RTA - Rail Planning & Design Guidelines Project: Volume 4: Railway Systems Part 1trackwork

RTA – Rail Planning & Design Guidelines Project
Volume 4: Railway Systems Part 1Trackwork

RPDG-PB-300-SY-SPEC-00010
Prepared for:
September 2012
Dubai Rail Planning & Design Guidelines
Volume 4, Part 1, Trackwork
V04.01
Quality Information
Revision History
Reviewed Authorised
Rev Date Details
Name Signature Name Signature
Charles
00 29 March 2012 Draft Issue Chris Reid
Harrison
Pre-Final Charles
01 15 July 2012 Chris Reid
Issue Harrison
Charles
02 16 Sept 2012 Final Issue Iyad Andari
Harrison
Prepared by
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© Parsons Brinckerhoff (Middle East) Ltd 2012
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RPDG-PB-300-SY-SPEC-00010[02].docx
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TABLE OF CONTENTS
Page
1 INTRODUCTION 1
2 COMMON TECHNICAL REQUIREMENTS 3
2.1 Introduction 3
2.2 Integration and interfacing requirements 3
2.3 Functional requirements 4
2.4 Operational requirements 5
2.5 Applicability of International Standards 5
2.6 Design management requirements 6
2.7 Testing and commissioning requirements 6
2.8 System assurance requirements 7
2.9 Operations, maintenance and training requirements 8
3 RAILS 10
3.1 Rail profile 10
3.2 Rail composition 10
3.3 Head hardening 10
3.4 Manufacturing 10
4 SWITCHES AND CROSSINGS 11
4.1 General design criteria 11
4.2 Turnout geometry 11
4.3 Crossing geometry 11
4.4 Material specification 12
5 MAIN LINE TRACKWORK 14
5.1 General requirements 14
5.2 Ballasted track 14
5.3 Ballastless track 15
5.4 Insulated rail joints 16
5.5 Mechanical rail joints 16
5.6 Rail expansion joints 17
5.7 Check rails 17
5.8 Trackwork appurtenances 17
6 DEPOT TRACKWORK 18
6.2 Pedestal tracks 18
6.3 Embedded tracks 19
6.4 Pit tracks 19
6.5 Wash tracks 19
6.6 Transition zones 20
7 SPECIAL TRACKFORMS FOR ATTENUATION OF NOISE AND VIBRATION 21
7.2 Special rail fixings 21
7.3 Floating slab track 21
8 SPECIAL MAINTENANCE EQUIPMENT 22
8.2 Portable tools 22
8.3 Rail mounted vehicles 22
9 MONORAIL GUIDANCE SYSTEM 23
9.2 Guide beams 23
9.3 Moving guide beams 24
9.4 Depot guideway facilities 25
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1 Introduction
1.1.1 This document forms part of the Rail Planning and Design Guidelines (RPDG), Volume 4,
Railway Systems. It shall be interpreted and applied as an integral part of the complete set of
RPDG documents that together define the technical requirements for the Project.
1.1.2 The RPDG is structured in discrete Volumes, Parts and Appendices which describe the
design requirements for rail projects in Dubai. The Volumes, Parts and Appendices
categorise the design requirements by discipline, sub-discipline, element or technology. An
Appendix has been created, where necessary, to facilitate use but not all Parts have
Appendices. An Appendix has been created where there are a large number of requirements
or a large amount of information needs to be conveyed for a particular sub-discipline,
element or technology.
1.1.3 Not all Volumes, Parts or Appendices apply to all Projects and this is dependent on the
scope of the Project, described in the Project Brief.
1.1.4 The Guide to the RPDG describes the high level aspirations or vision for the design of
railways in Dubai and more specific objectives by discipline. It also includes the RTA’s Vision
and Strategic Objectives. The design of railways in Dubai shall be executed to deliver this
vision and the design objectives for the RTA.
1.1.5 The RPDG is supplemented by the Project Brief, which defines the scope of work,
operational requirements and specific requirements for a Project.
1.1.6 The Project Brief may be supplemented by Project Information which may include more
detailed requirements for the design and implementation of a Project.
1.1.7 Where the Project is an extension to an Existing System and the Project Brief requires the
trackwork to be built to the same standard as on the Existing System, the trackwork design
shall comply with the relevant specifications listed in the Project Information and conflicting
requirements in this document shall be waived.
1.1.8 The RPDG Volume 1 specifies the codes of practice for management processes and
technical requirements that shall be applied to all elements of a Project.
1.1.9 The RPDG Volume 2 Architecture document specifies the technical requirements that shall
be applied to the architectural and station planning elements of a Project.
1.1.10 The RPDG Volume 3 Civil Engineering document specifies the technical requirements that
shall be applied to the civil and structural infrastructure elements of a Project.
1.1.11 The RPDG Volume 4 Railway Systems document specifies the technical requirements that
shall be applied to the railway systems elements of a Project.
1.1.12 The RPDG Volume 5 Building Services document specifies the technical requirements that
shall be applied to the building services elements of a Project.
1.1.13 The Common Requirements section of this Part contains the common design requirements
that shall be applied to all types of trackwork and all trackwork components, in addition to the
requirements contained in Volume 1, Part 1, Systemwide.
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1.1.14 The subsequent sections define the specific requirements of sub-disciplines, technologies or
component parts of the trackwork. The applicability of each section shall be dependent on
the scope of works defined in the Project Brief.
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2 Common technical requirements
2.1 Introduction
2.1.1 This Part contains the requirements for the design of all types of trackwork and all trackwork
components that may be required for the delivery of rail transport in Dubai.
2.1.2 RPDG Volume 1, Part 1, Systemwide, includes procedures that shall be applied to ensure
that the trackwork design is fully integrated into other elements comprising the Project.
2.1.3 Trackwork is defined as all elements above the track formation which is defined in the RPDG
Volume 3 Civil Engineering.
2.1.4 The Glossary for trackwork is contained in RPDG Volume 1, Part 1, Systemwide.
2.2 Integration and interfacing requirements

