Abstract:
A turnout for a railway track having a raised track surface to provide a path along which the wheels of a train can travel from one railway track to another. The raised track surface is of a sufficient height such that the wheels of the train are arranged to clear each railway track being crossed. The turnout facilitates Single Line Working on a second railway track to clear a first railway track for maintenance or other purposes. Pot sleepers for supporting rails of a railway track and a method of installing them is also provided.

Description:
BACKGROUND OF THE TINVENTION 1. Field of the Invention 
     The present invention relates to a turnout or crossover section of railway track and particularly but not exclusively relates to providing a temporary non-intrusive turnout or crossover section of a railway track. 2. Description of Related Art 
     Railway track requires to be maintained at regular intervals and in order to do this, the section of track that is being maintained must be cleared of trains. The track is normally closed to traffic often during no train periods and also out-with such periods thus causing train cancellations or trains being diverted to other routes for short or longer terms (blockades). In some instances, the trains are transferred from the track having the maintenance performed on it onto an adjacent track for a limited period (i.e. a few-hours) and then back onto the original track. The trains are transferred onto the adjacent track by means of a crossover section of track and returned by means of a second crossover. This is known in the art as “Single Line Working” (SLW). Conventionally, each of the crossover sections are intrusive, in that the section of track at which the crossover section is inserted must be cut; this involves cutting the existing rails of each railway track twice and installing the temporary crossover and also installing the switchgear along with providing an interface for signalling. However, such an intrusive crossover section is relatively expensive and requires a fairly long time to plan and to install, where the planning stage alone may take in the region of 2 years. The only other known alternative to solve this problem is to allow the trains to crossover at the nearest permanent crossover sections before and after the maintenance site but these may be many miles away and thus if repair or maintenance is required on only a few metres of track, trains may be forced to share one line of track for both directions (i.e. SLW) for many miles or may be extensively diverted onto alternative routes, thus leading to inefficiency and delays. 
     Those in the rail industry will also realise that there is a conflict between passengers who require train services during the daytime and freight trains which operate during the night and thus there is very little time to effect such repairs and maintenance. The overriding difficulty is access to the track for cost efficient maintenance. 
     It will be understood by those skilled in the art that a crossover comprises two individual turnouts, where a turnout can be used on its own or can be combined with another turnout to form a crossover. 
     In the context of this application, it should be noted that a non-intrusive crossover is one that does not pass through the rail to be crossed but instead crosses over the rail to be crossed. 
     SUMMARY OF THE INVENTION 
     According to a first aspect of the present invention there is provided a turnout for a railway track, the turnout comprising a raised track surface which is adapted to provide a path along which the wheels of a train can travel from one railway track to another, wherein the raised track surface is of a sufficient height such that the wheels of the train are arranged to clear the said railway tracks. 
     According to a first aspect of the present invention there is also provided a method of transferring a train from one railway track to a second railway track, the method comprising the steps of:
         providing a raised track surface which is adapted to provide a path along which the wheels of the train can travel from the first to the second railway track;   driving the train along the first track and onto the raised track surface, wherein the raised track surface is of a sufficient height such that the wheels of the train are arranged to clear at least one (and preferably both) of the first and second railway tracks.       

     The invention has the advantage that it permits short length Single Line Working. 
     Preferably, a crossover comprises a pair of said turnouts. 
     According to a second aspect of the present invention, there is provided a system for facilitating Single Line Working on a second railway track to clear a first railway track for maintenance or other purposes, the system comprising a first and a second non-intrusive crossover being spaced apart from the first non-intrusive crossover in the direction of the longitudinal axis of the pair of railway tracks, in order to provide a path along which wheels of a train can travel from the first to the second railway track and from the second to the first railway track. 
     According to a second aspect of the present invention there is also provided a method which enables Single Line Working on a second railway track to clear a first railway track for maintenance by other purposes, the method comprising the steps of:
         providing a first non-intrusive crossover;   providing a second non-intrusive crossover at a location which is spaced apart from the first non-intrusive crossover in the direction of the longitudinal axis of the pair of railway tracks;   passing the train along the first non-intrusive crossover;   passing the train along the portion of the second railway track between the first and second non-intrusive crossover;   passing the train along the second non-intrusive crossover, such that the train is now returned to a location on the first railway track which is spaced apart in the longitudinal direction from the first non-intrusive crossover.       

     Typically, the first and/or second non-intrusive crossover comprise a raised track surface, and preferably the raised track surface is provided with a supporting means to allow for passage of trains. 
     Typically, each of the first and second non-intrusive crossovers comprise a pair of turnouts, and preferably each pair of turnouts comprise a pair of rails. 
     Typically, each rail of the turnout further comprises a ramp surface, wherein, the ramp surface is preferably tapered from a short or no height end to a relatively tall height end. Most preferably, the ramp surface comprises a linear taper from the short or no height end to the relatively tall height end, and preferably the relatively tall height end is of the same height as that of the raised track surface. Typically, the relatively tall height end of the ramp surface is adjacent to an end of the raised track surface, the two combining to provide a path along which the wheel is permitted to travel whilst maintaining a substantially equal distance between a pair of raised rails, which combined, form the raised track surface. Preferably, the ramp surface comprises a ramp for each rail, where both ramps preferably incline simultaneously, typically avoiding differential levels, in relation to the respective rails. 
