Conventional railway turnouts, often called points or switches, generally comprise a primary track and two branch tracks. Each rail of the primary track is continuous with a respective rail of one of the branch tracks and is known as a stock rail. The stock rails are thus parallel where they form the primary track and diverge from each other as the branch tracks lead away from the primary track. The other rails of the branch tracks each comprise a switch blade which is laterally movable between first and second positions. In the first position, one end of the switch blade contacts the inside edge of one of the stock rails for directing the wheels of a train travelling in a facing direction (that is from the primary track towards the branch tracks) away from the stock rail and onto the switch blade, so leading the train onto the corresponding branch track. In the second position, the switch blade is displaced from the stock rail to form a flangeway gap for allowing the wheels of a train travelling in a facing direction to remain on the stock rail and travel onto the other branch track.

Conventionally, the two switch blades associated with the two branch tracks move in unison such that only one switch blade may contact a stock rail at any one time to prevent simultaneous selection of both branch tracks. In this way a train travelling in a facing direction can follow only one branch track. The switch blade shifting mechanism may be spring-loaded such that a train travelling in a trailing direction (that is from one of the branch tracks towards the primary track) can automatically reset the switch blades to allow it through the turnout.

A switch blade is made from a rail which is cut to appropriate length and machined to a taper along a large proportion of the length to form a very narrow blade at its end where it is to contact the stock rail, otherwise known as its toe. In this way, when seated against the stock rail, the switch blade does not bring the gauge of the track out of tolerance. The radius of curvature of track at a turnout must be relatively large to keep lateral forces exerted by the track on the trains down to a level which is comfortable for passengers. A large radius of curvature requires a long switch blade to allow it to be displaced sufficiently clear of the stock rail to provide an adequate flangeway gap.

The machining operation described above makes the manufacture of conventional turnouts very expensive. One problem particularly associated with the long switch blades. required for high speed applications is that the switch blades themselves, which are necessarily very narrow towards the toe as described above, are flexible and require additional supporting structures to prevent them from flexing both horizontally and vertically when trains pass over. Their provision in confined spaces such as the two gauge rails of dual gauge track systems can be difficult and problematic because of the required movement over a long length. The switch blades are also susceptible to debris, rubbish and stones getting lodged between them and the stock rail, so preventing proper seating. This can have dangerous consequences if a wheel flange of a train hits the toe of a switch blade, and it is often necessary to employ several actuators and detectors to shift the switch blade in the required manner and to signal oncoming trains to stop if a maximum gap allowance is exceeded. This can add significant cost to both the system and its maintenance.

WO00/75429 discloses a forked railway track system in which the conventional switch blades for the branch tracks are replaced by fixed rails that do not move, as shown in Figure 1. By separating these fixed rails 1, 3 from the corresponding stock rails 5,7 by flangeway gaps 9,11, it is possible for rail traffic travelling in a trailing direction (the arrow in Figure 1) to travel onto the primary track 13 from either branch track 15,17 without the need for movable switch blades. Although the fixed rails which replace the switch blades must still be machined down to a narrow blade at their toe, much of the expense associated with the manufacture of conventional turnouts can be avoided.

Rail traffic travelling in a facing direction can be guided from the primary track onto a predetermined branch track by the provision a check rail. The check rail is positioned adjacent to a rail of the primary track in the vicinity of, and on the same side as, the flangeway gap through which the wheels of a vehicle are intended to pass. The check rail acts on the flange-backs of the wheels to guide them through the flangeway gap and urge the wheels on the opposite side of the vehicle to transfer between rails, thus guiding the vehicle down the corresponding branch track.

Movable check rails can be provided to allow the routing of rail traffic travelling in a facing direction onto either branch track. The check rails are movable between a first position in which they act on the flange-backs of wheels on one side of a vehicle to guide them through a flangeway gap and thus guide the vehicle down the corresponding branch

track, and a second position in which they are ineffective. Both check rails 18 are shown in Figure 1, although only one will be in position at any one time.

Although the disclosure of WO00/75429 can lead to a reduction in the cost of turnouts, it also introduces new dynamic elements (movable check rails) on both rails. The system also requires the wheel treads of rail traffic to travel over the fixed flangeway gap between one of the rails of the branch track and the corresponding primary track. Although the wheels are fully supported throughout this transfer, passenger ride comfort may be reduced, especially when travelling at high speed.

According to the invention, there is provided a railway track arrangement, comprising a primary track comprising first and second parallel rails, a first branch track comprising third and fourth parallel rails, and a second branch track comprising fifth and sixth parallel rails, wherein the first, third and fifth rails form a first fork comprising fixed rails with a first flangeway gap defined between the third and fifth rails, and wherein the second, fourth and sixth rails form a second fork comprising fixed rails with a second flangeway gap defined between the fourth and sixth rails, and wherein one only of the first and second forks is provided with a movable element for selectively opening and closing the respective first or second flangeway gap.

