EN 13232-7:2023

SLOVENSKI STANDARD
01-december-2023
Železniške naprave - Zgornji ustroj proge - Kretnice in križišča za Vignolove tirnice
- 7. del: Kretniška srca s premičnimi deli
Railway applications - Track - Switches and crossings for Vignole rails - Part 7:
Crossings with moveable parts
Bahnanwendungen - Oberbau - Weichen und Kreuzungen für Vignolschienen - Teil 7:
Herzstücke mit beweglichen Bauteilen
Applications ferroviaires - Infrastructure - Appareils de voie - Partie 7: Curs à parties
mobiles
Ta slovenski standard je istoveten z: EN 13232-7:2023
ICS:
45.080 Tračnice in železniški deli Rails and railway
components
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 13232-7
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2023
EUROPÄISCHE NORM
ICS 93.100 Supersedes EN 13232-7:2006+A1:2011
English Version
Railway applications - Track - Switches and crossings for
Vignole rails - Part 7: Crossings with moveable parts
Applications ferroviaires - Voie - Appareils de voie Bahnanwendungen - Oberbau - Weichen und
pour rails Vignole - Partie 7 : Cœurs à parties mobiles Kreuzungen für Vignolschienen - Teil 7: Herzstücke mit
beweglichen Bauteilen
This European Standard was approved by CEN on 23 October 2022.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2023 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 13232-7:2023 E
worldwide for CEN national Members.

Contents Page
European foreword . 3
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 8
3.1 Common crossing with moveable point . 9
3.2 Common crossing with moveable wing rails . 15
3.3 Obtuse crossing with moveable parts . 18
4 Performance requirements . 23
4.1 Common crossings with moveable parts . 23
4.2 Obtuse crossings with moveable parts . 24
4.3 Materials . 25
4.4 Geometry . 25
4.5 Inclination of the running table . 25
4.6 Construction . 25
4.7 Relationship with the adjacent track . 25
5 Design requirements . 25
5.1 Geometrical data . 25
5.2 Rolling stock data . 26
5.2.1 Maximum axle load . 26
5.2.2 Maximum speed . 26
5.2.3 Wheel profile, diameter, back to back and wheel set dimensions . 26
5.3 Supports, fastenings and connections to adjacent track . 26
5.4 Interface between crossing with moveable parts and operating system . 26
5.5 Transfer of longitudinal track forces . 27
5.6 Other requirements . 27
5.7 Drawings . 27
6 Tolerances and inspection . 27
6.1 General . 27
6.2 Tools and instruments . 28
6.3 Critical dimensions . 28
6.3.1 General . 28
6.3.2 Critical dimensions for common crossings with moveable point . 29
6.3.3 Critical dimensions for common crossings with moveable wing rails . 42
6.3.4 Critical dimensions for obtuse crossings with moveable parts . 50
6.4 Certification . 56
6.5 Methods of examination for structural defects . 56
7 Limits and extent of supply . 56
8 Identification marks. 56
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive (EU) 2016/797 aimed to be covered . 57
Bibliography . 58

European foreword
This document (EN 13232-7:2023) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by April 2024, and conflicting national standards shall be
withdrawn at the latest by April 2024.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 13232-7:2006+A1:2011.
This series of standards “Railway applications – Track – Switches and crossings for Vignole rails” covers
the design and quality of switches and crossings in flat bottomed rail. The list of Parts is as follows:
— Part 1: Definitions
— Part 2: Requirements for geometric design
— Part 3: Requirements for wheel/rail interaction
— Part 4: Actuation, locking and detection
— Part 5: Switches
— Part 6: Fixed common and obtuse crossings
— Part 7: Crossings with moveable parts
— Part 8: Expansion devices
— Part 9: Layouts
Part 1 contains terminology used throughout all parts of this series. Parts 2 to 4 contain basic design
guides and are applicable to all switch and crossing assemblies. Parts 5 to 8 deal with particular types of
equipment including their tolerances. These use Parts 1 to 4 as a basis. Part 9 defines the geometric and
non-geometric acceptance criteria for inspection of layouts.
