 1996
Sheet 135 of 196
Network Rail

272.2 STR OPG
16
m
GENERAL NOTES FOR

SHEETS E.6.13 TO E.6.16
INCLUSIVE
-4
-1.6
ight
Stra
8N
326
11560 / 11870 O/A
R3
000
.7
2N
829
R3 0
00.7
16 m
3578
N
518
IP-N
6980 O/A
8292
ht
aig
Str
m
N
5406
S tra
R .72
ig h t
0N
2 42
5m
253
IP-N
456
0N
R .7
25
S tr
a ig
ht
+13
+1
288.7 STR OPG
153.2 STR OPG
85.0 STR OPG
1 IN 15.797
1 IN 32.365
Angle
13H
12H
650
11H
600
10H
600
9H
600
8H
600
7H
6H
5H
4H
3H
2H
1H
NOSE
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.
700
1F
2F
3F
4F
525
600
525
600
560
600
640
600
640
600
640
600
640
640
600
600
640
600
640
600
640
575
520
5F
520
6F
7F
8F
9F
10F
11F
12F
OLD
PATTERN
CURVED
CURVED
DRAWING
NO.
0.22166.2
0.24603.2
TYPE
SPLAY
SPLAY
Angle
1 IN 15.797
1 IN 32.365
NEW
PATTERN
Revision 1
Date: December 1999
Sheet 136 of 196
Network Rail
E.6.17: Cast Steel Vees for Common and Obtuse Crossings

CEN56E1 Vertical S&C - Edgar Allen Type
'L'
'a'
'O'
Common Crossings Angle
Obtuse Crossing Angle
Vee Length
R.E. Opening
1 in ~
1 in ~
1208
383.2
3.25
3.5
1233
364.6
1247
364.6
3.75
1208
335.2
3.9844
1279
330.5
3.5
'b'
Remarks
12 mm nose
BV 8 scissors
1145
299.9
1279
329.2
1135
266.6
4.5
1218
280.9
12 mm nose
1175
258.7
BV 8 scissors
1192
249.2
12 mm nose
4.5
4.8128
5.5
1210
235.1
1208
216.6
6.3476
1359
229.4
6.5
1550
253.6
1359
208.5
1528
223.7
7.5
1881
266.2
6.5
1498
211.3
7.5
1881
251.1
9.25
1902
221.3
10
2243
240.3
13
2750
227.5
15
2750
199.3
12 mm nose
BV 9.25 / BV 8 type 1 tandem
12 mm nose
12 mm nose
NOTES
1.
2.
3.
4.
5.
6.
All wing rails, wing fronts and vee rail legs supplied to customers requirements.
All dimensions in millimetres to running edges, and noses of crossings (16 mm common, 12 mm obtuse).
Opening O quoted for straight/straight condition.
Flash but welds shown:
Crossings are suitable for use in single and double slips and other specially constricted locations.
Customer to provide details of openings a and b.
Revision
Date: June 2001
Sheet 137 of 196
Network Rail
E.7.1: Identification Markings of Edgar Allens Cast Crossings

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
in the diagrams below).
Casting Identification Marks: The following are examples of which appear on the side of the crossings:
EDGAR ALLEN
2733 AMS
PRODUCTION ORDER
MONTH & YEAR CAST
CROSSING ANGLE
W.I.P. No
03 2008
1 in 13
MANUFACTURER
MATERIAL
(For crossing angles up to 1 in 24, the angle is additionally stamped on the relieved top of Vee )
Common Crossings
MODIFICATION MARK
E.A.'s ORDER & X-ING No.
600
Obtuse Crossing
600
Saddle Crossing
600
Design Modification Marks: are cast on in raised letters at positions shown thus above:
SV1
SV2
SV3
SV4
SV5
Revision 2
Design change in the area where single leg develops into the main body of crossing.
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.
Arrangement of cored out structure on underside of casting changed.
Basically all support ribs are now transverse (as opposed to longitudinal in SV1 & SV2).
Modification as for SV2, plus head profile machined to 1 in 20 inclination across full face
of the head.
Further improvement to the area where single leg ends develop into main body of casting.
Date: March 2010
Sheet 138 of 196
Network Rail
E.7.2: Identification Markings of Manoir Industries Cast Crossings
MARK A
MARK B
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.
Revision
Date: March 1996
Sheet 139 of 196
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
Flare 1 in 75 over 1875, face vertical
Flare 1875 long
Flare 1 in 30 over 650 (see note 1)

Entry flare 650 long
Face inclined at 14.833
deg. to vertical
127
127
(See note 2)
1420
715
715
1420
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
F l a r e 1 i n 9 0 o v e r 2 2 5 0 , f a c e v e r t i ca l
Flare 2250
F l a r e 1 i n 3 7 . 6 o ve r 8 4 0 ( S e e n o t e 1 )
F l a re 8 4 0 [ n o t e ( i ) ]
Face inclined at 14 50 to
vertical
715
710
1420
(See Note 2)
1420
710
715
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
Flare varies: minimum length 1000
Face inclined at 14.833 deg. to the
vertical
75 [note (1)]
41 [note (1)]
NOTES
1. Measured at running edge height.
2. To be positioned as specified.
Revision 1
Date: June 2001
Sheet 140 of 196
Network Rail
E.8.3: Check Rails - 2: Vertical S&C - Positioning in Relation to Crossing

Nose
Position of Type 1 Check Rail
CROSSING NOSE
90
90
ALL CROSSINGS 1 IN 4 TO 1 IN 28 = 100
2035
260
127
588
1420
END OF
CHECK RAIL
1875 SPLAY
(1 IN 75)
1420
VARIABLE
588
127
Position of Type 2 Check Rail

CROSSING NOSE
90
CROSSINGS 1 IN 4 TO 1 IN 18.5 = 200
2645
CROSSINGS 1 IN 21 TO 1 IN 28 = 250
2595
595
715
710
1420
VARIABLE
END OF
CHECK RAIL
90
2250 SPLAY (1 IN 90)
1420
710
715
Position of Check Rail for 1 in 32.365 Crossings

90
CROSSING NOSE
90
END OF CHECK RAIL
CROSSINGS 1 IN 32.365 = 250
715
710
1420
1360
1360
1420
710
715
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.
Revision 1
Date: June 2001
Sheet 141 of 196
Network Rail
E.8.4: Check Rails - 3: Using CEN33C1 Rail Profile
79 #
41 #
57 #
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 require the authority of the Network Rail Route
Asset Manager (Track) - unless specifically shown otherwise on RE/PW drawings. 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.
4. # Figures shown pertain to 41 mm flangeway. Where flangeways are wider, due to gauge widening, all figures
will increase accordingly; e.g. for a 47 mm flangeway, figures will be 47, 63 and 85 mm respectively.
5. Further detail is shown on drawing RE/PW/860.
Check Rail
M ain Flare
1 in 76
(16 over 1215 )
Running Rail
(Rail foot om itted for clarity)
Entry Flare
1 in 30
(22 over 660)
79
57
41
Type 1 C heck R ail

For plain line at all speeds and Vertical S&C up to 75 m ph
Check R ail
M ain Flare
1 in 99
(16 over 1590 )
Running Rail
(Rail foot om itted for clarity)
Entry Flare
1 in 30
(22 over 660)
Type 2 C heck R ail

For Vertical S &C up to 125 m ph
14
41 #
R elationship betw een C heck Rail and R unning Rail
Revision 1
Date: March 2010
Sheet 142 of 196
Network Rail
E.8.5: Check Rails - 4: NR60 Inclined S&C

Traffic principally over FACING crossing
Line of Crossing Nose
Crossing Vee
Crossing Wing Fronts
Direction of traffic
Varies
(500 min)
660
L1
16
22
S3
L2
Check rail
S2
S1
57
79 at installation
(75 minimum)
L3
660
S3
41 at installation
(44 max. wear)
Running edge of Running Rail
Traffic principally over TRAILING crossing

Line of Crossing Nose
Crossing Wing Fronts
Crossing Vee
Varies
(500 min)
660
16
22
S3
L2
Check rail
S2
S1
57
79 at installation
(75 minimum)
L3
L1
660
S3
41 at installation
(44 max. wear)
Running edge of Running Rail
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.
Table 1: Standard 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
Up to 30
12.5
660
1080
1080
1540
660
5020
30 to 50
17.25
660
1725
1725
2855
660
7625
Up to 75
27
660
2360
2360
3480
660
9520
76 to 125
27
660
3660
3660
3480
660
12 120
D2
76 to 125
33.5
660
3660
3660
4130
660
12 770
90 to 125
33.5
660
5675
3660
4130
660
14 785
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 Engineer S&C at Network Rail HQ.
4. For Manufacturing and Assembly details see drawing RE/PW/2014.
Table 2: Minimum lengths
Maximum Speed
(mph)
L1 (mm)
L2 (mm)
30
1080
1080
50
1725
1725
75
2360
1725*
125
3660
1725*
S2 (1 in ~)
S3 (1 in ~)
Crossing Angles up to &

including:-
L3 (mm)
68
68
30
11 (also D12.5)
1540
108
108
30
17.25
2855
148
108*
30
27
3480
229
108*
30
33.5
4130
S1 (1 in ~)
* Where reverse direction working exceeds 50 mph, use appropriate L1 and S1 values.
Revision 6
Date: March 2010
Sheet 143 of 196
Network Rail
E.9.1: CEN56E1 Vertical S&C - Swing Nose Geometry

Swing Nose Geometry
Swing nose
F = Flash butt weld
14 457.0 ( 222SN )
5614.5
3646.8
(56SN)
8842.5
1120.5
1107.7
Set
3386.3
(52SN)
Wing rail
4.0
Set
100
Knuckle
= 01 48 16.61
= 01 25 55.55
= 00 15 13.11
= 00 37 34.17
SN = 65.1216216216 (swing nose numerical angle)

N = 45.75 (swing nose crossing angle)
226.0
100
Flexing point
232.7
I.P.
208.5
4.0
260.5 ( 4SN )
Wing rail
4117.5 ( 90N )
100
128.0
90.0
95.7
100
4378.0 ( 4SN+90N )
14 717.5 ( 226SN )
Enlarged Detail of Swing Nose.