2.2.1 The RPGD Volume 1, Part 1, Systemwide includes procedures that shall be applied to
ensure that the trackwork design is fully integrated into other elements comprising the
Project.
2.2.2 The trackwork design shall implement all appropriate design integration requirements in:
a) RPDG Volume 1: Systemwide;

b) RPDG Volume 2: Architecture;
c) RPDG Volume 3: Civil Engineering;
d) RPDG Volume 4 Railway Systems; and

e) RPDG Volume 5 Building Services.
2.2.3 Volume 1 contains procedures that shall be applied to establish a formal process of
identifying and tracking interfaces to ensure that the trackwork design interfaces with other
elements of the Project, including those of external parties and facilities, have been
identified, resolved and implemented.
2.2.4 Interface management procedures shall apply to all design interfaces with trackwork,
regardless of the contractual relationship between the designer of the trackwork and the
interfacing partner.
2.2.5 Design gates shall be identified for all elements of trackwork design where design progress
is absolutely conditional on resolution of an interface. The minimum design gates are listed
below by discipline.
2.2.6 All potential interfaces with the Operator shall be identified and recorded in a separate
interface register.
2.2.7 If the Operator is not available to provide input to the interface management process, the
Project Proposer and/or the RTA may, at its sole discretion, provide assistance with the
resolution of these interfaces.
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Architectural requirements
2.2.8 All potential interfaces with architectural design shall be identified and recorded in a separate
interface register.
Civil Engineering requirements
2.2.9 All potential interfaces with civil engineering design shall be identified and recorded in a
separate interface register.
2.2.10 Design gates shall be implemented as a minimum for the following elements:
a) definition of track gauge;
b) definition of line speed and alignment;
c) definition of Alignment Design Criteria;
d) definition of track form and method of fixation;
e) interface to bonding and stray current protection design;
f) definition of depot site boundaries; and

g) requirements for mitigation of noise and vibration
Railway Systems requirements
2.2.11 All potential interfaces with railway systems design shall be identified and recorded in a
separate interface register.
2.2.12 Design gates shall be implemented as a minimum for the following elements:
a) definition of rail profile;
b) definition of rail inclination;

c) definition of rail steel grade;
d) definition of buffer stop design; and
e) definition of wheel stop design.
2.3 Functional requirements

General requirements
2.3.1 The trackwork shall provide continuous guidance to rail vehicles.

2.3.2 Unless derailment containment is provided by the civil design, the trackwork design shall
incorporate features to prevent derailed vehicles from falling off an elevated alignment,
2.3.3 All ends of tracks shall be appropriately equipped to prevent rail vehicles from running off the
end of the rails.
2.3.4 Equipment shall be provided to positively prevent the unsignalled movement of rolling stock
from depot tracks and sidings onto the main lines. The preferred equipment is a turnout
leading to a buffer stop. In exceptional circumstances, a derailer or a set of trap points may
be proposed but shall then be justified by a design safety study report.
2.3.5 Alignment design criteria shall be defined to assure complete safety for operation of the
rolling stock and provide a high level of passenger comfort.
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2.3.6 As far as reasonably possible the trackwork shall be designed to be maintenance free.
2.3.7 All trackwork components shall be repairable and easy to replace with minimum disruption to
services but shall be hard wearing and durable with a long life cycle.
2.3.8 All railway systems with steel rail guidance, heavy rail, light rail and tram, shall be designed
with a standard track gauge of 1435 mm.
2.3.9 The gauge shall be measured between the inside faces of the running rails at a depth of
approximately 14mm below a plane through the tops of the rails.
2.3.10 Gauge widening shall be determined with respect to curves with a radius less than 150m (in
accordance with UIC 710R) but shall not be applied without agreement of the rolling stock
supplier.
2.3.11 Where possible and appropriate, plain lines, switches and crossings shall have continuously
welded rails on a ballastless trackform.
2.3.12 The ballastless trackform shall be designed to have a track stiffness that will mitigate noise
and vibration and to comply with relevant legislation.
2.3.13 Trackwork shall be designed such that the ride quality specified for rolling stock shall be
achieved.
2.3.14 Depot plain lines, switches and crossings shall be continuously welded to the greatest extent
possible.
2.3.15 The choice of ballasted or ballastless trackform for depot trackwork shall be as specified in
the Project Brief or shall be determined from a design study and cost benefit analysis.
2.3.16 Ballasted tracks shall not be installed with wooden sleepers or turnout bearers.
2.3.17 The horizontal and vertical alignment design shall be in accordance with the particular
system design criteria for the transit mode and shall provide complete safety and levels of
passenger comfort appropriate to the system.
2.3.18 Subject to operational speed limits, line speed shall be provided by the track alignment
design to the greatest extent possible and civil speed restrictions shall be limited in
frequency, severity and extent such that their adverse impact on the operational speed
profile is minimised.
2.3.19 The track alignment design shall provide all the functionality required by operations.
2.4 Operational requirements

2.4.1 All switching operations on the main lines shall be designed for power operation and remote
control, as well as manual operation in event of maintenance or failure of power operation.
2.4.2 Wherever possible all stations shall be sited on level tangent track. Vertical curves should
not intrude into the station/stop platform length.
2.4.3 Wherever possible, horizontal curves should only commence at a distance beyond the ends
of the station/stop platforms such that horizontal throws at the platform ends are zero.
2.5 Applicability of International Standards

2.5.1 All international standards used in the design shall be stated as required by the RPDG
Volume 1, Part 1, Systemwide.
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2.5.2 All trackwork design should be consistent with UIC codes and relevant EN standards or
AREMA. Deviation from AREMA, UIC codes or EN standards shall be justified through
design submissions.
2.6 Design management requirements

General
2.6.1 The formal process for design preparation, submission and review is described in the RPDG
Volume 1, Part 1, Systemwide and shall apply to the Project except as modified below.
2.6.2 The design management requirements defined in the RPDG Volume 1, Part 1, Systemwide
shall be modified to incorporate the following particular requirements.
Studies
2.6.3 A rail/structure interaction study and report shall be developed in cooperation with the civil
engineering and structural engineers.
2.6.4 A complete set of alignment criteria shall be submitted based on the location and nature of
the Project, the particular operational requirements of the Project Brief and the
characteristics of the proposed rolling stock. The alignment criteria proposed shall be
supported as required by reference to international best practice and shall be proposed as
the best achievable in order to optimise safety, ride performance, noise, vibration and wear
characteristics.
Calculations
2.6.5 All calculations to support the proposed trackwork design including, but not limited to, the
required “stress free” temperature for trackwork installation shall be provided.
Samples
2.6.6 Samples of the proposed fastening system shall be submitted to the Review Authority.
Mock-ups
2.6.7 Prior to any definitive trackwork construction or installation, it shall be required that a trial
section of track consistent with the detailed design for the main line trackform shall be
constructed in order to demonstrate its constructability and the contractor’s capability to
achieve the required quality and demonstrate the ability to meet the alignment and
geometrical tolerances specified for track construction.
Design workshops
2.6.8 No more than two design workshops should be required to reach substantial agreement on
trackwork component design and configuration.
2.7 Testing and commissioning requirements