The changes introduced in this document bring further detail and clarity to the requirements and a
number of the figures, the structure of the document is largely unchanged from the previous revision.
This document has been prepared under a standardisation request addressed to [the relevant ESO] by
the European Commission. The Standing Committee of the EFTA States subsequently approves these
requests for its Member States.
For the relationship with EU Legislation, see informative Annex ZA, which is an integral part of this
document.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and the
United Kingdom.
Introduction
Crossings with moveable parts allow a vehicle to pass the area where the two rails cross with a
continuous running edge, so that the wheels of the vehicle are fully supported and guided in the whole
crossing area, either in the facing or trailing direction.
The main criteria for the selection of crossings with moveable parts are:
— improvement of ride comfort;
— reduction of noise and vibration;
— reduction of maintenance;
— mixed traffic conditions (e.g. train/tram);
— security against derailment.
This last point is particularly important (critical) in diamond crossings. Effectively, as the wheel
diameter and the obtuse crossing angle decrease, the distance without guidance (EN 13232-3:2023,
4.2.5) increases. Therefore, to ensure the safety of running of the wheel set over the diamond crossing,
it is sometimes necessary to design the obtuse crossing as moveable. Rules and recommendations for
security against derailment in diamond crossings are set down in EN 13232-3:2023.
Crossings with moveable parts experience a combination of external forces from rolling stock, thermal
influences etc. Operating, signalling systems, heater systems, load bearing supports, maintainability and
safety are all major factors that affect the design.
The performance will be influenced by axle loads, frequency of traffic and speed.
1 Scope
This document:
— establishes a working terminology for crossings with moveable parts, which means crossings with
moveable parts to close the gap of the running edge, and their constituent parts, and identify the
main types;
— lists the minimum requirements for the manufacture of crossings with moveable parts and/or their
constituent parts;
— formulates codes of practice for factory inspection and tolerances for crossings with moveable
parts and/or their constituent parts;
— establishes the limits and extent of supply;
— lists the method by which crossings with moveable parts and their constructional parts should be
identified;
— lists the different and varying ways by which crossings with moveable parts can be described, using
the following parameters:
— geometry of crossings;
— types of construction;
— performance requirements;
— design criteria;
— tolerances and inspection.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 13232-1:2023, Railway applications – Track – Switches and crossings for Vignole rails – Part 1:
Definitions
EN 13232-2:2023, Railway applications – Track – Switches and crossings for Vignole rails – Part 2:
Requirements for geometric design
EN 13232-3:2023, Railway applications – Track – Switches and crossings for Vignole rails – Part 3:
Requirements for wheel/rail interaction
EN 13232-4:2023, Railway applications – Track – Switches and crossings for Vignole rails – Part 4:
Actuation, locking and detection
EN 13232-9:2023, Railway applications – Track – Switches and crossings for Vignole rails – Part 9:
Layouts
EN 13674-1:2011+A1:2017, Railway applications - Track - Rail - Part 1: Vignole railway rails 46 kg/m
and above
EN 13674-2:2019, Railway applications - Track - Rail - Part 2: Switch and crossing rails used in
conjunction with Vignole railway rails 46 kg/m and above
EN 13674-3:2006+A1:2010, Railway applications - Track - Rail - Part 3: Check rails
EN 13674-4:2019, Railway applications - Track - Rail - Part 4: Vignole railway rails from 27 kg/m to, but
excluding 46 kg/m