This arrangement provides a forked railway track system which combines the high speed ride comfort and safety of conventional switch blade turnouts with the simplicity and low cost of fixed blade turnouts.

By providing a movable element which bridges one of the flangeway gaps, the system is able to transfer the wheels of a vehicle travelling between the primary track and one of the branch tracks in a conventional manner. When the flangeway gap is closed, a continuous rail on the opposite side can be used. When the flangeway gap is open, the movable element acts on the flange-backs of the wheels on one side of a vehicle to urge the wheels on both sides of the vehicle to transfer between the primary track and the other branch track.

A check rail is preferably provided adjacent to the movable element, wherein the check rail is substantially parallel to the primary track. This check rail guides the wheel towards the movable element in a desired manner.

The movable element may extend from the end of a rail of one branch track, and can thus comprise a short extension to one of the branch track rails.

The movable element can seat against the check rail when opening the flangeway gap. The check rail thus also provides a support function for the movable element. The movable element may seat against the other rail of the one branch track when closing the flangeway gap.

A toe position of the movable element is preferably before the toe position of the fifth or fourth rail opposite the movable element with respect to the direction of travel of facing traffic. This results in more reliable transfers since the lateral displacement of the wheels is achieved before the wheel on the fixed blade side enters the turnout.

The movable element is preferably movable laterally, for example pivotally at the end of one branch rail.

Each track further comprises additional fixed parallel rails, for example to provide a dual (or multi-) gauge system. In this case, the common rail is switched using the movable element and all other rails having fixed flangeway gaps.

The first and third rails are preferably continuous, as well and the second and sixth rails, and these define the outermost rails of the arrangement.

With the flangeway gap closed by the movable element, the primary track preferably forms a substantially straight path and continuous path with one of the branch tracks. High speed frequent straight through traffic then takes advantage of smooth transfer, while low speed occasional turnout traffic uses the fixed blade approach with the movable element redirecting the traffic.

The arrangement can of course be used in a toy railway.

Examples of the invention will now be described in detail with reference to the accompanying Figures, in which : Figure 1 shows a known forked railway track system; Figure 2 is a plan view of a forked railway track system according to the present invention for use in trailing or facing modes and set to one branch track ; Figure 3 is a plan view of a forked railway track system according to the present invention for use in trailing or facing modes and set to the other branch track ; Figure 4 is a plan view of a forked railway track system according to another

embodiment of the present invention.

Figure 2 shows a forked railway track system according to the present invention comprising a railway turnout for use on a line bearing traffic in both trailing and facing directions, and having a primary track 19 and two branch tracks 21,23. Each rail 25,27 of the primary track 19 is continuous with a respective corresponding rail 29,31 of each of the branch tracks 21,23, otherwise known as a stock rail. The stock rails 29,31 diverge from each other as the branch tracks 21,23 lead away from the primary track 19. The other non- continuous rails 33,35 of the branch tracks 21,23 are fixed and separated from a respective stock rail 29,31 at their convergent ends by a predetermined minimum distance, for example 41mm, to form first and second flangeway gaps 37,39. As with conventional switch blades, the non-continuous rails 33,35 are machined down to a narrow blade at their toes to enable a smooth transition as the wheels of a vehicle transfer from one rail to another and to ensure consistent flangeway gaps 37,39. However unlike conventional switch blades the rails 33, 35 are static.

A movable element 41 is provided at the end of one of the non-continuous branch rails 33 and is shown in Figure 2 in the first of two positions. An actuator (not shown) is provided to move the movable element between the two positions. A check rail 43 is fitted substantially parallel to the inner side of the non-continuous rail 33 to form a flangeway gap 45 of a predetermined minimum size, for example 41mm. The check rail 43 is positioned adjacent to the toe of non-continuous rail 33 and extends some way in both track directions.

The operation of the system with the movable element in the first position shown in Figure 2 will now be described, with reference to a vehicle approaching in a facing direction.. With the movable element 41 in its first position, as shown in Figure 2, the system is set to transfer the vehicle from the primary track 19 to branch track 23 (which is the main high speed track as will be apparent from the following). As the vehicle approaches the system shown in Figure 2, its wheels are travelling on rails 25 and 27 of the primary track 19. Shortly before reaching the movable element 41, the flanges of the wheels that are travelling on rail 25 are guided into the flangeway gap 45 between the rail 25 and check rail 43. The rail 25 and check rail 43 act on either side of the wheel flanges to laterally locate both the wheels travelling on rail 43 and the wheels on the other side of the vehicle that are travelling on rail 27. Upon reaching the movable element, the wheels of the

