Title of Invention	A TRACK ASSEMBLY AT A DIAMOND JUNCTION AND A METHOD OF FORMING THE SAME
Abstract	A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track, said track assembly comprising: (i) a continuous unbroken main rail line track (30) comprising a pair of rails; (ii) a discontinuous yard line track comprising a pair of rails having sections (31, 37 and 44) in aligned engagement with each other, making sub junctions with the rails of the main rail line track (30) the said sections comprising: (a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track; (b) a second section of the yard rail line track fitted in between the two rails of the main rail line track; (c) a third section of the yard rail line track leading away from the yard; (iii) a plurality of ramp members (36) comprising: (a) inclined operative surfaces; (b) a nose portion; the said ramp members cooperating with the sub junctions of the first, second and third sections of the yard line track with the main line track said cooperation being in a manner selected from a group of manners consisting of: (a) ramp members being an integral part of the yard rail line track sections; (b) ramp member overlapping the yard rail line track sections; (c) ramp member extending from the yard rail line track sections; the inclined operating surface of the ramp members at every sub junction being aligned with operating surface of the rails of the main rail line track; (iv) check rails (34 and 35) spaced apart and cooperating with the rails of the main rail line track and the yard rail line track sections at the diamond junction; (v) means for elevating the yard rail line track sections relative to the rails of the main rail line track to a predetermined distance above the rails of the main rail line track such that the operative surface of the ramps are in alignment with the operative surface of the rails of the main rail line track to enable a rail wheel defined by a tread and a flange to ride over the main line rail of the main rail line track with the said flange supported on the operative surface of the main rail line.

Title of Invention

A TRACK ASSEMBLY AT A DIAMOND JUNCTION AND A METHOD OF FORMING THE SAME

Abstract

A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track, said track assembly comprising: (i) a continuous unbroken main rail line track (30) comprising a pair of rails; (ii) a discontinuous yard line track comprising a pair of rails having sections (31, 37 and 44) in aligned engagement with each other, making sub junctions with the rails of the main rail line track (30) the said sections comprising: (a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track; (b) a second section of the yard rail line track fitted in between the two rails of the main rail line track; (c) a third section of the yard rail line track leading away from the yard; (iii) a plurality of ramp members (36) comprising: (a) inclined operative surfaces; (b) a nose portion; the said ramp members cooperating with the sub junctions of the first, second and third sections of the yard line track with the main line track said cooperation being in a manner selected from a group of manners consisting of: (a) ramp members being an integral part of the yard rail line track sections; (b) ramp member overlapping the yard rail line track sections; (c) ramp member extending from the yard rail line track sections; the inclined operating surface of the ramp members at every sub junction being aligned with operating surface of the rails of the main rail line track; (iv) check rails (34 and 35) spaced apart and cooperating with the rails of the main rail line track and the yard rail line track sections at the diamond junction; (v) means for elevating the yard rail line track sections relative to the rails of the main rail line track to a predetermined distance above the rails of the main rail line track such that the operative surface of the ramps are in alignment with the operative surface of the rails of the main rail line track to enable a rail wheel defined by a tread and a flange to ride over the main line rail of the main rail line track with the said flange supported on the operative surface of the main rail line.