     In a first embodiment, at least a portion of each rail of the raised track surface may comprise a slot formed therein, typically below a rail head portion, wherein the slot may be arranged to lie over or around the rail being crossed and the rail head portion is releasably fixed to the said rail being crossed. 
     In a second, and preferred embodiment, at least a portion of each rail of the raised track surface, which typically forms part of a crossing rail, or a switch rail comprises a railhead portion arranged to lie over or around a supporting member which in turn is preferably arranged to lie over or around the rail being crossed. Preferably, the supporting member is arranged with its longitudinal axis being parallel to the rails of the parent rail. Preferably, the supporting member comprises at least an upper supporting member and at least a lower supporting member. Preferably, the upper supporting member is planar and more preferably, the upper surface of the upper supporting member is attached to at least a portion of the lower surface of the raised track. 
     Preferably, at least another portion of the raised track surface, which is typically the ramp surface, is supported by the parent rail and a fixing means. 
     Typically, the upper supporting planar member is substantially wider than an existing rail of one of the first and second railway tracks. 
     Preferably, the upper supporting planar member is rectangular in shape, and more preferably, is in the form of a plate. 
     Preferably, a pair of guide means are provided along at least a portion of the upper supporting member&#39;s length. Preferably the guide means run parallel to the upper supporting member&#39;s longitudinal axis, and more preferably, project downwardly in order, in use, to straddle an existing rail of the first and second existing railway tracks. 
     Preferably, a pair of lower supporting members are provided at either side of at least a portion of the existing rail. 
     Preferably, the pair of lower supporting members combine to provide a substantially similar shape, width and position along the existing railway track as the upper supporting member, and are adapted to be releasably engaged thereto and more preferably, releasably fixed thereto, wherein the lower surface of the upper supporting planar member preferably lies on top of the uppermost surface of the lower supporting members. 
     Alternatively, the lower supporting members combine to be longer and/or wider than the upper supporting member. 
     Preferably, normal running of a train along the first and/or second existing railway track(s) may be allowed, where the train does not travel between the first and second existing railway tracks by removing one or more sections of the crossover from engagement with the first and/or second existing railway tracks. Preferably, the one or more removable sections comprise at least a ramp, a first portion of the raised track surface, at least an upper supporting member, and leaving in place a second portion of the raised track surface, and at least a lower supporting member. 
     Typically, at least a portion of the raised track surface, which is preferably the same portion as before, is formed on top of a rail head portion or more particularly when referring to the crossing rail, a raised crossover member, wherein the height of the raised crossover member at least equals, and is preferably greater than, the depth of a flange portion of the wheel of the train. 
     Typically, the raised track surface comprises a plurality of rail members, one or more of which comprise a curved radius away from one of the railway tracks towards the other railway track. 
     Preferably, the plurality of rail members combine to form a turnout having a substantially continuous rail surface and includes the following components:
         a ramp member adapted to raise the train wheel to the raised height;   a curved radius rail adapted to urge the train away from one of the railway tracks towards the other railway track;   a substantially straight rail adapted to transfer the train from the curved radius rail of one track toward the other track; and   a crossover rail adapted to allow the train to pass over the inner rails of the first and second existing railway tracks at the raised height.       

     Typically, at least a portion of the raised track surface, such as the substantially straight rail, is supported in the lateral and or vertical direction at a plurality of locations along its length by a support device. Preferably, the support device comprises a plurality of pot sleeper arrangements. 
     Preferably, the one or more turnouts are temporary turnouts and more preferably are non-intrusive turnouts. 
     According to a third aspect of the present invention, there is provided a pot sleeper for supporting a rail of a railway track, the pot sleeper comprising:
         a body having an, in use, substantially planar upper surface onto which rails may be connected;   front and rear faces which extend downwardly at an angle to the upper surface, the faces having lower contact edges for contact with the ground; and   a pair of side ends which extend downwardly at an angle to the upper surface for a greater distance than the front and rear faces.       

     The invention of the third aspect has the advantage that the pair of side ends project, in use, into the ground thereby providing resistance against lateral (side to side) movement of the pot sleeper, whilst the main weight of the pot sleeper, rail and train is borne by the contact edges and/or the underside of the substantially planar upper surface. 
     Preferably, said lower contact edges having a greater surface area than the cross-sectional area of the front and rear sides. 
     Preferably, the front and rear faces combine with the upper surface to form an inverted ‘U’ shaped body, whilst the pair of side ends combine to close the longitudinal axis of the ‘U’ shaped body. Preferably, the body is hollow, where the hollow body may be partially or wholly filled with a filling material and more preferably, the contact edges are formed by lips which project either inwardly or outwardly from the body (preferably outwardly) to provide a greater surface area to the body on the, in use, horizontal plane. 
     Typically, the upper surface is provided with a coupling mechanism to permit coupling of the pot sleeper to a rail. Preferably, a connection mechanism is provided to couple a first to a second respective pot sleeper, where the connection mechanism may include a substantially rigid member which extends therebetween. Typically, the substantially rigid member may be arranged to pass underneath the rails of the existing railway track. 
