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This artic le primarily uses North Americ an terminology. British and Commonwealth terms are given in parentheses. A railroad switch, turnout or [set of] points is a mec hanic al installation enabling railway trains to be guided from one trac k to another at a railway junc tion.
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The switc h c onsists of the pair of linked tapering rails, known as points (switch rails or point blades), lying between the diverging outer rails (the stock rails). These points can be moved laterally into one of two positions to direc t a train c oming from the narrow end toward the straight path or the diverging path. A train moving from the narrow end toward the point blades (i.e. it may go either left or right) is said to be exec uting a facing-point movement. Unless the switch is locked, a train coming from either of the converging directs will pass through the points onto the narrow end, regardless of the position of the points, as the vehicle's wheels will forc e the points to move. Passage through a switc h in this direction is known as a trailing-point movement. A switc h generally has a straight "through" trac k (suc h as the main-line) and a diverging route. The handedness of the installation is desc ribed by the side that the diverging trac k leaves. Right-hand switc hes have a diverging path to the right of the straight trac k, when c oming from the narrow end and

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a left-handed switc h has the diverging track leaving to the

leaving to the opposite side. A straight trac k is not always present; for example, both trac ks may c urve, one to the left and one to the right (such as for a Wye Switc h) or both trac ks may c urve, with differing radii, in the same direc tion.

A right-hand railroad switc h with point indicator pointing to right

Operation

Animated diagram of a right-hand railroad switc h, rail trac k A divides into two: trac k B (the straight trac k) and trac k C (the diverging trac k) A railroad c ar's wheels are guided along the trac ks by coning of the wheels. [1] Only in extreme c ases does it rely on the flanges loc ated on the insides of the wheels. When the wheels reach the switc h, the wheels are guided along the route determined by whic h of the two points is c onnected to the trac k fac ing the switc h. In the illustration, if the left point is connec ted, the left wheel will be guided along the rail of that point, and the train will diverge A railroad switc h in motion at to the right. If the right point is Hong Kong's Ferry Pier LRT connec ted, the right wheel's terminus in Tuen Mun flange will be guided along the rail of that point, and the train will continue along the straight trac k. Only one of the points may be connec ted to the fac ing trac k at any time; the two points are mec hanic ally loc ked together to ensure that this is always the case.

case. A mec hanism is provided to move the points from one position to the other (c hange the points). Historically, this would require a lever to be moved by a human operator, and some switc hes are still c ontrolled this way. However, most are now operated by a remotely controlled electric motor or by pneumatic or hydraulic ac tuation. In a trailing-point movement, the wheels will forc e the points to the proper position. This is sometimes known as running through the switc h. If the points are rigidly connec ted to the switch control mec hanism, the c ontrol mec hanism's linkages may be bent, requiring repair before the switc h is again usable. For this reason, switc hes are normally set to the proper position before performing a trailing-point movement.[2] The operation of a railroad switc h. In this animation, the red trac k is the one travelled during a fac ing-point movement. The switc h mec hanism, shown in blac k, may be operated remotely using an electric motor or hand-operated lever or from a nearby ground frame.

An example of a mechanism that would require repair after a runthrough in the trailing direction is a c lamp-lock. This mec hanism is popular in the UK, but the damage c aused is common to most types of switc hes. However, some switches are designed to be forc ed to the proper position without damage. Examples inc lude variable switc hes, spring switches, and weighted switc hes.

High-speed oper ation

Generally, switc hes are designed to be safely traversed at low speed. However, it is possible to modify the simpler types of switch to allow trains to pass at high speed. More c omplic ated switc h systems, suc h as double slips are restricted to low-speed operation. On European High Speed Lines, it is not unc ommon to find switc hes where a speed of 200 km/h (124.3 mph) or more is allowed. The c onventional way to increase turnout speeds is to lengthen the turnout and use a shallower frog angle. If the frog angle is so shallow that a fixed frog cannot support a train's wheels, a swingnose c rossing (US: moveable point frog) will be used. Higher speeds are possible without lengthening the turnout by using uniformly c urved rail and a very low entry angle. An AREMA (Americ an Railway Engineering and Maintenance of Way Assoc iation) design number 20 turnout has a diverging speed limit of 45 miles per hour (72.4 km/h).[3][4]

Operation in cold conditions

In cold conditions, snow and ic e can prevent the c orrec t operation of switc hes. In the past, people were employed by railway

were employed by railway companies to keep the switc hes clear by sweeping the snow away, and this is still used in some countries, espec ially on minor lines. Some were provided with gas torc hes for melting ice. More rec ently, switc hes have had heaters installed in the vic inity of Gas heating keeps a switc h the points so that the temperature free from snow and ice of the rails in these areas can be kept above freezing. The heaters may be powered by gas or elec tricity. In c ases where gas or elec tric heaters are unable to be used due to logistic al or economic al c onstraints anti-icing chemicals, such as Ic e Free Switch, can be applied to c reate a barrier between the metal surfac es of the switc h and ic e.