Full Text	FORM-2 THE PATENTS ACT, 1970 (39 of 1970) & THE PATENTS RULES, 2003 COMPLETE Specification (See section 10 and rule 13) A TRACK ASSEMBLY AT A DIAMOND JUNCTION AND A METHOD OF FORMING THE SAME CENTRAL RAILWAY a Govt, of India Undertaking of Chhatrapati Shivaji Terminus, Mumbai 400 001, Maharashtra, India THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED. GRANTED ORIGINAL 19-10-2005 Field of invention: This invention relates to a train track assembly at intersections. In particular, this invention relates to a train track assembly at diamond crossings. Description of Prior Art: Introduction: Train tracks are usually laid parallel to each other at predetermined distances. These tracks are classified as Main Rail line track and Yard/side Rail line track. The Main rail line track is mainly used for fast moving passenger trains. The Yard/side rail line is usually used for goods-carrying trains or yard going trains. However it is not always possible to lay parallel non-intersecting tracks. In such a situation track intersections are useful. The two known track intersections or crossings are: 1. Scissor or Crossover junction/intersection. 2. Diamond Crossing. In a scissor or crossover junction/intersection a branch line rail track called as sub or Yard track emerges out of the main line track. Hence one main line divides into two sub lines. In a diamond crossing two different tracks intersect at some angle to each other. Hence two lines come in and two lines go out after the crossing. The portion where the tracks cross each other is in the shape of a diamond, hence such a track intersection is also known as a 'diamond crossing'. Such scissor or crossover junction/intersection, if provided with slips/switches serves two purposes, one of switching the train to the intermediate line or simply crossing and the other of diverting the train to the adjacent line. The traditional design of a diamond crossing involves the discontinuity of the rail table and an unguided flange travel. The passage of the trains over such a diamond crossing necessitates that the speed of the trains be reduced and limited within 10-15kmph from the safety point. On account of the discontinuity of the rail table and unguided flange, neither the tread nor the flange of the wheel that is in contact with the track at the diamond crossing is supported thereby increasing the chances of derailment. The discontinuity also necessitates that the speed of the train on the main line as well as the yard line be reduced. Figure 1 of the accompanying drawings illustrates the track layout at a diamond crossing according to the prior art. The main rail line (20) and the yard rail line (21) are discontinuous at the diamond crossing. At the portion of the track (23) where the wheel of the train passes the diamond crossing, both the wheel tread and the wheel flange are unsupported. The main rail line (20) and the yard rail line (21) are bolted to the metal support plates (22). These diamond crossings require to be specially fabricated as per special layouts unique for each cross over location. Such diamond crossings invariably involve totally unsupported wheel tread and unguarded wheel flange. The rail wheel is not sufficiently supported across the sub junctions of the diamond crossing due to which the wheel drops into the gap and is then lifted to the usual height of the yard rail line leading to jerks and resulting in heavy hammering action on the support components. This heavy hammering action results in snapping of bolts, battering of rail ends and fracturing of rails at nose portion for both the main line and the yard line. Heavy hammering damages the wooden sleepers and also loosens the packing. Therefore such diamond crossings require heavy maintenance and frequent replacement of components. U.S. Pat. No. 4,015,805 discloses a railway switch or crossing for transferring railway vehicles from a main track to a side track and, respectively, crossing of a side track with a main track, the switch or crossing comprising a frog in which the rail of the main track is uninterrupted. U.S. Pat. No. 5,354,018 discloses an apparatus for switching a railroad car wheel from a first rail to a second rail including a base and a ramp member. The ramp member is hinged to the base. U.S. Pat. No. 5,531,049 discloses a bolted rail railroad frog designed to support a railroad wheel to roll through the frog on its flange rather than requiring its tread to jump across a flangeway gap. U.S. Pat. No. 5,538,182 discloses a railroad grade crossing system includes an integral concrete pad that has a pair of spaced-apart cavities located in its upper surface. U.S. Pat. No. 5,746,400 discloses a railroad trackwork rail crossing having four rail intersection comers is comprised, at each comer, of four comer casting elements which have angled platforms, co-operating straight intermediate rail elements, co-operating straight guard rail elements, cooperating straight traffic rail elements, and bolt fasteners joining the casting and rail elements into a rigid unitary rail crossing structure. U.S. Pat. No. 5,765,785 discloses an improved standard crossing for railroad track is provided, having an interchangeable insert. U.S. Pat. No. 5,988,519 discloses a precast concrete curved grade crossing includes a plurality of base members, each of which has a central recess formed in the upper surface. An object of this invention is to eliminate the discontinuity in the main line thereby allowing the train on the main line to pass the diamond crossing at a higher speed. Another object of this invention is to overcome the limitations of the prior art and to provide means for allowing the wheel of a train on the yard line to fly over the main rail line track. Yet another object of this invention is to provide a flange supported movement when the wheel is on the diamond crossing. Summary of the invention: The present invention envisages a method of laying track at a diamond crossing in such a way that there is no discontinuity in the main rail. The present invention provides a continuous main line track and yard rail line track which enables a train on the yard line track to fly over the main rail line track at a diamond crossing, thereby eliminating the discontinuity of the main rail line track increasing the speed of traverse through the diamond crossing . The yard rail line track over which the slow train moves is discontinuous at the said diamond crossing. According to this invention there is provided a track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track, said track comprising: (i) a continuous unbroken main rail line track comprising a pair of rails; (ii) a discontinuous yard line track comprising a pair of rail having sections in aligned engagement with each other, making sub junctions with the rails of the main rail line track the said sections comprising: (a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track; (b) a second section of the yard rail line track fitted in between the two rails of the main rail line track; (c) a third section of the yard rail line track leading away from the yard; (iii) a plurality of ramp members, each ramp member comprising: (a) an inclined operative surfaces; (b) a nose portion; cooperating with the sub junctions of the first, second and third sections of the yard line track with the main line track said cooperation being in a manner selected from a group of manners consisting of: [a] ramp member being an integral part of the yard rail line track section, [b] ramp member overlapping the yard rail line track section, and [c] ramp member extending from the yard rail line track section, the inclined operating surface of the ramp member at every sub junction being aligned with operating surface of the main rail line track; (iv) check rails spaced apart from the rails of the main rail line track and the yard rail line track and cooperating with the sections of the yard rail line track and the main rail line track at the diamond junction; (v) means for elevating the yard rail line track sections and the ramp relative to the rails of the main rail line track to a predetermined distance above the rails of the main rail line track such that the operative surface of the ramps are in alignment with the operative surface of the rails of the main rail line track to enable a rail wheel defined by a tread and a flange to ride over the main line rail of the main rail line track with the said flange supported on the operative surface of the main rail line. According to another feature of the invention there is provided a method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track, the said method comprising the steps of: (i) forming a leveled bed at the location of a diamond junction; (ii) laying a continuous main rail line track comprising a pair of continuous main line rails over the bed and securing the main line rails to the metal plates of the leveled bed; (iii) laying check rails for the main line rails cooperating with the main rail line track; (iv) laying discontinuous sections of the yard rail line track over the leveled bed, the said discontinuous sections of the yard rail line track comprising: (a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track; (b) a second section of the yard rail line track fitted in between the two rails of the main rail line track; (c) a third section of the yard rail line track leading away from the yard; the said sections being in aligned engagement with each other forming sub junctions with the main rail line track; (v) laying check rails for each of the sections of the yard rail line track; (vi) securing inclined ramps near the ends of the yard rail line track sections at the sub junctions with the main rail line track; (vii) aligning the operative surface of the inclined ramp and the operative surface of the main rail line to enable a rail wheel defined by a tread and a flange, to ride over the main line rail of the main rail line track with its flange supported on the operative surface of the main line rail. Typically, a first sub junction is formed by the first section of the yard rail line track and the second section of the yard rail line track crossing one rail of the pair of main rail line track and a second sub junction is formed by