EN 13803:2017, Railway applications - Track - Track alignment design parameters - Track gauges 1 435
mm and wider
EN 15689:2009, Railway applications - Track - Switches and crossings - Crossing components made of cast
austenitic manganese steel
EN 16843:2023, Railway applications - Infrastructure - Mechanical requirements for joints in running
rails
EN 13481-1:2012, Railway applications - Track - Performance requirements for fastening systems - Part
1: Definitions
EN 13481-2:2022, Railway applications – Track – Performance requirements for fastening systems - Part
2: Fastening systems for concrete sleepers
EN 13481-3:2022, Railway applications – Track – Performance requirements for fastening systems - Part
3: Fastening systems for wood sleepers
EN 13481-4:2022, Railway applications – Track – Performance requirements for fastening systems - Part
4: Fastening systems for steel sleepers
EN 13481-5:2022, Railway applications – Track – Performance requirements for fastening systems - Part
5: Fastening systems for slab track with rail on the surface or rail embedded in a channel
EN 13481-7:2022, Railway applications – Track – Performance requirements for fastening systems - Part
7: Special fastening systems for switches and crossings and check rails
EN 13230-1:2016, Railway applications - Track - Concrete sleepers and bearers - Part 1: General
requirements
EN 13230-2:2016, Railway applications - Track - Concrete sleepers and bearers - Part 2: Prestressed
monoblock sleepers
EN 13230-3:2016, Railway applications - Track - Concrete sleepers and bearers - Part 3: Twin-block
reinforced sleepers
EN 13230-4:2016+A1:2020, Railway applications - Track - Concrete sleepers and bearers - Part 4:
Prestressed bearers for switches and crossings
EN 13230-5:2016, Railway applications - Track - Concrete sleepers and bearers - Part 5: Special elements
EN 13230-6:2020, Railway applications - Track - Concrete sleepers and bearers - Part 6: Design
3 Terms and definitions
For the purpose of this document the terms and definitions given in EN 13232-1:2023 and the following
apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at http://www.electropedia.org/
3.1 Common crossing with moveable point

Key
1 swing nose (moveable vee) 7 spacer blocks (studs) 13 L H extended vee rail
2 saddle (wing rail) 8 foot relief 14 R H vee rail
3 relief ramp 9 longitudinal sliding area 15 flangeway blocks
4 distance block 10 L H wing rail 16 rail head
5 L H front wing rail 11 R H wing rail 17 rail foot
6 R H front wing rail 12 L H vee rail
Figure 1 — Common crossing with moveable point
3.1.1
swing nose
part of the crossing which forms the vee that is moved to form a continuous running edge for either the
main or branch lines
Note 1 to entry: see Figure 1
3.1.2
saddle
gives support to the swing nose and forms the housings when the swing nose is thrown
Note 1 to entry: see Figure 1
Note 2 to entry: The saddle (or wing rail) is also used to support the wheel when transferring from the wing
rail to the vee.
3.1.3
relief ramp
ramp for false flange on worn wheels
Note 1 to entry: see Figure 1
3.1.4
distance block
mechanical device to give strength and support to the crossing
Note 1 to entry: see Figure 1
Note 2 to entry: Depending on the design concept, it is permissible for the distance blocks to transfer track
forces.
3.1.5
left hand wing front rail
rail connected to left hand wing front
Note 1 to entry: see Figure 1
3.1.6
right hand wing front rail
rail connected to right hand wing front
Note 1 to entry: see Figure 1
3.1.7
spacer block
block to give lateral support to the swing nose
Note 1 to entry: see Figure 1
3.1.8
foot relief
reduction of section of point rail foot at the swing nose heel to facilitate flexing
Note 1 to entry: see Figure 1
3.1.9
longitudinal sliding area
system to permit free movement of the swing nose, it allows for the changes in rail length as the swing
nose is operated
Note 1 to entry: see Figure 1
Note 2 to entry: The longitudinal sliding area is normally situated on the branch line of the crossing.
