WO2018193253A1

WO2018193253A1 - A non-intrusive turnout system for a railway track

Info

Publication number: WO2018193253A1
Application number: PCT/GB2018/051022
Authority: WO
Original assignee: Non-Intrusive Crossover System Ltd
Priority date: 2017-04-19
Filing date: 2018-04-18
Publication date: 2018-10-25
Also published as: GB201706160D0; GB2562210A; GB2562210B

Abstract

A non-intrusive turnout system for a railway track, including, to be positioned on each rail of the track, primary and secondary moveable modules (12, 30) which are each provided with an elevated rail (18) that is selectively supportable above an underlying permanent rail (24) by respective support assemblies. Each support assembly comprises a support sub-assembly (32) securable in position relative to a surface of the head and/or web and/or foot of an underlying permanent rail (24); and an elevated rail support surface (20) attachable to the support sub-assembly (32) and extendable over the rail head of an underlying permanent rail (24).

Description

A NON-INTRUSIVE TURNOUT SYSTEM FOR A RAILWAY TRACK

The present invention relates to a non-intrusive turnout system for a railway track and particularly, though not exclusively, relates to a non-intrusive turnout system which can be selectively deployed from a non-operational position which allows unimpeded passage of rail traffic.

There is a requirement for railway track to be maintained at regular intervals. A section of track being maintained must be cleared of trains. Whilst track maintenance can be scheduled to coincide with periods of no traffic, the time taken to complete maintenance usually means that cancellations and/or diversions will be inevitable. For example, overnight maintenance may avoid disrupting passenger train services, but will usually adversely impact freight services. It is known to transfer trains from a track to be maintained onto an adjacent track for a limited period to enable them to bypass a maintenance site, before transferring back onto their original track. A first crossover section of track is used to move trains to an adjacent track; and a second crossover section of track returns trains to their original track. This is known in the art as "Single Line Working" (SLW).

Conventionally, each of the crossover sections used in SLW are intrusive, i.e. the sections of track at which the crossover sections are inserted must be physically cut. This involves cutting the existing rails of each railway track twice; installing the temporary crossover sections; installing switchgear; and providing an interface for signalling. It will be readily appreciated that such intrusive crossover sections require extensive planning, take significant time to install and remove, and therefore involve significant cost.

In order address the aforementioned problems inherent in the installation and removal of intrusive crossover sections, the inventors of the present invention have previously proposed (see international patent publication No. WO2004/016853A1 incorporated herein by reference) an alternative turnout/crossover section for a railway track comprising raised track surfaces which extend over the underlying original railway tracks.

In the context of the present application, a non-intrusive crossover is one that does not pass through the rail to be crossed but instead crosses over it without adversely affecting the structural integrity of the existing rails.

According to a first aspect of the present invention there is provided a non-intrusive turnout system for a railway track, the turnout system comprising, on each rail of the track, primary and secondary moveable modules each provided with an elevated rail selectively supportable above an underlying permanent rail by respective support assemblies; wherein each support assembly comprises:

(i) a support sub-assembly securable in position relative to a surface of the head and/or web and/or foot of an underlying permanent rail; and

(if) an elevated rail support surface attachable to the support sub-assembly and extendable over the rail head of an underlying permanent rail;

wherein, in use, each elevated rail support surface is moveable between:

(a) an operational position in which the support sub-assembly bears weight applied via the elevated rail support surface to support its elevated rail above the rail head of an underlying permanent rail at a predetermined height sufficient to permit wheels of a train to transfer over an underlying permanent rail from one rail to another; and

(b) a non-operational position in which the elevated rail support surface is moved clear of an underlying permanent rail;

characterised in that the respective primary and secondary moveable modules are situated adjacent one another such that, when in their operational position, their respective elevated rails are substantially contiguous and arranged to progressively deviate away from an underlying permanent rail.

In one embodiment, the respective elevated rails deviate towards the field side into alignment with a gut rail extending away from an underlying permanent rail. Optionally, the primary moveable module is a switch module and the secondary moveable module is a gut rail module. Alternatively, the primary moveable module is a crossover module and the secondary moveable module is a gut rail module.

It will be appreciated that the elevated rail of both a switch module and a crossover module is arranged on the elevated rail support surface such that at least part of it directly overlies the underlying permanent rail. Conversely, no part of the elevated rail associated with a gut rail module directly overlies the underlying permanent rail; all parts thereof instead being laterally offset (field side) relative to the underlying permanent rail.