     Preferably, the pot sleepers are driven into ground ballast by a mechanical means which may be a vibrating mechanism means. Typically, further ballast or other material may be inserted into the hollow body to maintain/increase the height of the pot sleeper, in use. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which: 
         FIG. 1  is a plan view of a first embodiment of a temporary non-intrusive turnout in accordance with the present invention; 
         FIG. 2  is a plan view of a portion of the turnout of  FIG. 1  highlighted as detail  1 ; 
         FIG. 3   a  is a cross-sectional view across section B-B of  FIG. 2 ; 
         FIG. 3   b  is a side view of a portion of the turnout shown in the direction of A-A of  FIG. 2 ; 
         FIG. 4  is a close up view of a G-clamp indicated in  FIG. 6  as detail  2 ; 
         FIG. 5  is a close up view of a G-clamp of  FIG. 7   a  indicated as detail  3 ; 
         FIG. 6  is a cross-sectional view across section C-C of  FIG. 1 ; 
         FIG. 7   a  is a cross-sectional view across section D-D of  FIG. 1 ; 
         FIG. 7   b  is a side view of the portion of the turnout shown in  FIG. 7   a;    
         FIG. 8  is a cross-sectional view across section E-E of  FIG. 1 ; 
         FIG. 9   a  is a close up plan view of the portion of the turnout indicated in  FIG. 1  as detail  4 ; 
         FIG. 9   b  is a cross-sectional view across section F-F of  FIG. 9   a;    
         FIG. 10  is a perspective view of a scale model of a temporary non-intrusive turnout, substantially identical to the embodiment shown in  FIG. 1  in accordance with the present invention during installation; 
         FIG. 11  is a perspective view of the turnout section of  FIG. 10  further on during construction; 
         FIG. 12  is a perspective view of the turnout section of  FIG. 11  further on during construction; 
         FIG. 13  is a perspective view of the turnout section of  FIG. 12  further on during construction; 
         FIG. 14  is a plan view of one end of the turnout section of  FIG. 13 ; 
         FIG. 15  is a perspective view of a model representing a train as it enters the turnout section of  FIG. 14 ; 
         FIG. 16  is a perspective view of the model of  FIG. 15  as it progresses through the turnout section; 
         FIG. 17  is a perspective view of the model of  FIG. 16  as it progresses further through the turnout section; 
         FIG. 18  is a perspective view of the model of  FIG. 17  as it nears the end of the turnout section; 
         FIG. 19   a  is a plan view of an alternative and preferred embodiment of a switch rail to that shown in  FIG. 1 , where the switch rail is mounted on a support plate; 
         FIG. 19   b  is a cross-sectional view of the switch rail of  FIG. 19   a;    
         FIG. 19   c  is a plan view of the switch rail and support plate of  FIG. 19   a;    
         FIG. 19   d  is a side view of the support plate of  FIG. 19   a;    
         FIG. 19   e  is a side view of an end of the switch rail of  FIG. 19   a;    
         FIG. 19   f  is an end view of the end of the switch rail of  FIG. 19   e;    
         FIG. 20   a  is a plan view of an alternative embodiment of crossing rail to that shown in  FIG. 1 ; 
         FIG. 20   b  is a cross-sectional view of the crossing rail of  FIG. 20   a;    
         FIG. 20   c  is a side view of an end of the crossing rail of  FIG. 20   a;    
         FIG. 20   d  is an end view of the end of the crossing rail of  FIG. 20   c;    
         FIG. 21   a  is a plan view of the crossing rail of  FIG. 20   a  as it crosses an existing rail of a railway track; 
         FIG. 21   b  is a cross-sectional view of the crossing rail taken through the line A-A of  FIG. 21   a;    
         FIG. 21   c  is a plan view of the crossing rail of  FIG. 21   a  without the existing rail for clarity; 
         FIG. 21   d  is a side view of the crossing rail of  FIG. 21   c;    
         FIGS. 22   a, b, c , and  d  are side views of possible/optional gutt rail deflecting means for use with a gutt rail of the turnout of  FIG. 1 ; 
         FIG. 23   a  is a plan view of level crossing support members for supporting the switch rail of  FIG. 19   a;    
         FIG. 23  is a plan overview showing the position of the level crossing support members of  FIG. 23   a  within the crossover; 
         FIG. 23   b  is a cross-sectional view of level crossing support members of  FIG. 23   a;    
         FIG. 23   c  is a detailed plan view of level crossing support members which is an alternative embodiment for supporting the crossing rails of the turnout of  FIG. 1 ; 
         FIG. 23   d  is a cross-sectional view of the level crossing support members and the crossing rail of  FIG. 23   c;    
         FIG. 23   e  is an plan overview showing the position of the level crossing support members of  FIG. 23   c  within the crossover; 
         FIG. 24   a  is a perspective view of a further alternative and preferred embodiment of a turnout in accordance with the present invention; 
         FIG. 24   b  is a plan view of the switch rail and ramp rails and associated level crossing support members of the turnout of  FIG. 24   a;    