Tr am and monor ail systems

The switc h points of tram lines are often operated remotely by the driver. Monorail systems have spec ial switc hes.

Roller coaster switches

A switch on the Listowel and Ballybunion Railway, Ireland, in 1912 Thunder Mountain coasters. Regular rail can c ross its own trac k bec ause the gaps in the rails for wheel flanges are narrow, permitting the bladed design in this artic le. Round pipe roller c oaster rails and box beam monorail rails usually have wheels riding at angles other than on top. These additional other angle wheels are a larger loading gauge, requiring big gaps in the rail (struc ture gauge) where rails cross or meet. There are three basic switch designs for roller c oasters. Flexing, substituting and table rotating rails have all been used. Flexing the entire rail truss, fixed at one end, to point towards an alternate destination requires manipulating a long segment of rail. Substituting a segment requires plac ing two or more segments of rail on flat plate that is moved in its entirety to provide straight or curved trac k. Alternatively these substitution trac k segments can be wrapped around a rotating c ylinder, creating a triangular truss or a two sided plate. Rotating a table with a c urved trac k segment in a Y junc tion is the less used third option. If the curved trac k turns the c ars 60 degrees, and three rail lines meet as three equally spaced Many roller c oasters have switc hes for the siding, or even for a double station system, for example in Disneyland Resort Paris' Space Mountain and Big

meet as three equally spaced spokes, 120 degrees apart, then the curved trac k sitting on Substitution trac k switc h for rail a turn table can be rotated to at Chester Zoo connec t any two of the three rail lines at this junc tion, creating a triangle junc tion.

Classification
The divergence and length of a switch is determined by the angle of the frog (the point in the switch where two rails cross, see below) and the angle or c urvature of the switch blades. The length and plac ement of the other c omponents are determined from this using established formulas and standards. This divergenc e is measured as the number of units of length for a single unit of separation. In North America this is generally referred to as a switc h's "number". For example, on a "number 12" switch, the rails are one unit apart at a distanc e of twelve units from the center of the frog. In the United Kingdom points and c rossings using chaired bullhead rail would be referred to using a letter and number c ombination. The letter would define the length (and hence the radius) of the switc h blades and the number would define the angle of the crossing (frog). Thus an A7 turnout would be very short and likely only to be found in tight places like doc kyards whereas an E12 would be found as a fairly high speed turnout on a mainline.

Safety
The c orrec t setting of points is fundamental to the safe running of a railway. For example, an incorrec tly set switc h may result in two trains being on the same trac k, potentially c ausing a c ollision. Perhaps the greatest security c hallenge in railway operation is preventing the tampering of manually-operable switc hes. Similar (non-fatal) wrec ks near Newport News, Virginia on August 12, 1992 and in Stewiac ke, Nova Sc otia on April 12, 2001 resulted from switc hes being thrown open in front of the trains by teenage saboteurs. To prevent these inc idents, most unused switches are loc ked up. The 1998 Esc hede train disaster was one of the world's deadliest high-speed train ac c idents, resulting in over 100 deaths. It oc c urred when a wheel rim failed at 200 km/h (125 mph), partially derailing the car. The wheel rim went through the floor of the carriage and was dragging on the ground. On arrival at the junc tion it threw the switc h, c ausing the rear wheels of the c ar to switc h onto a trac k parallel to the trac k taken by the front wheels. The car was thereby thrown into and destroyed the piers supporting a 300-tonne roadway overpass. In 1980, 18 people died in the Buttevant Rail Disaster at Buttevant, Co. Cork in Ireland, when the Dublin-Cork express was derailed at high speed after being inadvertently switc hed into a siding via ground frame operated points. The Potters Bar rail crash at Potters Bar, Hertfordshire in the United Kingdom oc c urred in May 2002, when a switc h sprang to a different position as a coach c rossed it, a type of mishap c alled "splitting the

position as a coach c rossed it, a type of mishap c alled "splitting the switc h." The front wheels of a c oac h progressed along the straight trac k as intended, but the rear wheels slewed along the diverging trac k. This c aused the whole c oach to detac h from the train and slew sideways across the platform ahead. Fortunately, the movement of the switch oc c urred beneath the final coach, so that although 7 people were killed, the front c oac hes remained on the trac ks. Poor maintenanc e of the points was found to be the primary cause of the crash. The initial c onc lusion of the inquiry into the Grayrigg derailment of February 23, 2007 blames an inc orrec tly maintained set of points.