Optionally, the support sub-assembly associated with the secondary moveable module is offset laterally to the field side of an underlying permanent rail relative to that of the primary moveable module.

Optionally, each elevated rail support surface is pivotably attachable to its support subassembly.

Optionally, the pivotable connection between each elevated rail support surface and each support sub-assembly is situated at its field side of each sub-assembly.

The combination of the lateral offset of the support sub-assembly associated with the secondary (gut rail) module and the position of its pivotable connection provide a significant technical advantage. In particular, when the elevated rail support surfaces of each moveable module are in their non-operational positions this arrangement serves to increase the separation between the (field side) permanent rail and the closest end of the gut rail associated with a turnout. This additional distance (measured along an axis perpendicular to the direction of the permanent rail) is advantageous insofar as it ensures sufficient clearance between all types of rail traffic and the gut rail during normal running of the railway track. By way of example only, some train bogies are fitted with a trip cock device which protrudes towards the ground (field-side of the track) so as to be mechanically engageable with a trip arm as part of a fail-safe automatic braking system. By increasing the separation between the gut rail of a turnout and the permanent rail it will be appreciated that unintentional triggering of trip cocks can be avoided. Furthermore, unintentional glancing contact between the trip cock and the gut rail (which may also occur were the additional distancing of the gut-rail from the existing rail not provided by the secondary (gut-rail) module) is also avoided. This prevents short or long term damage to the trip cock and / or trip arm system which may otherwise result in unintended and unforeseeable braking events or other adverse consequences.

An additional advantage provided by the secondary (gut rail) module of the present invention is the provision of greater and bearing support for the elevated rail support surfaces at any join between the elevated rails of the primary and secondary modules. Optionally, the support sub-assembly associated with said primary moveable module comprises:

(i) a field-side support box locatable on an underlying rail sleeper associated with an underlying permanent rail;

(ii) a gauge-side support box locatable on an underlying rail sleeper associated with an underlying permanent rail; and

(iii) a clamp assembly for clamping the respective field-side and gauge-side support boxes in position against an underlying permanent rail;

wherein said field-side and said gauge-side support boxes define receptacles for housing bearing members for supporting the elevated rail support surface; and wherein the elevated rail support surface is pivotably connected to the field-side support box.

Optionally, the support sub-assembly associated with said secondary moveable module comprises:

(i) a field-side support box locatable on an underlying rail sleeper associated with an underlying permanent rail; and

(ii) a clamp assembly for clamping the field-side support box in position against an underlying permanent rail; wherein said field-side support box defines a receptacle for housing bearing members for supporting the elevated rail support surface; and wherein the elevated rail support surface is pivotably connected to the field-side support box. Optionally, the bearing members are in the form of removable timber sections located within said support box(es).

Optionally, the bearing members are shaped and dimensioned to provide a substantially horizontal upper bearing surface adapted to be equal to, or greater than, the height of the head of an underlying permanent rail.

Optionally, each elevated rail support surface is substantially wider than an underlying permanent rail. Optionally, each elevated rail support surface is rectangular in shape.

Optionally, each elevated rail is physically connected to its associated elevated rail support surface. Optionally, one end of the elevated rail associated with one or other of the primary and secondary moveable modules is adapted to extend beyond and overhang a peripheral edge of its elevated rail support surface; and one end of the elevated rail associated with the other of the primary and secondary moveable modules is adapted to terminate short of a peripheral edge of its elevated rail support surface.

It will be appreciated that the above structural arrangement ensures that the point of connection between the aligned and substantially contiguous elevated rails associated with the primary and secondary moveable modules does not coincide with the underlying peripheral edges of their respective elevated rail support surfaces. By staggering the connection of the elevated rails and their respective elevated rail support surfaces, this ensures that additional support is provided from below to the elevated rails at their point of physical connection to one another. Optionally, the support sub-assembly associated with said secondary moveable module further comprises:

(i) a gut-rail support box locatable field-side on an underlying rail sleeper associated with an underlying permanent rail; and

(if) a clamp assembly for clamping the gut-rail support box in position against an underlying permanent rail;

wherein said gut-rail support box defines a receptacle for receiving the end of a gut-rail and aligning with the elevated rail associated with the secondary moveable module.