vehicle that are travelling on rail 25 continue to be laterally located, this time by the check rail 43 and the movable element 41. The treads of these wheels are supported by the upper surface of the movable element as they transfer from rail 25 to rail 33. The lateral location provided by the check rail 43 on one side of the wheel flanges and the rail 25 and movable element 41 on the other side of the wheel flanges guides. the flanges of the wheels on the other side of the vehicle that are travelling on rail 27 through the flangeway gap 39. The transfer of the wheels on one side of the vehicle from rail 25 to rail 33 and the passage of the wheel flanges through the flangeway gap 39 results in the vehicle having been transferred by the system from the primary track 19 to the branch track 23. The wheels of the vehicle continue to be laterally located by-the action of check rail 43 and rail 33 on the wheel flanges in order to prevent wheel wobble. Finally the wheels travelling on rail 33 leave the check rail and the transfer is complete.

The method and apparatus described for transferring the vehicle between the primary track 19 and the branch track 23 retains all the advantages of conventional switch blade turnouts in that the movable element 41 bridges the flangeway gap 37 between rails 25 and 33. In particular the presence of the movable element in the first position, as shown in Figure 2 results in a safe and reliable transfer between rails. The movable element eliminates any possibility of wheel flanges either hitting the toe of rail 33 or travelling between the flangeway gap 37.

Figure 3 shows the same apparatus as that shown in Figure 2 and the same reference numerals are used to denote the common elements. However, the movable element 41 in Figure 3 is shown in the second of the two positions. Use of the system will now be described again with reference to a vehicle approaching in a facing direction.

With the movable element 41 in its second position, the system is set to transfer the vehicle from the primary track 19 to branch track 21. This may be for branching off lower speed traffic. As the vehicle approaches the system shown in Figure 3, its wheels are . travelling on rails 25 and 27 of the primary track 19. Shortly before reaching the movable element 41, the flanges of the wheels that are travelling on rail 25 are guided into the flangeway gap 45 between the rail 25 and check rail 43. The rail 25 and check rail 43 act on either side of the wheel flanges to laterally locate both the wheels travelling on rail 43 and the wheels on the other side of the vehicle that are travelling on rail 27. Upon reaching the movable element, the wheels of the vehicle that are travelling on rail 25 continue to be

laterally located, this time by the movable element 41 and the rail 25. The movable element in particular provides a vertical surface that is profiled to induce a lateral force on the wheel flange-backs and guide the wheel flanges through the flangeway gap 37 between rails 25 and 33. During this travel, the treads of the wheels on one side of the vehicle continue to be supported by the surface of rail 25, which is continuous with, and becomes, rail 29. Shortly after the wheels on one side of the vehicle travelling on rail 25 contact the movable element, the wheels on the other side of the vehicle reach the toe of rail 35 which is fixed and separated from rail 27 by the flangeway gap 39. The action of the movable element that laterally locates the wheels travelling on rail 25 also laterally locates the wheels on the other side of the vehicle that are travelling on rail 27. Since the wheels on one side of the vehicle contact the movable element 41 before the wheels on the other side of the vehicle contact the toe of rail 35, the wheels on both sides of the vehicle will be laterally displaced by the time the toe of rail 35 has been reached. This lateral displacement causes the flanges of the wheels that are travelling on rail 27 to drift away from rail 27 and progressively transfer onto the toe of rail 35. Throughout the transfer, the treads of the wheels are supported by the surface of rail 27, rail 35, or simultaneously by both rail 27 and rail 35. Once the wheels on one side of the vehicle have passed through flangeway gap 37 and the wheels on the other side of the vehicle have transferred from rail 27 to rail 35, the vehicles transfer from the primary track 19 to the branch track 21 is complete.

The apparatus described for transferring the vehicle between the primary track 19 and the branch tracks significantly reduces the cost of the turnout and its maintenance since much of the expense associated with movable switch blades is eliminated. By careful profiling of the vertical surface of the movable element 41, and by positioning it before the toe of rail 35 relative to the direction of facing traffic, the wheels on one side of a vehicle can be urged to transfer rails across a flangeway gap. The branch track 21 is particularly suited to low speed occasional traffic since the vertical surface profile of the movable element 41 required to achieve the necessary lateral location of the wheels of the vehicle is likely to lead to a relatively rapid change in the vehicle direction.

The system shown in Figures 2 and 3 can be used to transfer rail traffic travelling in a facing direction from the primary track to a required branch track by positioning the movable element 41 appropriately as described above. However, the system can also be used to transfer rail traffic travelling in a trailing direction from either of the branch tracks

onto the primary track. Operation in a trailing mode will now be described. For a train approaching the system shown in Figures 2 and 3 on a branch track in a trailing direction, the movable element 41 should also be positioned appropriately.