History
On early lines, vehic les were moved between tracks by means of sliding rails. The switc h as we know it was patented by Charles Fox in 1832. Prior to the widespread availability of electric ity, switc hes at heavily-traveled junc tions were operated from a signal box constructed near the trac ks through an elaborate system of rods and levers. The levers were also used to c ontrol railway signals to control the movement of trains over the points. Eventually, mec hanic al systems known as interloc kings were introduced to make sure that a signal could only be set to allow a train to proceed over points when it was safe to do so. On some low-traffic branc h lines, in self-c ontained marshalling yards, or on heritage railways, switc hes may still be operated in this way.

Components
Points (point blades)
The points (switc h rails or point blades) are the movable rails whic h guide the wheels towards either the straight or the diverging track. They are tapered on most switc hes, but on stub switc hes they have square ends. In the UK and Commonwealth countries, the term points refers to the entire mechanism, whereas in North Americ a the term refers only to the movable rails. This detail of a switc h shows the pair of tapered moveable rails known as the switc h points (switc h rails or point blades)

Frog (common cr ossing)

The frog, also known as the c ommon c rossing (or K-Rail in Australian terminology), refers to the c rossing point of two rails. This c an be assembled out of several appropriately c ut and bent piec es of rail or c an be a

On lines with heavy and/or high-speed traffic , a swingnose crossing (moveable point frog) may be used. As the name implies, there is a second mechanism located at the frog. This moves a small portion of rail, to eliminate the gap in the rail that normally oc c urs at the frog. A separate switc h mac hine is required to operate the movable point frog switc h. This term "frog" is taken from shape of the devic e resembling a leaping frog with legs extended forward and to the rear of the body. On dual-gauge switc hes, a spec ial frog is used where the 3rd rail crosses the c ommon rail. Denver and Rio Grande c rews c alled this a "toad."

A one-piec e c ast frog. The shiny line c rosses the rusty line. This North American "self-guarding cast manganese" frog without guard rails has raised flanges on the frog, bearing on the fac e of the wheel as it passes through the frog.

bent piec es of rail or c an be a single c asting of manganese steel. On lines with heavy use the c asting may be treated with explosive shock hardening to inc rease servic e life.[5] A frog forms part of a railroad switc h, and is also used in a level junction (flat c rossing). The frog is designed to ensure the wheel crosses the gap in the rail without "dropping" into the gap; the wheel and rail profile ensures that the wheel is always supported by at least one rail. To ensure that the wheels follow the appropriate flangeway, a c hec k-rail ("guard rail" North American terminology) is installed inside the rail opposite the frog.

Guard r ail (check r ail)

A guard rail (c hec k rail) is a short piec e of rail plac ed alongside the main (stoc k) rail opposite the frog. These exist to ensure that the wheels follow the appropriate flangeway through the frog and that the train does not derail. Generally, there are two of these for eac h frog, one by The frog (left) and guard rail eac h outer rail. Guard rails are (right) of a switch not required with a "selfguarding c ast manganese" frog, as the raised parts of the casting serve the same purpose. These frogs are for low-speed use and are common in rail yards.

Switch motor
A switch motor (also known as a switc h mac hine, point motor

The switc h motor (in this case an elec tric motor) and assoc iated mechanism used to operate this switch can be seen to the right in the pic ture

a switc h mac hine, point motor or point mac hine) is an elec tric, hydraulic or pneumatic mec hanism that aligns the points with one of the possible routes. The switch motor also includes elec tric al c ontac ts to detec t that the switch has c ompletely set and loc ked. If the switc h fails to do this, signals are kept at red. There is also usually some kind of manual handle for operating the switc h in emergenc ies, such as power failures.

Points lever
A points lever, ground throw, or switc hstand is a lever and ac c ompanying linkages that are used to align the points of a switc h manually. This lever and its ac c ompanying hardware is usually mounted to a pair of long sleepers that extend from the switc h at the points. They are often used in a plac e of a switc h motor on infrequently used switc hes. In some plac es, infrequently used points may be operated from a ground frame. To prevent the tampering with of these switc hes by outside means, these switc hes are loc ked up when not in use.