3646.8
4.0
260.5 (4SN)
128.0
90
95.7
4.0
3386.3
I.P.
4117.5
Swing nose
Diagram of Rail Lengths

18 225
F
F
2665
3097
5614.5
)
ING RAIL
11 786 (W
* 113A
UIC 54 B
Splice ex
tension ra
il
Sliding vee rail joint

2665
UIC 54 B
113A
F
1007 2770 to splice rail end.
11 786 (W
ING RAIL
)
Point extens
ion
rail
'F' = Flash butt weld

1 in 45.75 SWING NOSE CROSSING
Revision 2
Date: June 2006
Sheet 144 of 196
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.
Crossing
Vees
Recommended
minimum
dimensions
Switch Heels (298)

& Obt Xings 305
Wing (228)
Fronts 235
c
168
(368)
375
168
175
70
111
111
70
175
(6)
13 if rails are
to be
insulated
44
44
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
168
a
Type VA
Nomenclature
Nomenclature
Nomenclature
Nomenclature
VA126
VA132
VA138
VA144
VA150
VA156
VA162
VA168
VA174
VA180
VA186
VA192
VA198
VA204
462
468
474
480
486
492
498
504
510
516
522
528
534
540
VA210
VA216
VA222
VA228
VA234
VA240
VA246
VA252
VA258
VA264
VA270
VA276
VA282
VA288
546
552
558
564
570
576
582
588
594
600
606
612
618
624
VA294
VA300
VA306
VA312
VA318
VA324
VA330
VA336
VA342
VA348
VA354
VA360
VA366
VA372
630
636
642
648
654
660
666
672
678
684
690
696
702
708
VA378
VA384
VA390
VA396
VA402
VA408
VA414
VA420
VA426
VA432
VA438
VA444
VA450
714
720
726
732
738
744
750
756
762
768
774
780
786
Revision
Date: March 1996
Sheet 145 of 196
Network Rail

c
168
168
168
12
Min.
15
Min.
168
44
44
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.
* Centre Section Types 2,3 & 4 variable with a

Type VB Baseplates
Nomenclature
VB234
VB240
VB246
VB252
VB258
VB264
VB270
570
576
582
588
594
600
606
Centre
Nomenclature
section
2
2
2
2
2
2
2
VB276
VB282
VB288
VB294
VB300
VB306
Centre
Nomenclature
section
612
618
624
630
636
642
2
2
2
3
3
3
VB312
VB318
VB324
VB330
VB336
VB342
648
654
660
666
672
678
Centre
Nomenclature
section
3
3
3
3
3
3
VB348
VB354
VB360
VB366
VB372
VB378
Centre
section
684
690
696
702
708
714
3
3
4
4
4
4
Centre
section
792
798
804
810
816
822
4
4
4
4
4
4
Type VC Baseplates
Nomenclature
VC348
VC354
VC360
VC366
VC372
VC378
684
690
696
702
708
714
Revision 1
Centre
Nomenclature
section
2
2
2
2
2
2
VC384
VC390
VC396
VC402
VC408
VC414
720
726
732
738
744
750
Centre
Nomenclature
section
2
2
2
3
3
3
VC420
VC426
VC432
VC438
VC444
VC450
Date: December 1999
756
762
768
774
780
786
Centre
Nomenclature
section
3
3
3
3
3
3
VC456
VC462
VC468
VC474
VC480
VC486
Sheet 146 of 196
Network Rail

c
a
168
168
111
181
175
12
Min.
*
44
44
Type VD
Type CV
For 2 rails and 2 wing rails, with alternative centre

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

Type VD Baseplates
Nomenclature
VD456
VD462
VD468
VD474
VD480
VD486
VD492
792
798
804
810
816
822
828
Revision 1
Centre
Nomenclature
section
2
2
2
2
2
2
2
VD498
VD504
VD510
VD516
VD522
VD528
834
840
846
852
858
864
Centre
Nomenclature
section
2
2
2
3
3
3
VD534
VD540
VD546
VD552
VD558
VD564
Date: December 1999
870
876
882
888
894
900
Centre
Nomenclature
section
3
3
3
3
3
3
VD570
VD576
VD582
VD588
VD594
VD600
Centre
section
906
912
918
924
930
936
3
3
4
4
4
4
Sheet 147 of 196
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.
130 min flat
130 min flat

15
15
186
93
103
146
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.
40
Type R Shallow Bearer.
Soffit level
115
All links 6 dia.
All strands 9.3 dia.
130 min flat
130 min flat
160
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.
120
90
80
40
Type S Shallow Bearer.
115
310
Soffit level
15
15
115
115
310
All strands 9.3 dia.
All links 6 dia.
110 min flat
205
160
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.
110
40
Type D Deep Bearer
110 min flat
Soffit
level
20
= =
265
All strands
9.3 dia.
Revision 2
Date: August 2004
All links 6
dia.
Sheet 148 of 196
Network Rail
E.12.2: CEN56E1 Vertical S&C - Switch Diamonds, Full Depth, Strengthened - 1

Typical General Arrangement (1 in 10.5 shown)
SD 10.5 V4 SD10.5 V3 SD10.5 V2
SDV 10.5R3
SD10.5 V1R
SDV 10.5R2
SDV 10.5R1
V
PV4
CVS
PV2
PV
PV1
PV
PV2
PV1
CVS
VBS390
PV
CV
VA 180
CV
PV3
VBS324
SDVS
2880
Switch rail
foot relief
Moveable length
Table of Baseplates 1 in 7.5 to 1 in 15

Timber positions (from the knuckle)
5
6
7
8
Switch
diamond
1+
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
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

Switch diamond angle 1 in ~
7.5
9.25
10
10.5
12.75
13
15
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
115
115
115
115
115
115
115
115
255
255
255
255
255
255
255
255
Knuckle to centreline 1 baseplate
280
280
280
280
280
280
280
280
Centreline of first baseplate to

centreline of 2nd timber
710
710
710
710
710
710
710
710
All other timber spacings
710
710
710
710
710
710
710
710
Switch rail length
Knuckle to switch toe

Knuckle to centreline 1st timber
st
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.
Revision 1
Date: June 2001
Sheet 149 of 196
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
Timber positions from the knuckle
Switch
diamond
1+
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
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
Switch diamond angle, 1 in ~
17
17.615
18.5
21
21.829
24
28
9710
9710
9723
9723
9723
9723
9723
18 288
18 288
18 288
18 288
18 288
18 288
18 288
115
115
115
115
115
115
115
305
305
305
305
305
305
305
Knuckle to centreline 1 baseplate
280
280
280
280
280
280
280
Centreline of first baseplate to

centreline of 2nd timber
710
710
710
710
710
710
710
710
710
710
710
710
710
710
6315
6315
6315
6315
6315
6315
6315
heel block
7025
7025
7025
7025
7025
7025
7025
Knuckle to centreline of 3 heel block
7735
7735
7735
7735
7735
7735
7735
Knuckle to centreline of 4th heel block
8445
8445
8445
8445
8445
8445
8445
Switch rail length

Wing rail length
Knuckle to centreline 1st timber
st
st
Knuckle to centreline of 1 heel block

Knuckle to centreline of
2nd
rd
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.
Revision 1
Date: June 2001
Sheet 150 of 196
Network Rail
E.12.4: CEN56E1 / CEN54E1A1 Vertical S&C - Switch Diamonds, Shallow

Depth, Strengthened
Typical General Arrangement (1 in 10.5 shown)
CVS
Movable length 5715
Foot relief
RPV1
RVA 180
2590
RDVS
RCVSL
RDVS
RDVS
2
CV
CV
RPV1
RPV2
RD101/2 V1 RPV4
RVBS
324
RVBS
390
RPV1
RPV1
RVBS
258
RD101/
RD10 /2 V4
RD101/2 V2
V3
Strapping as necessary
Table of Baseplates - 1 in 7.5 to 1 in 15

Timber position from the knuckle
Switch
diamond
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
RVP1SD RPV2
RPV3*
RPV4
RVBS270
RVBS342 SGV - RPV1 SGV - RPV1 SGV - RVA180 V - CV
V - CV
V-V
RPV2*
RPV4
RVBS258
RVBS324
RVBS390 SGV - RPV1 SGV - RVA180 V - CV
V - CV
V-V
RPV2
RPV3
RPV4*
RVBS258
RVBS318
RVBS372 SGV - RVA180 V - CV
V - CV
V-V
RPV2
RPV3
RPV3*
RVBS258
RVBS312
RVBS366 SGV - RVA180 V - CV
V - CV
V-V
1 in 10
1 in 13
1 in 15
RVP1SD RPV1
RVP1SD RPV1
RPV1
RPV2
RPV2*
RPV3
RVBS264
RVBS312
RVBS360
SGV V - CV
RVA180
V - CV
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

Switch diamond angle, 1 in ~
7.5
9.25
10
10.5
12.75
13
15
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 centreline of 1st
timber
Knuckle to centreline of 1st
baseplate
1st baseplate to 2nd timber
115
115
115
115
115
115
115
115
255
255
255
255
255
255
255
255
280
280
280
280
280
280
280
280
710
710
710
710
710
710
710
710
710
710
710
710
710
710
710
710
Switch rail length
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.
Revision 1
Date: June 2001
Sheet 151 of 196
Fixing
PAN 1
33.3
3-AS Screws
1-Hairfelt
2-303
172
Plain line. CWR. Wood.
PAN 2
35
3-AS Screws
1-Hairfelt
2-303
173
Plain line. Jointed. Wood.
PAN 3
33.3
2-SC Screws
1-Rubber / RBC
2-303
174
Plain line. CWR. Concrete.
Plain line. Jointed. Concrete.
PAN 4
35
2-SC Screws
Ferrules
Baseplate Pads
1-Rubber / RBC
Rail Type of Pandrol Dwg No. No. of PAN

Pads
clip
RE/PW/ Housings
2-303
175
Normal use of Baseplate

NOT ADOPTED - use PAN8
35
2-L6 Lockspikes
Not normally reqd
2-303
62-LP-37
Plain line. Adzed jarrah. OBSOLETE
44
3-AS Screws
Not normally reqd
2-401A
255
S&C. CWR. Wood.
PAN L6
44
3-AS Screws
Not normally reqd
2-401A
259
As PAN6 but one short end for limited clearances
PAN M6
44
2-AS Screws
Not normally reqd
2-401A
269
As PAN6 but two short ends for limited clearances
PAN 7
35
3-AS Screws
Not normally reqd
2-401A
270
PAN 8
35
3-L1 Lockspikes
1-Pitchplastic
(Not normally reqd)
2-401A
252
PAN 9 / PAN 9J
35
2-Thro bolts
2-Flanged
1-RBC or Rubber
2-401A
254,256
PAN 9 / PAN 9J
35
2-SC Screws
1-RBC or Rubber
2-401A
254,256
PAN 9 / PAN 9J
35
2-AS Screws
Not normally reqd
2-401A
254,256
285
Plain line. Jointed. Wood. Special locations and curves sharper than
800 metres radius. OBSOLESCENT
Plain line. Jointed. Wood. Straight track and curves flatter than 800
metres radius. OBSOLESCENT - use PAN11
Lower Category (Plain) lines. CWR. Concrete. [J type used at joints]
OBSOLESCENT Use for maint replacements only - on E1 sleepers.
Lower Category (Plain) lines. CWR. Wood. [J type used at joints]
OBSOLETE.
Lower Category (Plain) lines. Wood. OBSOLESCENT - use PAN 11.
Sheet 152 of 196
CCX PAN 9-44
35
2-Thro bolts
2-Flanged
1-RBC or Rubber
1-401A &
1-402A
Plain line. Continuous checking. Concrete. (EF30 Sleeper OBSOLETE). Flangeways 44, 51 and 57 available
Plain line. Jointed. Wood. Replacement baseplates for BR1/BR3
track respectively. OBSOLESCENT - use PAN 11.
Plain line. Jointed. Wood. Consider eqvt SG plate on hardwood.
PAN 10 / 10 A
35
2-AS Screws
Not normally reqd
2-401A
286
PAN 11
35
3-AS Screws
Not normally reqd
2-401A
287
PAN 12 / 12A
35
2-AS screws
Not normally reqd
2-401A
288
CC PAN 1-44
44
4-AS screws
Not normally reqd
1-401A & 1-402A
273
HO-PAN
44
2-AS screws
Not normally reqd
1-401A & 1-402A
276
ASP
35
1-RBC (Grade FC14).