         FIG. 24   c  is a perspective view of the temporary turnout of  FIG. 24   a , also showing an arrangement of pot sleepers in accordance with a third aspect of the present invention; 
         FIG. 25   a  is a side view of the ramp rails leading onto the switch rails of the turnout of  FIG. 24   a;    
         FIG. 25   b  is side view showing one of the train wheels mid-way up the ramp rail of  FIG. 25   a;    
         FIG. 26  is a perspective view showing the ramp rail and clamping mechanism; 
         FIGS. 27   a  and  28   a  are perspective view photographs showing the crossing rail of  FIG. 24   a  during installation; 
         FIGS. 29   a, b, c, d  are end view photographs showing the train wheels passing a portion of the support members of  FIG. 24   b  during normal running; 
         FIGS. 29   e  and  29   f  show the support members and gutt rails of  FIG. 29   a  in position during normal running; 
         FIG. 29   g  is a perspective view showing the support members of  FIG. 29   a  prior to installation; 
         FIG. 30  is a perspective view showing the train passing over the crossing rails of  FIG. 29   a , whilst clearing the main tracks; 
         FIGS. 31   a  and  31   b  are perspective view photographs taken during installation of the ramp rails and switch rails of  FIG. 29   a;    
         FIG. 32   a  is a plan view showing the layout of the pot sleepers of  FIG. 24   c;    
         FIG. 32   b  is a plane view showing two pot sleeper arrangements of  FIG. 24   c  connected by a rigid frame; 
         FIG. 32   c  shows an end, side, and plan view of the pot sleeper arrangement of  FIG. 24   c;    
         FIG. 33   a  is a perspective view showing the pot sleeper and rigid frame arrangements of  FIG. 32   b  in their operational position; 
         FIG. 33   b  is a perspective view of the pot sleeper arrangement of  FIG. 24   c  with a sample rail section fixed thereto; 
         FIG. 34   a  is side view of the pot sleeper arrangement of  FIG. 24   c  with a sample rail section fixed thereto; 
         FIG. 34   b  is a perspective view showing the pot sleeper arrangement and switch rail of  FIG. 24   c  in their operational positions; 
         FIGS. 35   a  and  35   b  are perspective view photographs showing the layout of the pot sleeper arrangements of  FIG. 24   c.    
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  shows a non-intrusive turnout generally indicated as  10  in accordance with a first embodiment of the present invention. It will be appreciated by the reader that two spaced apart non-intrusive turnouts  10  are utilised on a section of track to provide a non-intrusive crossover. 
     As shown in  FIG. 1 , the temporary non-intrusive turnout  10  links a south bound rail track  12  and a north bound rail track  14 , such that a train (not shown) which has already been transferred from the south bound rail track  12  to travel south along the north bound rail track  14  can be transferred back onto the south bound rail track  12 . In this manner, the portion of the south bound rail track  12 ′ can be repaired/maintained. The skilled reader will realise that other routes of transfer could be installed and adopted. 
     The temporary non-intrusive turnout  10  comprises a number of components which will now be described. 
     The non-intrusive turnout  10  comprises a pair of turnout tracks  16 ,  18  and a plurality of temporary sleepers  20 . For ease of reference, the turnout track  16  will be referred to as the left hand turnout track  16  and the turnout track  18  will be referred to as the right hand turnout track  18 . 
     The left hand turnout track  16  comprises, from the left hand end of  FIG. 1 , a ramp rail  22 L. The uppermost portion of the ramp rail  22 L is wedge shaped, with the uppermost surface tapering linearly from its left most end which has a height of 0 mm up to its right most end which has a height of approximately 50 mm and this linear tapering can be best seen in  FIGS. 7B ,  25 A and  25 B which shows that the ramp rail  22  has a sufficient length, in the region of 1700 mm, such that the angle of tapering is relatively gradual. The ramp rail  22 L is coupled to the north bound left hand rail track  14 L by means of a G-clamp mechanism  32  as shown in  FIG. 5 ; it should be noted however that other types of clamp mechanisms could be utilised. The ramp rail  22  comprises a head portion  51  which rests on top of the upper flat surface of the rail track  12 ,  14 . A neck portion  53  extends downwardly from the inner most edge of the head portion  51 , where the neck portion  53  is shaped to substantially match the shape of the inside face of the rail track  12 ,  14 . 
     The G-clamp mechanism  32  comprises a G-shaped clamp  34 , one end of which surrounds and is compressed against, the opposite upstanding face of the rail track  12 ,  14  to the neck portion  53 . A vice  36  extends toward the neck portion  53  of the ramp rail  22  from the other end of the G-shaped clamp  34 , such that the vice  36  can be forced or urged into secure connection with the neck portion  53 . Preferably, the vice  36  is of a type that can be readily assembled and disassembled in a short amount of time. 