Facing point lock

A fac ing point loc k, FPL or point loc k is a device whic h, as the name implies, locks a set of points in position, as well as proving that they are in the correc t position. The "fac ing point" part of the name refers to the fac t that they are to prevent movement of the points during fac ing moves, where a train c ould potentially split the points (end up going down both tracks) if the points were to move underneath the train - during trailing moves, the wheels of a train will forc e the points into the c orrec t position if they attempt to move. In the United Kingdom, FPLs were inc redibly c ommon from an early date, due to laws being passed whic h forc ed the provision of FPLs for any routes travelled by passenger trains - it was, and still is, illegal for a passenger train to make a fac ing move over points without them being loc ked, either by a point lock, or temporarily clamped in one position or another.[6]

The mechanism used at a switc h. The two points are loc ked together with a bar between them. This bar c ontinues to the lever on the near side of the tracks whic h is used to throw the switch. This is an example of a low switc h stand, used at loc ations where there is not suffic ient c learanc e for a tall switc h stand. This partic ular stand is designed to be trailed through by rolling stoc k, which will c ause the points to become lined for the route that the wheels have passed through. It has a reflec torised target.

J oints
Joints are used where the moving points meet the fixed rails of the switc h. They allow the points to hinge easily between their positions. Originally the movable switc h blades were connec ted to the fixed c losure rails with loose joints, but sinc e steel rails are somewhat flexible it is possible to make this join by thinning a short section of the rail itself. This can be called a heelless switch.

Str aight and cur ved switches

Turnouts were originally built with straight switc h blades, whic h ended at the pointed end with a sharp angle. These switc hes c ause a bump when the train traverses in the turnout direc tion. The switc h blades c ould be made with a c urved point whic h meets the stoc krail at a tangent, causing less of a bump, but the disadvantage is that the metal at the point is thin and necessarily weak. A solution to these c onflicting requirements was found in the 1920s on the German Reic hsbahn. The first step was to have different rail profile for the stoc k rails and switch rails, with the switc h rails being about 25mm less high, and stockier in the middle.

Point indicator s
As it is difficult to see the lie of a switch from a distanc e, espec ially at night, European railways and their subsidiaries provide point indic ators whic h are often illuminated.

Components gallery

A swingnose crossing. The point of the V-shaped rail is moved to align the rail in the appropriate direction where the two rails cross.

Several different styles of switc h stand on display

A ground frame (at Bristol Temple Meads station, UK) contains a few levers for manually operating nearby points

A light industrial or yard trac k switc h joint points are joined to the closure rails by bolts through a "joint bar" or "fish plates"

Types of switches
Apart from the standard right-hand and left-hand switc hes, switc hes c ommonly come in various c ombinations of

come in various c ombinations of configurations.

Slip switches
D oubl e sl ip A double slip switc h (double slip) is a narrow-angled diagonal flat c rossing of two lines c ombined with four pairs of points in suc h a way as to allow vehicles to c hange from one straight trac k to the other, as well as going straight across. A train approaching the arrangement may leave by either of the two trac ks on the opposite side of the c rossing. To reac h the third possible exit, the train must change trac ks on the slip and then reverse.

A double switc h, or double slip. The points are set to connec t the upper left and lower right trac ks.

The arrangement gives the possibility of setting four routes, but the four blades at each end of the crossing are often c onnec ted to move in unison, so the c rossing c an be worked by just two levers or point motors. This gives the same func tionality of two points plac ed end to end. The additional c omplexity of this type of switc h restric ts it to locations where space is limited, suc h as stations. In North America, the arrangement may also be called a double switc h, or more c olloquially, a puzzle switc h. The Great Western Railway in the United Kingdom used the term double c ompound points, and the switch is also known as a double c ompound in Victoria (Australia). S ingle sl i p A single slip switc h works on the same princ iple as a double slip but provides for only one switc hing possibility. Trains approac hing on one of the two crossing trac ks c an either c ontinue over the crossing, or switc h trac ks to the other line. However, trains from the other track c an only c ontinue over the c rossing, and cannot switc h trac ks. This is normally used to allow ac cess to sidings and improve safety by avoiding having switch blades fac ing the usual direc tion of traffic . To reac h the sidings from what would be a fac ing direc tion, trains must c ontinue over the crossing, then reverse along the c urved route (usually onto the other line of a double trac k) and c an then move forward over the c rossing into the siding. Out si de sli p An outside slip switc h is similar to the double or single slip switc hes desc ribed above, except that the switch blades are outside of the diamond instead of inside. An advantage over an inside slip switc h is that trains c an pass the slips with higher speeds. A disadvantage over an inside slip switc h is that they are longer and need more spac e.