the second section of the yard rail line track and the third section of the yard rail line track crossing the other rail of the pair of main rail line track. Typically, the first section of the yard rail line track abuts the main rail line track at the first sub junction and the second section of the yard rail line track does not touch the main rail line track section at the said sub junction. Typically, the first section of the yard rail line track section is inclined upward at a particular angle from the horizontal. Typically, a downwardly inclined ramp member is fitted to one end of the second section of the yard rail line track and an upwardly inclined ramp member is fitted to the other end of the second section of the yard rail line track at the said sub junction. Typically, the other end of the second section of the yard rail line track abuts the second rail of the pair of rails of the main rail line track and a third section of the yard rail line track does not touch the main rail line track section at the said sub junction. Typically, the ramp member is of fixed length, defined by a body section and an inclined section. Typically, the ramp member is either an integral part of the yard rail line track section or the ramp member overlaps the yard rail line track section or the ramp member extends from the yard rail line track section. Typically, the ramp member has two holes on the side for accommodating the fitment means such as nuts, bolts, resilient washers and the like. Typically, the operating surface of the ramp member at both the sub junctions is aligned with operating surface of the main rail line track. Typically, the check rails spaced apart from the rails of the main rail line track and the yard rail line track and cooperating with the sections of the yard rail line track and the main rail line track at the diamond junction. Typically, the metal elevating plates are provided to elevated the yard line track sections and the ramp relative to the rails of the main rail line track. Typically, 14mm plates are used as a means for elevating the yard rail line track section relative to the main rail line track. Typically, the yard rail line track sections are elevated by using rail track sections which are of greater height as compared to the main rail line track. Typically, the yard rail line track section is elevated relative to the main rail line track such that the clearance between the yard rail line track and the main rail line track, precisely accommodates the flange of the rail wheel. Typically, the external securing members are provided to secure the metal plates hence not allowing the plates to move. Typically, a leveled bed is formed at the location of the diamond junction by laying a wooden sleepers and metal plates. Typically, a continuous unbroken main rail line track and discontinuous sections of the yard rail line track comprising a pair of rails respectively are laid over the leveled bed to form sub junctions. Typically, check rails are laid for the main rail line track cooperating with each rail of the main rail line track. Typically, inclined ramps are secured near the ends of the yard rail line section at the sub junction of the main rail line track such that the inclined ramp is aligned with the operative surface of the main rail line track to enable flange supported travel of the rail wheel at each sub junction. Typically, the yard rail line track sections and the main rail line track are laid at such an angle that atleast one wheel of the wheel set is always supported on at least a portion of the tread. Brief description of the accompanying drawings: The invention will be described in detail with reference to a preferred embodiment. Reference to this embodiment does not limit the scope of the invention, which is limited only by the scope of the claims. In the drawings: Figure 1 illustrates the track layout at a diamond crossing according to the prior art; Figure 2 illustrates the overview of a diamond crossing incorporating the present invention; Figure 3 illustrates the overview of a diamond crossing incorporating the present invention using specially designed metal plates; Figure 4 illustrates the sectional front view of the yard rail line track; Figure 5 illustrates the sectional front view of the yard rail line track and the check rail of the yard rail line track; Figure 6 illustrates the sectional front view of the yard rail line track and check rail of the yard rail line track and the cooperating inclined ramp member; Figure 7 illustrates the exploded side view of a sub junction of the main rail line track and the yard rail line track; Figure 8A, 8B, 8C and 8D illustrate the general overview of the rail wheel movement at the sub junctions of the diamond crossing; Figure 9 illustrates the exploded view of a sub junction of the main rail line track and yard rail line track and the movement of the rail wheel along the sub junction; Figure 10 illustrates general overview of the rail wheel movement at the sub junctions of the diamond crossing; and Figure 11A and 11B illustrates the top view of the flyover component. Detailed description of the invention: The present invention will now be explained with reference to the figures 2 to 11 of the accompanying drawings. Figure 2 and Figure 3 illustrate the overview of a diamond crossing incorporating the present invention. The main rail track (30) is unbroken and kept continuous while the yard rail track is discontinuous at the diamond crossing and comprises three sections (31), (37) and (44) respectively. The main rail track (30) and the yard rail line track are respectively provided with checkrails (34) and (35). The checkrails (34) and (35) support the tread of the train wheel. At the diamond crossing the main rail line track (30) and the yard rail line track section (31), (37) and (44) are fitted onto metal reinforcing plates (32). The metal reinforcing plates (32) bare the strain that is applied on the tracks. The metal plates (32) are further supported by external reinforcing members (33). The external reinforcing members (33) ensure that there is no movement of the metal reinforcing plates. The rail tracks are laid onto wooden sleepers (38) and are also used to support the part of the tracks at the diamond junction that is not supported by the metal plates (32). The angle at which the main rail line track (30) and the yard rail line track sections (31), (37) and (44) are laid, are such that at least one wheel of the wheel set is always supported at the tread. The metal plates (32) are either rectangular in shape or specially designed such that maximum portion of the yard rail line track sections (33), (37) and (44) at a sub junction can be accommodated. Figure 4 illustrates sectional front view of the yard rail line track. As the train rides over the yard rail line track the tread of the rail wheel (40) is supported on the yard rail line track. Figure 5 illustrates the sectional front view of the first section (37) of the yard rail line track and the check rail (35) of the yard rail line track section. As the train approaches the diamond junction check rail (35) is provided to the each section of the yard rail line track and the main rail line track (30). The check rail (35) cooperates with the yard rail line track sections and support the tread (45) and the flange (46) of the rail wheels (40). Figure 6 illustrates the sectional front view of the first yard rail line track section (37) and check rail (35) of the yard rail line track and the cooperating ramp member (36). The ramp member (36) provides for the rail wheel (40) on the first yard rail line track section (37) to fly over the main rail line track (30). As the train approaches the sub junction of the rail wheel (40) goes up the ramp member (36). As the wheel goes up the ramp member (36), the tread support to the rail wheel (40) is progressively decreases. At the sub junction the movement of the rail wheel (40) is flange supported. The ramp member (36), the yard rail line track section (37) and the check rail (35) are fitted together by means of a nut and a bolt. The ramp member (36) either extends from the yard rail line track section (37) or overlaps the yard rail line track section (37) it can also be an integral part of the yard rail line track section (37). Figure 7 illustrates the exploded side view of the sub junction of the main rail line track (30) and the first yard rail line track section (37). At the sub junction the main rail line track (30) and the first yard rail line track section (37) are placed on metal plates (32). The ramp member (36) cooperating with the first yard rail line track section (37) is fitted such that the main rail line track (30) and the operative inclined surface of the ramp member (36) are in aligned engagement with each other. The yard rail line track section (37) abuts the main rail line track (30). Metal plates (32) and (53) are used as means for elevating the yard rail line track section (37) relative to the main rail line track (30) such that the clearance between the yard rail line track section (37) and the main rail line track (30) which is about 30mm can precisely accommodate the rail wheel flange so as to ensure a smooth motion of the rail wheel over the main rail line track (30). Figure 8A illustrates the sectional front view of the yard rail line track section (37) with the rail wheel (40) riding over the rail. The movement of the rail wheel (40) is a tread supported movement. Figure 8B illustrates the sectional front view of the yard rail line track section (37) along with the check rail (35) and the cooperating ramp member (36). As the train approaches a sub junction the rail wheel (40) is gradually lifted up. The movement of the rail wheel (40) is a tread and flange supported movement. Figure 8C illustrates the sectional front view of the yard rail line track section (37) and the check rail (35) and the cooperating ramp member. When the rail wheel is at the top of the ramp member (36) the tread (45) of the rail wheel (40) is no longer supported the movement is entirely a flange supported movement. Figure 8D illustrates the sectional front view of the yard rail line track section (37) and the check rail (35) along with the cooperating ramp member (36). At the sub