3.1.10
left hand wing rail
wing rail to the left of the vee when viewed from the vee (swing nose)
Note 1 to entry: see Figure 1
3.1.11
right hand wing rail
wing rail to the right of the vee when viewed from the vee (swing nose)
Note 1 to entry: see Figure 1
3.1.12
left hand vee rail
rail connected to the left hand vee leg between the swing nose and the longitudinal sliding area (as
shown for a left hand crossing)
Note 1 to entry: see Figure 1
3.1.13
left hand extended vee rail
rail between the longitudinal sliding area and the heel of the crossing (as shown for a left hand
crossing)
Note 1 to entry: see Figure 1
3.1.14
right hand vee rail
rail connected to the right hand vee leg of swing nose (as shown for a left hand crossing)
Note 1 to entry: see Figure 1
3.1.15
flangeway block
block used to maintain the correct flangeway gap between the vee rails and wing rails
Note 1 to entry: see Figure 1
Note 2 to entry: Depending on the design concept, it is permissible that the flangeway block to transfer track
forces.
3.1.16
left hand splice rail
rail spliced to point rail forming the vee
Note 1 to entry: for configuration permitting longitudinal movement between point rail and splice rail see
Figure 2.
Note 2 to entry: for configuration forming the vee between the point rail and the extended splice rail and
permitting longitudinal movement between splice rail and extended splice rail see Figure 3.
Note 3 to entry: for configuration forming without longitudinal movement between point rail and splice rail see
Figure 4.
Key
1 splice rail
2 point rail
Figure 2 — Splice rail sliding along the point rail

Key
1 splice rail
2 point rail
3 extended splice rail
Figure 3 — Splice joint in the diverging track

Figure 4 — Moveable point without longitudinal sliding area
3.1.17
left hand extended splice rail
rail between the longitudinal sliding area and the heel of the crossing
3.1.18
right hand point rail
rail forming the swing nose situated in the main line from the swing nose to the heel joint
Note 1 to entry: shown for left hand crossing in Figures 2 and 3.
3.1.19
point rail tip
PRT
front physical end of the point rail that contacts the saddle or the wing rail to form a continuous running
edge in the closed position
Note 1 to entry: see Figure 5

Key
1 saddle (wing rail) 5 running plane
2 nose 6 point rail
3 PRT (point rail tip) 7 splice rail
4 SRT (splice rail tip)
Figure 5 — Common crossing with moveable point: machining details
Key
1 cross section showing point and splice rail 5 machining reference plane
2 point rail 6 slope
3 splice rail 7 running side
4 running plane 8 application side
Figure 6 — Common crossing with moveable point: machining details
3.1.20
splice rail toe
SRT
front physical end of the splice rail that contacts the point rail
Note 1 to entry: see Figure 5
3.2 Common crossing with moveable wing rails

Key
1 L H vee rail 5 supporting bar 9 R H moveable wing rail
2 R H vee rail 6 wing rail stops 10 nose
3 relief ramp 7 foot relief 11 rail head
4 vee 8 L H moveable wing rail 12 rail foot
Figure 7 — Common crossing with moveable wing rails
3.2.1
left hand vee rail
rail forming the vee situated to the left of the vee when viewed from the nose
Note 1 to entry: see Figure 7
3.2.2
right hand vee rail
rail forming the vee situated to the right of the vee when viewed from the nose
Note 1 to entry: see Figure 7
3.2.3
relief ramp
ramp for false flange on worn wheels
Note 1 to entry: see Figure 7
3.2.4
vee
part of the crossing forming the shape of a letter ‘v’. The vee is fixed
Note 1 to entry: see Figure 7
3.2.5
supporting bar
in the closed position of the wing rail this bar gives lateral support to the wing rail via the wing rail
stops
Note 1 to entry: see Figure 7
3.2.6
wing rail stop
stop fixed on the wing rails to transfer the lateral forces from the wing rail to the supporting bar (in the
closed position of the wing rail)
Note 1 to entry: see Figure 7
3.2.7
foot relief
reduction of section of wing rail foot at the wing front to facilitate flexing
Note 1 to entry: see Figure 7
3.2.8
left hand moveable wing rail
wing rail to the left of the vee when viewed from the nose
Note 1 to entry: It is moved to form a continuous running edge for the right line as shown in Figure 6.