     Following on from the ramp rail  22 L from left to right, the left hand turnout track  16  next comprises a switch rail  24 L, the left hand most end of which is arranged to butt against the right hand most end of the ramp rail  22 L, as shown in  FIG. 7   b . As shown in  FIG. 6 , the switch rail  24 L,  24 R comprises a respective head portion  55 L,  55 R and the switch rail  24 L,  24 R is inwardly curved along its length, toward the south bound rail track  12  and thus away from the north bound rail track  14 . In other words, the end of the switch rail  24 L adjacent to the ramp rail  22 L is located directly above the north bound rail track  14 L whilst the opposite end of the switch rail  24 L is displaced from the north bound rail track  14 L. Nevertheless, the head portion  55 L comprises a linear height of approximately 50 mm arranged horizontally along its length. The switch rail  24 L also comprises a neck portion  57 L. Conveniently, and as shown in  FIG. 4 , the neck portion  57 L may have a slot formed in it at the end of the switch rail  24 L closest to the ramp rail  22 L, such that the upper most portion of the north bound rail track  14 L can protrude inwardly through said slot. Alternatively, the slot may be omitted, with the neck portion  57 L following the shape of the inside face of the north bound rail track  14 L. The switch rail  24 L is secured in a releasable fashion to the north bound rail track  14 L by means of a G-clamp mechanism  62  which operates in a similar fashion to the G-clamp mechanism  32  of  FIG. 5 . The G-clamp mechanism  62  as shown in  FIG. 4  comprises a similar G-shaped clamp  64  and a vice  66 . The switch rail  24 L is supported at its middle and right hand most end from underneath by the G-clamp mechanism  62  and temporary sleepers  20 . It should be noted that the term “inside face” is used in the sense that it is the face that the respective turnout track  16 ,  18  is being turned away from. 
     Following on from the switch rail  24 L from left to right, the left hand turnout track  16  next comprises a gutt rail  26 L. The gutt rail  26 L has an I-shaped cross-section which is broadly similar to the I-shaped cross-section of a normal rail track such as  12 ,  14 . The gutt rail  26 L continues to bend at approximately the same radius as the bend radius of the switch rail  24 L. The clamping mechanism of the gutt rail  26 L to the north bound rail track  14 L is similar to that as shown in  FIG. 8  which will be described subsequently. Again, the gutt rail  26 L is supported from underneath by the clamping mechanism and temporary sleepers  20  to have its upper flat horizontal surface to be approximately 50 mm above the south bound  12  and hence north bound  14  rail tracks. 
     Up until this point, the right hand turnout track  18  substantially mirrors that of the left hand turnout track  16 , since the right hand turnout track  18  comprises, from left to right in  FIG. 1 , a ramp rail  22 R, a switch rail  24 R and a gutt rail  26 R. 
     The left hand turnout track  16  from left to right after the gutt rail  26 L comprises a straight rail  28 L which thus has no bend radius and which once again is supported by the temporary sleepers  20  to have its upper flat horizontal surface to be approximately 50 mm above the south bound  12  and hence north bound  14  rail tracks. 
     Following immediately on from the straight rail  28 L, the left hand turnout track  16  comprises a crossing rail  30 L which is broadly similar to the crossing rail  30 R which will be described subsequently. 
     Immediately following on from the gutt rail  26 R, the right hand turnout track  18  comprises a crossing rail  30 R which is shown in more detail in  FIG. 2  and  FIGS. 3A and 3B . The crossing rail  30 R comprises a substantially I-shaped cross-section toward and at both its ends which is substantially the same I-shaped cross-section as the existing south bound  12  and north bound  14  rail track. Thus, towards and at its ends, the crossing rail  30 R comprises a head portion  59  and a neck portion  61 . However, a slot or gap  31  is provided along a portion of the length of the crossing rail  30 R about the mid point of the crossing rail  30 R such that there is no neck portion  61  in the region of the slot  31  as shown most clearly in  FIG. 3B . The crossing rail  30 R is arranged to lie across the north bound rail track  14 L such that the north bound rail track  14 L lies within the slot  31 . Accordingly, since the crossing rail  30 R is again supported from underneath by the temporary sleepers  20  to have its head portion  59  with a height of approximately 50 mm and since the crossing rail  30 R is arranged to be horizontal, the upper most surface of the crossing rail  30 R is approximately 50 mm higher than the upper most surface of the south bound  12  and north bound  14  rail tracks. 
     The right hand turnout track  18  next comprises from left to right and immediately after the crossing rail  30 R, a straight rail  28 R which is substantially identical in function and arrangement to the straight rail  28 L previously described. Similarly, the crossing rail  30 L is substantially identical to the crossing rail  30 R in function and arrangement except that the crossing rail  30 L crosses over the south bound rail track  12 R. 
     The left hand turnout track  16  follows on from left to right after the crossing rail  30 L with a gutt rail  42 L which is followed by a switch rail  44 L which is in turn followed by a ramp rail  46 L which are respectively substantially identical to the gutt rails  26 L, switch rail  24 L and ramp rail  22 L in function and arrangement. 
     The right hand turnout track  18  follows on from the straight rail  28 R from left to right with a gutt rail  22 R which is followed by a switch rail  44 R which is in turn followed by a ramp rail  46 R which are respectively substantially identical in function and arrangement to the gutt rail  26 R, the switch rail  24 R and the ramp rail  22 R. 