junction the operative inclined surface of the ramp member (36) is aligned with the main rail line track (30). As the rail wheel (40) rides over the main rail line track (30) it brushes past the operative surface of the main rail line track (30). The movement of the rail wheel (40) over the main rail line track (30) is only flange supported. Figure 9 illustrates the exploded view of a sub junction of the main rail line track (30) and yard rail line track section (37) and the movement of the rail wheel (40) along the sub junction. The nose portion of the ramp member (36) exactly fits into the recess of the main rail line track (30). Before the train approaches the sub junction the rail wheel (40) on the yard rail line track section (37) is tread supported. As the rail wheel (40) approaches the sub junction the rail wheel (40) gradually goes up the ramp member (36) and is lifted of the yard rail track section (37) and the support to the tread of the rail wheel (40) progressively decreases. At the top of the ramp member (36) the rail wheel (40) is only flange supported. As the rail wheel (40) brushes past the main rail line track (30) is continues to be supported at the flange. Figure 10 illustrates the general overview of the rail wheel movement at the each of the sub junctions of the diamond crossing. The first yard rail line track section (37) abuts the one rail of the pair of main rail line track (30) at one sub junction. A gap of 44mm exists between the ramp member (36) at one end of the second yard rail line track section (44) and the main rail line track (30). The ramp member at the other side of the second rail line track section (44) abuts the second rail of the main rail line track (30) at the other sub junction. A gap of 44mm exists between the ramp member (36) at the third yard rail line track section (31) and the main rail line track (30). As the rail wheel (40) goes up the ramp member (36), the tread support to the rail wheel (40) progressively decreases. At the sub junction the rail flange is supported and the tread support progressively increases as the rail wheel (40) comes down the ramp. While flying over the gap, the wheels of the train (40) brush past the main rail line track (30), due to which a small depression is created. 14mm plates (53) are used as a means for elevating the yard rail line track sections (37) and (44) relative to the main rail line track (30). The yard rail line track sections (37) and (44) are elevated by using rail track sections which are of greater height as compared to the main rail line track (30). The yard rail line track section (37) and (44) are elevated relative to the main rail line track (30) such that the clearance between the yard rail line track section (37) and (44) and the main rail line track (30) is about 30mm so that the flange of the wheel can be precisely accommodated. Figure 11A and 11B illustrate the side view and top view of the ramp member (36), which is fastened to the yard rail line track members (31). On the side of the ramp member (36) two holes (42) are provided to accommodate fastening equipments such a bolts. The angle at which rail tracks are laid at the diamond crossing ensure that at all time one wheel of the wheel set is always supported at the tread and the flange. While considerable emphasis has been placed herein on the apparatus and the interrelationships between the component parts of the preferred system, it will be appreciated that many systems can be made and that many changes can be made in the preferred system without departing from the principles of the invention. These and other changes in the preferred system as well as other systems in accordance with this invention will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation. We Claim: 1. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track, said track assembly comprising: (i) a continuous unbroken main rail line track (30) comprising a pair of rails; (ii) a discontinuous yard line track comprising a pair of rails having sections (31, 37 and 44) in aligned engagement with each other, making sub junctions with the rails of the main rail line track (30) the said sections comprising: (a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track; (b) a second section of the yard rail line track fitted in between the two rails of the main rail line track; (c) a third section of the yard rail line track leading away from the yard; (iii) a plurality of ramp members (36) comprising: (a) inclined operative surfaces; (b) a nose portion; the said ramp members cooperating with the sub junctions of the first, second and third sections of the yard line track with the main line track said cooperation being in a manner selected from a group of manners consisting of: (a) ramp members being an integral part of the yard rail line track sections; (b) ramp member overlapping the yard rail line track sections; (c) ramp member extending from the yard rail line track sections; the inclined operating surface of the ramp members at every sub junction being aligned with operating surface of the rails of the main rail line track; (iv) check rails (34 and 35) spaced apart and cooperating with the rails of the main rail line track and the yard rail line track sections at the diamond junction; (v) means for elevating the yard rail line track sections relative to the rails of the main rail line track to a predetermined distance above the rails of the main rail line track such that the operative surface of the ramps are in alignment with the operative surface of the rails of the main rail line track to enable a rail wheel defined by a tread and a flange to ride over the main line rail of the main rail line track with the said flange supported on the operative surface of the main rail line. 2. A method of forming a track assembly at a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in Claim 1, the said method comprising the steps of: (i) forming a leveled bed at the location of a diamond junction typically by laying wooden sleepers and metal plates; (ii) laying a continuous main rail line track comprising a pair of continuous main line rails over the leveled bed and securing the main line rails to the metal plates of the leveled bed; (iii) laying check rails for the main line rails cooperating with the main rail line track; (iv) laying discontinuous sections of the yard rail line track over the leveled bed, the said discontinuous sections of the yard rail line track comprising: (a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track; (b) a second section of the yard rail line track fitted in between the two rails of the main rail line track; (c) a third section of the yard rail line track leading away from the yard; the said sections being in aligned engagement with each other forming sub junctions with the main rail line track; (v) laying check rails for each of the sections of the yard rail line track; (vi) securing inclined ramps near the ends of the yard rail line track sections at the sub junctions with the main rail line track; (vii) aligning the operative surface of the inclined ramp and the operative surface of the main rail line to enable a rail wheel defined by a tread and a flange, to ride over the main line rail of the main rail line track with its flange supported on the operative surface of the main line rail. 3. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim 1, wherein a first sub junction is formed by the first section of the yard rail line track and the second section of the yard rail line track crossing one rail of the pair of main rail line track, a second sub junction is formed by the second section of the yard rail line track and the third section of the yard rail line track crossing the other rail of the pair of main rail line track and the first section of the yard rail line track abutting the main rail line track at the first sub junction and the far end of the second section of the yard rail line track abutting the second rail of the pair of rails of the main rail line track and third section of the yard rail line track not touching the main rail line track section at the said sub junction. 4. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim 3, wherein ramp members alternatively inclined operatively upwards and downwards are linearly placed on the yard rail line track sections at each of the said sub junction to form flyovers over the main rail line track. 5. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim 1, in which the ramp member is of fixed length, defined by an operative inclined surface and a nose portion, said ramp member has two holes on the side for accommodating fitment means such as nuts, bolts, resilient washer and the like. 6. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim I, wherein the yard rail line track section is elevated relative to the main rail line track such that the clearance between the yard rail line track and the main rail line track, precisely accommodates the flange of the rail wheel and the elevation means consist of atleast one selected from a group of means consisting of: (a) metal plates placed below each of the yard rail line track sections; and (b) yard rail line track sections of greater height as compared to the main rail line track. 7. A method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in claim 2, wherein inclined ramps are secured near the ends of the yard rail line section at the sub junction of the main rail line track such that the inclined ramp is aligned with the operative surface of the main rail line track to enable flange supported travel of the rail wheel at each sub junction.. 8. A method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in claim 2, wherein the yard rail line track sections and the main rail line track are laid at such an angle that atleast one wheel of the wheel set is always supported on at least a portion of the tread 9. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track as claimed in claim 1, as described herein with reference to the accompanying drawings. 10. A method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in claim 2, as described herein with reference to the accompanying drawings. Dated this 16th day of October, 2005. Mohan Dewan Of RKDewan&Co. Applicants, Patent Attorney.