3.2.9
right hand moveable wing rail
wing rail to the right of the vee when viewed from the nose
Note 1 to entry: see Figure 7
Note 2 to entry: It is moved to form a continuous running edge for the left line.
3.2.10
nose
point at which the vee commences at the level of the gauge reference plane
Note 1 to entry: see Figure 8

Key
1 Cross section showing point rail and wing wail 5 machining reference plane
2 nose 6 slope
3 point rail 7 moveable wing rail

4 running plane
NOTE Radii (Rn) depending on manufacturing.
Figure 8 — Common crossing with moveable wing rail: machining details
3.3 Obtuse crossing with moveable parts

Key
1 R H switch rail 6 wing rail 11 moveable length
2 L H switch rail 7 distance blocks 12 foot relief
3 R H back rail 8 knuckle 13 rail head
4 L H back rail 9 spacer blocks (studs) 14 rail foot
5 heel blocks 10 switch toe
Figure 9 — Obtuse crossing with moveable parts (switch diamond crossing)
3.3.1
switch diamond
type of obtuse crossing where both the point rails take the form of movable switch rails presenting fully
supported running edges in the route for which they are set
Note 1 to entry: Switch diamonds are used for flat crossing angles, and for crossings with sharp curvature, and
consist of two switch rails and a wing rail.
3.3.1.1
set of switch diamonds
arrangement forming the centre part of a movable diamond and consisting of two wing rails (W) and
four switch rails (S)
Note 1 to entry: see Figures 10, 11 and 12

Key
W wing rail
S switch rail
Figure 10 – Set of Switch Diamonds
Key
1 section A 4 running plane
2 section B 5 set of switch rail
3 wing rail running edge 6 R (if any)
Zn gauge reference plane
NOTE Z1 = Z2 in the case of vertical wing rail
Figure 11 — Switch diamond crossing: machining details
Key
1 switch rail 5 machining reference plane
2 wing rail 6 slope
3 application side 7 running side
4 running plane Zn gauge reference plane
Rn radi, depending on manufacturing
NOTE Z1 = Z2 in the case of vertical wing rail
Figure 12 — Switch diamond crossing: machining details
3.3.2
right hand switch rail
rail to the right hand side of the switch diamond when viewed from outside the gauge
Note 1 to entry: This rail flexes to either form a continuous running edge for the wheel to pass over when the
switch is closed, or flangeway clearance for the wheel to pass through when the switch is open.
3.3.3
left hand switch rail
as right hand switch rail but opposite hand
3.3.4
right hand back rail
rail to the right hand side of the switch diamond when viewed from outside the gauge
Note 1 to entry: This rail gives support to the switch rail and forms the fixed flexing portion at the heel of the
switch rail.
3.3.5
left hand back rail
as right hand back rail but opposite hand
3.3.6
heel block
block used to form the fixed heel block assembly between the switch rail and respective back rail to
limit the moveable length
Note 1 to entry: Depending on the design concept, it is permissible for the heel block to transfer track forces.
3.3.7
wing rail
part of the crossing with horizontal set forming the running rail support at the switch rail ends
3.3.8
distance blocks
mechanical device to give strength and support to the crossing assembly
Note 1 to entry: Depending on the design concept, it is permissible for the distance blocks to transfer track
forces.
3.3.9
knuckle
theoretical intersection of the running edges
3.3.10
spacer block
stud
block to give lateral support to the switch rail
3.3.11
switch toe
physical end of the switch rail that contacts the wing rail to form a continuous running edge in the
closed position
3.3.12
moveable length
part of the switch rail which moves in front of the first fixed position when the switch diamond is
operated
3.3.13
foot relief
reduction of section of switch rail foot at the switch heel to facilitate flexing
4 Performance requirements
4.1 Common crossings with moveable parts
There are two major types of common crossings with moveable parts. These are crossings with
moveable point (see Figure 13) and crossings with moveable wing rails (see Figure 14).