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 schematic perspective view of a prior art temporary non-intrusive turnout of the type to which the present invention is concerned;

Fig. 2 a is a schematic plan view of a switch module in accordance with the present invention; Fig. 2b is a cross-sectional schematic view of the switch module of Fig. 2a;

Fig. 3a is a schematic plan view of a crossover module in accordance with the present invention; Fig. 3b is a cross-sectional schematic view of the crossover module of Fig. 3a;

Fig. 4 is a perspective view of a turnout in accordance with an embodiment of the present invention showing, on the left rail of the right hand track, adjoining switch and gut-rail modules and adjoining crossover and gut-rail modules respectively;

Fig. 5a is a partial plan view of a turnout of Fig. 4 showing the detailed structure of adjoining switch and gut-rail modules; Fig. 5b is a partial perspective view of the turnout of Fig. 5a showing the support sub-assembly in greater detail; and

Fig. 5c is a partial perspective view of a gut-rail module of the present invention in which its elevated rail support surface has been pivoted away from the permanent rail into a non-operational position.

Fig. 1 is a schematic depiction of two spaced apart non-intrusive turnouts of the type described in the applicant's prior patent publication No. WO2004/016853A1 for providing a temporary non-intrusive crossover. As is apparent from the aforementioned prior patent publication, a number of rail components are arranged in sequence to facilitate the transfer of a train from one track to another, e.g. from the right hand track onto the left hand track as shown in Fig. 1. With reference to the left hand rail of the right hand track (starting from the bottom of the page), the sequence is as follows: (i) a ramp rail 10; (ii) a switch module 12; (iii) a first gut-rail 14A; (iv) a crossover module 16; and (v) a second gut-rail 14B. Although not visible in Fig. 1 the sequence also includes (toward the top of the page) (vi) a second switch module; and finally (vii) a second ramp rail. It will be appreciated that an identical sequence of rail components connect the right hand rail of the right hand track to the corresponding rail of the left hand track.

Fig. 2a is a schematic depiction of a switch module 12 comprising an elevated rail 18 secured on a rectangular and substantially planar elevated rail support surface 20. Parallel spaced apart guides 22 are provided lengthwise along the underside of the elevated rail support surface 20 for aligning it with respect to an underlying permanent rail 24.

The left end of the elevated rail 18 is substantially centred on the elevated rail support surface 20 and hence overlies, and is in alignment with, the underlying permanent rail 24. This facilitates the transfer of a train wheel from the underlying permanent rail 24, via a ramp rail 10, onto the elevated rail 18. The opposite end of the elevated rail 18 is offset from the central longitudinal axis of the elevated rail support surface 20 so as to be in alignment with a gut-rail 14 diverging away from the underlying permanent rail 24 towards another railway track. Fig. 2b is a cross-sectional schematic view through the switch module 12 of Fig. 2a proximate the left end of its elevated rail 18 showing a support sub-assembly beneath the elevated rail support surface 20. The support sub-assembly comprises a pair of support boxes 26 situated against the opposite lateral sides of the underlying permanent rail 24 and secured in position via a clamp assembly (not shown). Each support box 26 contains a timber bearing member 28 having substantially horizontal upper bearing surfaces for bearing the vertical forces transferred from the elevated rail 18 and its associated elevated rail support surface 20. It will be appreciated that the substantially horizontal upper bearing surfaces of the timber bearing members 28 are arranged at a height which is equal to or greater than the height of the head of the underlying permanent rail 24. Consequently, the wheel of a train travelling along the elevated rail 18 is fully disengaged from the underlying permanent rail 24.

Fig. 3a is a schematic depiction of a crossover module 16 also comprising an elevated rail 18 secured on a rectangular and substantially planar elevated rail support surface 20. Parallel spaced apart guides 22 are provided lengthwise along the underside of the elevated rail support surface 20 for aligning it with respect to an underlying permanent rail 24 in the same manner described above in relation to the switch module 12.

