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Point machine
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The point machine (in this case an electric motor) and associated mechanism used to operate this switch can be seen to the right in the picture

A point machine (also known as a point motor, switch machine or switch motor) is a device for operating railway turnouts especially at a distance.

Overview

[edit]

In the earliest times, points were operated manually by levers. Gradually, these were centralized and came to be operated from a signal box, either by rods, or by double wire arrangements.

Since the limitation of mechanical operation restricted the design of track layouts on the one hand, and tended to require more signal boxes, even lightly used ones, on the other hand, there has always been a desire of railway administrations to increase the distance that remote turnouts can be operated. This requires some kind of power operation of points and signals. The principal means of power operation include hydraulic, pneumatic and electric.

More recently with the increase in weight of rail, and the introduction of high speed turnouts with finer angles requiring multiple drives, points have become stiffer and beyond the capability of mechanical drives, forcing the introduction of point machines if not already done so.

Principle

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Modern point machines have an electric motor and gears to convert the rotational motion of the motor into the linear motion required to switch the points. The gear assembly also provides the required transmission ratio so that it can generate necessary force to move switch blades. The machine performs the following functions:

  1. Moving switch blades.
  2. Locking the blades
  3. Detection and proving the position of blades.

Point machine conversion - manual to motorized

[edit]

A point machine conversion system consists of a remotely controlled device attached to an existing manually operated point that allows the shunter/driver to remotely operate hand points with a radio handset. Each converter can be used as a stand-alone or multiple units can be installed operating together with routing.

In-tie unit

[edit]

The latest development is to mount the switch motor inside a faux railroad tie (aka sleeper) where it is relatively hidden from damage from track maintenance machines.[1]

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Point machine

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from Grokipedia
A point machine, also known as a switch machine or turnout machine, is an electromechanical device installed alongside railway tracks to operate by moving and locking the switch rails, thereby directing between different routes or tracks. It functions as the primary in railway signaling systems, ensuring precise control over track alignment to prevent derailments and enable safe train movements, often operated remotely by dispatchers via electrical signals integrated with interlocking mechanisms. Point machines typically consist of key components such as an , gears, a for manual override, detection circuitry to confirm locked positions, and a robust to withstand environmental stresses like weather and vibration. They are connected to via steel rodding or rods, allowing the machine to push or pull the switch blades into the desired configuration—either normal or reverse—while providing feedback on operational status. Modern designs emphasize safety certifications, such as SIL 4 ( 4), and compatibility with various systems, including relay-based, electronic, and cloud-based setups. The primary types of point machines include electro-mechanical, electro-hydraulic, and electro-pneumatic variants, each suited to different operational demands like , freight loads, and line speeds. Electro-mechanical models, which dominate contemporary installations, offer high reliability with service lives exceeding 1 million operations before major overhaul, though they require regular monitoring for wear on components like clamps and drives. Hydraulic types, once prevalent, are increasingly phased out due to maintenance challenges, while pneumatic options provide quick response times in high-frequency networks. In railway operations, point machines are critical for maintaining network efficiency and , as failures can disrupt services or pose collision risks; advanced monitoring systems using sensors for fault detection have thus become integral, addressing issues like degradation from repeated use and harsh field conditions. These devices have evolved over decades, with global deployments spanning more than 40 years, supporting diverse applications from standard-gauge mainlines to narrow-gauge freight corridors.

Introduction

Definition and Purpose

A point machine, also known as a point motor, switch machine, or switch motor, is an electromechanical device that serves as the actuator for operating railway turnouts or switches, enabling the remote movement of switch blades to guide trains between different tracks. It functions as the executive component of the turnout control system, typically powered by electric, hydraulic, or pneumatic means to drive the switch rails and alter train routes safely. The primary purposes of a point machine include facilitating the divergence and convergence of on multiple tracks, supporting remote operation from signal boxes or systems, and integrating with mechanisms to prevent conflicting movements and ensure operational . By enabling precise and reliable switching, it enhances throughput while maintaining high standards in complex rail networks. Key functional requirements for point machines involve linearly moving the switch blades by a stroke typically ranging from 140-220 mm to achieve the necessary clearance for flanges, withstanding rail forces up to 9,000 N during trailing operations, and performing reliably in all weather conditions to support continuous service. Remote operation is essential in modern railways to extend control beyond the manual reach limited to approximately 100-200 meters for mechanical systems, evolving from earlier hand-operated setups to accommodate expansive signaling networks.