     As shown in  FIG. 8 , the gutt rails  42 L,  42 R (and thus the gutt rails  26 L,  26 R) are clamped to the south bound rail tracks  12 L,  12 R by means of a J block arrangement  68 L,  68 R and a lengthened G-clamp mechanism  70 L,  70 R. The J block arrangement  68 L and G-clamp mechanism  70 L will now be described, but those skilled in the art will realise that the J block arrangement  68 R and G-clamp mechanism  70 R are substantially identical to the J block arrangement  68 L and G-clamp mechanism  70 L except that they are rotated through 180°. The gutt rail  42 L is spaced apart from the south bound rail track  12 L by means of the J block arrangement  68 L which is preferably formed from any hard material that is shaped to fit into the heart of the rail to maintain a set distance between the rails. As shown in  FIG. 8 , the J block arrangement  68 L is arranged such that it not only spaces the gutt rail  42 L horizontally apart from the south bound rail track  12 L but it also spaces them vertically apart, such that the upper most horizontally arranged surface of the gutt rail  42 L is approximately 50 mm vertically above the upper most horizontally arranged surface of the south bound rail track  12 L. The G-clamp mechanism  70 L clamps the gutt rail  42 L to the south bound rail track  12 L via the J block arrangement  68 L and the G-clamp mechanism  70 L once again comprises a vice  76 L or a bolted fixing through the rail  12 L,  42 L and J block arrangement  68 L or similar arrangement. 
     It should be noted that, as shown in  FIG. 9A , the left hand  16  and right hand  18  turnout tracks may be provided with a pot sleeper arrangement  80 , where the two pot sleeper arrangements  80 L,  80 R are coupled to one another via a rigid frame  82 L,  82 R, where the rigid frame  82 L,  82 R may be provided in two halves,  82 L,  82 R which are coupled to one another at their outer most ends via a suitable fixing means  84  such as nuts and bolts (not shown). 
     Thus, the pot sleeper arrangement  80 L,  80 R can be used either to replace the temporary sleepers  20  (as shown in  FIGS. 32A and 33A ) or could be provided on top of an in-situ or existing timber sleeper, in order to provide increased rigidity to the non-intrusive temporary turnout  10 . 
     The pot sleeper arrangement  80  is shown in more detail in  FIGS. 33B and 34A  with a sample rail section  86  fixed in position. The beam section  84  of the pot sleeper  80  has a hollow, inverted U-shaped cross section which is toed out at the lowermost end of each side of the inverted, U-shape to form lips  88 . End plates  90  are attached to each end of the beam section  84  such that each end plate  90  protrudes vertically downward past the lips  88 , the downward projection typically being in the region of 100 mm. The sample rail section  86  is connected to the beam section  84  by conventional ‘Pandrol’ clips  92  which are known widely in the railway industry. 
     When the pot sleepers  80  are in position, the end plates  90  project into the ballast or stones(not shown in  FIG. 33B ) until the lips  88  are level with the ballast (not shown). This projection of the plates  90  provides increased lateral stability to the pot sleepers  80  in both the longitudinal and perpendicular directions with respect to the main axis of the pot sleepers  80 , whilst keeping the mass of the pot sleeper arrangement  80  to a minimum. The lips  88  also create a larger surface area or footprint for the pot sleeper  80  which avoids it sinking into the ballast (not shown) beyond a satisfactory depth when a load is placed on the pot sleeper  80  (i.e. during the passing of a train  5 ). 
       FIG. 10  shows a scale model of a non-intrusive turnout  10  part way through construction; it should be noted however that the scale model shown in  FIG. 10  omits the straight rails  28 L,  28 R and also the switch rails  44 L,  44 R but it is envisaged that the straight  28 L,  28 R and switch  44 L,  44 R rails would be used in a full size rail track  12 ,  14 . 
       FIG. 10  shows that a couple of temporary sleepers  20  have been laid, and the gutt rails  42 L,  42 R have been secured to the temporary sleepers  20  and also secured to the south bound track  12 L,  12 R. It should also be noted that the gutt rails  42 R are in essence longer versions of the switch rails  44 L,  44 R in the model shown in  FIG. 10  through  FIG. 18 . The crossover rail  30 L has also been installed such that it crosses over the south bound rail track  12 R.  FIG. 11  shows that the gutt/switch rail  26 L has been installed next and is followed by installation of the gutt/switch rail  26 R in  FIG. 12  and is followed by the crossover rail  30 R as shown in  FIG. 13 . Thereafter, the ramp rails  22 L,  22 R are secured to the respective north bound rail tracks  14 L,  14 R. 
     A model of a train  5  is shown in  FIG. 15  as having travelled south along the north bound rail track  14  and having mounted the ramp rails  22 L,  22 R. It is important to note that the ramp rails  22 L,  22 R raise the wheels of the train (not shown) and thus the model train  5  by an amount sufficient such that the flanged part of the wheel is just vertically above the height of the rest of the normal track  14 L,  14 R. Thus, and as shown in  FIG. 16 , when the model train  5  moves onto the crossing rails  30 L,  30 R, the left hand  16  and right hand  18  turnout tracks are of a sufficient height such that the flanged part of the wheel  7 , which normally acts to keep the model train  5  and thus full size trains on the tracks, is able to clear the north bound rail track  14 L and then the south bound rail track  12 R. The model  5  is shown in  FIG. 17  as continuing through the non-intrusive temporary turnout  10  until it reaches the position shown in  FIG. 18  which shows the model  5  about to travel down the ramp rails  46 L,  46 R and then onward as per normal south along the south bound rail track  12 . 