2.7.1 The formal process for testing and commissioning is described in the RPDG Volume 1, Part
1, Systemwide and shall apply to the Project except as modified below.
2.7.2 The inspection, testing and commissioning requirements defined in the RPDG Volume 1,
Part 1, Systemwide shall be modified to incorporate the following particular requirements.
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Type tests
2.7.3 Type testing of all component parts of the fixation system is required. Where results of
previously completed type testing are available and these results demonstrate performance
acceptable to the Review Authority, type testing need not be repeated for the Project.
Factory tests
2.7.4 Factory acceptance testing of the first production turnout of each type is required. Factory
acceptance tests for other track materials shall be undertaken at the discretion of the Review
Authority. Subsequent quality control tests and inspections shall be carried out in
accordance with the manufacturer’s quality assurance procedure and the test results shall be
submitted. Witnessing and auditing for the quality of manufacture shall be undertaken at later
stages in the supply, as deemed necessary.
On-site tests
2.7.5 Complete dimensional records shall be provided for all installed trackwork including, where
applicable, the conductor rail system. In particular the final track parameters shall be
measured and submitted for record and for review against the allowable installation
tolerances.
2.7.6 Flash-butt and aluminothermic welding shall be subject to qualification testing and all
production welded rail joints shall be inspected and tested, geometrically and ultrasonically.
In addition Magnetic Particle Testing shall be specified for one weld in every 500.
2.7.7 Insulation tests shall be carried out for all IRJs and between running rail and earth where
appropriate to the type of system.
Integrated system testing
2.7.8 There are no specific additional requirements for trackwork except that all on-site testing of
trackwork shall be completed prior to commencement of integrated system testing.
Trial running
2.7.9 There are no specific additional requirements for trackwork.
2.8 System assurance requirements
2.8.1 The formal process for system assurance is described in the RPDG Volume 1, Part 1,
Systemwide and shall apply to the Project except as modified below.
2.8.2 The system assurance requirements defined in the RPDG Volume 1, Part 1, Systemwide
shall be modified to incorporate the following particular requirements.
Design safety studies
2.8.3 A Safety Critical Items List shall be submitted to the Review Authority which shall identify all
trackwork elements where the importance of adequate design to the achievement of safety
requires a specific Design Safety Study to be completed.
2.8.4 A Design Safety Study Report shall be submitted for each item on the Safety Critical Items
List for trackwork.
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2.8.5 In addition, a Design Safety Study shall be submitted to present an analysis and
recommendations for the provision of check rails and other forms of derailment prevention
and containment to justify the measures proposed in the design.
2.8.6 A Design Safety Study shall be carried out to assess the risk of runaway or unauthorised
train movements towards the main line from the depot and determine if mitigating track
layouts or features are necessary to reduce any risks to acceptable levels.
Fire safety
2.8.7 Plastic components incorporated into the trackwork system, such as rail pads, baseplate
pads, insulators, and the like shall be fire retardant and shall not emit toxic fumes. In tunnels
and any other enclosed environments, the covers for conductor rail systems shall be made
of GRP and PVC covers shall not be used.
Ergonomic studies
Earthing, bonding, stray current and lightning protection
2.8.9 A document shall be submitted to demonstrate that the trackwork design is consistent with
the overall policy adopted for the Project.
EMC control plan
2.8.10 Where the Project includes a conductor rail system, a document shall be submitted to
demonstrate that the conductor rail system design is consistent with the overall EMC Control
Plan adopted for the Project.
RAMS demonstrations
2.8.11 There are no specific additional requirements for reliability or availability of trackwork
components.
2.8.12 Maintainability of trackwork shall be demonstrated by showing that target times for
replacement of trackwork components can be achieved.
2.9 Operations, maintenance and training requirements

2.9.1 The requirements for the preparation of maintenance documentation are set down in the
RPDG Volume 1, Part 1, Systemwide Appendix 5 and shall apply to the Project except as
modified below.
2.9.2 The requirements for the preparation of maintenance documentation in the RPDG Volume 1,
Part 1, Systemwide Appendix 5 shall be modified to incorporate the following particular
requirements.
Maintenance documentation
2.9.3 Maintenance documentation shall include the appropriate wear limits and the procedures for
the repair and replacement of any defective or worn out parts.
2.9.4 The maintenance documentation shall address emergency works as well as routine
inspection and preventative maintenance and planned renewals.
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Maintenance tools and test equipment

2.9.5 Calculations shall be provided to justify the proposed quantity of trackwork maintenance
tools based on the extent of the trackwork, the frequency of the maintenance activity, the
proposed size and composition of the maintenance team and the need for spares.
2.9.6 A report shall be submitted giving recommendations on the use of rail mounted maintenance
vehicles and the anticipated utilisation rate for the Project for each vehicle.
List of consumables
2.9.7 Calculations shall be provided to justify the proposed quantity of consumables based on the
number of installed items to maintain, the frequency of use defined in the maintenance
documentation and the amount required in each case.
List of non-consumable spares
2.9.8 Calculations shall be provided to justify the proposed quantity of non-consumable spares in
accordance with the methods described in the RPDG Volume 1, Part 1, Systemwide
Appendix 5.
Strategic spares
2.9.9 Where non-consumable spares are not proposed on the basis that random failure is not
predicted, a report shall be submitted giving recommendations on the provision of strategic
spares or alternative mitigating actions based on the impact on operation and the lead time
to repair or replace the affected items.
Training plan
Training documentation
2.9.11 Certificates of competency shall be issued to staff trained on specialist welding and
ultrasonic testing equipment.
Training aids
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3 Rails
3.1 Rail profile

3.1.1 Running rails with a cross section UIC60 according to UIC-Code 860 or according to the
cross section 60E1 as shown in Figure A.21 of EN 13674-1 shall normally be specified for all
tracks on the main line and in depots for segregated rail systems.
3.1.2 Alternative profiles may be proposed by agreement with the rolling stock supplier but shall be
justified through a specific design submission.
3.1.3 Running rails with a cross section according to EN 14811 shall normally be specified for
tracks for street running tram systems. Alternative profiles may be proposed by agreement
with the tram supplier but shall be justified through a specific design submission.
3.1.4 In plain line tracks, the rails shall be installed with an inclination towards the centre of the
track. Subject to interfacing with the rolling stock supplier the inclination of the rails shall be
1:20 or 1:40,
3.1.5 Switches and crossings shall be designed with the rails vertical or inclined to the same
inclination as in plain line tracks.
3.1.6 The rails in some particular tracks in depots may also be installed with the rails set vertical.
3.2 Rail composition