For a vehicle approaching on branch track 23, the movable element 41 should be positioned as shown. in Figure 2. In this arrangement, the wheels on one side of the vehicle are travelling on the stock rail 31 which is continuous with rail 19 and the wheels on the other side of the vehicle transfer from rail 33 to rail 25 over the movable element 41.

During this transfer, the wheel flanges are laterally located by the check rail 43 on one side and the rail 33, movable element 41 and rail 25 on the other side. The wheel treads are continuously supported during the transfer.

For a vehicle approaching on branch track 21, the movable element 41 should be positioned as shown in Figure 3. hi this arrangement, the wheels on one side of the vehicle are travelling on the stock rail 29 which is continuous with and becomes rail 19, the wheel flanges travelling through the flangeway gap 37. The wheels on the other side of the vehicle transfer from rail 35 to rail 27 across the flangeway gap 39. During this transfer, the wheel treads are continuously supported by the surface of rail 35, rail 27 or simultaneously by rails 35 and rails 27.

The movable element 41 may be spring loaded, in much the same way that conventional switch blades are, such that a vehicle travelling on a branch track 21,23 in a trailing direction with the movable element 41 in an inappropriate position may still be transferred safely to the primary track 19. In this way, the flanges of the wheels will displace the movable element in order to allow safe passage of the vehicle through the system and onto the primary track 19.

Figure 4 shows a forked railway track system according to another embodiment of the present invention where each of the tracks comprises three rails for use in dual gauge systems. Figure 4 uses the same reference numerals to denote elements common with those already described in Figures 2 and 3. The system shown in Figure 4 is similar to the system shown in Figures 2 and 3. The wheels on one side of all rail vehicles travel on the common rails 25 and 33 or 29. The wheels on the other side of a vehicle travel on the appropriate gauge rail, for example rail 27 or rail 49 for the primary track 19. Transfers between primary and branch tracks 21,23 take place in exactly the same way as described above for the system shown in Figures 2 and 3, with one set of gauge rails being unused and thus

disregarded.

The invention is particularly suited to dual-gauge systems. In arrangements where the two gauges of the dual-gauge system are of similar sizes, the lack of space between rails 31 and 51 can make the provision of long flexible and movable switch blades difficult. The embodiment of the invention shown in Figure 4 does not have any movable components on the rails which are close together.

In practice, it may be necessary to take advantage of the allowable tolerances in track gauge in order to obtain sufficient movement of the wheel flanges away from the stock rails to enable the wheels to roll from the stock rails onto the non-continuous rails and vice versa.

Hence, it may be necessary to employ a wider than gauge section of primary track around the position of convergence of the non-continuous rails with the stock rails. Likewise, the branch tracks may be required to be narrower than gauge around the toe of the continuous rails. Such requirements will be evident to those skilled in the art of railway design.

The movable element of the invention may be provided with a renewable contact face, so as to reduce the maintenance costs for the system. The surface of the movable element which acts to urge the wheel back-flange against the fixed continuous rail is of course subject to greatest wear and may therefore be provided with this replaceable face section. Furthermore, the movable element may include a shock resistant feature which uses a resilient material, in order to absorb mechanical shock arising during wheel transfer between rails. This resilient material may also be provided as a replaceable part of the check rail which can be replaced during maintenance.

The railway track system according to the invention is particularly suited to high speed applications, in which the stock rails are non-grooved rails, such as UIC60 flat bottom rails.

The invention is described herein with reference to Figures 2 to 4 by way of example only. It will be clear that the invention extends to further modifications not described.

For example, in the example above, the movable element is a separate component mounted at the end of one rail. The movable element may instead be an integral part of the branch rail. This arrangement would allow it to operate in much the same way as a conventional switch blade, but with the additional function that, in position in which the flangeway gap is open, it acts on the flange-backs of wheels to urge them onto the appropriate branch track. Thus, one side of the track can have a fixed permanently open

flangeway gap with all fixed rails, and the other can have a conventional switch blade, but with the shape modified to provide a guiding function when the flangeway gap is open.

The movable element has a shape such that in the position with the flangeway gap closed, it defines a continuous path between across the flangeway gap between the primary track and the branch track. Thus, one side face is preferably flat. The opposite side face performs the guiding function, and has a shape chosen to provide a smooth continuation of the check rail, to guide the wheel smoothly on to the continuous outer rail through the flangeway gap. This face may be slightly curved.

The angles of the branch and curvatures are exaggerated in the Figures for clarity, and therefore the shape of the movable element is not accurately represented in the drawings. An appropriate shape will be apparent to those skilled in the art.

One face of the movable element will be subject to high loads, and therefore will be made from suitable strength material. Instead of a single rotating element, there may be two elements, one for opening. the gap and one for closing the gap. These may move into position vertically.