     The embodiment of the non-intrusive turnout  10  described herein has the great advantage that the rail tracks  12 R and  14 L do not require to be cut which would be normal if a conventional intrusive temporary turnout was to be inserted in to the tracks  12 ,  14 . Furthermore, those skilled in the art will appreciate that, if a train requires to pass through the non-intrusive temporary turnout  10  without actually crossing over from one track  12  onto another track  14 , the ramp rails  22  or  46  as required can be removed along with the respective switch rails  24  or  44  and crossing rail  30 L or  30 R and as such the train will be able to bypass the non-intrusive temporary turnout  10 . 
     A non-intrusive turnout in accordance with an alternative and preferred embodiment of the present invention will now be described with reference to  FIGS. 19 to 35 . 
     The sequence of rail components length wise along the track of the turnout of  FIGS. 19 to 35  is the same as that for the previous embodiment ( FIG. 1 ) i.e. from the left hand end of the left hand turnout track  16 , a pair of ramp rails  21 ,  22  followed by a pair of switch rails  23 ,  24  followed by a pair of gutt rails  25 ,  26 , followed by a pair of crossing rails  29 ,  30  etc. 
     The ramp rails  21 ,  22  and the means of connecting the ramp rails  21 ,  22  (G-clamp mechanism  32 , represented by  32  in  FIG. 26 ) in this embodiment are broadly similar to that of the previous embodiment, and thus require no further description. 
     Following on from the ramp rails  21 ,  22 ,  FIGS. 19A  and B along with  FIGS. 24A , B, C) shows a pair of switch rail units generally designated  100  comprising a switch rail head  50 , planar member or plate  38 , guide means  60  in the form of downwardly projecting guide flanges  60 , a pair of supporting members  40 , end plate  72 , and support connecting means  48  in the form of clips  48 . 
     The switch rail head  50  essentially takes the form of an upper portion of an I-shaped rail section (shown during installation of the apparatus in  FIGS. 31A  and B), and extends between one end of the switch rail unit  100  and the other. The switch rail head  50  is inwardly curved along its length toward the south bound rail track  12  and thus away from the north bound rail track  14 , in a broadly similar manner to the previous embodiment ( FIG. 1 ). 
     The planar member or plate  38  is rectangular in dimension and is permanently attached to the switch rail head  50  by any suitable means during manufacture such as welding or moulding etc. The plate  38  may or may not extend along the full length of the switch rail unit  100 ; in the latter case, the switch rail head  50  will overhang the plate member  38 . This is best seen in  FIGS. 27A and 28A . 
     The pair of guide flanges  60  project downwardly from the plate  38  and run parallel to the existing north bound track  14  along the entire length of the switch rail unit  100  and are displaced from the centreline or the plate  38  by an amount which allows the inner track of the existing north bound track  14  to fit closely between the pair of guide flanges  60 . The skilled reader will realise that the guide flanges  60  may only be present at the extreme ends of the plate  38 . 
     Each supporting member  40  may be a wooden timber and has a cross sectional shape which allows them to be placed underneath the plate  38  and close around the inner and outer neck portions of the existing rail. The lower surface of each supporting member  40  together may also be adapted, during manufacture or upon installation, to match the contours of a variety of standard railway sleepers. The pair of supporting members  40  are of a length, width and position, substantially similar to that of the plate  38 , though it will be appreciated that longer and or wider supporting members may be preferable depending upon the individual situation parameters, for example the alignment and or size of the gaps between sleepers. 
     The clips  48  releasably attach the pair of supporting members  40  to the plate  38 , and are designed such that they will hold the supporting members  40  firmly against the planar member  38  in the vertical direction, and against the existing rail in the lateral direction. 
     The end plate  72  protrudes vertically downward from the overhang created by the switch rail head  50  and butts against the end of the inner supporting member  40 . 
     It will be appreciated by the reader that in this embodiment the supporting members  40  may be left in position during normal running of the railway track (as shown in  FIGS. 29A , B, C, D, E and F); that is when no transfer of trains between one railway track and another is required, so that there is no crossover of a train  5  travelling on either north bound track  14  or south bound track  12 . Alternatively the supporting members  40  may be placed to one side ready for installation as shown in  FIG. 29G . Therefore in this embodiment of the invention the switch rail head  50  and planar member  38  may be installed and removed with relative ease and in a relatively short amount of time as desired. 
     Following on from the switch rail unit  100  the turnout next comprises a pair of gutt rails  25 ,  26 . The gutt rails  25 ,  26  in this embodiment are broadly similar to that of the previous embodiment, and thus require no further description. 