3.2.1 The rails shall normally be Grade 900A as defined in UIC-Code 860, or Grade 260 as
defined in EN13674-1, with a tensile strength of 880MPa and a hardness of 260 – 300HBW.
Head hardened rail shall be R350HH rail per EN13674-1, with a tensile strength of
1088MPa.
3.2.2 Alternative rail compositions may be proposed by agreement with the rolling stock supplier
but shall be justified through a specific design submission.
3.3 Head hardening

3.3.1 Wear-resistant rails shall be installed in all main line tracks and connecting tracks to the
depot with radius <400m.
3.3.2 No wear-resistant rails are to be installed within the depot and workshop tracks.
3.3.3 The specification of head hardened rail and the locations in which it is to be applied for the
project, such as through stations, shall be justified through a specific design submission.
3.4 Manufacturing
3.4.1 Rails shall be manufactured and tested in accordance with UIC860 Technical Specification
for the Supply of Rails, or EN 13674-1 “Railway Applications – Track -.Rail – Part 1 Vignole
Railway Rails 46kg/m and above or EN 14811 for grooved rails.
3.4.2 Rails shall be supplied in minimum lengths of 18 m with undrilled ends for use in CWR.
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4 Switches and crossings
4.1 General design criteria

4.1.1 Switch and crossing (S&C) work shall be provided in mainlines and depots configured as
simple turnouts, tandem turnouts, single crossovers, double (scissor) crossovers, diamond
crossings and the like to permit the movements and speeds required by the operator.
4.1.2 All designs shall allow for the installation of S&C in CWR track without the need of
intervening expansion joints.
4.1.3 As a general principle, S&C layouts should be kept as simple as possible while still providing
the movements required by the operator. For example, if space is available, two separate
single crossovers shall be specified in preference to a double (scissor) crossover, and two
consecutive single turnouts shall be specified in preference to a tandem turnout.
4.1.4 S&C shall be clear of vertical curves and wherever possible shall be located on tangent
track.
4.1.5 A minimum length of tangent track shall be provided between any reverse curves which
occur on any possible route through S&C. Unless otherwise agreed with the rolling stock
supplier, the minimum length shall be 15m in main line tracks and 12m in depot tracks.
4.1.6 In conductor rail systems, the arrangement of S&C shall be coordinated with the conductor
rail design to minimise the length of conductor rail gaps and avoid the possible situation of a
train becoming fully gapped and to avoid arcing.
4.2 Turnout geometry

4.2.1 Unless site constraints dictate otherwise, the geometry of turnouts shall be governed by the
operational speed required through the turnout.
4.2.2 The switches of turnouts shall be fully curved and be tangential to the mainline, with a radius
equal to or greater than the turnout radius.
4.2.3 The turnout angle shall be measured by the right angle method and be specified by the
tangent (1/N) at the exit of the turnout. Turnouts shall be selected with standard geometry
from the range commonly produced by turnout manufacturers.
4.2.4 Turnouts shall be designated by their radius, turnout angle and hand. Turnouts can have a
straight crossing, e.g. 190 – 1/9(RH), or a curved crossing, e.g. 300 – 1/9(RH), in which the
turnout curve continues through the crossing to the end of the turnout rails.
4.3 Crossing geometry

4.3.1 Individual crossing units shall be measured by the right angle method and be specified by
the tangent of the crossing angle (1/N). Curved crossings shall be used in turnouts where the
turnout curve extends to the end of the unit.
4.3.2 Fixed common crossings, whether straight or curved, shall have wing rails designed to
provide a smooth wheel transfer across the flangeway gap between the intermediate rails
and the crossing nose. The use of flange bearing crossings shall be subject to a specific
design study report.
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4.3.3 The noses of fixed common crossing nose shall be protected by U33 profile check rails
which shall be mounted independently of the running rail.
4.3.4 Wing rails and check rails, where specified, shall have flared entries to suit the speed of the
lines (main or branch) on which they are installed. Fixed crossings shall only be used in
turnouts with angles no flatter than 1 in 18.
4.3.5 Turnouts requiring an angle flatter than 1 in 18 shall include swing-nose crossings and shall
not require check rails.
4.3.6 Diamonds used in scissors crossovers shall have a common crossing at each end of the
diamond and a pair of obtuse crossings in the middle. The angle of obtuse crossings shall
not be flatter than 1 in 8.
4.3.7 If the turnouts are designed with vertical rails they shall be twisted to the normal rail
inclination gradually over a series of rail seats or by a forged twist between two rail seats for
welding to the running rails at the ends of the S&C.
4.4 Material specification

4.4.1 Head hardened rails shall be used in the manufacture of S&C.
4.4.2 Obtuse crossings and fixed common crossings in main lines shall be austenitic manganese
steel (AMS) castings manufactured in accordance with UIC 866, or equivalent AREMA
specification.
4.4.3 AMS crossings shall be provided with weldable leg extensions in head hardened rail.
4.4.4 Explosive depth hardening of AMS crossings shall be implemented where justified by a
design study and cost benefit analysis.
4.4.5 Common and obtuse crossings in depots shall be built up from head hardened rails unless
an alternative design is justified through a specific design study report.
4.4.6 Built up crossings shall be held together by welding or through bolting, with ‘Huck Bolts’ or
similar multi grooved locking pins.
4.4.7 The mating surfaces of all rails and spacer blocks used in bolted crossings shall be coated
with epoxy filler before assembly.
4.4.8 The moving portion of switch blades shall be supported on lubrication free slide plates,
supplemented by rollers.
4.4.9 Stock rails shall be fixed by normal elastic steel rail clips on the field side and by special
spring steel clips on the gauge side which are housed in the slide plates and pass under the
switch rail.
4.4.10 The switches shall be designed to transmit CWR forces between the switch rail and stock rail
with no more than +/- 5 mm differential movement in the longitudinal direction at the switch
points.
4.4.11 Stretcher bars shall be provided as necessary to provide a switch point opening of 120 mm
(or as otherwise required by the signalling design) and to ensure a minimum flangeway
clearance of 60 mm between an open switch and the stock rail throughout the length of the
switch.
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4.4.12 The switch rails shall be of a flexible design and incorporate rail foot relief planning as
necessary to ensure the throw forces are within the capacity of the point machines to be
supplied by the signalling system supplier.
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5 Main line trackwork
5.1 General requirements