more spac e. An outside slip switc h c an be so long that its slips do not overlap at all, as in the example pic tured. In suc h a c ase a single, outside slip switc h is the same as two regular switches and a regular crossing. An outside, double slip switch is about the same as a sc issors crossover (see below), but with the disadvantages:

A double, outside slip in Heidelberg main station

The two parallel tracks cannot be used at the same time; That the slips are not straight and thus have a limited speed; Advantage: The c rossing c an be passed at full speed. By the disadvantages over both the double inside slip switc h and the sc issors c rossover, double outside slip switc hes are only used in rare, spec ific cases.

Cr ossover
A c rossover is a pair of switches that c onnec ts two parallel rail trac ks, allowing a train on one trac k to c ross over to the other. Like the switc hes themselves, crossovers c an be desc ribed as either facing or trailing. When two c rossovers are present in opposite directions, one after the other, the four-switc h configuration is c alled a double crossover. If the c rossovers overlap it is dubbed a sc issors crossover, scissors c rossing, or just sc issors; or, due to the diamond in the c enter, a diamond crossover. This makes for a very compac t trac k layout at the expense of using a level junction.

A sc issors c rossover: two pairs of switc hes linking two trac ks to eac h other in both direc tions

In a setup where eac h of the two trac ks normally c arries trains of only one direc tion, a c rossover c an be used either to detour "wrongrail" around an obstruction or to reverse direc tion. A c rossover c an also join two trac ks of the same direc tion, possibly a pair of loc al A double c rossover on the and express trac ks, and allow Wenhu Line of the Taipei trains to switc h from one to the Metro system. Trains used to other. reverse here since the plac e On a c rowded system, routine use it loc ated was the original of crossovers (or switches in extremity of the line. general) will reduce throughput, as the switc hes must be changed for

the switc hes must be changed for eac h train. For this reason, on some high-c apac ity rapid transit systems, c rossovers between loc al and express trac ks are not used during normal rush hour servic e, and servic e patterns are planned around use of the usually flying junc tions at eac h end of the loc alexpress line. In Germany a c rossover is known as an berleitstelle (abbreviated to: st) and is defined as an operating c ontrol point on the open line.[7] It is also a bloc k sec tion. At an berleitstelle trains can transfer from one track of a single or double track sec tion of route to another trac k on a double trac k sec tion on the same route. Depending on the safety equipment provided, trains may run this other trac k either by exc eption or routinely against the normal direc tion of traffic .

An berleitstelle must have at least one turnout. On double trac ked routes, single and double c rossovers are c ommon, eac h one consisting of two turnouts and an intermediate section. Very often - but not mandatory - the turnouts and bloc k signals at an berleitstelle are remotely c ontrolled or set from a c entral signal box. The offic ial c ategorisation of an berleitstelle as a type of junc tion first arose in Germany with the c onstruc tion of high-speed railways. Previous to that there were already operating c ontrol points at whic h trains c ould just transfer from one track to another on the same route, but they were c onsidered as junc tions (Abzweigstelle). The latter are still used to refer to those plac es in stations whic h enable trains to c ross from one route to another.

berleitstelle (c rossover) at Ric hthof between Kirc hheim and Langensc hwarz stations on the HanoverWrzburg high-speed railway

Stub switch
A stub switc h lacks the tapered points (point blades) of a typic al switc h. Instead, both the movable rails and the ends of the rails of the diverging routes have their ends c ut off square. The switc h mec hanism aligns the movable rails with the rails of one of the diverging routes. In 19th c entury US railroad use, the stub switc h was typic ally used in conjunction with a harp switc h stand.

A narrow gauge stub switc h

The rails leading up to a stub switc h are not sec ured to the sleepers for several feet, and rail alignment ac ross the gap is not positively enforced. Stub switc hes also require some flexibility in the rails, or an extra joint at whic h they hinge. Therefore these switc hes c annot be traversed at high speed or by heavy traffic and so are not suitable for main line use. A further disadvantage is that a stub switch being approac hed from the diverging route that is not 0 connec ted by the points would result in a derailment. Yet another

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connec ted by the points would result in a derailment. Yet another StumbleUpon disadvantage firstthat infriends to like weather, expansion of the steel in Like Be the is of your very hot this. the rails c an c ause the movable rails to stic k to the stoc k rails, making switching impossible until the rails have c ooled and contrac ted. Stub switc hes were more c ommon in the very early days of railways and their tramway predecessors. Now, bec ause of their disadvantages, stub switches are used primarily on narrow gauge lines and branch lines. Some modern monorail switches use the same princ iple.