     Following on from the gutt rails  25 ,  26 , the turnout next comprises a pair of crossing units generally designated  200  ( FIGS. 20A , B and  FIG. 30 ). Each crossing unit  200  comprising a crossing rail head  50   c , planar crossing member or plate  38   c , guide flanges  60   c , a pair of supporting members  40   c , a pair of end plates  72   c , and support connecting clip  48   c.    
     The crossing rail head  50   c  has the same cross sectional shape as that of the switch rail  50 , (i.e. upper portion of an I-shaped rail section), and extends diagonally between one end of the crossing unit  200  and the other, so as to point toward the south bound track  12  and thus away from the north bound track  14 . 
     The crossing rail head  50   c  may span a longer distance along the crossing unit  200  than the crossing plate  38   c  and the supporting members  40   c , thus creating an overhang at either or both ends of the crossing unit  200 . 
     The crossing plate  38   c , guide flanges  60   c , supporting members  40   c , and support connecting clips  48   c  are broadly similar to those of the switch rail unit  100 , and thus require no further description. 
     The pair of end plates  72   c  protrude vertically downward from the overhang created by the crossing rail head  50   c . Each end plate butts against the end of a supporting member  40   c.    
     The end plates  72  of the switch rail head  50 , and the end plates  72   c  of the crossing rail head  50   c  may be drilled to suit a standard connecting means such as a fishplate, in order to provide a secure connection between each rail head component. 
     The non-intrusive turnout  10  described in this embodiment has an advantage over the previous embodiment of additional support to the turnout track which is provided by the supporting members  40 ,  40   c  whilst still allowing the switch rail head  50 , crossing rail  50   c , plate  38 , and crossing plate  38   c  to be removed and installed relatively easily, without permanent alteration (i.e. cutting) of the existing track. 
       FIGS. 21A  and B show the crossing unit of a non-intrusive turnout in accordance with a further alternative embodiment of the present invention, which will now be described. 
     A partially supported crossing unit generally designated  300  comprises a crossing rail head  50   d , and a tapered supporting member  40   d.    
     The crossing rail head  50   d  is broadly similar to that of the previous embodiments e.g.  50   c  and thus requires no further description. 
     The tapered supporting member  40   d  is wedge shaped such that it fits in the gap created between the crossing rail  50   d  and the existing rail near the point of crossing over. 
     For each of the previously described embodiments, when the ramp rails  21 ,  22 , switch rails  23 ,  24 , and crossing rails  29 ,  30  are removed it is preferable that the end of each gutt rail  25 ,  26  exposed to an oncoming train is provided with deflecting means which deflect any loose items (not shown) suspended below the railway carriage (not shown) away from the gutt rails  25 ,  26 , thereby preventing such items from snagging on the gutt rails  25 ,  26  which could otherwise result in derailment of the railway carriage.  FIGS. 21A , B, C and D show possible deflecting means for this purpose. Each deflecting means is adapted to be easily fitted onto the exposed end of the gutt rails  25 ,  26  by suitable means, for example a fishplate. Prior to re-installation of the ramp rails  21 ,  22 , switch rails  23 ,  24 , and crossing rails  29 ,  30 , the deflecting means will be removed. 
       FIGS. 23 ,  23 A and  23 B show supporting means for a switch rail and crossing unit of a non-intrusive turnout in accordance with a further alternative embodiment of the present invention, which will now be described. 
     Central level crossing support members  40   e  known and used in the industry are wedged between the existing rails and are supported by central supports  78   c  which are connected to the existing sleeper  79 . The central level crossing support members  40   e  are complimented by outer level crossing support members  400   e  which are supported by outer supports  78   o . Positioned between the outer level crossing support members  400   e  and the inner level crossing support members  40   e  are outer packing wedges  120  and inner packing wedges  121 . The outer and inner packing members  120 ,  121  secure the level crossing members  40   e ,  400   e  in both the lateral and vertical directions. 
     The switch rail head  50   e  and planar member  38   e  are broadly similar to that described previously ( FIG. 19 ) and are situated above the level crossing support members  40   e  and  400   e.    
     A similar adaptation is shown in  FIGS. 23C  and D making use of the level crossing supports  40   e  and  400   e  in the crossing rail unit. 
     This support arrangement has the advantage over previous embodiments of the invention in that it allows the loads exerted by the passing train to be transferred directly to the sleeper and existing rail, whilst using currently available components. 
     It should be noted that embodiments of the present invention offer a number of advantages over previous apparatus for transferring trains from one track to another, namely but not exclusively that, the crossover is non-intrusive, there is no requirement for the train wheel to run on the flange at any point, and that the embodiments do not require a pivotable section to effect the transfer, thereby decreasing the likelihood of malfunction of the apparatus, and that the simultaneous incline of the ramps avoids twisting occurring to the train axles/bogeys as they run up the ramps. 
     Modifications and improvements may be made to the embodiments described herein without departing from the scope of the invention. For instance, the height of approximately 50 mm of the various components of the non-intrusive temporary turnout  10  can be varied to suit the flanges provided on the wheels of trains in different countries and may be adapted to accommodate various track gauges. Those skilled in the art will realise that the height of the various components simply needs to be equal to, or more preferably just slightly higher than the extent of the flange provided on the wheels of trains in each particular country.