5.1.1 Horizontal curve radii shall be maximised within the constraints of the right of way.
5.1.2 A ballastless trackform shall be used for all mainline trackwork with the rails installed by a
top down method. The particular ballastless trackform used in the main lines shall be
coordinated with the design of the supporting civil works.
5.1.3 All at grade and elevated tracks shall incorporate derailment protection and/or containment
as determined from a design safety study.
5.1.4 A common rail fastening system shall be preferred even if more than one trackform is used.
5.2 Ballasted track

5.2.1 Ballasted track, where used, shall be designed and installed as a bottom up system.
5.2.2 The formation shall be prepared with compacted fill and a layer of graded sub-ballast
material which shall be compacted as specified and shaped to drainage falls as required.
Specifications and quality control information shall be submitted for all materials prior to use.
5.2.3 The track ballast shall be a clean durable crushed rock of igneous origin with appropriate
specified properties and grading, for mechanical tamping and be free draining. Specifications
and quality control information shall be submitted for all ballast prior to use.
5.2.4 The compacted depth of ballast shall be not less than 150mm below the sleepers.
5.2.5 The completed ballast profile shall provide adequate shoulders at the sleeper ends to hold
the track in place having regard to the avoidance of track buckling in hot weather. A slope of
2:1 shall be applied from the outside of the shoulder to sub-ballast level at the toe.
5.2.6 Between closely spaced tracks in stabling areas and turnout fans the ballast shall be
continued across from track to track at top of sleeper level so as to present a level surface
for ease of walking.
5.2.7 Precast, pre-stressed concrete monobloc sleepers shall be designed for the plain line track
according to the axle loads of the rolling stock, and the required cast in components of the
selected fastening system.
5.2.8 The rail seats shall be formed on the top of the sleeper at a slope to give the rail its required
inclination and to control the track gauge.
5.2.9 Similarly, concrete bearers shall be designed for the S&C with regard to their geometrical
requirements and the components to be cast in for the fastenings of the S&C.
5.2.10 The bearers shall be precast, pre-stressed concrete beams with a uniform rectangular cross
section, in various lengths to suit the S&C layout.
5.2.11 A simple fastening system with a minimum number of separate components shall be
selected for the sleepers. It shall incorporate self tensioning spring steel rail clips, and a rail
pad of appropriate stiffness shall be used as a cushion between the rail foot and the
concrete surface of the sleeper.
Sept 2012 Page 14

V04.01
5.2.12 The rail pads shall have lugs that will keep them in position under all anticipated traffic
conditions.
5.2.13 The stiffness of the pads shall limit the outward movement of the rail under maximum lateral
wheel loading to no more than 3mm.
5.2.14 The installed fastening system shall provide rail to rail and rail to earth insulation as required
by the signalling and traction power supply systems.
5.2.15 The fastening system for S&C shall use rail clips and other components as similar as
possible to those used for the sleepers in plain line and shall preferably be made by the
supplier.
5.2.16 The fastening system for ballasted tracks need not have any similarity to the fastening
system used for the ballastless main line tracks.
5.3 Ballastless track

5.3.1 Ballastless track shall be designed and installed as a top down system in which all track
parameters for line, level, gauge and rail inclination are set up on temporary supports before
the track is fixed by the casting of a permanent concrete track support structure.
5.3.2 The supporting concrete shall be either a track plinth or track slab, appropriately connected
to the civil works structures.
5.3.3 Ballastless track shall use a resiliently mounted rail fastening system, having a minimum
number of components, where the anchors or, bolts, are cast directly into the track concrete
or via an insert that allows the bolt to be subsequently re-placed.
5.3.4 Switch and crossing work shall be resiliently mounted either on plinths, or slabs or a
combination of these.
5.3.5 On viaducts the S&C track slabs or plinths shall incorporate derailment containment.
5.3.6 All ballastless trackforms shall provide rail to rail and rail to earth insulation as required by
the signalling and traction power supply systems.
Slab track
5.3.7 Slab track shall include an embedded fastening system. Embedded fastening systems
include those already mounted on precast concrete sleeper elements for casting into the
track slab.
5.3.8 In all cases it shall be possible to adjust the rails horizontally and vertically for minor
corrections to line and level.
5.3.9 The amount of adjustment to be provided shall be determined through an analysis of the
potential for horizontal and vertical misalignment during construction or in service.
5.3.10 The extent of slab track to be incorporated in the trackwork design for plain line track on
viaducts, in tunnels or for at-grade sections shall be coordinated with the civil works design.
5.3.11 The design of track slabs for plain line and for S&C shall make provision for drainage in all
situations whether on viaducts, in tunnels or at-grade.
5.3.12 The design of track slabs shall also ensure the track fixity to the civil works by adequate
shear capacity with connecting reinforcement or by lateral confinement by the civil works.
Sept 2012 Page 15

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5.3.13 Tracks embedded in a concrete slab or road pavement shall have the rails pre-coated or be
otherwise surrounded by a resilient material that shall attenuate noise and vibration and
provide electrical insulation.
Plinth track
5.3.14 In plinth tracks, the plinth shall be of reinforced concrete, sized with reference to the
fastening system, in discrete lengths of no more than 5m, leaving gaps of about 150mm for
drainage and cable routes and to avoid composite structural bending action with the
concrete decks of viaducts.
5.3.15 The plinths shall be connected monolithically to the viaduct decks or tunnel inverts by shear
connectors to ensure maintenance of track gauge, alignment and fixity, under the action of
loads arising from train curving, braking and acceleration, differential thermal movement
between the civil structures and the rails and, as applicable, wind loads on the train
transmitted to the track.
5.3.16 These loads in various combinations with the axle and wheel impact loads shall be analysed
and the plinth reinforcements and the shear connection bars shall be sized and detailed
accordingly.
5.3.17 Ballastless tracks on viaducts shall incorporate derailment containment appropriate to the
rolling stock and the operational requirements defined in the Project Brief.
5.4 Insulated rail joints

5.4.1 In the Main Line and depot connection line IRJs shall be pre-fabricated glued IRJs, of a
minimum 6m length, using reinforced bonded fish plates, manufactured under controlled
conditions in a factory.
5.4.2 The pre-fabricated IRJ shall be welded into the CWR.