Figure 13 — Moveable point
Figure 14 — Moveable wing
In both cases:
The wings and vee support can be:
— saddle (cast, welded, machined);
— assembled (made of different rail profiles, e.g. standard rail, asymmetric shallow section, symmetric
thick web section etc.).
The vee can be:
— monobloc (cast, welded, machined);
— assembled (made of different rail profiles, e.g. standard rail, asymmetric shallow section, symmetric
thick web section etc.).
Rail profiles shall be according to EN 13674-1:2011+A1:2017 and EN 13674-2:2019.
In the case of crossings with moveable point:
— the point may or may not contain a longitudinal sliding area;
— it is permissible for the vee of point and splice rail to be coupled by bolting, welding or fabricated
out of a monobloc and welded to its respective adjacent legs.
For example see Figures 2, 3 and 4.
In the case of crossings with moveable wing rails a longitudinal sliding area is not required.
Other types of construction and their requirements shall be agreed between customer and supplier.
4.2 Obtuse crossings with moveable parts
The main type of obtuse crossing with moveable parts is the switch diamond crossing (see Figure 15).

Key
1 wing rail
2 switch rail
Figure 15 — Switch diamond crossing
The wing and switch rails’ support can be:
— a saddle (cast, welded, machined);
— assembled (made of different rail profiles, e.g. standard rail, asymmetric low section, symmetric
thick web section etc.).
The wing rail can be:
— monobloc (cast, welded, machined);
— assembled (made of different rail profiles, e.g. standard rail, asymmetric low section, symmetric
thick web section etc.).
Switch diamond crossings can be used in obtuse crossings with or without single or double slips.
Rail profiles shall be according to EN 13674-1:2011+A1:2017 and EN 13674-2:2019.
4.3 Materials
The materials used shall be defined at least by their respective European Standard or by their
mechanical and chemical characteristics where a European Standard does not exist.
The grade and specification of rails to be used shall be specified by the customer and shall comply with
EN 13674 (all parts). Materials for other components shall be agreed between customer and supplier.
4.4 Geometry
The geometry of the crossing at the running edges (straight or curved) shall be in accordance with the
general layout according to EN 13232-2:2023 and EN 13232-9:2023.
4.5 Inclination of the running table
The running table of the crossing may or may not be inclined.
Inclination of any running table in the crossing and location and length of any twist (change of
inclination) shall be defined.
4.6 Construction
If a transition from special rail profile to standard rail profile is required, the transition can be located in
either the fixed or the moveable part. In case of a weld, in the moveable part, the weld shall be secured
by fishplating.
4.7 Relationship with the adjacent track
The crossing can be joined to the adjacent track:
— by fishplates;
— by glued fishplates;
— by welding.
5 Design requirements
5.1 Geometrical data
The following data shall be agreed between the customer and the supplier:
— geometry of the two intersecting running edges (straight, circular, clothoid, etc.);
— tangent at the theoretical intersection point;
— bearer layout at the crossing;
— position of the gauge plate/strut (if required);
— height of the crossing;
— rail profiles;
— rail inclination;
— track gauge;
— check gauge (if non-active check rail is requested by the customer);
— machining profile of nose and wing-rail (see Figures 5, 7 and 10);
— minimum flangeway width;
— minimum opening between the wing rails (throat opening);
— opening at the drive position.
And any other interfaces with the turnout deemed to be necessary for the design of the crossing.
Check rail profiles shall be according to EN 13674-3:2006+A1:2010.
5.2 Rolling stock data
5.2.1 Maximum axle load
The customer shall provide the value of the maximum axle load for the line where the crossing is to be
installed, in accordance with Tables 2 and 3 of the Infrastructure TSI.
5.2.2 Maximum speed
The customer shall provide the value of the maximum speed for the mainline according to
EN 13803:2017.