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Plate switch
A plate switc h inc orporates the tapered points of a typical switc h into a selfcontained plate. Eac h point blade is moved separately by hand. Plate switc hes are only used for double-flanged wheels, with wheels running through the plates on their flanges, guided by the edges of the plate and the moveable blade. Bec ause plate switc hes c an only be used by double-flanged wheels and at extremely low speeds, they are typic ally only found on hand-worked narrow gauge lines. A narrow gauge plate switc h

Thr ee-way switch

A three-way switc h is used to split a railroad trac k into three divergent paths rather than the more usual two. The c omplexity of suc h arrangements usually results in severe speed restric tions, and therefore three-way switches are usually only used in a station or depot where space is restric ted and low speeds are normal. Stub switc hes c an more readily selec t between three routes, so most three-way switc hes are A three-way stub switc h at stub switc hes, although some Sheepsc ot station on the were built using points.[8] It Wisc asset, Waterville and was extremely diffic ult to hold Farmington Railway the two rails the c orrec t distanc e apart for the length of the switc h with these types of switch. A three-way switc h from a Brisbane tram depot is shown on the right. This example has

on the right. This example has two points (point blades) on eac h track, allowing for three diverging routes. The points can both be set to one side, resulting in a vehic le turning off the straight trac k. Alternatively, the two blades can be separated if the vehic le must c ontinue along the straight trac k.

A three-way switc h formerly at Brisbane's Light Street tram depot now on display at the Brisbane Tramway Museum

Inter laced tur nout

An Chicago Transit Authority control tower 18 interlaced turnout

Interlac ed turnouts on the elevated Chicago 'L' north and southbound Purple and Brown lines intersec ting with east and westbound Pink and Green lines and the looping Orange line above the Wells and Lake street intersec tion in the loop. interlac ed turnout is a different method of splitting a trac k into three divergent paths. It is an arrangement of two standard turnouts, one left- and one right-handed, in an "interlaced" fashion. The points of the sec ond turnout are positioned between the points and the frog of the first turnout. In common with other forms of three way turnouts an additional common-c rossing is required. Due to the inherent c omplexity of the arrangement, interlaced turnouts are normally only used in loc ations where spac e is exc eptionally tight, such as station throats or industrial areas within large c ities. Interlac ed turnouts can also be found in some yards, where a series of switc hes branching off to the same side are plac ed so close together that the points of one switc h are plac ed before the frog of the prec eding switc h.[9]

Wye switch
A wye switc h (Y points) has trailing ends which diverge symmetrically and in opposite direc tions. The name originates from the similarity of their shape to that of the letter Y. Wye switc hes are usually used where spac e is at a premium. In North Americ a this is also called an

A wye switc h

North Americ a this is also called an "Equilateral Switc h" or "Equilateral Turnout".Common switches are more often assoc iated with mainline speeds, whereas wye switc hes are generally low-speed yard switc hes.

Run-off points
Main article: Catc h points Run-off points are used to protec t main lines from stray or runaway railroad c ars or from trains passing signals set at danger. In these c ases, vehicles would otherwise roll onto and obstruct a main line (sometimes known as fouling) and cause an ac c ident. Depending on the situation in whic h they are used, run-off points are referred to either as trap points or catc h points. Derailers are another devic e used for the same purpose.

Trap points at the exit from a yard

Catc h points are installed on the running line itself, where the railway c limbs at a steep gradient. They are used to prevent runaway vehic les c olliding with another train further down the slope. In some cases, c atc h points lead into a sand drag to safely stop the runaway vehic le, whic h may be travelling at some speed. Catc h points are usually held in the 'derail' position by a spring. They can be set to allow a train to pass safely in the downhill direc tion using a lever or other mechanism to override the spring for a short time. Catc h points originate from the days of the 'unfitted' goods train. These trains did not have a mec hanism in place to automatic ally brake runaway c ars. Catch points were therefore required to stop the rear portion of a train that had bec ome divided, although they would also stop vehic les that had run away for any other reason. Now that trains are all 'fitted', catc h points are mostly obsolete. Similar to c atc h points, trap points are provided at the exit from a siding or where a goods line joins a line that may be used by passenger trains. Unless they have been spec ifically set to allow traffic to pass onto the main line, the trap points will direc t any approac hing vehic le away from the main line. This may simply result in the vehic le being derailed, but in some c ases a sand drag is used, espec ially where the vehic le is likely to be a runaway travelling at speed due to a slope. D er ail ers Main article: Derail A derailer works by derailing any vehic le passing over it. There are different types of derailer, but in some cases they c onsist of a single switc h point installed in a trac k. The point c an be pulled into a position to derail any equipment that is not supposed to pass.