5.4.3 The welds for the insertion of the IRJ shall be not less than 6m apart. If pre-fabricated joints
cannot be installed in turnouts, in-situ joints can be prepared. However the distance between
the in-situ joint and the adjacent welding joint shall not be less than 4m.
5.4.4 The electrical resistance of the IRJ shall ensure necessary electric separation between
adjacent track sections to meet signalling and/or earthing requirements.
5.4.5 Insulating end posts shall be 6 mm thick and shall have a profile compatible with the running
rails.
5.4.6 The insulation properties between the two rails shall be defined to suit the traction voltage
proposed for the project.
5.5 Mechanical rail joints

5.5.1 Fishplated rail joints shall be made only where CWR cannot be used and/or where the
longitudinal movements of the welded rails would adversely affect the function of fixed
installations or equipment.
5.5.2 In common joints the fishplates shall be fixed with at least 6 bolts.
5.5.3 The plates, bolts, nuts and washers used in mechanical rail joints and IRJs shall be
manufactured in accordance with UIC864.
Sept 2012 Page 16

V04.01
5.6 Rail expansion joints

5.6.1 Rail expansion joints shall be installed in CWR where the pull apart gap would exceed 50mm
or where rail stresses exceed the limits prescribed in UIC 740.
5.7 Check rails

5.7.1 Crossing protection check rails shall normally be of normal 900A grade steel to UIC 33
profile mounted 25mm above the running rails on specially designed bearing plates /
brackets without any direct connection with running rails.
5.7.2 The check rail supports shall provide for up to 10mm of shimming adjustment to the
flangeway gap to allow for wear.
5.7.3 The entry to the check rails shall be shaped and flared at both ends by machining as
required to provide for smooth running at the relevant design speed. Additional flaring at the
extreme ends shall be provided for safety.
5.7.4 Alternative specifications may be proposed but shall be justified through a specific design
submission.
5.7.5 The overall length and position of the check rails shall be designed to give safe running and
adequate protection to the noses of common crossings and point rails of obtuse crossings in
all circumstances.
5.7.6 Continuous check rails shall be installed as determined from a design safety study.
5.8 Trackwork appurtenances

5.8.1 The ends of all tracks shall be equipped to arrest the movement of rolling stock before it
reaches the end of the track.
5.8.2 Friction sliding buffer stops and friction sliding wheel stops, where provided, shall be
designed to stop the train within the sliding distance provided, with minimum damage to the
train or the buffer stop / wheelstop.
5.8.3 Other forms of protection such as hydraulic buffer stops, fixed buffer stops and fixed wheel
stops may be proposed but shall be justified through specific design submissions as they are
unlikely to stop a train without some damage.
5.8.4 Fixed wheelstops shall be installed on workshop tracks used to store wheelsets and bogies
only.
5.8.5 On main lines the design of track appurtenances shall be based on the maximum operational
train length and its mass when fully loaded.
5.8.6 In depots and depot exits, the design of track appurtenances shall be based on the mass of
an unloaded train in its longest practicable configuration.
5.8.7 The impact speed for the design of buffer stops and wheel stops shall be as required by the
operator.
5.8.8 An appropriate margin should be provided in the calculated sliding distance to ensure the
train is stopped before reaching the dead end of a tunnel or viaduct where a failure to stop
could be catastrophic.
Sept 2012 Page 17

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6 Depot trackwork

6.1.1 Since trains in the depot are empty, and are normally operated at low speed, the depot
curves may be un-transitioned and installed without cant but this option shall be justified
through the submission of a design safety study report.
6.1.2 The minimum curve radius used in the depot shall be not less than the minimum radius that
can be negotiated by the rolling stock in a normal train consist. If there are any reverses
between curves of minimum radius the length of intervening straight should be not less than
15 m or as otherwise specified by the rolling stock supplier.
6.1.3 The depot track layout shall be developed to meet the stabling and maintenance
requirements for the Project in association with the layout of the depot buildings, workshops
and access roads.
6.1.4 Tracks in buildings, such as inspection facilities and workshops shall be level.
6.1.5 Other tracks in depots should be level or, to assist drainage, graded at no more than 0.3% to
the middle of the track or to the buffer stop end.
6.1.6 For personnel safety reasons, it should be assumed that the operational speed limit for trains
to enter and move inside buildings shall be restricted to 5km/h. Accordingly, track ends in
buildings shall be equipped with buffer stops that shall absorb the energy of a train travelling
at 5km/h. If friction sliding buffer stops or friction sliding wheelstops are used the sliding
distance shall be sufficient so as not to damage the train.
6.1.7 The ends of all outdoor tracks in depots shall be equipped with friction sliding buffer stops
designed to stop an empty train of the maximum operational length travelling at the depot
speed limit, or at such lower speed as defined by the operator.
6.1.8 The sliding distance provided shall be sufficient to stop a train which impacts the buffer stop
at the design speed without damage to the train or buffer stop
6.1.9 Insulated rail joints (IRJ) required in depot turnouts shall be factory made glued joints
provided according to the signal design as part of the turnout supply. Where possible other
IRJs required in the depot shall be according to main line requirements per 5.4.1 above.
Where installation of factory made glued IRJs is not practical, glued IRJs shall be made in-
situ using proprietary kits.
6.1.10 Wherever possible, the depot connection tracks should be level or graded away from the
main lines. Where this is not possible, mitigating measures such as run off sidings or trap
points shall be proposed if found necessary as part of a design safety study.
6.1.11 If curves on the connection tracks are canted, they shall be provided with transition curves
on which the cant shall be applied at a suitable rate.
6.2 Pedestal tracks

6.2.1 Where pedestal tracks are specified for inspection tracks in connection with a low floor to
give easy access to train bogies and underfloor mounted train equipment, the pedestals shall
comprise short columns in either structural steel or reinforced concrete.
Sept 2012 Page 18

V04.01
6.2.2 For access purposes, the spacing of the pedestals shall be in the range 1.2 to 1.5 m and the
rails shall either span between the pedestals or be additionally supported along their length
by structural steel beams.
6.2.3 The rail fastenings shall be designed to be compatible with the size and nature of the
pedestals.
6.2.4 The fastenings shall incorporate a captive rail pad and be adjustable for line and level.
6.2.5 The fasteners shall provide electrical insulation to the level required by the signalling and
traction power supply systems.
6.3 Embedded tracks