5.2.3 Wheel profile, diameter, back to back and wheel set dimensions
For wheels designed and maintained in accordance with EN 13715 and EN 15313, dimensions and
profiles to be used are defined in those documents.
For other configurations, the customer shall provide the supplier with the wheel profile/profiles,
diameter, back to back and wheel set dimensions. It is permissible for the wheel profile/profiles used in
the design of the crossing to be for new wheels, wheels with average wear or wheels with maximum
wear. The customer shall indicate which profile/profiles are to be used in the design, and if special
circumstances are to be taken into account, e.g. false flanges in the wheels, etc.
Wheel profile and wheelset geometry determine the geometry of the profile of the crossing, the
flangeway width and the check gauge if non-active checkrails are requested. For further detail of
requirements, see EN 13232-2:2023 and EN 13232-3:2023.
5.3 Supports, fastenings and connections to adjacent track
The relationship of the crossing to the adjacent track and the closure panel, the fastening and
supporting systems shall be agreed between supplier and customer according to EN 13145, EN 13146
(all parts), EN 13230 (all parts) and EN 13481 (all parts).
It shall be specified if the crossing is to be welded to the track or joined by fishplates. In the latter case,
the type and details of the fishplates to be used shall be specified by the customer, i.e. section details,
length, size and number of holes, bolt centre line height above base of rail and material of fishplates.
EN 16843:2023 shall be taken into account.
The customer shall specify the details of fastenings to be used, direct or indirect.
5.4 Interface between crossing with moveable parts and operating system
Requirements to permit the interface between the crossing with moveable parts and the actuation,
locking and detection systems shall be as defined in EN 13232-4:2023. The type of operating system
shall be specified by the customer.
The throwing force shall be agreed between customer and supplier and checked at inspection.
5.5 Transfer of longitudinal track forces
When the crossing is integrated in a continuous welded track, the maximum longitudinal forces to be
considered for the design are the maximum thermal forces.
The supplier shall prove the capability of the product to support track forces on customer request.
The customer shall define the method (calculation and/or practical test) to be used.
5.6 Other requirements
The customer shall specify all other requirements that have an influence on the design of the crossing,
and provide all necessary data for them.
Examples are heaters, environmental conditions, electrical insulation, continuously welded rail,
insulated and/or glued joints, applied cant, special maintenance requirements.
5.7 Drawings
Individual components shall be illustrated on detailed drawings. These detailed drawings shall contain
the following information:
— machining profiles;
— sets;
— bending details;
— position of the running edges and machining reference plane;
— drillings;
— pertinent tolerances and surface finishes.
To ensure the safety of running of the wheel set over crossing with moveable parts, the machining
profiles of switch rail, point rail, splice rail and wing rail shall respect the requirements specified in
EN 13232-3:2023.
6 Tolerances and inspection
6.1 General
The following section describes tolerances of the critical dimensions, which shall be verified. These
tolerances are based on workshop temperatures or a predefined temperature specified by the
customer.
Any dimensions and tolerances relating to special requirements (e.g. operating systems, welds,
insulated joints) shall be verified.
If the customer imposes restrictions on the tolerances given in the tables in 6.3, they shall be stated in
the tender documents.
6.2 Tools and instruments
The customer is permitted to request drawings/details of tools/measuring instruments and measuring
conditions for verification. Drawings/details shall be submitted on request for approval. All
tools/instruments shall be made available by the supplier on request.
For inspection of the components, adequate measuring instruments shall be used, depending on the
geometry of the component and on the required accuracy. The appropriate measuring instruments shall
be agreed between customer and supplier.
It is the supplier’s responsibility to guarantee dimensional accuracy and to ensure that the inspection is
carried out with the appropriate measuring instruments.
6.3 Critical dimensions
6.3.1 General
The following dimensions shall be verified as part of the inspection process and a record shall be kept
for inspection by the customer on request. Any sharp edges shall be de-burred.