2-Vossloh type
2-Eccentric Maintenance pads
Ss8-214 screws
RBC (Grade FC897)
2-401A
184
VN
44
3-AS screws
Not normally reqd
2-401A/402A
710
For direct fastening to bridge and slab track. Eccentric bushes and
double coil spring washers required.
Alternative fastening using 2 No. fixing studs.
Adjacent to vertical S&C. Holes as for PAN6. Wood.
LGN
44
3-AS screws
Not normally reqd
1-401A & 1-402A
299
For inside guard rail on longitudinal timbers.
LN
44
3-AS screws
Not normally reqd
2-401A or
1-401A & 1-402A
300
CCVN
44
4-AS screws
1-5 mm Rubber
2-401A & 2-402A
845
Plain line. Jointed. Wood. As PAN10/10A but with rail pad.

OBSOLESCENT - use PAN 11.
Plain line. Continuous checking. Wood. Flangeways 44, 51, 57 & 64
mm.
S&C. Wood. Half Baseplate.
For longitudinal timbers with guard rails to alternate with LGN in the
ratio 2 x LN then 1 x LGN.
Plain line. Continuous 95BH check. Wood. Flangeways 41 - 57mm.
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.
Date: June 2008
PAN 5
PAN 6
Network Rail
Seating
Depth
F.1.1: Identification of Pandrol Baseplates - 1
Revision 2
Baseplate
Fixing
Ferrules
Baseplate Pads
Rail
Pads
PAN 14 SG
35
4-AS screws
V4N2 SG
44
4-AS screws
33CVxx
44
4-AS screws
V4N
44
4-AS screws
V2SG
18
4-AS screws
V2SGX
18
4-Vossloh type
Ss8-182 screws
MV
44
WT
Type of
Pandrol clip
No. of PAN
Housings
281
858
1-401A & 1-402A

(plus 1-SHC)
843
2-401A
2-402A
765
2-401A
859 (Draft)
5 mm EVA
2-401A
859 (Draft)
3-AS screws
2-401A
840
35
4-High Tensile
AS screws
2-401A & 2-402A
846
PAN WB
44
2-AS screws
2-401A & 2-402A
119
PAN WBM
44
2-AS screws
2-401A & 2-402A 71-YP-154D
VT6
50
3-AS screws
2-401A or 402A
715
CVT6
50
3-AS screws
2-401A or 402A
715
1-e1809
1-e1810
1-e1809
1-e1810
Normal use of Baseplate

Either side of 6 Hole IBJ. Inclined. Wood. GRN (black) insulators.
SG iron. [Must use PR401A/402A clips in earlier Grey Iron version].
Either side of 6 Hole IBJ. Vertical. Wood. GRN (black) insulators.
SG iron. [Must use PR401A/402A clips in earlier Grey Iron version].
Continuous CEN33C1 check. Wood. Flangeways 38 - 51mm.
33RCVxx raised check version available (RE/PW/848).
(38mm flangeway for high speed S&C cover checks).
Plain line - on rail opposite 33CVxx.
Can also be used either side of 4 Hole IBJ.
SG iron. For use on timbers in front of shallow depth vertical S&C
units to maintain soffit level. Specifically where 2 switch fronts abut.
SG iron. For use on concrete in front of shallow depth vertical S&C
units to maintain soffit level. Specifically where 2 switch fronts abut.
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.
For shallow depth longitudinal timbers. Composite (RE/PW/186) or

nylon (RE/PW/247) insulators. * 4 x Fe6 spring washers (no ferrules)
Narrow longitudinal timbers. Angled chair screws.
Sheet 153 of 196
44
3-AS screws
2-401A or 402A
605
Narrow longitudinal timbers. Angled chair screws. Variable shims for

maintenance. Use NOT RECOMMENDED.
Vertical. Plain rail within S&C. Thick base to compensate for
soleplate on adjacent switches.
Vertical. Check rail within S&C. Thick base to compensate for
soleplate on adjacent switches.
Vertical. Plain rail within, or adjacent to, S&C.
CV
44
3-AS screws
2-401A or 402A
613
Vertical. Check rail within S&C.
RCV
44
3-AS screws
2-401A or 402A
705
Vertical. Raised check rail within S&C.
NRS1
18
3-AS screws
10mm
2-e2007
[1038]
NRS2
18
4-AS screws
10mm
2-e2007
[1116]
113-60 Combi
18
3-AS screws
10mm
2-e2007
[1123]
MAS1P
26
3-AS screws
2-e2007
[1033]
SGV
18
3-AS screws
2-401A or 402A 813 (Draft)
SGCV
18
3-AS screws
2-401A or 402A
SG iron. Plain line. CEN60E1/60E2 or CEN56E1.

Resilient rail pad.
SG iron. Longitudinal timbers. CEN60E1/60E2 or CEN56E1.
AS Screws angled inwards at 10. Studded rubber rail pad.
SG iron. Plain line. CEN60E1/60E2 or CEN56E1.
Resilient rail pad.
SG iron. Rerailing with CEN60E1/60E2 or CEN56E1 - using field
side AS1 (BS95RBH) chair fixing hole as datum.
SG iron. Vertical. On crossing legs adjacent to CEN54E1A1
switches in follow-on leads.
SG iron. Vertical. Check rail. On crossing legs adjacent to
CEN54E1A1 switches in follow-on leads.
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].
Date: June 2008
Dwg No.
RE/PW/
Network Rail
Seating
Depth
F.1.2: Identification of Pandrol Baseplates - 2
Revision 3
Baseplate
Network Rail
F.2.1: Identification of Concrete Sleepers - Chaired / Baseplated types
d2
d1
THROUGHBOLT
(INSULATED) (Y)
Type of
Shoulder
Drawing
Number
8 6
10
1 21/8
535 lbs
20 x 0.2
HORZTL
E4
4 8
8 6
10
1 21/8
535 lbs
20 x 0.2
HORZTL
F7
4 8
8 3
3
10 /8
1 2
7
6 /8
570 lbs
28 x 0.2
HORZTL
F7A
4 8
8 3
103/8
1 2
67/8
570 lbs
28 x 0.2
HORZTL
F7B
4 8
8 3
103/8
1 2
67/8
570 lbs
28 x 0.2
HORZTL
2580
290
368
165
140
282 kg
28x5
CR
1435
to
1448
EF31
2580
1432
Revision
2580
290
290
368
368
165
165
140
140
282 kg
282 kg
28x5
28x5
CS1 CHAIRS (BH)

PAN 9 (FB)
Z1
Z1
CS1S CHAIRS (BH)

MRC4/3 OR 5/3 OR
PAN 9(FB)
Z1
MRC6/3
Mills MRC 6/3 baseplate and

clips. SC screws into rubber
inserts.
Z2
MRC6/3
Mills MRC 6/3 baseplate and

clips. LC screws into beech
wood plugs.
MRC6/3
Through bolts. Mills MRC 6/3

baseplate and clips. Some
Pandrol and some Heyback
baseplates were also used.
CR
HORIZTL
EF30A
Remarks
Method of
securing sleeper
X
Y
RE/PW/284
d2
Through bolts. Continuous

Y
Date: March 1996
CCX-PAN 9 / PAN 9 checking & with provision for
S.R. conductor rail insulators.
RE/PW/289
EF30
d1
Chair / Baseplates
ERS4409
Pre Stress
No /
4 8
(Z)
2
'LC'
BEECH WOOD
ERS4411
Weight
E1
SCREWS
PLUGS
ERS4413
Gauge g
Principal Dimensions
1
'SC'
RUBBER
ERS4413A
Sleeper
designation
THROUGHBOLT (X)
w/o HOLES FOR CRs
As EF30 but without insulator

fixings.
CCX-PAN9-51
Through bolts. For continuous

check rails through level
crossings. It is desirable that
BH check is worn by 13mm.
Sheet 154 of 196
Network Rail
F.2.2: Identification of Concrete Sleepers (Fastenings)

g
d
RL
40
LONGER
l
16
d1
END OF 3rd RAIL

ELECTRIFIED LINES
AD
SHC
w
d2
BJB
CS3
Revision 1
PAN
Date: June 2001
VOSSLOH
RNB
FASTCLIP
Sheet 155 of 196
Network Rail
d1
d2
Pre Stress
No / diameter
Type of
Shoulder
Drawing
Number
8' 6"
10 3/8"
1' 27/16"
8"
5"
275 kg
20 x 0.2"
SLOPING
ERS4415
BJB
BJB
Designed originally for RDC

(Research Dept. Clip)
fastening. Then used with
BJB 750 Spring Bar
Assembly. Stud Screws into
beechwood plugs.
BJB
F13
4' 8"
8' 3"
10 /8"
1' 2 /16"
8"
5"
275 kg
26 x 0.2"
SLOPING
AD
AD (Arthur Dean) fastening

109 lb rail. Bolt secured by
pin in horizontal hole through
sleeper.
F14
4' 8"
8' 3"
3
10 /8"
7
1' 2 /16"
8"
5"
275 kg
26 x 0.2"
SLOPING
AD2
As F13 but with 110A FB rail.
F16
4' 8"
8' 6"
103/8"
1' 27/16"
8"
5"
275 kg
26 x 0.2"
CR
ERS4419
RNB6
RNB assembly. Cast-in

anchor plates.
T-head bolts.
F16A
4' 8"
8' 6"
103/8"
1' 27/16"
8"
5"
275 kg
26 x 0.2"
CR
ERS4419
RNB7
As F16, but with provision for

SR conductor rail insulators.
F17
4' 8"
8' 3"
3
10 /8"
7
1' 2 /16"
8"
5"
275 kg
26 x 0.2"
SLOPING
ERS4421
RNB7
RNB assembly. Cast-in

anchor plates.
T-head bolts.
F19
4' 8"
8' 3"
3
10 /8"
1' 27/16"
8"
5"
265 kg
26 x 0.2"
SLOPING
ERS6457
SHC
SHC fastening. Cast-in

hoops.
F19A
4' 8"
8' 6"
103/8"
1' 27/16"
8"
5"
265 kg
26 x 0.2"
SLOPING
ERS6457
SHC
As F19.
F23
3
4' 8 /8"
8' 3"
103/8"
7
1' 2 /16"
8"
5"
270 kg
26 x 0.2
PANDROL
F23B
4' 83/8"
8' 3"
3
10 /8"
1' 27/16"
8"
5"
270 kg
26 x
4.5mm
8' 3"
RE/PW/248 RE/PW/248 RE/PW/248
Pandrol clip fastening. Cast

in malleable iron shoulders.
Superseded by F27.
3
10 /8"
1' 27/16"
8"
5"
275 kg
26 x 0.2"
ERS4415
F11
4' 8"
8' 3"
103/8"
1' 27/16"
8"
5"
275 kg
26 x 0.2"
ERS3889
F23C
Revision
4' 8 /8"
10 /8"
1' 2 /16"
8"
5"
270 kg
24 x 4.5
Date: March 1996
PANDROL
8' 6"
NER 60-YP-40 NCR58-YP-206
4' 8"
SLOPING
F10
SLOPING
4' 8"
SLOPING
E10
PANDROL
BJB 750 Spring Bar