6.3.1 Generally an embedded trackform shall be used in buildings, where the top of rail is required
to be at the same level as the shop floor.
6.3.2 Where embedded track is proposed for level crossings or other paved areas, this shall be
the subject of a specific design submission.
6.3.3 The rails shall be installed in slots cast in the floor or concrete roadway.
6.3.4 Specifications of all materials to be used for infilling during the installation of rails in the slots,
including any resilient material which is proposed for pre-coating of rails, shall be submitted.
6.3.5 The design of the embedded rails including the infill material characteristics shall ensure that
the completed installation shall provide the required alignment and fixity to the rails with the
levels of electrical insulation required by the signalling and traction power supply systems.
6.3.6 The tops of the rails shall be installed to 3 to 5mm above the concrete surface on the field
side so as to avoid the outer part of the wheels running on the concrete surface and a
flangeway gap of sufficient width and depth for new and worn wheels shall be preserved on
the gauge side.
6.4 Pit tracks

6.4.1 It is often required to have an access pit between the rails. In such cases the rails have to be
mounted with one side open to the pit and the other side adjoining a shop floor.
6.4.2 The rails can be mounted on fasteners which are bolted down onto a concrete ledge formed
in the sides of the pit. In this case the width of the ledge has to be equal to the width of the
fastener plus a working margin for tolerances and alignment adjustment.
6.4.3 The gap between the field side of the rail and the adjacent floor can be infilled for tidiness or
left open for maintenance access to the fastener.
6.4.4 A variant of the embedded trackform can also be used for pit tracks. In this case the
concrete ledge in the side of the pit shall form the bottom and outer side of the normal slot.
The inner side of the slot can be formed by a steel plate anchored to the pit wall. This plate
and the contained infill shall only come up to the bottom of the rail head, so as not to foul the
wheel flanges. On the field side the infill shall be placed up to shop floor level.
6.5 Wash tracks

6.5.1 The trackform used for wash tracks shall use direct fixation fasteners on a slab, short lengths
of plinths or discrete low height pedestals.
Sept 2012 Page 19

V04.01
6.5.2 In all cases the fasteners shall be protected against corrosion within the length of the wash
plant and for 20m beyond.
6.5.3 Where a variation of the embedded trackform is proposed for wash plants, the concrete slab
between the rails shall be depressed by the depth of the rail head and have a drainage slope
to the track centre. The slab on the field side of the rails shall be kerbed and sloped to drain
water over the rail head to the central drain, or shall be sloped away to additional drains on
the outside of the track.
6.6 Transition zones

6.6.1 Where ballasted tracks change to ballastless trackforms, transition slabs shall be installed
under ballasted track to extend the distance over which the difference in settlement between
ballasted and ballastless formations occurs.
6.6.2 An analysis of anticipated settlement shall be carried out and the settlement of the ballasted
track shall also be reduced by a reduction in the sleeper spacing on the approach to the
ballastless trackform if so determined by the analysis.
Sept 2012 Page 20

V04.01
7 Special trackforms for attenuation

of noise and vibration

7.1.1 Local regulations relating to the maximum level of allowable noise and vibration shall be
complied with in all cases.
7.1.2 Special trackforms designed to attenuate noise and vibration shall be provided where
required by environmental constraints and/or the operational requirements in the Project
Brief.
7.2 Special rail fixings

7.2.1 Specially designed rail fixings including resilient base plates and other proprietary products
shall be proposed where these are sufficient to achieve the required noise and vibration
limits defined for any part of the track.
7.3 Floating slab track

7.3.1 Where noise and vibration constraints are more onerous, a floating track slab form of
construction shall be proposed.
7.3.2 Floating track slabs shall be specially designed as a tuned mass damped system with
discrete elastomeric bearing pads to elastically support precast track slabs and separate
them from the rest of the civil supporting structures.
7.3.3 Alternatively methods of construction including the incorporation of helical springs and/ or
dampers may be proposed but shall be justified through a specific design submission.
Sept 2012 Page 21

V04.01
8 Special maintenance equipment

8.1.1 The equipment required to maintain trackwork for the Project shall be specified according to
the nature and diversity of trackwork formation and the operational requirements specified in
the Project Brief.
8.1.2 Particular attention shall be given to the need for inspection and measurement to identify
wear and changes in tolerances at an early stage in order to plan effective preventative
maintenance and avoid risk of more severe damage or possible derailment, etc
8.2 Portable tools

8.2.1 A complete range of portable tools shall be specified for all routine trackwork inspection and
maintenance activities. Appropriate track gauges, rail profile gauges, feeler gauges,
measuring tapes, straight edges, versine kits and the like shall be provided for manual
inspections. Suitable trolleys, spanners, torque spanners, wrenches, hammers, chisels,
slewing bars, ballast forks, lifting jacks, portable rail saws, rail drills, electric or pneumatic
hand tampers, AT welding equipment and consumables and similar manual track
maintenance equipment, shall be provided for minor repair and replacement activities.
8.3 Rail mounted vehicles

8.3.1 The provision of rail mounted inspection, measurement, grinding and reprofiling vehicles
shall be proposed on the basis of a detailed cost benefit study including anticipated rates of
usage of each vehicle proposed.
8.3.2 Technical requirements for possible rail mounted vehicles are given in an appendix to RPDG
Volume 4, Part 8, Depot Equipment.
Sept 2012 Page 22

V04.01
9 Monorail guidance system

9.1.1 The guideway of a monorail system shall be designed to provide guidance to monorail
vehicles under all foreseeable environmental conditions.
9.1.2 The guideway shall be designed to assist in providing a smooth ride for the vehicles.
9.1.3 The guide beam shall be a reinforced or pre-stressed concrete element that guides the light
metro train in place of trackwork. For this reason, this element has specific requirements,
distinguished from the other concrete structures, for structural design and construction
tolerances.
9.2 Guide beams