Historical Development

In the , railway points were operated manually using ground levers or rods for short-distance control, often requiring workers to physically adjust the switch rails at the site to guide trains between tracks. This labor-intensive method was common on early rail networks, such as the Stockton & Darlington Railway in 1825, where signals and points relied on hand-operated devices like braziers for basic stop indications. A significant advancement came in 1832 when Charles Fox patented a lever-and-rod system for railway points, allowing remote operation from a single control point and improving safety by reducing the need for on-site adjustments. By the late 19th and early 20th centuries, mechanical linkages such as rods or double wires enabled centralized control from signal boxes, though limited to distances of 100-200 meters due to the physical constraints of wire tension and friction. Innovations like John Saxby's 1843 mechanical at Bricklayers Arms Junction integrated points and signals to prevent conflicting movements, further enhancing reliability. Concurrently, , companies like introduced early electric switch machines around 1900, while in , firms such as developed initial electro-mechanical variants. The first powered systems in Britain emerged around 1900, with pneumatic types using drives, such as the electro-pneumatic machines developed by McKenzie & in 1899, which employed pistons and butterfly cranks for facing point locks. Hydraulic variants followed in the mid-20th century, providing smoother operation under varying loads, while electric motors gained traction in the 1920s through systems like Westinghouse power frames, which used reduced-action locking for efficient remote signaling in installations across Britain and . Post-World War II advancements in the and saw electro-mechanical point machines become prominent globally, exemplified in Britain by British Rail's MK1 Clamplock introduced in the late , an electro-hydraulic design that clamped switch rails for secure locking and enabled control over greater distances via power signaling boxes like the 1960 Plymouth Panel Box. These systems reduced manual intervention and supported expanding rail networks. In the late , innovations integrated point machines with electronic signaling and remote monitoring, such as the 1985 Solid State Interlocking (SSI) at , which used digital controls for precise operation and diagnostics. Radio-based conversions emerged in the and , building on systems like the Radio Electronic Token Block (RETB) from 1985, allowing remote point control in rural or decentralized areas to extend operational reach without extensive cabling. Entering the , trends shifted toward modular, low-maintenance designs optimized for , featuring robust components like lubricant-free bearings and compact electronics for reduced downtime, as seen in Mobility's point operating systems. Multiple-drive configurations, such as those in high-performance switch systems post-2000, addressed challenges with stiff rails by distributing force across several actuators, ensuring reliable operation at speeds exceeding 200 km/h on modern networks. As of 2025, further advancements include integration of (IoT) sensors and for and fault detection in point machines, enhancing safety and efficiency in automated rail systems worldwide.

Operating Principles

Basic Operation Sequence

The operation of a point machine begins with , where an electrical signal is received from the railway's , such as an , authorizing the change in turnout position under clear track conditions with no conflicting routes, as enforced by the signaling system. This signal powers the machine's motor, typically opening the detection circuit to confirm the current position before proceeding. In the unlocking phase, mechanical clamps or bolts that secure the switch blades in their current position are released, disengaging the point lock to allow movement. The movement phase follows, during which the drive mechanism—often a rack-and-pinion or similar —displaces the switch blades over a of approximately 120-160 mm, overcoming and rail stiffness to align them with the desired route; this typically occurs in 3-5 seconds. During actuation, the machine consumes around 500-1000 W of power, depending on voltage (e.g., 110 V DC at 4-6 A) and load conditions. The locking phase then secures the blades in the new position using clamps or bolts designed to resist forces from passing trains. Finally, in the detection phase, switches or sensors verify the correct positioning and engagement, closing the detection circuit and sending a confirmation signal back to the for route authorization. The full cycle for standard operations, from initiation to detection, generally takes 4-6 seconds.