Assembly. Stud Screws into
beechwood plugs.
SLOPING
Remarks
SLOPING
Sleeper
Gauge
designation
g
Fastenings
Nominal
Weight
F.2.3a: Identification of Concrete Sleepers - Direct Fastening Types - 1
All type 23s also available

designated A.W.S. (With
holes to take A.W.S.
inductors etc).
Sheet 156 of 196
Network Rail
3
10 /8
7
1 2 /16
5"
270 kg
22 x 0.2
SLOPING
F23D
4 83/8
8 3
103/8
1 27/16
5"
270 kg
22 x 4.5
SLOPING
F24
4 83/8
8 6
103/8
1 27/16
5"
275 kg
24 x 0.2
F24/1
3
4 8 /8
8 6
3
10 /8
7
1 2 /16
5"
275 kg
24 x 4.5
F24A
4 83/8
8 6
103/8
1 27/16
5"
275 kg
24 x 0.2
F24A/1
4 83/8
8 6
103/8
1 27/16
5"
275 kg
24 x 4.5
F24A/1CP
4 83/8
8 3
103/8
1 27/16
5"
275 kg
24 x 4.5
F24B
3
4 8 /8
8 6
3
10 /8
7
1 2 /16
5"
275 kg
24 x 4.5
CR
F24/2
1432
2590
264
367
204
141
275 kg
24 x 4.5
HORZTL
F24/2S
1432
2590
264
367
204
141
275 kg
STRAND
F24/BS
1432
2590
264
367
200
165
280 kg
STRAND
F24/BS4R
1432
2590
264
367
200
150
285 kg
STRAND
CR
CS3
1432
2500
264
367
203
140
285 kg
22 x 4.5
SLOPING
RE/PW/271 RE/PW/192 RE/PW/193 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/249 RE/PW/248 RE/PW/248
CR
CR
CR
CR
d2
HORZTL
d1
CR
Fastenings
Drawing
Number
8 3
Remarks
F23 wire arrangement

modified.
F23 wire arrangement

modified. Metric wires.
Similar to F27 but longer and

provision for SR conductor
rail insulators.
As F24 but with metric prestress wires.
Without holes for mounting

insulators.
PANDROL
Type of
Shoulder
3
4 8 /8

insulators.
As F24/1 but with one end

shortened by 3 to avoid
fouling catchplates.
Insulator mounting holes one

side only.

side only.
6 x 9.3mm Strands.
side only.
6 x 9.3mm Strands.
Standard for 3rd rail
electrified track.
6 x 9.3mm Strands.
4-rail electrified track.
CS3
Pre Stress
No / diameter
F23A
Sleeper
Gauge
designation
g
CR
Weight
F.2.3b: Identification of Concrete Sleepers - Direct Fastening Types - 2
CS3 clip fastening. Cast-in

hoops.
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.
Revision 1
Date: June 2008
Sheet 157 of 196
Network Rail
Fastenings
Drawing
Number
Type of
Shoulder
F27
4 8 /8
8 3
10 /8
1 2 /16
5"
275 kg
22 x 4.5
F27S
4 83/8
8 3
103/8
1 27/16
5"
275 kg
STRAND
6 x 9.3mm or 8 x 5/16
Strands.
As F27 but with strand
reinforcement.
F27AP
4 83/8
8 3
103/8
1 27/16
5"
275 kg
22 x 4.5
Adjustable PANDROL.
F27APS
4 8 /8
8 3
10 /8
1 3 /16
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 83/8
8 3
103/8
1 27/16
5"
275 kg
22 x 4.5
Keel Board Sleepers.
F27AWS
4 83/8
8 3
103/8
1 27/16
5"
275 kg
22 x 4.5
With holes for mounting

AWS magnets.
F27T
4 83/8
8 3
103/8
1 27/16
5"
275 kg
22 x 4.5
F27PS
1432
2515
264
367
204
141
275 kg
STRAND
F27A
1432
2515
264
367
203
165
275 kg
24 x 5
F27AS
1432
2515
264
367
203
165
285 kg
STRAND
F27B
1432
2515
264
367
203
165
285 kg
22 x 4.5
F27BS
1432
2515
264
367
203
165
285 kg
STRAND
F34S
1432
2420
290
364
200
175
285 kg
STRAND
Standard PANDROL sleeper.

As F23 but with horizontal
shoulders & increased end
areas.
PANDROL
RE/PW/266
HORZTL
With holes for fixing timber

planks for L-Crossings.
6 x 9.3mm Strands.
Keel Board Sleepers.
RE/PW/719 RE/PW/719 RE/PW/719 RE/PW/719
d2
Remarks
d1
Weight
Sleeper
Gauge
designation
g
Pre Stress
No / diameter
F.2.3c: Identification of Concrete Sleepers - Direct Fastening Types - 3
8 x 9.3mm Strands.
Heavy Duty.
6 x 9.3mm Strands.
Normal Duty.
6 x 9.3mm Strands.
insulators. 5 mm pads. 4 mm
insulators.
NOTES
Revision 1
Date: June 2008
Sheet 158 of 196
Network Rail
d1
d2
Fastenings
Drawing
Number
Type of
Shoulder
Pre Stress
No / diameter
Sleeper
Gauge
designation
g
Weight
F.2.3d: Identification of Concrete Sleepers - Direct Fastening Types - 4
Remarks
364
200
175
285 kg
F40AWS
1432
2420
285
364
200
175
285 kg
With holes for mounting

AWS magnets.
F40GR
1432
2420
285
364
200
175
285 kg
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.
PANDROL
285
RE/PW/191
2420
HORZTL
1432
STRAND (6 x 9.3mm)
F40
10 mm pads, 8 mm
insulators, 110A & 113A rail
only. Also available with
Fastclip and Pressed Steel
shoulders.
With 4 fixings for 113A guard

rails.
NOTES
2. For details of 5F40 (1435mm gauge) sleeper see sheet F.2.5a.
Revision 1
Date: June 2008
Sheet 159 of 196
Network Rail
F.2.4a: Identification of Concrete Sleepers - Special Types & Shallow Depth 1

SLOPING
SHOULDER
HORIZONTAL
SHOULDER
R.L.
1 8. (526)
EF 21 & 25
40
LONGER
HORIZONTAL
SEATING
AWS MOUNTING HOLES
d2
28 x 5
1432
2580
290
330
165
140
260 kg
28 x5
EF28A
1432
2580
290
330
165
140
260 kg
28 x5
EF28/2
1432
2580
290
330
165
140
260 kg
EF28S
1432
2580
290
330
165
140
265 kg
STRAND
EF28(0)S
1432
2580
290
330
165
140
265 kg
STRAND
BJB 625 Spring Bar Assembly.

Stud screws into beechwood
plugs.
Similar to F27 but only 6
deep. Used to save
headroom. Superseded by
EF29.
Pandrol fastening. Shallow
depth for restricted headroom
& with provision for S.R.
conductor rail insulators.
As EF28 but without insulator
fixings.
end only.
CR
EF28
Method of
securing
sleeper
165
CR
2500
28 x 0.2"
BJB 625
5"
Remarks
PANDROL PANDROL PANDROL
6"
Drawing
Number
1215/16"
RE/PW/283 ERS 7032 LM 904-62B
111/2"
Type of
Shoulder
8 3"
SLOPING
d2
Pre Stress
d1
CR
EF25
CR
4 81/2"
CR
EF21
ENDS FOR 3rd RAIL

ELECTRIFIED LINES
No / diameter
Sleeper
Gauge
designation
g
Weight
PANDROL
d1
d1
d2
16
8 x 9.3mm Strands. Insulator

mounting holes one end only.
8 x 9.3mm Strands. Without
holes for mounting insulators.
NOTES
Revision 1
Date: June 2008
Sheet 160 of 196
Network Rail
2500
290
330
165
140
265 kg
28 x 5
HORZTL
EF29S
1432
2500
290
330
165
140
265 kg
STRAND
HORZTL
RE/PW/283
EF32
1432
2580
290
339
174
140
273 kg
28 x 5
CR
RE/PW/294
EF32A
1432
2580
290
339
174
140
273 kg
28 x 5
EF32S
1432
2580
290
339
174
140
273 kg
STRAND
EF32(0)S
1432
2580
290
339
174
140
273 kg
STRAND
EF33
1432
2500
290
339
174
140
275kg
28 x 5
HORZTL
EF33S
1432
2500
290
339
174
140
278 kg
STRAND
HORZTL
1432
2500
300
365
200
184
F35S
1432
2500
290
365
200
184
315 kg
RE/PW/283

depth for restricted headroom.
Available with AWS
mountings.
8 x 9.3mm Strands.
depth for restricted headroom.
Available with AWS
mountings.
8 x 9.3mm Strands.
For use at approaches to
vertical S&C. With holes for
insulators.
32 x 4.5mm
or
26 x 5mm
STRAND
PANDROL
CR
For use at approaches to

vertical S&C. With holes for
insulators.

insulators.
RE/PW/291 RE/PW/294 RE/PW/294 RE/PW/294 RE/PW/294
CC226
Remarks
CR
d2
CR
d1
CR
CR
Method of
securing
sleeper
1432
Drawing
Number
Pre Stress
No / diameter
EF29
Sleeper
Gauge
designation
g
Type of
Shoulder
Weight
F.2.4b: Identification of Concrete Sleepers - Special Types & Shallow Depth 2
8 x 9.3mm Strands.
Without holes for insulators.
Pandrol fastening horizontal

rail seating. For use in line
associated with vertical S&C.
8 x 9.3mm Strands.
Pandrol fastening joint

sleeper. Wider and with a
greater bearing area than F27.
Increased pre-stress.
CC226S
1432
2500
290
365
200
184
315 kg
STRAND
CR
8 x 9.3mm Strands.
insulators.
NOTES
Revision 1
Date: June 2008
Sheet 161 of 196
Network Rail
F.2.5a: Identification of Concrete Sleepers - Post 1996 Designs - 1

Weight
(kg)
Designation Gauge g
l
d1
d2
Type of
Fastening
Shoulder
Remarks
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
EF36
1432
2580
285
330
165
140
270
CR
Fastclip
EF28 type but Fastclip.
5EF36
1435
2580
285
330
165
140
270
CR
Fastclip
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
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.
Revision 4
Date: June 2008
As F40 (see sheet F.2.3d) with

1435 gauge.
Sheet 162 of 196
Network Rail
F.2.5b: Identification of Concrete Sleepers - Post 1996 Designs - 2

Designation
Gauge g
l
d1
d2
Weight
(kg)
Type of
Fastening
Shoulder
Remarks
G44
1435
2500
285
365/378
200
175
308
HORZTL
Fastclip
For CEN56E1 or CEN60E1/E2 rail.
G44CR
1435
2500
285
378 #
200
175
308
HORZTL
Fastclip
# For CEN60E1/E2 rail only.