Full Text

FORM-2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE
Specification
(See section 10 and rule 13)
A TRACK ASSEMBLY AT A DIAMOND JUNCTION AND A METHOD OF FORMING THE SAME
CENTRAL RAILWAY
a Govt, of India Undertaking of Chhatrapati Shivaji Terminus, Mumbai 400 001, Maharashtra, India
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
GRANTED

ORIGINAL
19-10-2005

Field of invention:
This invention relates to a train track assembly at intersections.
In particular, this invention relates to a train track assembly at diamond crossings.
Description of Prior Art: Introduction:
Train tracks are usually laid parallel to each other at predetermined distances. These tracks are classified as Main Rail line track and Yard/side Rail line track. The Main rail line track is mainly used for fast moving passenger trains. The Yard/side rail line is usually used for goods-carrying trains or yard going trains. However it is not always possible to lay parallel non-intersecting tracks. In such a situation track intersections are useful.
The two known track intersections or crossings are:
1. Scissor or Crossover junction/intersection.
2. Diamond Crossing.
In a scissor or crossover junction/intersection a branch line rail track called as sub or Yard track emerges out of the main line track. Hence one main line divides into two sub lines.
In a diamond crossing two different tracks intersect at some angle to each other. Hence two lines come in and two lines go out after the crossing. The portion where the tracks cross each other is in the shape of a diamond, hence such a track intersection is also known as a 'diamond crossing'.
Such scissor or crossover junction/intersection, if provided with slips/switches serves two purposes, one of switching the train to the intermediate line or simply crossing and the other of diverting the train to the adjacent line.

The traditional design of a diamond crossing involves the discontinuity of the rail table and an unguided flange travel. The passage of the trains over such a diamond crossing necessitates that the speed of the trains be reduced and limited within 10-15kmph from the safety point. On account of the discontinuity of the rail table and unguided flange, neither the tread nor the flange of the wheel that is in contact with the track at the diamond crossing is supported thereby increasing the chances of derailment. The discontinuity also necessitates that the speed of the train on the main line as well as the yard line be reduced.
Figure 1 of the accompanying drawings illustrates the track layout at a diamond crossing according to the prior art. The main rail line (20) and the yard rail line (21) are discontinuous at the diamond crossing. At the portion of the track (23) where the wheel of the train passes the diamond crossing, both the wheel tread and the wheel flange are unsupported. The main rail line (20) and the yard rail line (21) are bolted to the metal support plates (22).
These diamond crossings require to be specially fabricated as per special layouts unique for each cross over location. Such diamond crossings invariably involve totally unsupported wheel tread and unguarded wheel flange. The rail wheel is not sufficiently supported across the sub junctions of the diamond crossing due to which the wheel drops into the gap and is then lifted to the usual height of the yard rail line leading to jerks and resulting in heavy hammering action on the support components. This heavy hammering action results in snapping of bolts, battering of rail ends and fracturing of rails at nose portion for both the main line and the yard line. Heavy hammering damages the wooden sleepers and also loosens the packing. Therefore such diamond crossings require heavy maintenance and frequent replacement of components.
U.S. Pat. No. 4,015,805 discloses a railway switch or crossing for transferring railway vehicles from a main track to a side track and, respectively, crossing of a side track with a main track, the switch or crossing comprising a frog in which the rail of the main track is uninterrupted.

U.S. Pat. No. 5,354,018 discloses an apparatus for switching a railroad car wheel from a first rail to a second rail including a base and a ramp member. The ramp member is hinged to the base.
U.S. Pat. No. 5,531,049 discloses a bolted rail railroad frog designed to support a railroad wheel to roll through the frog on its flange rather than requiring its tread to jump across a flangeway gap.
U.S. Pat. No. 5,538,182 discloses a railroad grade crossing system includes an integral concrete pad that has a pair of spaced-apart cavities located in its upper surface.
U.S. Pat. No. 5,746,400 discloses a railroad trackwork rail crossing having four rail intersection comers is comprised, at each comer, of four comer casting elements which have angled platforms, co-operating straight intermediate rail elements, co-operating straight guard rail elements, cooperating straight traffic rail elements, and bolt fasteners joining the casting and rail elements into a rigid unitary rail crossing structure.
U.S. Pat. No. 5,765,785 discloses an improved standard crossing for railroad track is provided, having an interchangeable insert.
U.S. Pat. No. 5,988,519 discloses a precast concrete curved grade crossing includes a plurality of base members, each of which has a central recess formed in the upper surface.
An object of this invention is to eliminate the discontinuity in the main line thereby allowing the train on the main line to pass the diamond crossing at a higher speed. Another object of this invention is to overcome the limitations of the prior art and to provide means for allowing the wheel of a train on the yard line to fly over the main rail line track.
Yet another object of this invention is to provide a flange supported movement when the wheel is on the diamond crossing.