Locking and Detection Mechanisms

Point machines incorporate locking mechanisms to secure switch rails in their normal or reverse positions, preventing unintended movement under load from passing trains. These mechanisms are typically classified as internal or external. Internal locking systems, such as bolt or clamp-lock designs housed within the machine enclosure, engage directly with the drive rods or stretcher bars to hold the points in place without external rail contact. External locking, often used for enhanced in high-traffic areas, employs separate rod or clamp devices positioned along the rails to physically secure the switch blades against the stock rails, ensuring a form-locking and force-locking connection. Detection mechanisms verify that the points have reached their fully before authorizing movements, relying on either mechanical or electrical methods for proof of alignment. Mechanical detection uses rods or bars linked directly to the switch blades, which engage slotted plates or levers to confirm closure within tolerances such as a switch gap of ≤5 mm. Electrical detection, more common in modern systems, employs limit switches or rotary encoders to monitor position; limit switches activate at end-of-travel points via or cam action, while encoders provide precise angular feedback to prove 100% closure. Safety integration in locking and detection relies on to achieve high levels, with dual detection systems providing independent verification for normal and operations to eliminate false positives. These features comply with EN 50126 standards for railway applications, targeting Safety Integrity Level 4 (SIL4), which requires a dangerous failure probability per hour (PFH) between 10^{-9} and 10^{-8}. Common failure modes include partial locking due to in mechanical components or misalignment, which can lead to insecure rail contact and risks if pass at speed. Locking and detection faults account for approximately 47% of point machine incidents in surveyed systems. For high-speed applications involving stiff turnouts, adaptations include continuous position monitoring during blade movement using integrated sensors, ensuring real-time verification of alignment to handle higher dynamic loads without compromising safety.

Types of Point Machines

Electro-Mechanical Point Machines

Electro-mechanical point machines represent the most prevalent type of railway switch actuators, utilizing an to drive mechanical components for precise point movement. The core design features an AC or DC , typically operating at voltages ranging from 110 V to 400 V, which powers a or system to convert rotary motion into linear displacement. This is achieved through mechanisms such as a crank handle, ball spindle drive, or screw jack, enabling the machine to throw and clamp the switch points with controlled force. For instance, the S 700 K model employs a ball spindle drive with an adjustable transmission and detector slides to ensure accurate end-position detection and reversibility via a manual crank. Similarly, the Westinghouse Style 63 integrates drive, locking, and detection functions within a single unit, using a 130 V connected to mechanical linkages like bars for robust operation. These machines offer several advantages, including simplicity in construction, high reliability, and reduced maintenance requirements compared to fluid-based alternatives. Their mechanical linkages provide leverage for handling heavier rail loads, while electrical control ensures precise positioning, contributing to operational safety and efficiency in diverse environments. With often exceeding 500,000 hours and service life supporting over 1 million operations, they minimize lifecycle costs and downtime. The design's solid, self-contained build facilitates straightforward installation and adaptability to various track gauges and climates, from -30°C to +70°C. In applications, electro-mechanical point machines are widely used on standard freight and passenger lines, particularly for low- to medium-speed operations up to 160 km/h, where their balanced performance suffices without the need for higher-force systems. Historical examples include Westinghouse styles like the Style 63, deployed extensively in British and international networks since the mid-20th century for integrated signaling. Modern variants, such as the RDL-2 non-trailable model, suit high-speed turnouts with thick-web switches, providing external clamping and internal locking for secure operation across all traction types. They are commonly installed in yards, mainlines, and industrial sidings, supporting derailers and movable frogs in interlocking systems. Technical specifications typically include a stroke of 120-220 mm, throwing force of 4-8 kN, retention force up to 7 kN, and power consumption of 0.5-1 kW, with operating times around 4-6 seconds. For example, the RDL-2 delivers a maximum of approximately 4.4 kN at 0.44 kW, while the S 700 K achieves 5.5 kN throwing force with a 150 mm option. Many models are trailable under conditions via manual override, allowing passage if points are forced by , though non-trailable designs like the RDL-2 prioritize anti-trailing . Limitations include slower response times for very high-speed applications, often necessitating multiple units or supplementary systems, and susceptibility to electrical faults such as voltage fluctuations or motor failures, which can interrupt service if not mitigated by robust protection. Maximum restoring forces on point blades are generally capped at 1.4 kN to prevent damage, and while versatile, they may require more frequent inspections in harsh conditions compared to sealed alternatives.