9.2.1 An analysis for the design and dimensioning of the guide beam shall be performed to take
into account the standards for reinforced concrete guideway structures prevalent in UAE.
9.2.2 At least, the following loads shall be determined for load combinations to be used in
serviceability and strength design:
a) Sustained loads;
b) Vertical Standard Vehicle Loads, which shall be supplied by the monorail rolling stock
manufacturer;
c) Dynamic loads of the Standard Vehicle;

d) Acceleration and braking forces, which must be calculated from the values of maximum
acceleration and maximum braking, provided by the monorail rolling stock
manufacturer;
e) Centrifugal force, which shall be calculated from the curve radius and its maximum
operating speed, data provided by the geometric design of track;
f) Torsion forces in the beam, in curve and cant sections;

g) Loads due the wind pressure action;
h) Loads induced by volumetric changes due to temperature variations, humidity
variations, concrete shrinkage and creep;
i) Exceptional loads due to accidental collision on the beam and on the beam supporting
structure (cross bars and columns).
9.2.3 The guide beam and its supporting structure design shall incorporate the results of the
dynamic analysis of the structure and the analysis of the vibrations caused by the wind and
by the rolling stock, related to the fundamental frequency of the structure.
9.2.4 The guide beam shall be designed to include supports that allow the correction of each
beam position, during the track assembly, in order to allow adjustments in horizontal
geometry and super elevation before definitive concreting.
9.2.5 The guide beam shall be designed with joints between beams on supports to absorb angular
displacement caused by bending of the beams and volumetric changes, caused by thermal
Sept 2012 Page 23

V04.01
effects and shrinkage, in such a manner to not prejudice the ride quality of the train over the
beams.
9.2.6 Displacements, deflections and occasional stresses induced by restrained shrinkage, creep
and temperature effects shall be foreseen in design to take into account track geometric
design and/or of requirements made by the rolling stock supplier.
9.2.7 Guide Beam dimensions and its constructive tolerances shall be specified by the rolling
stock supplier.
9.3 Moving guide beams

9.3.1 Switches shall be provided in the guideway to allow railway vehicles to cross from one fixed
guideway beam to another.
9.3.2 The type of switch shall be based on one (or more) of the following technologies:
a) Segmented Switch;
b) Suspended Monorail Switch;

c) Beam Replacement Switch; and
d) Rotary Switch.
9.3.3 The switches shall be controlled by the signalling and train control system and fully
interlocked.
9.3.4 Monitoring of the end position and locking status shall ensure that the switch cannot move
when a train is traversing it.
9.3.5 The dimensions of the switches shall be determined by the rolling stock supplier
Segmented switch
9.3.6 The fixed guideway segment shall be connected to a switching device which includes a low-
mass, multi-segment, articulated rail.
9.3.7 One end of the switching device shall be pivotally connected to the fixed track segment.
9.3.8 The other end of the switching device shall be selectively connectable to the end of one of a
choice of other fixed track segments.
9.3.9 A means of locking the other end of the articulated rail of the switching device to another
track segment shall be provided as part of the switch mechanism.
Suspended monorail switch
9.3.10 A moveable flange rail shall be located within the monorail beam to facilitate switching from
one beam to another.
9.3.11 Means of locking the moveable rail in one end position shall be required to ensure safe train
movement over the switch is achieved.
Beam replacement switch
9.3.12 A moveable straight section of guideway beam shall pivot to one side with another section of
curved beam moved into the original position to allow a train to be routed to the desired
direction.
Sept 2012 Page 24

V04.01
9.3.13 Means of locking the end of either the curved rail or straight rail in one end position shall be
required to ensure safe train movement over the switch is achieved.
Rotary switch
9.3.14 A moveable plate incorporating, on opposite sides a straight and curved beam shall, when
activated rotate vertically through 180 degrees to move into position either the straight or
curved section of guideway.
9.3.15 Means of locking the end of either the curved rail or straight rail in one end position shall be
required to ensure safe train movement over the switch is achieved.
9.4 Depot guideway facilities

9.4.1 Facilities shall be provided in the guideway to allow maintenance activities to be undertaken
on monorail vehicles.
9.4.2 Maintenance activities shall be performed in dedicated locations to allow full access to both
the full height of the car body as well as underframe equipment.
9.4.3 All work performed on monorail vehicles shall be performed in safe conditions ensuring that
all power to the vehicle is isolated and cannot be unintentionally re-energised.
Depot guideway beams
9.4.4 The guideway beams in the depot shall facilitate the stabling of out of service monorail
vehicles.
9.4.5 Access to each stabling track shall be provided by multi-way switches.

9.4.6 End stops shall be provided at the extremity of the guideway beams to ensure that monorail
vehicles cannot exceed the limits of the guideway.
Workshop guideway
9.4.7 All workshop guideway beams shall be set at a height whereby maintenance activity of under
frame equipment can be undertaken.
9.4.8 Each workshop guideway beam shall not incorporate traction conduction rails.
9.4.9 Each workshop guideway beam shall incorporate a workshop vehicle movement system
which shall connect to a receptor beneath the monorail vehicle to move it into the workshop.
9.4.10 The same system shall be used to move the vehicle out of the workshop upon completion of
maintenance activities.
9.4.11 Upon connection to the workshop movement system, all traction power shall be isolated.
Sept 2012 Page 25

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RTA – Rail Planning & Design Guidelines Project

Volume 4: Railway Systems Part 1Trackwork

© Parsons Brinckerhoff (Middle East) Ltd 2012

Sept 2012 Page i

Sept 2012 Page ii

Sept 2012 Page 1

Sept 2012 Page 2

2 Common technical requirements

2.2 Integration and interfacing requirements

a) RPDG Volume 1: Systemwide;

d) RPDG Volume 4 Railway Systems; and

Sept 2012 Page 3

Civil Engineering requirements

f) definition of depot site boundaries; and

Railway Systems requirements

b) definition of rail inclination;

e) definition of wheel stop design.

2.3 Functional requirements

2.3.1 The trackwork shall provide continuous guidance to rail vehicles.

Sept 2012 Page 4

2.4 Operational requirements

2.5 Applicability of International Standards

Sept 2012 Page 5

2.6 Design management requirements

2.7 Testing and commissioning requirements

Sept 2012 Page 6

Integrated system testing

2.7.9 There are no specific additional requirements for trackwork.

2.8 System assurance requirements

Design safety studies

Sept 2012 Page 7

2.8.8 There are no specific additional requirements for trackwork.

Earthing, bonding, stray current and lightning protection

EMC control plan

2.9 Operations, maintenance and training requirements

Sept 2012 Page 8

Maintenance tools and test equipment

List of non-consumable spares

2.9.10 There are no specific additional requirements for trackwork.

2.9.12 There are no specific additional requirements for trackwork.

Sept 2012 Page 9

3.1 Rail profile

3.2 Rail composition

3.3 Head hardening

Sept 2012 Page 10

4 Switches and crossings

4.1 General design criteria

4.2 Turnout geometry

4.3 Crossing geometry

Sept 2012 Page 11

4.4 Material specification

Sept 2012 Page 12

Sept 2012 Page 13

5 Main line trackwork

5.1 General requirements