Summary of the invention:
The present invention envisages a method of laying track at a diamond crossing in such a way that there is no discontinuity in the main rail.
The present invention provides a continuous main line track and yard rail line track which enables a train on the yard line track to fly over the main rail line track at a diamond crossing, thereby eliminating the discontinuity of the main rail line track increasing the speed of traverse through the diamond crossing . The yard rail line track over which the slow train moves is discontinuous at the said diamond crossing.
According to this invention there is provided a track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track, said track comprising:
(i) a continuous unbroken main rail line track comprising a pair of rails;
(ii) a discontinuous yard line track comprising a pair of rail having sections in aligned engagement with each other, making sub junctions with the rails of the main rail line track the said sections comprising:
(a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track;
(b) a second section of the yard rail line track fitted in between the two rails of the main rail line track;
(c) a third section of the yard rail line track leading away from the yard;
(iii) a plurality of ramp members, each ramp member comprising:
(a) an inclined operative surfaces;
(b) a nose portion;
cooperating with the sub junctions of the first, second and third sections of the yard line track with the main line track said cooperation being in a manner selected from a group of manners consisting of: [a] ramp member being an integral part of the yard rail line track section, [b] ramp member overlapping the yard rail line track section, and [c] ramp member extending

from the yard rail line track section, the inclined operating surface of the ramp member at every sub junction being aligned with operating surface of the main rail line track;
(iv) check rails spaced apart from the rails of the main rail line track and the yard rail line track and cooperating with the sections of the yard rail line track and the main rail line track at the diamond junction;
(v) means for elevating the yard rail line track sections and the ramp relative to the rails of the main rail line track to a predetermined distance above the rails of the main rail line track such that the operative surface of the ramps are in alignment with the operative surface of the rails of the main rail line track to enable a rail wheel defined by a tread and a flange to ride over the main line rail of the main rail line track with the said flange supported on the operative surface of the main rail line.
According to another feature of the invention there is provided a method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track, the said method comprising the steps of:
(i) forming a leveled bed at the location of a diamond junction;
(ii) laying a continuous main rail line track comprising a pair of continuous
main line rails over the bed and securing the main line rails to the metal plates of the
leveled bed;
(iii) laying check rails for the main line rails cooperating with the main rail line
track;
(iv) laying discontinuous sections of the yard rail line track over the leveled bed,
the said discontinuous sections of the yard rail line track comprising:
(a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track;
(b) a second section of the yard rail line track fitted in between the two rails of the main rail line track;

(c) a third section of the yard rail line track leading away from the yard; the said sections being in aligned engagement with each other forming sub junctions with the main rail line track;
(v) laying check rails for each of the sections of the yard rail line track; (vi) securing inclined ramps near the ends of the yard rail line track sections at the sub junctions with the main rail line track;
(vii) aligning the operative surface of the inclined ramp and the operative surface of the main rail line to enable a rail wheel defined by a tread and a flange, to ride over the main line rail of the main rail line track with its flange supported on the operative surface of the main line rail.
Typically, a first sub junction is formed by the first section of the yard rail line track and the second section of the yard rail line track crossing one rail of the pair of main rail line track and a second sub junction is formed by the second section of the yard rail line track and the third section of the yard rail line track crossing the other rail of the pair of main rail line track.
Typically, the first section of the yard rail line track abuts the main rail line track at the first sub junction and the second section of the yard rail line track does not touch the main rail line track section at the said sub junction.
Typically, the first section of the yard rail line track section is inclined upward at a particular angle from the horizontal.
Typically, a downwardly inclined ramp member is fitted to one end of the second section of the yard rail line track and an upwardly inclined ramp member is fitted to the other end of the second section of the yard rail line track at the said sub junction.
Typically, the other end of the second section of the yard rail line track abuts the second rail of the pair of rails of the main rail line track and a third section of the yard rail line track does not touch the main rail line track section at the said sub junction.

Typically, the ramp member is of fixed length, defined by a body section and an inclined section.
Typically, the ramp member is either an integral part of the yard rail line track section or the ramp member overlaps the yard rail line track section or the ramp member extends from the yard rail line track section.
Typically, the ramp member has two holes on the side for accommodating the fitment means such as nuts, bolts, resilient washers and the like.
Typically, the operating surface of the ramp member at both the sub junctions is aligned with operating surface of the main rail line track.
Typically, the check rails spaced apart from the rails of the main rail line track and the yard rail line track and cooperating with the sections of the yard rail line track and the main rail line track at the diamond junction.
Typically, the metal elevating plates are provided to elevated the yard line track sections and the ramp relative to the rails of the main rail line track.
Typically, 14mm plates are used as a means for elevating the yard rail line track section relative to the main rail line track.
Typically, the yard rail line track sections are elevated by using rail track sections which are of greater height as compared to the main rail line track.
Typically, the yard rail line track section is elevated relative to the main rail line track such that the clearance between the yard rail line track and the main rail line track, precisely accommodates the flange of the rail wheel.
Typically, the external securing members are provided to secure the metal plates hence not allowing the plates to move.

Typically, a leveled bed is formed at the location of the diamond junction by laying a wooden sleepers and metal plates.
Typically, a continuous unbroken main rail line track and discontinuous sections of the yard rail line track comprising a pair of rails respectively are laid over the leveled bed to form sub junctions.
Typically, check rails are laid for the main rail line track cooperating with each rail of the main rail line track.
Typically, inclined ramps are secured near the ends of the yard rail line section at the sub junction of the main rail line track such that the inclined ramp is aligned with the operative surface of the main rail line track to enable flange supported travel of the rail wheel at each sub junction.
Typically, the yard rail line track sections and the main rail line track are laid at such an
angle that atleast one wheel of the wheel set is always supported on at least a portion of the
tread.
Brief description of the accompanying drawings:
The invention will be described in detail with reference to a preferred embodiment. Reference to this embodiment does not limit the scope of the invention, which is limited only by the scope of the claims.
In the drawings:
Figure 1 illustrates the track layout at a diamond crossing according to the prior art;
Figure 2 illustrates the overview of a diamond crossing incorporating the present invention;
Figure 3 illustrates the overview of a diamond crossing incorporating the present invention
using specially designed metal plates;
Figure 4 illustrates the sectional front view of the yard rail line track;