Electro-Hydraulic Point Machines

Electro-hydraulic point machines utilize an electric motor-driven to pressurize , which then actuates cylinders or to generate the linear required for moving switch points. This provides hydraulic amplification of the electrical input, enabling precise control and operations through integrated accumulators that store pressure for emergency releases or manual overrides. External locking mechanisms are commonly employed to secure the points in position, ensuring compatibility with various rail gauges and geometries. These machines offer significant advantages in demanding rail environments, including high forces up to 9 kN to overcome in high-speed turnouts, and smoother, slower motion that minimizes mechanical wear and compared to direct-drive systems. The constant force delivery throughout the stroke enhances reliability and reduces vibration, contributing to longer and lower operational costs. For instance, models like the H715 series incorporate lubricant-free bearings and modular components for simplified integration. Primarily applied in networks exceeding 200 km/h, electro-hydraulic point machines such as the AH950 and H715 series are suited for Vignol rail profiles in urban, freight, and long-distance lines, where their robust performance handles heavy loads and frequent operations. They evolved from earlier pneumatic systems but leverage liquid for greater power density in modern interlockings. External locking supports trailable designs for metro and depot use, as seen in the MTEH58 model. Typical specifications include a point opening stroke of up to mm, operating voltages from 24 V DC to 400 V AC, and temperature resilience from -40°C to +70°C, with self-contained fluid systems using less than 1 liter of hydraulic for sealed, low-leakage performance. ratings reach SIL 4 per EN 50129, and protection classes like IP54 or IP55 guard against environmental ingress. Despite their strengths, electro-hydraulic designs introduce higher complexity due to the fluid-power integration, potentially leading to oil leaks from seals or hoses that require vigilant monitoring. Periodic checks and system pressurization tests are essential to mitigate risks of pressure loss or , distinguishing them from simpler mechanical alternatives.

Electro-Pneumatic and Other Types

Electro-pneumatic point machines operate by using solenoid valves to control the flow of into cylinders, which provide the actuation force to move the switch points between positions. This system integrates electrical signals to energize the solenoids, directing air pressure for unlocking, operating, and locking the points, ensuring precise alignment. These machines trace their origins to early 20th-century designs and were commonly employed in metro and urban rail systems for their compatibility with compact installations. Key advantages include fast response times, typically enabling point movement in 2-4 seconds, and a lightweight construction that facilitates easier handling and reduced infrastructure demands. They are particularly suited to urban and environments, as well as yards and industrial sidings where electrical power may be limited, offering reliable operation through actuation at pressures of 55-85 psi (approximately 3.8-5.9 bar). Typical specifications encompass a tractive force of 3-5 kN to overcome rail friction and secure positioning. However, their performance depends on a consistent air supply, which can introduce vulnerabilities in areas prone to supply disruptions. Other types include modern electronic variants, which employ advanced electric drives with (PLC) integration for enhanced precise positioning and automated sequencing. These systems support with technologies and offer setting forces up to 5 kN, making them ideal for metro and suburban applications requiring high reliability. Hybrid clamp-lock designs, such as the MK1 introduced by in the late , combine electric or hydraulic actuation with mechanical clamping to lock and detect switch rails, providing robust performance on legacy lines and specialized short-distance setups. These variants continue in use for their integrated drive, lock, and detection functions, though newer iterations emphasize and extended service life.