The left end of the elevated rail 18 is offset from the central longitudinal axis of the elevated rail support surface 20 so as to be in alignment with a first gut-rail 14 on the field-side of the underlying permanent rail 24. Similarly, the right end of the elevated rail 18 is oppositely offset from the central longitudinal axis of the elevated rail support surface 20 so as to be in alignment with a second gut-rail 14 on the gauge-side of the underlying permanent rail 24. Fig. 3b is a cross-sectional schematic view through the switch module of Fig. 3a showing the crosswise alignment of the elevated rail 18 relative to the underlying permanent rail 24 as it passes over it. Fig. 4 is a schematic depiction of two spaced apart non-intrusive turnouts of the present invention which, in addition to having switch modules 12 and crossover modules 16, also comprises gut-rail modules 30 adjoined thereto as described in more detail below. Accordingly, with reference to the left hand rail of the right hand track (starting from the bottom of the page), the sequence of rail components is as follows: (i) a ramp rail 10; (ii) a switch module 12; (iii) a first gut-rail module 30A; (iv) a first gut-rail 14A; (v) a second gut-rail module 30B; (vi) a crossover module 16; and (vii) a second gut-rail 14B. Although not visible in Fig. 4 the sequence also includes (toward the top of the page) (viii) a second switch module; and finally (ix) a second ramp rail. It will be appreciated that a substantially identical sequence of rail components connect the right hand rail of the right hand track to the corresponding rail of the left hand track. That said, since it may only be necessary to provide a gut-rail module 3 OA, 30B on the field side of the track (since trip cocks are typically only located on the field side of a railway carriage) the longitudinal location of these modules on the left-hand track relative to the right-hand track may be selected and altered as required. Alternatively, where it is determined that it is desirable to provide gut-rail modules 3 OA, 30B (for instance in order to provide improved support regardless of the trip cock position) on both the field and gauge side of the tracks, the longitudinal location of these modules on the left track relative to the right-hand track may be selected and altered as required. Fig. 5a is a partial plan view of the turnout system of the present invention which includes a switch module 12 of the type previously disclosed in the applicant's prior patent publication No. WO2004/016853A1. Additionally though, the turnout system of the present invention includes a gut-rail module 30 which connects the elevated rail 18 of the switch module 12 to a gut-rail 14 via a gut-rail support box 32.

As will be particularly apparent from the plan view of Fig. 5a, the elevated rail 18 associated with the gut-rail module 30 moves away from the permanent rail 24 of the railway track as its extends from left to right along the gut-rail module 30. Put another way, the minimum distance of separation between the permanent rail 24 and the right hand end of its elevated rail 18 is greater than the corresponding minimum distance of separation between the permanent rail 24 and the left hand end of its elevated rail 18. The significance of this arrangement is discussed in more detail below.

Figs. 5b and 5c show the structural features of the gut-rail module 30 in greater detail. Like the switch and crossover modules 12, 16 described above, the gut-rail module 30 also comprises a rectangular and substantially planar elevated rail support surface 20 to which is secured a length of elevated rail extending between its opposite peripheral edges and above the height of a rail head of an underlying permanent rail 24. The elevated rail support surface 20 is connected to a support sub-assembly comprising a field-side support box 32 located on an underlying rail sleeper associated with the permanent rail 24.

The field-side support box 32 is secured in position relative to the permanent rail 24 via a clamp assembly 34 which extends from the field-side support box 32 beneath the permanent rail 24 and is provided with a clamping shoe 36 for clamping against the gauge-side web of the permanent rail 24.

The field-side support box 32 forms a receptacle within which are located three lengths of timber bearing members 28 which substantially fill the entirety of the three-dimensional space within the field-side support box 32. The upper substantially horizontal bearing surfaces of each timber bearing member 28 stands slightly proud of the upper peripheral edges of the field-side support box 32; and at a height which is equal to, or greater than, the head of the permanent rail 24. The function of the timber bearing members 28 is the same as has been described above in relation to the switch and crossover modules 12, 16; i.e. to absorb and distribute the vertical forces transferred from the elevated rail 18 and its associated elevated rail support surface 20.

In the embodiments shown, the plate of the rail support surface 20 may have a thickness of approximately 12 mm and the elevated rail 18 may have a height of approximately 32 mm above that. This allows the elevated rail 18 to join with the gut-rail 14 at substantially the same height as one another and means that, when the arrangement is pivoted to its non-operational position (as shown in Fig. 5c) the upper edge of the timber supports 28 will reside at approximately 50mm below the upper surface of the gut rail 14. Since any trip cock arrangement of a carriage typically resides at a height which is slightly above the height of the carriage wheel rim flange there is no risk of contact between the timber supports or their support box and the trip cock arrangement.