Dual gauge switches

Dual gauge switc hes are used in dual gauge systems. There are various possible scenarios involving the routes that trains on eac h gauge may take, including the two gauges separating or one gauge being able to c hoose between diverging paths and the other not. Bec ause of the extra track involved, dual gauge switc hes have more points and frogs than their single gauge c ounterparts. This limits speeds even more than usual.

A dual gauge switch in Japan

A related formation is the 'swish' or rail exc hange, where (usually) the c ommon rail changes sides. These have no moving parts, the narrower gauge wheels being guided by guard rails as they transition from one rail to another. The wider gauge only enc ounters continuous rail so is unaffected by the exchange. At dual gauge turntables, a similar arrangement is used to move the narrow gauge trac k from one side to a c entral position.

Rack r ailway switches

Rac k railway switc hes are as varied as rac k railway tec hnologies. Where use of the rac k is optional, as on the Zentralbahn in Switzerland or the West Coast Wilderness Railway in Tasmania, it is common to plac e turnouts only in relatively flat areas where the rac k is not needed. On systems where only the pinion is driven and the conventional rail wheels are idlers, suc h as Railroad switc h on a rac k railway the Dolderbahn in Zuric h, (at trbsk Pleso, Slovakia) trbsk Pleso in Slovakia and the Sc hynige Platte rac k railway, the rac k must be c ontinuous through the switch. The Dolderbahn switc h works by bending all three rails, an operation that is performed every trip as the two trains pass in the middle. The trbsk Pleso and Sc hynige Platte Strub rac k system instead relies on a complex set of moving points whic h assemble the rack in the traversed direc tion and simultaneously clear the c rossed direc tion c onventional rails. In some rac k systems, such as the Morgan system, where loc omotives always have multiple driving pinions, it is possible to simplify turnouts by interrupting the rac k rail, so long as the interruption is shorter than the spac ing between the drive pinions on the loc omotives.[10]

Switch diamond
Although not stric tly speaking a turnout, a switc h diamond is an ac tive trackwork assembly used

ac tive trackwork assembly used where the c rossing angle between two trac ks is too shallow for totally passive trac kwork- the unguided sec tions of eac h rail would overlap. These vaguely resemble two standard points assembled very closely toe-to-toe. These would also often utilise swingnose c rossings at the outer ends to ensure complete wheel A switch diamond at a support in the same way as junction in the UK provided on shallow angle turnouts. In North Americ a these are known as Movable-Point Diamonds. In the UK, where the angle of divergence is shallower than 1 in 8 (centre-line measure) a switc hed diamond will be found rather than a passive or fixed diamond. Suc h switches are usually implemented on the basis of inc reasing the safe c rossing speed. Open blades impose a speed restric tion due to the potential of the c rossing impac t frac turing the rail. Remember that both wheels on an axle hit the c rossing gaps almost simultaneously. Switc hing the blades like the photo shows allows a muc h higher speed ac ross the gap. The frog end is not as bad, because the outer rail is still continuous, the wing rail (the bit that bends away after the frog gap) provides a gradual transition, and the c hec k rail avoids the possibility of points splitting. Note how the wing rail has a wider shiny sec tion, showing how the wheel load is transferred ac ross the gap.

Single-point switch
Single point switc hes, known as Tongue and Plain Mate switc hes, are sometimes used on freight railways in slow speed operation in paved areas such as in ports. In the United States, they are regulated by provision 213.135(i) of the Federal Railroad Administration Trac k Safety Standards. On streetc ar (tram) systems using A single-point switch on the grooved rails, if the wheels on Toronto streetc ar system both sides of the c ar are connec ted by a solid axle, only one switchpoint is needed to steer it onto one or the other track. The opposite wheel is supported for a short distance by its flange running in the groove.

Expansion joint
Expansion joints are a c onstruc tion that allows the rails to move relative to each other due to c hanges in temperature while retaining continuity for through traffic .[11] They are often used on large bridges suc h as the Sydney Harbour Bridge.