In some of the figures, dimensions An, Dn, En are shown. These illustrate values which shall be verified
in accordance with their respective crossing drawings. An is the lowering of the top profile measured at
the corresponding position Dn.
6.3.2 Critical dimensions for common crossings with moveable point
Table 1 — Critical dimensions for common crossings with moveable point – Completed crossing
Dimensions in millimetres
Dimension Description Tolerance
L1 Point rail length (Figure 16) ±3
L2 Point rail toe to wing rail front (Figure 16) ±2
L3 Point rail toe to wing rail end (Figure 16) ±3
L4 Point rail toe to splice rail end (Figure 16) ±3
L5 Point rail toe to splice rail toe (Figure 16) ±2
L6 Overall length wing rail front to point rail / splice rail end (Figure 16) ±5
b1 Opening running edge measured at the crossing front (Figure 16) a
±1
b
±2
b2 Opening running edge measured at the crossing end (Figure 16) c
±1
b
±2
b3 Throat opening (Figure 16) ±2
b4 Flangeway width at various positions (measured in the gauge reference plane) + 2 - 1
(Figure 16)
b5 Distance between running edge to running edge at various positions a
±1
(measured in the gauge reference plane) (Figure 16)
b
±2
b6 Crossing foot width at bearers positions (for indirect fastening) (Figure 17) + 1 - 2
For direct fastening this dimension is to be checked between the centreline of
the hole for the fastening
b7 Relative position foot edge / running edge at bearers positions (for indirect ±1
fastening) (Figure 17)
For direct fastening this dimension is to be checked between the centreline of
the hole for the fastening and the running edge
CH Contact point rail / splice rail to saddle or wing rail (Figure 18) max. 1
CH1 Contact point rail to splice rail (to be checked when the crossing is set in max. 1
diverging track) (Figure 19)
CH2 Contact splice rail to extended splice rail (to be checked when the crossing is max. 1
set in diverging track) (Figure 20)
CS Contact point rail to studs (Figure 21) max. 1
CS Contact splice rail to studs (Figure 22) max. 1
SR Alignment of running edge (straight track) (Figure 23) ±1
SR Alignment of running edge (curved track) (Figure 24) ±1
SR1 Local alignment of running edge (Straight track) (Figure 25) 0,5/1 500
SR1 Local alignment of running edge (Curved track) (Figure 25) 0,5/1 500
CP Flatness allowance between point rail/splice rail and base plates (Figure 26) 1
HM1 Relative position between the top of base plates and the machining reference ±0,5
plane (in case of a saddle) (Figure 27)
HM2 Relative position between the top of baseplates and the running plane (in case ±0,5
of a saddle) (Figure 27)
TF Thickness of the crossing foot (for indirect fastening) (Figure 17) ±1
h1 Running table flatness (Figure 28) 1
h2 Intermediate running table flatness (Figure 28) 0,2/1 000
h3 Underside flatness at bearer positions, every support shall not deviate more 1
than
1 mm from the reference plane formed between the two end bearer positions
(Figure 29)
h4 Underside transverse flatness at bearer positions. Reference plane is formed 1
between the two outer positions of the bearing surface (Figure 17)
a
Monobloc crossings only
b
Other then monobloc crossings
c
Cast vee
Key
1 PRT (point rail tip)
2 SRT (splice rail tip)
L1 Point rail length
L2 Point rail toe to wing rail front
L3 Point rail toe to wing rail end
L4 Point rail toe to splice rail end
L5 Point rail toe to splice rail toe
b1 Opening running edge measured at the crossing front
b2 Opening running edge measured at the crossing end
b3 Throat opening
b4 Flangeway width at various positions
b5 Distance between running edge to running edge at various positions
Figure 16 — Critical dimensions for common crossing with moveable point – Openings and
lengths
Key
1 indirect fastening h4 underside transv erse flatn ess at bearer positions
2 direct fastening b6 crossing foot width
...