Installation and Components

Key Components

The drive unit is the core mechanism responsible for converting electrical energy into mechanical motion to operate the switch points. It typically consists of an , often a DC series split-field type or AC three-phase motor, coupled with a reduction gearbox to provide the necessary and speed control. The gearbox connects to a linkage system, such as a crank, rod, or ball spindle screw, which translates rotary motion into linear movement for the throw bar that shifts the switch blades. For instance, in the Siemens S 700 K model, the drive unit employs a ball spindle with adjustable to limit s, delivering a throwing of up to 5,500 N and a stroke of 150-220 mm. Similarly, the Siemens Series 84M MkIII features a clawlock drive with an electric , achieving drive forces up to 9 kN over a 180 mm stroke. The housing encases and protects the internal components from environmental hazards, ensuring reliable operation in harsh conditions. Constructed from robust materials like or galvanized , it is designed as a weatherproof with an IP65 or higher rating to resist , ingress, and . The cover is typically lockable and may be mounted below the rail level or between sleepers to minimize obstruction. In the voestalpine UNISTAR CSV 24, the housing achieves IP67 certification for enhanced durability in wet environments. Siemens models, such as the S 700 K, use a ventilated base with a sheet- cover meeting IP54 standards, weighing approximately 120 kg. Clamps and bolts secure the switch blades to the throw bar, maintaining precise alignment and force transmission during operation. These include high-strength bolts or clamps that attach the linkage to the point blades, ensuring the assembly withstands operational loads without slippage. Detector mechanisms, integrated alongside, use switches or sensors to verify blade positions, providing proof of correct alignment before signaling clearance. In designs, detector rods and slides continuously monitor end positions, with electrical contacts signaling the interlocking system. The power and control interface facilitates integration with signaling systems, featuring terminal blocks for electrical inputs, outputs, and monitoring signals. These interfaces support various voltages, such as 110-136 V DC or 400 V AC, and allow connection to interlockings for remote operation. In climates, optional heaters are incorporated to prevent internal freezing or , maintaining and component integrity. Smart monitoring systems can remotely control these heaters based on thresholds, reducing needs. Auxiliary components enhance safety and reliability, including overload protection relays or that prevent excessive force during operation, and manual release levers or crank handles for emergency manual switching. For example, the 84M MkIII includes a contamination-resistant and spring-activated , while the S 700 K offers a reversible crank for power outages. These elements play a critical role in the basic operation sequence by ensuring secure movement and detection of point positions.

Conversion from Manual to Motorized

The process of converting manual railway points to motorized operation addresses the limitations of legacy systems, where manual levers and rods restricted operation to short distances and required on-site personnel, by integrating electric or electro-mechanical drives for remote actuation. This modernization is particularly relevant for older networks seeking to enhance safety and efficiency without full track reconstruction. Initial assessment involves inspecting existing rods, levers, and support structures for compatibility with the proposed point machine, confirming that the rail gauge (e.g., standard 1435 mm) and turnout geometry match the device's specifications to avoid misalignment or excessive modifications. Installation typically commences with the removal of manual linkages and hardware, such as levers and connecting rods, followed by securing the machine base to the sleeper using bolts or clamps; this phase, including alignment adjustments, often requires 1-2 days per site depending on access and weather conditions. The unit is then wired to the local (usually 110V DC or AC) and integrated with the signaling control circuits, ensuring electrical isolation and grounding to prevent interference. Technologies employed include electro-mechanical conversion kits, such as those attaching directly to existing switch rods via non-invasive clamps, and radio-based handsets for remote operation from up to several kilometers away in depot environments. These systems minimize track disruption by avoiding excavation, using temporary fixtures to maintain stability during setup. Benefits encompass extended over distances spanning entire depots or yards, substantial labor reductions by eliminating manual throws, and improved through reduced exposure to moving trains and third-rail hazards; such upgrades are noted for their and low relative cost. Challenges during conversion include attaining precise alignment of switch rails to prevent binding or uneven wear, as well as rigorous testing for trailability, where points must yield under train flange pressure without structural failure, verified through simulated loads and operational cycles.