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*

EG49
1435
2580
285
330/343
165
140
270
HORZTL /
CR
e+ clip

G50(T)
1435
2500
285
365/378
200
175
308
HORZTL
Fastclip As G44 but with Fastclip Type FE.

(Type FE) (Type FE clip and shoulder still being
trialled/developed).
As EG47 but with Fastclip Type FE.
Fastclip
(Type FE)
(Type FE clip & shoulder still being
trialled/developed).
EG51(T)
1435
2580
285
330/343
165
140
273
HORZTL /
CR
APC01
1435
2900
310
364 $
200
186
435
HORZTL
e clip
APC02
1435
2900
310
364 $
200
186
435
HORZTL
Fastclip
$ For CEN56E1 rail only.

As APC01 but Fastclip.
NTF504
1432
2580
285
329 $
165
140
270
CR
e clip

LUL spec. 4th rail.

For mounting APC magnets.
NOTES
1.
2.
3.
4.
For details and explanation of the dimensions, see diagram on sheet F.2.4a.
Weights quoted are nominal.
* Vossloh fastening is type W14.
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).
Revision 5
Date: March 2010
Sheet 163 of 196
Network Rail
F.3.1: Standard Method of Measurement of S&C

Turnout
L2
1M
L1
L1 + L2
Crossover
L2
1M
L3
1M
L1
L1 + L2 + L3
Junction
L2
1M
L3
L4
1M
1M
L1 + L2 + L3 + L4
L1
Diamond
L2
1M
1M
L1
L1 + L2
Single / Double Slip

L2
L2
L3
L3
1M
1M
1M
1M
L4
L1
L1
L1 + L2 + L3
Revision
Date: March 1996
L1 + L2 + L3 +L4
Sheet 164 of 196
Network Rail
F.4.1: Standard Symbols for use on Layout Drawings - 1

Description
Expansion
Gap Reqd
Remarks
Standard Fishplates
6mm*
*At 20C
F2
2 hole Flat, Fishplate on congested side
6mm*
F4
4 hole Flat, fishplate on congested side
6mm*
TJ
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.
DBE
Rail Drilled for fishplates at Both Ends.
N/A
DOE
Rail Drilled for fishplates at One End only
N/A
UD
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
Nil
Shop Glued
Nil
Shop Glued
Parallel wing/check rail insulated joint
N/A
Symbol
Jt
TJF4
F4 1 l ft(
*At 20C.
Used on parallel wing rail extensions
*At 20C.
Used on checked track
Switch Anchor Plate

(on Shallow Depth Vertical or NR60 Stock Rail)
or
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
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.
Revision 1
Date: June 2008
Sheet 165 of 196
Network Rail
F.4.2: Standard Symbols for use on Layout Drawings - 2 (Crossings)

Common Crossings
Symbol
Symbol
Obtuse Crossings
Fabricated / Built up only.

L or R/H splice quoted to identify crossing
N LHS/RHS
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
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.
Revision
Date: March 1996
Sheet 166 of 196
Network Rail
F.4.3: Standard Symbols for use on Layout Drawings - 3

Adjustment Switch
Direction of
Traffic
Change of Rail Section
CEN56E1
CEN60E1
Adjustment Switch incorporating Change of Rail Section

Direction of
Traffic
CEN56E1
CEN60E1
Fouling Point (for rolling stock)
FP
Lateral Resistance End Plates
LP
LP
LP
NOTES
1.
2.
3.
4.
LREPs may be fitted to one end only (outside of curve) or both ends of sleepers/bearers.
On curves below 375m radius, they should be fitted to every sleeper.
The screw on type is obsolescent; the clamp on (Sleeper Anchor) type should be used in preference.
The Sleeper Anchor may be fitted to sleeper end(s) or in the four-foot.
Revision 1
Date: June 2008
Sheet 167 of 196
Network Rail
F.5.1: Minimum Distance for Welds adjacent to Non-Ballasted Underbridges

4.5m
CASE 1
D ire ct
faste n in g s
4.5m
CASE 2
D irect
fas te n in g s
A djustm ent sw itch w hen

required
4.5m

required
4 .5 m
w
w
C entreline

required
4.5m
4.5m
w
w
C entreline
w
CASE 3
D irec t
fas te n in g s
A djustm ent sw itch w he n

required
w
w
C entreline
w
4.5m
4 .5 m
4 .5m

required
4.5m
CASE 4
W a yb e am s
A djustm ent sw itch w he n

required
w
w
w
w
4.5m
4.5m
M inim um dim ension w eld to joint betw een

individual longitudinal tim bers is 2 m etres.
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.
Revision
Date: December 1999
Sheet 168 of 196
Network Rail
F.6.1: Weights of Components and S&C Units

BS95RBH
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
CEN56E1
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
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 (in metres) within
the unit by:
- for BS95RBH
0.083
- for CEN56E1
0.097
Revision
Date: March 1996
Sheet 169 of 196
Network Rail
F.7.1: S&C Detail Drawing Aide-Memoire - 1

1 General
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
Layout - is it satisfactory for speed / HMRI requirements?

Materials - does it agree with Track Category matrix?
Speeds shown for all tracks / turnouts / crossovers etc.?
Track designations shown (up fast etc.) next station?
Are all signalling requirements (IBJs etc.) shown?
Standard Notes - all dimensions in millimetres etc.?
Notes - Check rail type / bonding arrangements etc.?
Existing track / S&C shown dotted ?
Have passing clearances / structural clearances been checked?
[
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2 Title Block
2.1
2.2
2.3
2.4
2.5
2.6
Station / Site / Description

Renewal item no. / Stage no.
Designers initials / Checkers initials
Scales / Size of Drawings
Plan no. / File Reference / Copyright
Signatures / Dates / Amendments
[
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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.)
[
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4 Alignment
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
Tangent points and radii, direction of curve

Transition lengths / rates of change
Cants and changes of cant shown on correct rail
Has two-levelling been necessary ? (Sheets B.5.1 & B.5.2)
Track spaces at noses (standard), at each HC (turnout/diverging)
Equivalent radii of turnouts
Radii sharper that 200 m, check rail / gauge widening
Vertical alignment details / longitudinal section
[
[
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5 Switches
5.1
5.2
5.3
5.4
5.5
5.6
Rail section (full / shallow depth)

Switch type (CV etc.) and hand (LHTO, RHTO, Split)
Point numbers (including switch diamonds)
All non-standard fronts / rail lengths
Lead lengths of turnouts / diamonds / etc.
Type of switch operation / low friction slide baseplates
[
[
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Designer
Checker
[continued on Sheet F.7.2]
Revision
Date: March 1996
Sheet 170 of 196
Network Rail
F.7.2: S&C Detail Drawing Aide-Memoire - 2 continued from Sheet F.7.1.

6 Common Crossings
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
Designer
Checker
[
[
[
[
[
[
[
[
[
]
]
]
]
]
]
]
]
]
[
[
[
[
[
[
[
[
[
]
]
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]
[
[
[
[
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[
]
]
]
]
]
]
[
[
[
[
[
[
]
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[
[
[
[
[
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[
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[
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]
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?
[
[
[
[
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[
]
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]
]
]
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]
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]
[
[
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]
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
7.5
7.6
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
8.5
8.6
9 Rails
9.1
9.2
9.3
9.4
9.5
9.6
Revision 1
Rail material type / section / end drilling

Manganese rails to be fully dimensioned
Twist rails / positioning / hand / length
Closure rails to be numbered for identification
Types of joint / weld throughout
Type of adjacent plain line (F40 concrete etc.)
Date: June 2008
Sheet 171 of 196
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:LG
D = -------------R
where L is the standard length of the outer rail, say 18.288 metres.
Hence for outer rails of 18.288 m in length,
1.502 18.288 1000
D = -------------------------------------------------------------------------- mm
( Radius of Curve in metres )
27468.576
D = ---------------------------- mm
R
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.
Revision
Date: March 1996
Sheet 172 of 196
Network Rail
G.1.1: List of Relevant Publications

Sheet temporarily withdrawn (pending full review of Track Design Handbook).
Revision 1
Date: February 2007
Sheet 173 of 196
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
Turnout Type
Straight
planed
Effective
Radius at
Switch Toes
m
(a)
Radius of
Turnout
Curve m
115.8
Theoretical Maximum Speed
Speed Restriction
On Switches
km/h
(b)
On Turnout
km/h
(c)
On Reverse
km/h
(d)
Turnout
mph
Crossover
mph
145.4
35.0
33.3
26.9
20
15
136.0
145.4
37.9
33.3
26.9
20
15
161.0
187.1
41.3
37.7
29.6
20
15
193.8
187.1
45.3
37.7
29.6
20
15
217.3
292.0
47.9
47.2
35.1
25
20
270.4
292.0
53.5
47.2
35.1
25
20
273.5
420.3
53.8
56.6
40.4
30
25
352.0
420.3
61.0
56.6
40.4
35
25
383.2
746.5
63.7
75.4
50.7
35
30
524.4
746.5
74.5
75.4
50.7
45
30
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)
Curved
planed
A7
A7
B8
B8
C10
C10
D12
D12
E16
E16
F20
Curved Planed Turnouts with Transitions to Straight within the Lead, gauge 1435 mm
Turnout
Transitioned
(from)
Effective Radius at
Switch Toes
m
(a)
Radius of Circular part of

turnout curve
m
E20 (16)
524.4
F21 (18)
Speed
Restriction
Theoretical Maximum Speed

On Switches
km/h
(b)
On Turnout
km/h
(c)
On Transition
km/h
(d)
mph
746.6
74.5
75.4(g)
78.9
45
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
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)
(g)
(h)
Crossovers without transitions are not recommended for higher speeds.
(i)
Speeds shown may need alteration in respect of curved and canted main lines.
Revision
Date: December 1999
Sheet 174 of 196
Network Rail
H.3.1: CEN56E1 Vertical S&C - Switch Diamonds - Full Depth,

Non-strengthened
Table of Baseplates
Timber Position (from the knuckle)
Switch
Diamond
1+
1 in 7.5
PV
PV2*
1 in 8
PV
1 in 9.25
10
11
PV3* HV-LSDS V-LSDS
V-SDS
V-SDS
V-SDS
V-SDS
V-SDS
V-V
PV2*
PV3* HV-LSDS V-LSDS
V-SDS
V-SDS
V-SDS
V-SDS
V-SDS
V-V
PV
PV1*
PV2*
PV4*
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*
HV-LSDS V-LSDS
V-LSDS
V-SDS
V-V
V-LSDS
PV3*
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
Switch Diamond Angle, 1 in ~
7.5
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
115
115
115
115
115
115
115
Knuckle to C
Lof 1st Timber
305
305
305
305
305
305
305
Knuckle to C
Lof 1st Baseplate
280
280
280
280
280
280
280
1st Baseplate to 2nd timber
710
710
710
710
710
710
710
710
710
710
710
710
710
710
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
Revision
Date: December 1999
Sheet 175 of 196
Network Rail
H.3.2: Check Rails: Vertical S&C - High Speed