Turnout speeds
Turnout speeds are governed by a number of fac tors. As a general rule, the finer the c rossing angle of a turnout, the higher the turnout speed. In USA, turnouts are rated by number, whic h represents the ratio of divergenc e per length as measured at the frog. A rule of thumb is that the rated speed of a switc h is twic e the number. #10 - 15 mph (24 km/h) #15 - 30 mph (48 km/h) #20 - 40 mph (64 km/h) In Russia and CIS switches a marked with tangent of c rossing angle. 1/6 - sorting yards only, whenever is impossible to install better switc h 1/9 - 40 km/h (25 mph), the most common switch, installed by default. 1/11 - 50 km/h (31 mph), used where passenger trains follow diverging path. Swingnose c rossing may be installed, if required. 1/18 - 80 km/h (50 mph), used where either non-interruptible movement is required or mainline derives from branc h line. 1/22 - 120 km/h (75 mph), rarely used, hi-speed lines only. Other c onsiderations inc lude the type of turnout (e.g. normal or swing nose, or slips etc.), wear and tear issues, and the weight and type of the vehicle passing over. Speeds for a trailing movement may be higher than for a fac ing movement. In many systems, speed limits vary depending on the type of train - for example, a turnout can have a "normal" speed limit for locomotive hauled trains, and a higher speed for multiple unit or high speed trains. Turnouts with c urved or tangential switc h blades have higher speed than old style turnouts with straight switch blades.

See also
Centralized traffic c ontrol Double junc tion Expedition Everest, roller c oaster with switches Minimum railway c urve radius Rail terminology (US/UK differences highlighted) Railway signal Railway signalling Railway switc hing networks Turntable (rail)

References
1. ^ http://www.youtube.c om/watch?v=y7h4OtFDnYE Physicist Richard Feynman explains how a train stays on the trac ks. BBC TV 'Fun to Imagine' (1983) 2. ^ Rules 8.9, 8.15, and 8.18, General Code of Operating Rules, Fifth Edition. (c ) 2005 General Code of Operating Rules

3. 4. 5. 6. 7. 8. 9. 10. 11.

Fifth Edition. (c ) 2005 General Code of Operating Rules Committee. ^ Inc reasing speed through turnouts, from FindArticles. ^ A higher speed turnout, from Federal Railroad Administration, US Department of Transportation. ^ Meyers, Marc A. (1994). Dynamic behavior of materials. New York: John Wiley. pp. 5; 570. ISBN 9780471582625. ^ Requirements in regard to the Opening of Railways (1892), from the British Board of Trade ^ 4, paragraph 6 of the Eisenbahn- Bau- und Betriebsordnung or EBO (German Railway Regulations). ^ Stub switc hes ^ Example ^ John H. Morgan, Switc hing or Crossover Devic e for Trac tion Rac k Rail Systems, U.S. Patent 772,736, Oct. 18, 1904. ^ http://www.tokyu-c ar.co.jp/eng/rs/turnout.html

External links
PowerPoint presentation from Delft University of Technology J. B. Calvert on Turnouts and the Wharton switc h in particular Mac Pherson switc h ThyssenKrupp handbook Pointworks industry and Research departments A video explaining how frogs work without resting on the flange templot Turnout design

Railway infrastructure
Permanent Permanent way (history) Permanent way (current) Railroad tie/Sleeper Rail fastening system Trac k way ballast Rail profile Fishplate Breather switc h Datenail Axe ties Ladder trac k Baulk road Cant Trac kwork Junc tion Wye Railroad switch Gauntlet trac k and track Railway electrification system Overhead lines Rail struc tures gauge Turntable Water c rane Trac k pan Signalling and safety Buildings Railway signalling Signalling c ontrol Railway signal Interlocking Level c rossing Buffer stop Catc h points Loading gauge Train station Station building Train shed Classific ation yard Goods shed Motive power depot Roundhouse Single trac k Passing loop Double trac k Quadruple trac k Crossover Balloon loop Headshunt Rail yard Classific ation yard

Railway track layouts

Running lines Rail sidings Junc tions

Flying junc tion Level junc tion Double junc tion Fac ing and trailing Grand union Wye Switch / turnout / points Swingnose c rossing Level c rossing Side platform Island platform Bay platform Split Stations platform Terminal station Balloon loop Spanish solution Cross-platform interc hange Hillc limbing Horseshoe curve Zig Zag / Switchback Spiral
S ome text and images from Railroad s witc h at Wikipedia under the C reative C ommons A ttribution- ShareA like L ic ens e. 1 0 6 6 8 0 bytes , 2 0 1 1 -0 1 - 2 6

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