The skilled reader will appreciate that any portion of existing rail will be subject to wear and tear during use. Over time, this wear and tear may reduce the permanent rail 14 upper running surface height by up to around 10 mm from its original height. Any dimensions measured from the permanent rail head height must therefore take account of this and, in practice, the underside of the rail support surface 20 may reside at a similar height above the reduced height permanent rail 14 running surface. Any ramp section 10 may also be provided with staged inserts between the underside of the ramp 10 and the reduced height permanent rail 14 running surface in order to gradually elevate the upper end of the ramp rail to substantially the same height as the elevated rail 18 of the switch module 12. The elevated rail support surface 20 is connected to the outer (field-side) edge of the field-side support box 32 via four hinges 38, thus enabling the elevated rail support surface 20 to be pivotable between an operational position (Figs. 5a and 5b) and a non- operational position (Fig. 5c). As shown in Figs. 5a-c, the elevated rail 18 associated with the gut-rail module 30 extends beyond the peripheral edge of the elevated rail support surface 20 proximate the switch or crossover module 12, 16. The corresponding elevated rail 18 associated with the adjacent switch or crossover module 12, 16 terminates inwards of the corresponding adjacent peripheral edge of its elevated rail support surface 20. The respective elevated rails 18 are therefore dimensioned to be complementary to one another when their elevated rail support surfaces 20 are in their operational positions overlying their corresponding support boxes 26, 32. As is most apparent from Fig. 5a, the gut-rail module 30 is offset laterally to the field side of its associated permanent rail 24 relative to the adjacent switch or crossover module 12, 16. The practical consequence of this arrangement is that the innermost end of the gut- rail 14 within the gut-rail support box 32 is spaced further from the permanent rail 24 than it would otherwise be in the absence of the gut-rail module 30. This additional distance (measured along an axis perpendicular to the direction of the permanent rail 24) may be crucial to ensuring a sufficient clearance between all types of rail traffic and the gut rail during normal running of the railway track.

It will be appreciated that the adjoining nature of the gut-rail 30 and switch 12 or crossover 16 modules provides continuous and contiguous bearing support to load imparted by the wheel of a railway carriage passing over the arrangement by transferring any such load through the respective support structures of these modules and hence to the plurality of sleepers provided there beneath. As well as providing improved support this arrangement is also relatively straightforward and inexpensive to manufacture and install.

In the embodiments shown, the additional spacing between the innermost end of the gut- rail 14 and the permanent rail 24 provided by the provision of the gut-rail module 30 might be in the region of approximately 100 mm; in other words, the spacing between the innermost end of the gut-rail 14 and the permanent rail 24 might be approximately 100mm where no gut rail module 30 is provided and might be approximately 200mm where a gut rail module 30 is provided. Of course, depending upon the location of any trip cock or other component hanging downwardly from the underside of the railway carriage the system may instead provide greater or lesser separation spacing by adjusting the overall length of the gut rail module 30 and its components accordingly.

In use, a wheel of a railway vehicle is raised, via a ramp rail 10, above an underlying permanent rail 24 and onto an elevated rail 18 on a switch module 12 (Fig. 5a, left hand side). As the wheel progresses along the switch module 12 (from left to right in Fig. 5a) it passes over a rail join 18j which contiguously connects the respective aligned elevated rails 18 on the switch module 12 and gut-rail module 30. As described above, the end of the elevated rail 18 on the gut-rail module 30 proximate the rail join 18j overhangs its elevated rail support surface 20. The rail join 18j is therefore offset longitudinally relative to the location of the facing side walls of the support boxes 26, 32 associated with the switch module 12 and the gut-rail module 30. This longitudinal offset allows the switch module 12 and the gut-rail module 30 to better support the significant vertical forces applied to the elevated rails 18 at what would otherwise be their weakest point by distributing those forces through the underlying support structures. As the wheel continues past the rail join 18j it moves onto the elevated rail 18 of the gut- rail module 30 which progressively diverges away from the permanent rail 24. The right hand end of the elevated rail 18 of the gut-rail module 30 is aligned - both laterally and vertically - with the permanent or semi-permanent gut-rail 14 such that the wheel is able to leave the elevated rail 18 and move onto the gut-rail 14. As described above, it is important to note that the distal end of the gut-rail 14 which connects to the gut-rail module 30 is situated further away from the permanent rail 24 than is the case in the prior art. In particular, the presence of the intervening gut-rail module 30 allows the point of connection between its elevated rail 18 to be moved outwardly (field-side) relative to the corresponding connection in the prior art.

When the elevated rail support surfaces 20 of the respective switch module 12 and gut- rail module 30 are pivoted away from the permanent rail 24 into their non-operational positions, the permanent rail 24 is exposed and hence returned to a condition to accept normal running of rail traffic. In view of the increased separation between the permanent rail 24 and the closest end of the gut-rail 14, the permanent rail 24 is not constrained in any way in terms of the types of rail traffic it can carry.

Furthermore, the gut-rail module 30 also provides good bearing support for any carriage passing over the arrangement by transferring any bearing loads directly into the plurality of sleepers across which the gut-rail module 30 spans. In this regard, the longitudinal dimensions of the gut-rail module 30 are such that it spans over at least two sleeps (and in the embodiment shown three sleepers) and this provides the system with an element of structural redundancy.