Crossing FACING in the High Rail
VT6
CVT6
Standard check
Nose
Note (i)
38mm flangeway
Note (i)
li
Main
ys
7 No. ba
ne
2 N o.
bays
flare
dard
Stan 50 long
22
ii i)
N o te (
4 No.
in.
a
b ys m
g
750 lon
flare, 8
1 in 350
i)
Note (i
ii )
N o te (i
Crossing TRAILING in High Rail

CVT6
Stand
a r d ch
ec k
Nose
M ain line
affic
Direction of tr
Note (i)
38mm flangeway
4 No.
bays min.
7 No. bays
Note (i)
2 No.
bays
1 in 350 flare, 8750 long
No te (iii)
Standard flare
2250 long
Note (ii) No te (iii )
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 the length of the check rail.
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).
Revision
Date: February 2007
Sheet 176 of 196
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.
A
3m m
Str
aig
ht
C
12m m
R
R
D efinition of S w itch G eom etry

Switch details
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
Positioning of Switch Heels

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
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.
Revision
Date: February 2007
Sheet 177 of 196
6.25
115
7.5
8.25
5.25
5.5
6.5
7.5
8.25
IP to Nose
84
88
104
112
120
132
8341
8549
9362
9646
9961
10 395
RA
271 147
388 028
1 503 641
558 450
370 175
265 058
RC
9015
9260
10 153
10 555
10 930
11 455
RA
156 518
189 384
490 089
1 096 688
STR
937 036
RC
9360
9624
10 593
11 032
11 443
12 014
RA
134 148
157 566
321 630
504 689
934 337
STR
RC
OBTUSE /
SW DIA
Angle M
6.25
96
7.5
87
8.25
NOTES
1. Gauge is 1435 mm. All dimensions are in millimetres and are shown to the nearest
millimetre.
A
M
M
N<M
RA
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.
Angle
Desirable radius
Minimum radius
1 in 7.5
500 000
400 000
1 in 6.25
250 000
210 000
N>M
STR.
RC
Gauge
Sheet 178 of 196
Date: June 2008
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.
ge
Gau
Network Rail
H.4.2: RT60 Inclined S&C Diamonds - Leads and Radii - 1
Revision 1
OBTUSE CROSSINGS /
SWITCH DIAMONDS
Diamond
Fixed
obtuse
Switch
diamond
L5
L6
mph
mph
45 986
1950
25
(25)
50 577
1300
25
30
6.5
52 718
1300
30
(30)
66 841
650
(30)
40
Turnout
radius
L1
R6
R1
N1
L2
R2
N2
L3
R3
N3
L4
R4
N4
RT60C
23 928
194 930
8.25
4095
357 197
7.5
9836
366 893
6.25
115
8126
272 152
5.25
RT60D
27 554
258 475
9.5
4629
303 278
8.25
10 263
265 776
6.25
115
8131
270 430
5.25
RT60D
27 554
258 475
9.5
4629
303 278
8.25
10 915
502 109
103
9620
889 250
RT60E
36 255
447 499
12.5
6188
581 651
11
13 573
449 056
8.25
87
10 825
503 972
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
NOTES
R5
L1
Toe
1. Gauge is 1435 mm. All dimensions are in

millimetres and are given to the nearest millimetre.
R1
R6
X
N5
Gauge
L6
R2
N4
N2
N3
N1
Gauge
Toe
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.
N3
R3
R1
R6
S = 1970
R4
L2
L1
L3
L4
L5
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.
Sheet 179 of 196
Date: February 2007
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.
Maximum speed
Turnout
stagger
N5 - N1
Common Total Lead

crossing Length
Switch
radius
Network Rail
Six foot space
Lead
length
Toe - N1
H.4.4: RT60 Inclined S&C Double Junctions from Straight Tracks at 1970 Interval
Revision
Turnout
Switch
designation
RT60C
DIAMOND
Total lead
length
Maximum speed
mph
Lead
Toe - N1
Switch
radius
Turnout
radius
Common
Crossing
Lead
N1 - N2
Radius
Common
Crossing
Lead
N2 - N3
Radius
L1
R6
R1
N1
L2
R2
N2
L3
R3
N3
L5
To
reverse
To straight
8.25
3940
193 272
9534
559 168
6.25
115
37 402
25
25
9.5
4629
303 278
8.25
11 882
Straight
8.25
87
41 671
25
25
23 298
25 160
194 930
194 930
284 822
Obtuse crossings or
switch diamonds
NOTES
2. Interval between tracks (running edges) is 1970 mm. Radii shown are
of centreline of tracks.
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.
R3
Gauge
R2
N3
R1
R6
S = 1970
N2
N1
Gauge
L2
L1
L5
L3
Sheet 180 of 196
Date: February 2007
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.
Toe
1. Gauge is 1435 mm. All dimensions are in millimetres and are given to
the nearest millimetre.
Network Rail
Switch
Designation
SIX FOOT INTERVAL
H.4.5: RT60 Inclined S&C Single Junctions from Straight Tracks at 1970 Interval
Revision
TURNOUT
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 Route Asset Manager (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
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
Non-preferred
BV 8 Natural Turnout
Running Lines
Non-preferred
BVS 8 Natural Turnout
Running Lines
A or U
Preferred
BV 8 Natural Crossover
Sidings
Non-preferred
BV 8 Natural Crossover
Running Lines
Non-preferred
BVS 8 Natural Crossover
Running Lines
A or U
Preferred
BV 9.25 Transition Turnout & Crossover
Sidings
Non-preferred
Running Lines
Non-preferred
BVS 9.25 Transition Turnout & Crossover
Running Lines
B or W
Withdrawn
BV 9.25 Turnout
n/a
Withdrawn
BV 10 Turnout
n/a
Withdrawn
BV 10 Transition Turnout & Crossover
n/a
Withdrawn
BV 10.75 Turnout
n/a
Withdrawn
n/a
Non-preferred
CVS 8 Turnout
Running Lines
A or U
Non-preferred
CV 9.25 Turnout
Running Lines
Non-preferred
CVS 9.25 Turnout
Running Lines
Revision 1
Sidings
Date: March 2010
See note 4
See note 4
See note 4
See note 4
Sheet 181 of 196
Network Rail
Status
Geometry
For use in:
Construction
code
(see sheet J.1.2)
Preferred
CVS 9.25 Turnout
Obsolescent
CVS 9.25 Crossover
Non-preferred
CV 10 Turnout & Crossover
Running Lines
Non-preferred
CVS 10 Turnout & Crossover
Running Lines
B or W
Non-preferred
CVS 10 (Str) Turnout & Crossover
Running Lines
B or W
Obsolescent
CV 10.75 Turnout
Non-preferred
CVS 10.75 Turnout
Withdrawn
CVS 10.75 Transition Turnout & Crossover
Preferred
CV 13 Transition Turnout & Crossover
Running Lines
Preferred
CVS 13 Transition Turnout & Crossover
Running Lines
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
Preferred
DVS 10.75 Natural Curved Turnout
Running Lines
Non-preferred
DVS 13 Transition Turnout & Crossover
Running Lines
Non-preferred
DVS 13 (Str) Turnout
Running Lines
Non-preferred
DV 15 Transition Turnout & Crossover
Running Lines
Preferred
DVS 15 Transition Turnout & Crossover
Running Lines
Withdrawn
EVS 13 Turnout
Preferred
EVS 15 Natural Curved Turnout
Withdrawn
EVS 16 Turnout
Non-preferred
EVS 18.5 Turnout
Running Lines
Non-preferred
EVS 18.5 Transition Turnout & Crossover
Running Lines
Preferred
EVS 21 Transition Turnout & Crossover
Running Lines
Withdrawn
FVS 16 Turnout
Non-preferred
FVS 18.5 Natural Curved Turnout
Withdrawn
FVS 21 Turnout
Non-preferred
FVS 24 Transition Turnout & Crossover
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
Revision 1
Running Lines
B
n/a
n/a
Running Lines
B
n/a
n/a
Running Lines
B
n/a
n/a
Running Lines
F
n/a
Date: March 2010
Running Lines
Sheet 182 of 196
Network Rail
Status
Geometry
For use in:
Construction
code
(see sheet J.1.2)
Obsolescent
GV 28 Transition Turnout & Crossover (two levelled)
n/a
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 U
Non-preferred
CV 9.25, 8, 6, 5 Double Junction
Running Lines
Non-preferred
CVS 9.25, 8, 6, 5 Double Junction
Running Lines
Preferred
CVS 9.25, 8, 6, 5 Double Junction
Running Lines
Non-preferred
CV 9.25, 8, 6.5, 5.5 Double Junction
Running Lines
Non-preferred
CVS 9.25, 8, 6.5, 5.5 Double Junction
Running Lines
Preferred
CVS 9.25, 8, 6.5, 5.5 Double Junction
Running Lines
Withdrawn
CVS 10, 9.25, 7, 6 Double Junction
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
Preferred
DVS 10.75, 9.25, 7.5, 6.5 Double Junction
Running Lines
Withdrawn
DVS 10.75, 9.25, 8, 7 Double Junction
Non-preferred
DV 10.75, 9.25, 8, 7.5 Double Junction
Running Lines
Preferred
DVS 10.75, 9.25, 8, 7.5 Double Junction
Running Lines
Withdrawn
DV 10.75, 10, 9.25(SD), 8 Double Junction
Non-preferred
DVS 10.75,10, 9.25(SD), 9.25 Double Junction
Running Lines
Non-preferred
EVS 15, 13, 10.5(SD), 9.25 Double Junction
Running Lines
Non-preferred
FVS 18.5, 16, 12.75(SD), 10.75 Double Junction
Running Lines
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
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
Revision 1
Date: March 2010
n/a
n/a
n/a
See note 4
Sheet 183 of 196
Network Rail
Status
Geometry
For use in:
Construction
code
(see sheet J.1.2)
Withdrawn
Type 1, CV 10.75, CV 10.75 (Equal-split Tandem)
n/a
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)
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
Sidings
See note 4
Non-preferred
Sidings
See note 4
Non-preferred
Running Lines
Non-preferred
Running Lines
Withdrawn
1 in 8 Single Slip - Switch Diamond - CEN56E1
Non-preferred
Running Lines
Non-preferred
Running Lines
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
Withdrawn
DVS 13 Scissors
n/a
Withdrawn
AV Trap points
n/a
Preferred
BV Trap points
Sidings
Non-preferred
BVS Trap points
Running Lines
Preferred
BVS Trap points
Running Lines
Non-preferred
CVS Trap points
Running Lines
Non-preferred
CVS Trap points
Running Lines
Preferred
NR60 C 8.25 Turnout
Running Lines
Preferred
NR60 C9.5 Turnout
Running Lines
Preferred
NR60 C 11 Transitioned Turnout & Crossover
Running Lines
Withdrawn
NR60 D 8.25 Turnout
Preferred
NR60 D 9.5 Turnout
Revision 1
Running Lines
J or Q
n/a
Running Lines
See note 4
n/a
Running Lines
Date: March 2010
Sheet 184 of 196
Network Rail
Status
Geometry
For use in:
Construction
code
(see sheet J.1.2)
Withdrawn
NR60 D 11 Turnout
n/a
Withdrawn
NR60 D 12.5 Turnout
n/a
Preferred
NR60 D 13.5 Transitioned Turnout & Crossover
Withdrawn
NR60 E 9.5 Turnout
n/a
Withdrawn
NR60 E 11 Turnout
n/a
Preferred
NR60 E 12.5 Turnout
Withdrawn
NR60 E 13.5 Turnout
n/a
Withdrawn
NR60 E 15.75 Turnout
n/a
Preferred
NR60 E 17.25 Transitioned Turnout & Crossover
Withdrawn
NR60 F 12.5 Turnout
n/a
Withdrawn
NR60 F 13.5 Turnout
n/a
Preferred
NR60 F 15.75 Turnout
Withdrawn
NR60 F 17.25 Turnout
Preferred
NR60 F 21.5 Transitioned Turnout & Crossover
Withdrawn
NR60 SG 17.25 Turnout
Preferred
Withdrawn
n/a
Withdrawn
n/a
Preferred
NR60 SG 27 Transitioned Turnout & Crossover
Withdrawn
NR60 G 21.5 Turnout
Preferred
NR60 G 23.5 Turnout
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
Preferred
NR60 H 31.25 Turnout
Running Lines
Preferred
NR60 H 33.5 Turnout
Running Lines
Preferred
NR60 C 8.25, 7.01, 5.62, 4.82 (Double Junction)
Running Lines
Preferred
NR60 D 9.5, 8.08, 6.57, 5.68 (Double Junction)
Running Lines
Preferred
NR60 E 12.5, 10.65, 8.69, 7.53 (Double Junction)
Running Lines
Withdrawn
NR60 C 8.25, 7.01, 5.62(SD), 4.82 (Double Junction)
Running Lines
n/a
Withdrawn
NR60 D 9.5, 8.08, 6.57(SD), 5.68 (Double Junction)
Running Lines
n/a
Withdrawn
NR60 E 12.5, 10.65, 8.69(SD), 7.53 (Double Junction)
Running Lines
n/a
Withdrawn
NR60 F 15.75, 13.42, 10.58(SD), 9.01 (Double Junction)
Running Lines
n/a
Withdrawn
NR60 SG 20.25, 17.27, 13.67(SD), 11.66 (Double Junction)
Running Lines
n/a
Withdrawn
NR60 G 23.5, 20.04, 15.83(SD), 13.49 (Double Junction)
Running Lines
n/a
Withdrawn
NR60 H 31.25, 26.66, 21.07(SD), 17.97 (Double Junction)
Running Lines
n/a
Revision 1
Running Lines
Running Lines
Running Lines
Running Lines
D
n/a
Running Lines
D
n/a
Running Lines
Running Lines
D
n/a
Running Lines
Date: March 2010
Sheet 185 of 196
Network Rail
Status
Geometry
For use in:
Construction
code
(see sheet J.1.2)
Withdrawn
NR60 C 11, 11, 11(SD), 11 (Single Junction)
Running Lines
n/a
Withdrawn
NR60 D 13.5, 13.5, 13.5(SD), 13.5 (Single Junction)
Running Lines
n/a
Withdrawn
NR60 E 17.25, 17.25, 17.25(SD), 17.25 (Single Junction)
Running Lines
n/a
Withdrawn
NR60 F 21.5, 21.5, 21.5(SD), 21.5 (Single Junction)
Running Lines
n/a
Withdrawn
NR60 SG 27, 27, 27(SD), 27 (Single Junction)
Running Lines
n/a
Withdrawn
NR60 G 33.5, 33.5, 33.5(SD), 33.5 (Single Junction)
Running Lines
n/a
Non-preferred
NR60 C11 Scissors
Running Lines
Non-preferred
NR60 C Trap
Running Lines
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
Revision 1
Date: March 2010
Sheet 186 of 196
Yes
No
Yes
CCB
n/a
No
No
No
No
No
No
Yes
No
No
CCB
n/a
No
No
No
No
No
No
Yes
No
No
CCB
n/a
No
No
No
No
No
No
No
No
Yes
CCB
n/a
No
No
No
No
No
No
No
No
Yes
Yes
n/a
n/a
No
No
No
No
No
No
No
No
Yes
Anti Creep Device
e-plus & 8mm pad2
Yes
Running Lines
NR60
Concrete Shallow depth
Anti Creep Device
e-plus & 10.5mm pad
Yes
Running Lines
NR60
Anti Creep Device
e-plus & 10.5mm pad
Yes
Running Lines
Vertical
Stress Transfer Blocks
e-plus & 8mm pad2
Yes
Running Lines
Vertical
e-plus & 8mm pad2
Yes