Figure 5 illustrates the sectional front view of the yard rail line track and the check rail of
the yard rail line track;
Figure 6 illustrates the sectional front view of the yard rail line track and check rail of the
yard rail line track and the cooperating inclined ramp member;
Figure 7 illustrates the exploded side view of a sub junction of the main rail line track and
the yard rail line track;
Figure 8A, 8B, 8C and 8D illustrate the general overview of the rail wheel movement at the
sub junctions of the diamond crossing;
Figure 9 illustrates the exploded view of a sub junction of the main rail line track and yard
rail line track and the movement of the rail wheel along the sub junction;
Figure 10 illustrates general overview of the rail wheel movement at the sub junctions of
the diamond crossing; and
Figure 11A and 11B illustrates the top view of the flyover component.
Detailed description of the invention:
The present invention will now be explained with reference to the figures 2 to 11 of the accompanying drawings.
Figure 2 and Figure 3 illustrate the overview of a diamond crossing incorporating the present invention. The main rail track (30) is unbroken and kept continuous while the yard rail track is discontinuous at the diamond crossing and comprises three sections (31), (37) and (44) respectively. The main rail track (30) and the yard rail line track are respectively provided with checkrails (34) and (35). The checkrails (34) and (35) support the tread of the train wheel. At the diamond crossing the main rail line track (30) and the yard rail line track section (31), (37) and (44) are fitted onto metal reinforcing plates (32). The metal reinforcing plates (32) bare the strain that is applied on the tracks. The metal plates (32) are further supported by external reinforcing members (33).
The external reinforcing members (33) ensure that there is no movement of the metal reinforcing plates. The rail tracks are laid onto wooden sleepers (38) and are also used to support the part of the tracks at the diamond junction that is not supported by the metal plates (32). The angle at which the main rail line track (30) and the yard rail line track

sections (31), (37) and (44) are laid, are such that at least one wheel of the wheel set is always supported at the tread. The metal plates (32) are either rectangular in shape or specially designed such that maximum portion of the yard rail line track sections (33), (37) and (44) at a sub junction can be accommodated.
Figure 4 illustrates sectional front view of the yard rail line track. As the train rides over the yard rail line track the tread of the rail wheel (40) is supported on the yard rail line track. Figure 5 illustrates the sectional front view of the first section (37) of the yard rail line track and the check rail (35) of the yard rail line track section. As the train approaches the diamond junction check rail (35) is provided to the each section of the yard rail line track and the main rail line track (30). The check rail (35) cooperates with the yard rail line track sections and support the tread (45) and the flange (46) of the rail wheels (40).
Figure 6 illustrates the sectional front view of the first yard rail line track section (37) and check rail (35) of the yard rail line track and the cooperating ramp member (36). The ramp member (36) provides for the rail wheel (40) on the first yard rail line track section (37) to fly over the main rail line track (30). As the train approaches the sub junction of the rail wheel (40) goes up the ramp member (36). As the wheel goes up the ramp member (36), the tread support to the rail wheel (40) is progressively decreases. At the sub junction the movement of the rail wheel (40) is flange supported.
The ramp member (36), the yard rail line track section (37) and the check rail (35) are fitted together by means of a nut and a bolt. The ramp member (36) either extends from the yard rail line track section (37) or overlaps the yard rail line track section (37) it can also be an integral part of the yard rail line track section (37).
Figure 7 illustrates the exploded side view of the sub junction of the main rail line track (30) and the first yard rail line track section (37). At the sub junction the main rail line track (30) and the first yard rail line track section (37) are placed on metal plates (32). The ramp member (36) cooperating with the first yard rail line track section (37) is fitted such that the main rail line track (30) and the operative inclined surface of the ramp member (36) are in aligned engagement with each other. The yard rail line track section (37) abuts the main rail

line track (30). Metal plates (32) and (53) are used as means for elevating the yard rail line track section (37) relative to the main rail line track (30) such that the clearance between the yard rail line track section (37) and the main rail line track (30) which is about 30mm can precisely accommodate the rail wheel flange so as to ensure a smooth motion of the rail wheel over the main rail line track (30).
Figure 8A illustrates the sectional front view of the yard rail line track section (37) with the rail wheel (40) riding over the rail. The movement of the rail wheel (40) is a tread supported movement. Figure 8B illustrates the sectional front view of the yard rail line track section (37) along with the check rail (35) and the cooperating ramp member (36). As the train approaches a sub junction the rail wheel (40) is gradually lifted up. The movement of the rail wheel (40) is a tread and flange supported movement. Figure 8C illustrates the sectional front view of the yard rail line track section (37) and the check rail (35) and the cooperating ramp member. When the rail wheel is at the top of the ramp member (36) the tread (45) of the rail wheel (40) is no longer supported the movement is entirely a flange supported movement. Figure 8D illustrates the sectional front view of the yard rail line track section (37) and the check rail (35) along with the cooperating ramp member (36). At the sub junction the operative inclined surface of the ramp member (36) is aligned with the main rail line track (30). As the rail wheel (40) rides over the main rail line track (30) it brushes past the operative surface of the main rail line track (30). The movement of the rail wheel (40) over the main rail line track (30) is only flange supported.
Figure 9 illustrates the exploded view of a sub junction of the main rail line track (30) and yard rail line track section (37) and the movement of the rail wheel (40) along the sub junction. The nose portion of the ramp member (36) exactly fits into the recess of the main rail line track (30). Before the train approaches the sub junction the rail wheel (40) on the yard rail line track section (37) is tread supported. As the rail wheel (40) approaches the sub junction the rail wheel (40) gradually goes up the ramp member (36) and is lifted of the yard rail track section (37) and the support to the tread of the rail wheel (40) progressively decreases. At the top of the ramp member (36) the rail wheel (40) is only flange supported. As the rail wheel (40) brushes past the main rail line track (30) is continues to be supported at the flange.

Figure 10 illustrates the general overview of the rail wheel movement at the each of the sub junctions of the diamond crossing. The first yard rail line track section (37) abuts the one rail of the pair of main rail line track (30) at one sub junction. A gap of 44mm exists between the ramp member (36) at one end of the second yard rail line track section (44) and the main rail line track (30). The ramp member at the other side of the second rail line track section (44) abuts the second rail of the main rail line track (30) at the other sub junction. A gap of 44mm exists between the ramp member (36) at the third yard rail line track section (31) and the main rail line track (30). As the rail wheel (40) goes up the ramp member (36), the tread support to the rail wheel (40) progressively decreases. At the sub junction the rail flange is supported and the tread support progressively increases as the rail wheel (40) comes down the ramp. While flying over the gap, the wheels of the train (40) brush past the main rail line track (30), due to which a small depression is created.
14mm plates (53) are used as a means for elevating the yard rail line track sections (37) and (44) relative to the main rail line track (30). The yard rail line track sections (37) and (44) are elevated by using rail track sections which are of greater height as compared to the main rail line track (30). The yard rail line track section (37) and (44) are elevated relative to the main rail line track (30) such that the clearance between the yard rail line track section (37) and (44) and the main rail line track (30) is about 30mm so that the flange of the wheel can be precisely accommodated.
Figure 11A and 11B illustrate the side view and top view of the ramp member (36), which is fastened to the yard rail line track members (31). On the side of the ramp member (36) two holes (42) are provided to accommodate fastening equipments such a bolts. The angle at which rail tracks are laid at the diamond crossing ensure that at all time one wheel of the wheel set is always supported at the tread and the flange.
While considerable emphasis has been placed herein on the apparatus and the interrelationships between the component parts of the preferred system, it will be appreciated that many systems can be made and that many changes can be made in the preferred system without departing from the principles of the invention. These and other

changes in the preferred system as well as other systems in accordance with this invention will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