Modifications and improvements may be made to the embodiments described herein without departing from the scope of the invention as defined by the appended claims. For example, the precise characteristics of the turnout system can be modified dependent upon the particular types of railway traffic being carried by a particular railway track. By way of a particular non-limiting example, certain railway bogies such as those used on some underground railway systems are fitted with safety systems which operate on the basis of a projection on the bogie engaging with a fixed device proximate the track. For obvious safety reasons it is imperative that the projection extending from the bogie does not impact against a permanent or semi-permanent gut-rail associated with a non- operational turnout system. The types of characteristics that could conceivably be modified include, but are not limited to, varying the lengths of the switch/crossover/gut-rail module lengths; varying the module widths; providing multiple adjoining gut-rail modules (some without the gut- rail support box); varying the elevated rail lengths on each module; varying the curvatures of the elevated rails.

The adjacent gut-rail 30 and switch 12 or crossover 16 modules may be next to one another or situated in direct abutment with one another. Alternatively, they may be situated close to one another with a short section of supported or unsupported bridging rail connecting them and passing therebetween.

Whilst the aforementioned embodiments have focussed on elevated rails which diverge away from a permanent rail to its field-side, the invention is of course equally applicable to corresponding elevated rails which diverge away from the other permanent rail to its gauge-side.

Claims

1. A non-intrusive turnout system for a railway track, the turnout system comprising, on each rail of the track, primary and secondary moveable modules each provided with an elevated rail selectively supportable above an underlying permanent rail by respective support assemblies; wherein each support assembly comprises:

wherein, in use, each elevated rail support surface is moveable between:

2. A non-intrusive turnout system according to claim 1, wherein the primary moveable module is a switch module and the secondary moveable module is a gut rail module.

3. A non-intrusive turnout system according to claim 1, wherein the primary moveable module is a crossover module and the secondary moveable module is a gut rail module.

4. A non-intrusive turnout system according to any preceding claim, wherein the support sub-assembly associated with the secondary moveable module is offset laterally to the field side of an underlying permanent rail relative to that of the primary moveable module.

5. A non-intrusive turnout system according to any preceding claim, wherein each elevated rail support surface is pivotably attachable to its support sub-assembly.

6. A non-intrusive turnout system according to claim 5, wherein the pivotable connection between each elevated rail support surface and each support sub-assembly is situated at its field side of each sub-assembly.

7. A non-intrusive turnout system according to any preceding claim, wherein the support sub-assembly associated with said primary moveable module comprises:

8. A non-intrusive turnout system according to any preceding claim, wherein the support sub-assembly associated with said secondary moveable module comprises:

(ii) a clamp assembly for clamping the field-side support box in position against an underlying permanent rail; wherein said field-side support box defines a receptacle for housing bearing members for supporting the elevated rail support surface; and wherein the elevated rail support surface is pivotably connected to the field-side support box.

9. A non-intrusive turnout system according to claim or 8, wherein the bearing members are in the form of removable timber sections located within said support box(es).

10. A non-intrusive turnout system according to any of claims 7 to 9, wherein the bearing members are shaped and dimensioned to provide a substantially horizontal upper bearing surface adapted to be equal to, or greater than, the height of the head of an underlying permanent rail.

11. A non-intrusive turnout system according to any preceding claim, wherein each elevated rail support surface is substantially wider than an underlying permanent rail.

12. A non-intrusive turnout system according to any preceding claim, wherein each elevated rail support surface is rectangular in shape.

13. A non-intrusive turnout system according to any preceding claim, wherein each elevated rail is physically connected to its associated elevated rail support surface.

14. A non-intrusive turnout system according to any preceding claim, wherein one end of the elevated rail associated with one or other of the primary and secondary moveable modules is adapted to extend beyond and overhang a peripheral edge of its elevated rail support surface; and one end of the elevated rail associated with the other of the primary and secondary moveable modules is adapted to terminate short of a peripheral edge of its elevated rail support surface.

15. A non-intrusive turnout system according to any preceding claim, wherein the support sub-assembly associated with said secondary moveable module further comprises: (i) a gut-rail support box locatable field-side on an underlying rail sleeper associated with an underlying permanent rail; and

wherein said gut-rail support box defines a receptacle for receiving the end of a gut-rail and aligning it with the elevated rail associated with the secondary moveable module.