and Anti Creep Device
e-plus & 8mm pad
Yes
Yes
Yes
Crossing type
Running Lines
Vertical
Running Lines
Vertical
Concrete Full Depth
Heel Blocks
e-plus & SG baseplates
No
Monobloc
n/a
No
Yes
Yes
Yes
No
No
No
No
No
e-plus & 10.5mm pad
Yes
n/a
n/a
No
No
No
No
No
No
Yes
No
No
PR401 & baseplates
Yes
CCB
n/a
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
Part
Fabricated
n/a
Yes
Yes
Yes
Yes
No
No
No
No
No
CCB
n/a
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
CCB
n/a
Yes
Yes
Yes
Yes
No
No
No
No
No
Running Lines
NR60

and Anti Creep Device
Running Lines
Vertical
Timber
Heel Blocks
Full Depth
Running Lines
Vertical
Timber
Full Depth
Heel Blocks
PR401 & baseplates
No
Running Lines
Vertical
Timber
Strengthened
Full Depth
Heel Blocks
PR401 & baseplates
Yes
Running Lines
Vertical
Timber
Strengthened
Full Depth
Heel Blocks
PR401 & baseplates
Yes
Yes 3
Yes
Running Lines
Vertical
Timber
Shallow depth
PR401 & baseplates
Yes
CCB
n/a
No
Yes
Yes
Yes
No
No
No
No
No
Running Lines
Vertical
Timber
Shallow depth
PR401 & baseplates
Yes
CCB
n/a
No
Yes
Yes
Yes
No
No
No
No
No
Running Lines
Vertical
Timber
Shallow depth
PR401 & baseplates
No
n/a
n/a
No
Yes
Yes
Yes
No
No
No
No
No
Running Lines
Vertical
Anti Creep Device
e-plus & 8mm pad2
Yes
CCB
Full Depth No
No
No
No
No
No
No
No
Yes
Yes
Running Lines
Vertical
Concrete Shallow Depth Stress Transfer Blocks
e-plus & 8mm pad2
Yes
CCB
Full Depth No
No
No
No
No
No
No
No
Yes
Yes
NOTES
1.
2.
3.
The selection of Point Operating Equipment (POE) shown in the above table supports the current engineering renewal policy. Style 63 machines, HW machines, Rail Clamp Point Locks and the
High Power Switch Actuator (HPSA) are currently approved across a range of S&C but their use prevents the transportation of switch panels with the POE pre-assembled.
Pending approval of e-plus clips and 8mm pads, use 401 clips and 5mm pads; or, where appropriate, e2007 clips and 5mm pads.
Continuous check required in passenger lines.
Sheet 187 of 196
Date: March 2010
Network Rail
No
No
Vertical
J.1.2: Standard Configurations of S&C - Construction Codes
No
No
Running Lines
HPSA & Powerlink

Drive (Torsional)1
No
No
Yes
Hy-Drive (IBCL + SO)
No
No
e-plus & 8mm pad2
Non-Locked Yard
Points
No
No
Anti Creep Device
Switch Diamonds
Rail Clamp Point Lock
IBCL with mechanical

supplementary drive
Train Operated Points
Rail Clamp Point Lock1
Style 63 Point
Machine1
No
No
HW Point Machine1
Mechanically Worked
points
No
No
Vertical
Rail section for

Switch Diamond
No
n/a
Running Lines
Continuous Check
Required
n/a
CCB
Fit for CWR
Clips & Pads

(outside switch panel)
Heel Assembly
Switch type
Bearer type
Design
For use in:
Construction code
Revision 1
CCB
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 Route Asset Manager (Electrification & Plant) 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.
Revision 4
Date: June 2008
Sheet 188 of 196
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.
(iv) where bearer ties are used in crossovers, the two tracks must remain coplanar from switch toe to switch toe.
(v) where bearer ties are used in double junctions to connect two or more tracks, all tracks must remain
coplanar for 20 metres (minimum) beyond the last tied bearer.
Revision 3
Date: March 2010
Sheet 189 of 196
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.
Revision
Date: February 2002
Sheet 190 of 196
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/RT0032, 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 10 mph or less. For
example, on a 90 mph main line, an 80 mph turnout would not need a signalled restriction of speed, whereas a
75 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 10 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.
Revision 5
Date: March 2010
Sheet 191 of 196
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 NR/SP/TRK/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.
Where switch diamonds are used they are to be of the Full Depth Vertical design.
Revision 4
Date: March 2010
Sheet 192 of 196
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.
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. However, it
may very occasionally be necessary, such as when the stress cannot be carried into the turnout, to use stress
transfer blocks in a plain lead; in which case, authority will need to be obtained from the Head of Track Engineering
at Network Rail HQ.
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.
Revision 4
Date: March 2010
Sheet 193 of 196
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.
Revision 4
Date: June 2008
Sheet 194 of 196
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 --- ,
2
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.
50
150
100N
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.
Revision
Date: February 2002
Sheet 195 of 196
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 always be taken to the mathematical switch toe.
(In later Shallow Depth vertical, and in NR60 / RT60 inclined S&C designs, the switch rail is continued under the
stock rail head in advance of the mathematical toe position for a short distance:
165 mm in later Shallow Depth vertical S&C, and
75 mm in NR60 /RT60 inclined S&C;
see relevant RE/PW drawings for more detail).
In other S&C designs, including earlier Shallow Depth vertical, 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.
Revision 3
Date: March 2010
Sheet 196 of 196
Standards Awareness Briefing Note

Ref: NR/L2/TRK/2049
Issue: 12
Title: Track Design Handbook
Standard Owner: Professional Head (Track)
Publication Date: 6th March 2010
Compliance Date: 5th June 2010
Non-Compliance rep (NRNC): Professional Head (Track)
Further information contact: Geoff South
Tel: 085 79184
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 take proper account of the speed of traffic.
Scope: The specification applies to all design work carried out on track
assets on, or for use in, Network Rail Infrastructure.
Whats New/Changed:
o
o
o
o
o
o
o
o
o
o
o
Sheets A.1.2, A.6.3, A.6.7, B.2.1, B.2.2, B.2.3 (S&C geometry)

have new and/or more fully explained geometry requirements
Sheet A.8.1d (Additional Clearances required for Cant & Curvature)
is completely new.
B.2.4 (Guidance on Circular Curves) & B.3.3, B.3.10 (Speeds
through follow on Crossovers) have been completely revised.
Rail section sheets withdrawn, instead they are cross referenced to
RE/PW drawings on sheet D.1.1.
Sheet D.2.6 (Standard Rail Lengths) has been updated in line with
current rail purchasing contracts.
Sheets D.4.1a through to D.4.3 (Rail Pads Clips and Insulators)
have been substantially updated to include new and corrected
information.
Sheet D.6.2 now cross references the company standard on Train
Detection.
Sheets D.8.3 & D.8.4 (Level Crossing Road Profile) are completely
new.
Sheet E.1.1 shows revised switch and/or stock rail lengths for all full
depth vertical switches.
Sheet J.3.1 references different Group Standard; and approach
control speed differential reduced from 15 to 10 mph.
Sheet J.4.1: Where switch diamonds are required they are to be of
full depth vertical design.
Further detail on the changes is shown on the attachment.