In-Tie Units

In-tie point machines integrate the motor and drive mechanisms directly into a metallic or synthetic , creating a flush-mounted unit that aligns seamlessly with the track to resist tampering and unauthorized access. This embedded design eliminates exposed components, reducing vulnerability to environmental hazards and mechanical interference. The primary advantages of in-tie units lie in their enhanced protection against and damage from maintenance vehicles, as the concealed shields critical parts from direct impact. Their low-profile installation minimizes visual obstruction and facilitates ballast surfacing during track maintenance, making them ideal for urban environments and high-traffic corridors where space and aesthetics are priorities. Additionally, these machines offer low requirements through modular components and fewer adjustments, contributing to overall cost efficiency over time. These units have seen adoption in modern railway systems, particularly in freight and mainline applications, with examples including the CTS-2 model introduced in the early . The CTS-2, now part of Alstom's portfolio, supports standard track gauges and is designed for both trailable and non-trailable operations in demanding conditions. Performance specifications for in-tie point machines align closely with conventional models, delivering thrust forces typically ranging from 4 to 8 kN and a of about 140 to ensure reliable point movement. Integrated detection systems within the tie housing provide position feedback without external , enhancing operational precision. Installation of in-tie units requires replacing a standard with the specialized integrated , which houses the motor, locking, and detection elements as a single assembly. This process supports straightforward upgrades in existing tracks while maintaining compatibility with electro-mechanical or electro-hydraulic drives.

Maintenance and Monitoring

Routine Maintenance Procedures

Routine maintenance procedures for point machines involve periodic inspections, cleaning, , and adjustments to ensure operational reliability and prevent failures in switching systems. Scheduled inspections typically include visual checks for , , and lubrication levels on a quarterly basis, as recommended for yard switches to identify potential issues early. Functional tests, such as cycling the machine through 10 operations, are conducted annually to verify smooth movement and detection integrity without load obstructions. Cleaning and lubrication form essential components of upkeep, with cleaning performed every six months to remove from switch blades, linkages, and rollers, and conducted monthly to reduce friction and wear. Grease is applied to gears, bearings, and using appropriate tools like grease guns, while ensuring all nipples and slides are adequately covered to maintain skid-free operation. For electro-hydraulic variants, periodic checks of levels are integrated into general across machine types. Adjustments focus on precision alignment to uphold tolerances, with detectors calibrated to within less than 3 gap between switch and stock rails for reliable detection. Overload relays are tested by operating the machine against a simulated obstruction, monitoring current draw to confirm trip thresholds during slip. Manual override mechanisms, such as crank handles, are verified for secure locking and release to allow emergency operations. These tasks employ specialized tools like wrenches for bolt tightening to manufacturer-specified values. Adherence to standards, such as those outlined in manuals, dictates overhauls every 1 million operational cycles or 10 years, whichever occurs first, to extend and minimize . These procedures collectively contribute to reliability, with routine efforts emphasizing manual verification over automated systems.

Condition Monitoring and Fault Detection

Condition monitoring of railway point machines involves the deployment of sensors to measure key operational parameters such as , current, , voltage, motor speed, and displacement during switching operations. These sensors capture data in real-time, which is then logged and analyzed using supervisory control and (SCADA) systems or (IoT) platforms to identify deviations from normal performance. This approach enables continuous oversight without disrupting train operations, focusing on proactive detection rather than periodic inspections. Predictive maintenance techniques leverage algorithms applied to logged parameters, such as stroke time anomalies that signal component wear or misalignment. For instance, and supervised ML models analyze historical and to forecast potential failures, while remote diagnostics are facilitated through networks for off-site alerting and analysis. These methods build on monitoring points in the operation sequence, like drive initiation and lock verification, to correlate anomalies with specific failure modes. Common fault types detected early include motor stalls, partial locks, mechanical jams, and fractures, triggering automated alerts to prevent service disruptions. In systems like certain types such as the M63 point machines, dedicated monitoring of , stroke duration, and voltage provides granular insights into these issues, allowing for targeted interventions. The benefits of such monitoring include extended equipment lifespan through timely repairs and a significant reduction in unplanned outages, with reported improvements like 50% higher rates and 75% fewer false alerts compared to traditional threshold-based systems. These systems comply with standards such as EN 50125-3, ensuring reliability in harsh environments. Post-2010 implementations, such as Thales' Points Predict and ' integrated solutions, incorporate AI for unlabeled to predict faults across large networks, enhancing and operational efficiency.

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  56. https://www.mobility.siemens.com/global/en/portfolio/rail-services/maintenance-services.html
  57. https://www.railway-technology.com/features/points-predict-detecting-faults-accurately-with-thales/
  58. https://www.mobility.siemens.com/global/en/portfolio/digital-solutions-software/digital-services/railigent-x.html
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