We Claim:
1. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track, said track assembly comprising: (i) a continuous unbroken main rail line track (30) comprising a pair of rails; (ii) a discontinuous yard line track comprising a pair of rails having sections (31, 37 and 44) in aligned engagement with each other, making sub junctions with the rails of the main rail line track (30) the said sections comprising:
(a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track;
(b) a second section of the yard rail line track fitted in between the two rails of the main rail line track;
(c) a third section of the yard rail line track leading away from the yard;
(iii) a plurality of ramp members (36) comprising:
(a) inclined operative surfaces;
(b) a nose portion;
the said ramp members cooperating with the sub junctions of the first, second and third sections of the yard line track with the main line track said cooperation being in a manner selected from a group of manners consisting of:
(a) ramp members being an integral part of the yard rail line track sections;
(b) ramp member overlapping the yard rail line track sections;
(c) ramp member extending from the yard rail line track sections;
the inclined operating surface of the ramp members at every sub junction being aligned with operating surface of the rails of the main rail line track;
(iv) check rails (34 and 35) spaced apart and cooperating with the rails of the
main rail line track and the yard rail line track sections at the diamond junction;

(v) means for elevating the yard rail line track sections relative to the rails of
the main rail line track to a predetermined distance above the rails of the main rail line track such that the operative surface of the ramps are in alignment with the operative surface of the rails of the main rail line track to enable a rail wheel defined by a tread and a flange to ride over the main line rail of the main rail line track with the said flange supported on the operative surface of the main rail line.
2. A method of forming a track assembly at a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in Claim 1, the said method comprising the steps of:
(i) forming a leveled bed at the location of a diamond junction typically by
laying wooden sleepers and metal plates;
(ii) laying a continuous main rail line track comprising a pair of continuous
main line rails over the leveled bed and securing the main line rails to the metal
plates of the leveled bed;
(iii) laying check rails for the main line rails cooperating with the main rail
line track;
(iv) laying discontinuous sections of the yard rail line track over the leveled
bed, the said discontinuous sections of the yard rail line track comprising:
(a) a first section of the yard rail line track from the yard to one of the rails of the main rail line track;
(b) a second section of the yard rail line track fitted in between the two rails of the main rail line track;
(c) a third section of the yard rail line track leading away from the yard;
the said sections being in aligned engagement with each other forming sub junctions with the main rail line track;
(v) laying check rails for each of the sections of the yard rail line track;
(vi) securing inclined ramps near the ends of the yard rail line track sections
at the sub junctions with the main rail line track;

(vii) aligning the operative surface of the inclined ramp and the operative
surface of the main rail line to enable a rail wheel defined by a tread and a flange, to ride over the main line rail of the main rail line track with its flange supported on the operative surface of the main line rail.
3. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim 1, wherein a first sub junction is formed by the first section of the yard rail line track and the second section of the yard rail line track crossing one rail of the pair of main rail line track, a second sub junction is formed by the second section of the yard rail line track and the third section of the yard rail line track crossing the other rail of the pair of main rail line track and the first section of the yard rail line track abutting the main rail line track at the first sub junction and the far end of the second section of the yard rail line track abutting the second rail of the pair of rails of the main rail line track and third section of the yard rail line track not touching the main rail line track section at the said sub junction.
4. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim 3, wherein ramp members alternatively inclined operatively upwards and downwards are linearly placed on the yard rail line track sections at each of the said sub junction to form flyovers over the main rail line track.
5. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim 1, in which the ramp member is of fixed length, defined by an operative inclined surface and a nose portion, said ramp member has two holes on the side for accommodating fitment means such as nuts, bolts, resilient washer and the like.
6. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing a main rail line track as claimed in claim I, wherein the yard rail line track section is elevated relative to the main rail line track such that the

clearance between the yard rail line track and the main rail line track, precisely accommodates the flange of the rail wheel and the elevation means consist of atleast one selected from a group of means consisting of:
(a) metal plates placed below each of the yard rail line track sections; and
(b) yard rail line track sections of greater height as compared to the main rail line track.

7. A method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in claim 2, wherein inclined ramps are secured near the ends of the yard rail line section at the sub junction of the main rail line track such that the inclined ramp is aligned with the operative surface of the main rail line track to enable flange supported travel of the rail wheel at each sub junction..
8. A method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in claim 2, wherein the yard rail line track sections and the main rail line track are laid at such an angle that atleast one wheel of the wheel set is always supported on at least a portion of the tread
9. A track assembly at a diamond junction comprising a main rail line track and a yard rail line track crossing the main rail line track as claimed in claim 1, as described herein with reference to the accompanying drawings.
10. A method of forming a diamond junction at a crossing of a yard rail line track and a main rail line track as claimed in claim 2, as described herein with reference to the accompanying drawings.
Dated this 16th day of October, 2005.
Mohan Dewan
Of RKDewan&Co.
Applicants, Patent Attorney.

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Patent Number

211418

Indian Patent Application Number

1308/MUM /2005

PG Journal Number

51/2008

Publication Date

19-Dec-2008

Grant Date

Date of Filing

19-Oct-2005

Name of Patentee

CENTRAL RAILWAY

Applicant Address

CHHATRAPATI SHIVAJI TERMINUS, MUMBAI,

Inventors:

#	Inventor's Name	Inventor's Address
1	JAIN SUBHOD KUMAR	CENTRAL RAILWAY, CHHATRAPATI SHIVAJI TERMINUS, MUMBAI 400 001,

PCT International Classification Number

N/A

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1			NA