Affected documents:
Reference
Impact
None
None
Implementation requirements: (The following posts have specific responsibilities within

this standard and shall receive technical briefing as part of the Implementation Programme)
Post
Professional Head (Track)

Senior Engineers of all teams identified
as requiring Technical briefs. They will
cascade to their teams.
Team
Engineering
Teams that require briefing:

(A-Awareness, T-Technical)
Executive Management Group
Commercial Property
Strategic Sourcing
Corporate Development
Finance
Govt & Corp Affairs
Human Resources
Information Management
Legal Services
National Delivery Service
Network Development
Ops & Customer Services
Planning
Safety and Compliance
CTRL
Westwood
Engineering
Professional Head [Track]
Professional Head [Plant and T&RS]
Professional Head [S&T]
Professional Head [Electrical Power]
Professional Head [Buildings & Civils]
Switch & Crossing Engineering
T&RS Systems
Technology Management [Track]
Technology Management [Plant]
Technology Management [T&RS]
Technology Management [Elec. Power]
Technology Management [Signalling]
Technology Management [Telecoms]
Technology Management [Ops Property]
Technology Management [Structures]
Asset Performance [Track & Plant]
Asset Performance [SPC]
Asset Performance [Buildings & Civils]
Network Electrification
Engineering Programme Management
Ergonomics
Systems Engineering
Asset Information
Controlled Publications
Data Control
Asset Systems
Asset Reporting
Buried Services
Rail Vehicle Asset Knowledge
Asset Head
Head of Asset Management [Track]
Track Design
Track Delivery
Head of Asset Management [S&T]
Head of Asset Management [E&P]
SP&C Delivery
Asset Management [Buildings & Civils]
Asset Protection
Investment Projects
Crossrail
FTOCS
Sig. Power & Comms
Buildings & Civils
FTN/GSM-R
Thameslink
Enhancement
Contractors*
Project Delivery Support
Programme Controls
Contracts & Procurement
HSEA
Infrastructure Maintenance
Central Team
Route Teams
Delivery Units
National Programme Team
Overhead Condition Renewals
Telecoms
Operational Property
Signal Work & Mechanical Locking
Contingent Labour Contractors
Plant Contractors
Infrastructure Support Services
Contractors (Off Track)
*NOTE: Contractors are responsible for arranging and undertaking their own Technical and Awareness Briefings in accordance with their own processes and procedures.
NR/L2/TRK/2049 Issue 12 - Further details of changes to individual data sheets:

Number Change
A.1.2
A.1.3
A.1.4
A.2.1
A.2.3
A.2.4
A.3.3
A.6.1
A.6.2
A.6.3
A.6.4
A.6.5
A.6.7
A.8.1a
A.8.1b
A.8.1c
A.8.1d
A.8.2
B.2.1
B.2.2
B.2.3
B.2.4
B.2.5
B.3.3
B.3.6
B.3.9
B.3.10
B.4.2
B.5.1
C.2.6
D.1.1
D.2.1
D.2.2
D.2.3
D.2.4
D.2.5
D.2.6
D.2.8
D.4.1a
D.4.1b
D.4.2
D.4.3
D.5.3
Precise use of exceptional 93.33 mm/sec Rate of Change of Cant Deficiency in transition
turnouts defined.
Note 3 added: Speeds shown may need alteration in respect of curved and canted main lines.
Notes 5 & 6 expanded to explain that Length of Straight is from nose toward toe.
Max Turnout Speed for GV24 Double Junction increased from 65 to 70 mph.
Note 6 reworded to include the Obtuse Crossings in the section that must be straight.
Introduction of NR60 C11 Scissors.
Double Junction configurations requiring NR60 Switch Diamonds deleted from table.
Sheet withdrawn (NR60 Single Junctions).
Notes expanded to detail Slip Radii limitations; and use of 1 in 7 & 1 in 7 slips on straight track
only.
Dimensions pertaining to Notes 8 & 9 changed. Cross reference to (new) sheet A.8.1d added.
Note 7 expanded to include hoardings and anti trespass guards.
Note 1 expanded to point users to the TENs map on the DfT website.
New sheet (Additional Clearances required for Cant and Curvature)
Para 2.3 (re Track Intervals between a siding and the nearest running line) expanded/clarified.
Limits on Cant in S&C revised.
Values for Minimum Length of Transition added to table (and Note 4 explaining same added).
Values for Cant Deficiency in Complex S&C added to table (and Note 8 explaining same added).
Row added to table re Rate of Change of Cant Deficiency at Switch Toes.
Note 3 added re Precise use of exceptional 93.33 mm/sec Rate of Change of Cant Deficiency in
NR60 S&C.
Whole sheet (Curving Design Values Guidance on Circular Curves) expanded and clarified.
Final para, re Minimum Lengths of Transitions, added.
Whole sheet (Speeds through CEN56E1 Follow-on T/outs & X/overs) revised, including values in
table.
Final para, re Minimum Lengths of Transitions, added.
Sheet withdrawn (Speeds through [NR60] Turnouts with Track Reversing to Parallel Main)
Figures were never calculated.
Whole sheet (Speeds through NR60 Follow-on T/outs & X/overs) revised, including values in
table.
Correction: Divisor in Formula 7 now G, was .
Note 1 expanded. Note 2 (re complex S&C and A or B switches) added. Remaining notes
renumbered.
Correction: 2L3 in second formula was L3.
Details of rail sections now referenced to RE/PW drawings, were to TDH sheet numbers.
Sheet withdrawn (CEN60E1 Rail Section).
Sheet withdrawn (CEN60E1A1 Rail Section).
Sheet withdrawn (CEN56E1 Rail Section).
Sheet withdrawn (CEN54E1A1 Rail Section).
Sheet withdrawn (CEN33C1 Rail Section).
Rail lengths updated in line with current rail purchasing contracts. Asymmetric switch rail sections
removed.
Sheet withdrawn (60E2 Rail Section).
Sheet renumbered (was D.4.1). Table enhanced/updated/corrected.
New sheet (overspill from above). New entries for NR60 S&C; G44, G45, EG47, EG48 and EG49
sleepers.
NR60 S&C now on sheet D.4.1b. NRS1 and NRS2 added. Minor corrections.
Abbreviations/notes expanded.
Pad types 3D, 23 27 incl added. Attenuation types added. Minor enhancements to insulator/clip
sketches.
Notes updated. Original note b) and 3050 bearer (second/subsequent drive positions) deleted.
D.6.1
D.6.2
D.8.3
D.8.4
E.1.1
E.7.1
E.8.4
E.8.5
F.2.5b
H.1.1
J.1.1
J.1.2
J.2.2
4 Coronet IRJs added. 2 Tenconi (CEN60) IRJs added. Note re end posts with lift/junction plates
added.
Notes added: 1. Cross reference to Company Standard on Train Detection, 2. Axle counters v
track circuits.
New sheet. (Level Crossing Road Profiles 1).
New sheet. (Level Crossing Road Profiles 2).
All stock rail lengths revised, BV HV switch rail lengths revised (stock/switch heel joints now in
same bed, sufficient space for thermit welding of heel joints, rail lengths match shallow depth
equivalents except BV).
Sheet tidied.
E.8.4 Clause added to Note 3 re use of CEN33C1 checks in Vertical S&C: unless specifically
shown otherwise on RE/PW drawings.
Corrected to show gauge widened flangeways as well as standard 41mm flangeway.
Varies (500 min) in both sketches was 567.
Note revised to match RE/PW/2014 drawing title.
Dual (CEN56E1/CEN60E2 rail) dimensions in column d now explained in Remarks column.
Sheet withdrawn (BS95RBH Rail Section).
CVS 10 (Str) Turnout & Crossover and NR60 C11 Scissors (both Non-preferred) added.
In Bearer Clamplock with Mechanical Supplementary Drive POE introduced.
Hy-Drive POE on Vertical S&C withdrawn.
Clauses iv & v re Bearer Ties added to para 4 (Vertical profile and alignment).
J.3.1
Group standard referenced in para 4 revised (was GK/RT0063). Approach Control speed
differential now 10 mph (was 15 mph).
J.4.1
Final line added to para 5 (Switch Diamonds): Full depth vertical is the design to be used.
J.4.2
Clause added to para 5 (Traps): Acknowledged that, very occasionally, stress transfer blocks
may be necessary in NR60 plain leads; but authority from Head of Track will be required.
J.5.2
In para 1 (Turnouts): Clause explaining location of mathematical toe reworded.

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What changes were made to Sheet A.8.1d?

What changes were made to Sheet A.8.1d?

What changes were made to Sheet B.2.4?

What changes were made to Sheet B.2.4?

Ref:

Issue of data sheets

Summary of handbook sections

Index list of data sheets

NR/L2/TRK/2500 Technical Approval in the Design of Track Infrastructure.

Issue of data sheets

Summary of handbook sections

Index list of data sheets

Standard Timber Lengths

S&C Baseplates 2 (Types VB and VC)

Switch diamonds: Vertical S&C Full-depth, non-strengthened

Track Design Handbook NR/L2/TRK/2049

Track Design Handbook NR/L2/TRK/2049

A.8.10: Passing Clearances - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Track Design Handbook NR/L2/TRK/2049

D.1.1: Rail Section Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

Track Design Handbook NR/L2/TRK/2049

E.6.16: Cast Manganese Common Crossings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

Track Design Handbook NR/L2/TRK/2049

H.4.2: RT60 Inclined S&C Diamonds - Leads and Radii - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 178

Track Design Handbook NR/L2/TRK/2049

A.1.1: Switch and Crossing Design Philosophy - General

Measurement of lead lengths

Date: June 2008

Track Design Handbook NR/L2/TRK/2049

A.1.2: Switch and Crossing Design Philosophy - NR60 S&C

The main principles on which the range is based are as follows:

Principles Adopted for Standard Turnout Configurations

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

Date: March 2010

Track Design Handbook NR/L2/TRK/2049

A.1.3: CEN56E1 Vertical S&C Switch Details

Origin of switch radius

Date: March 2010

Track Design Handbook NR/L2/TRK/2049

A.1.4: NR60 Inclined S&C Switch Details

Definition of Switch Geometry

Positioning of Switch Heels

Switch curve origin to heel

NR60G Trans 31.25

Date: March 2010

Track Design Handbook NR/L2/TRK/2049

For permitted usage, see Sheet J.1.1.

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

Date: March 2010

Offsets at 2500 intervals from the crossing nose

1. All dimensions are in millimetres.

Track Design Handbook NR/L2/TRK/2049

Date: June 2008

Switch Crossin Lead L2

Track Design Handbook NR/L2/TRK/2049

Date: March 2010

Track Design Handbook NR/L2/TRK/2049

Date: March 2010

Date: February 2007

For permitted usage, see Sheet J.1.1.