Points/Switches.

When looking at our railway networks and shunting yards, there is various methods for moving points a few inches to a change a road or track. Points usually have a Normal and a Reverse setting, these are sometimes marked with the letters “N” and “R” at the toe of the switch.  Most points on the Main Line the normal setting is the Main Line. Adding point lever and mechanisms to our model railway/railroad adds realism and make them look the real thing. I plan to add point levers to the Shunting (Switching) layout, there is various lever available for the QR modeller. Why are there some many types, so what goes where?    

Point levers fall into two groups and have a role to play, Reversible and Non-Reversible. Non-Reversible point are found where a siding is required to come off the Main Line or a Loop Line. Today these are referred to as “Running Lines”. The mechanism keeps the points set for running movements, like a train running through a station. If a train is required to enter a siding, the points must be manually held into the reverse position. These types of points can also be used for private siding

On the QR network the most common is the “Kangaroo Points”, the cheese weight holds the points to the required position. If a train is to be admitted to the other road, an employee is required to hold the points (with both hands) in reverse, often they would sit on the lever (straddling the points level could be dangerous). 

The shunter is looking towards the approaching train.

If a train was too trailed out through the points set in the normal position and the lever was not held into position for that move, the lever would bounce up and down as the wheels pushed the switch rail over. 

This train is trailing out away from the points. The last bogie has just kicked the points back into reverse, the second person is not holding the point lever. After the train passes, the second person will lock the points. 

There is a trap for young players (new employees) with these points then a train is trailing out through the points. It hard to think this could happen, but it has a number of times. A trailing move is when the train comes from vee side of the points, or leaving the siding. If a train is coming down the Main Line (normal position) and you sit on the points for a reverse move, (a train leaving the siding), the point lever will reset to the normal position when the first wheel comes onto the switch rail. This tosses the worker into the side of the train and that would be a vent he/she will never forget. 

Points on the Main Lines and Loop Lines are locked into position with a Hudson Patrick (HP) lock. The cheese weight must not sit on the connection rod, how far the lever comes back can vary from point to point. 

These points can be mounted in two ways, at 90° to the track, or where rooms is limited they can be mounted parallel to the track, usually these points have a folding lever.      

   

Point’s levers can be mounted on a plate or two old fishplates. 

The speed of trains travelling over the diverging line was not to exceed 25 km/h. 

This lever controls a set of catch points. Poor adjustment allows the point to be turned inside out.

 

Two sets of points coming off the Main Line close together. The lever for the second set of points is back clear of the track coming off the first set of points. On the other side of the main line there was a siding running beside the ramp. If you think of it, both set of points could not be used at the same time. 

Loop Points, lots of signage, 25 Km/h for the level crossing, (yards speed should be 25 km/h), Main Line speed 60 km/h, Whistle board for the level crossing, Temporary Speed Restriction repeat speed broad 25 km/h for track work ahead. The round speed boards are metric, after about 1972, imperial board were a rounded rectangle with sloping sides for MPH. 

Main Line set with the points in the reverse position. (Westgate). Line to the right is to Quilpie, straight ahead is Cunnamulla. This was the norm a long time before the line to Cunnamulla was closed.   June 1975 with the introduction of Train Order the points were set for the Quilpie line. Cattle trains going to Quilpie would be far longer than general goods trains going to Cunnamulla. Plus there would be more trains as well. 

  

A NSW lever, this location could be a trap for narrow gauge shunter. 

In the shunting yards Spring Reversible levers were used. A spring mechanism kept the points set. If a train was to trail out through the points, or push back through the points after a couple of wagons the lever would adjust to that road.  These points were mounted in the same manner as the Kangaroo points, most were 90°, and however a few were parallel to the track. Open swing container doors have been known to reverse the lever under a train on points mounted  parallel to the track. 

This is the most common type.

 A short version

Point to close to another track for the lever. 

Points on a fork line (often called an angle or a “Y”) leading towards a large set of cattle yards. You don’t want to be sitting on a set of kangaroo points loading cattle???

This set of points are locked protecting workers, a collar has been placed on the lever to warn shunters.

This set of points is fitted with an electric lock. Permission to shunt the siding (Workshop) is given by releasing the lock for a remote location.

Not good??? This is trouble.

NSW Thornton lever

VR set of points locked to protect a work area.

 US hub points for heavy rail or dual gauge points.

 

 In the Rockhampton district a few years back the points were painted yellow. No sure how visible that would be at night??

Following the instructions on the sign could be a good idea. 

A locking connecting bar. Not a lot of them around. I have seen a lever reverse under a train in the facing move.    

Smaller yards the Throw Over Point reversible type were used. These lever have a cheese weight that hold the switch blade into position. If a train was to push back through them slowly, often the level would stay set. This was a trap for younger players if the move changed direction over the points. If the trailing move was faster, the leave would be thrown over to set the points to the direction of travel. The lever can be bolted to the yoke making them Non-Reversible points. Holding the point in the reverse position was managed by placing your knee under the cheese weight. This application was used on catch points.   

Numbers were added to points in the mid 1990’s to identify each point. I guess that was easier than describing the location of the point. 

Trailable Facing Points are fitted with this type of lever to reverse the setting of points for shunting, passing or overtaking of trains. .

Western end loop points at Alpha. Lots of action, level crossing, signal, signal lever, equipment hut, TRS speed board, home signal not in view. Some locations there could be two levers for the one signal. One lever is at the station with the other at the points. 

At busier locations, points were controlled from a signal cabin.

Points were controlled by the reversing the lever, facing points were also locked with a separate lever. Signals were interlocked with the point’s settings. In other words, if a set of points on the main line were in reverse, the main line signal could not be cleared for a train. Likewise, if the loop points were set in reverse, the main line signal could not be pulled off to  admit a train into the station yard. With the loop points in the reverse the Home Signal for the loop could be pulled off, also the starting signal from the loop, but not at the same time. If there was a shunt signal under the starting signal it could be pulled off for shunting moves out of the loop. Shunting moves are confined to the station limits only, the section of track between the Home signals is the station yard.  The Home signal at each end of the yard could not be pulled together at the same time, but Starting signals for a train to leave the yard could. 

The points were controlled by rodding and signals with wire. Point rodding has its limits, about 500 ft. after that it was too hard to pull. Points beyond that can be controlled with two wires, there is also a limit for this. In the 1960’s with longer trains with standard train being around 1,400 feet long (90 F), the loops were extended and electric points and signals were used. 

In some cases a second cabin was used in the yard to overcome distance. With the signals set in a given position, a key was removed and taken to the other cabin. This allowed the second cabin to be cut in. It was a time consuming exercise. 

The only detection showing the location of a train was on points that were over of view from the cabin. There was nothing stopping two trains being on the same track. At night the movement of trains past yard lights was used to verify the train’s location during shunting. At times the Guard would give a green light as an indication that a train was clear. 

Smaller frames were used in various locations. 

The section staff (electric staff) unlocked this frame for shunt moves off the main line.

A key from the cabin or controlling station unlocked this frame.

This frame gives access to a loading area and is locked with a padlock, before shunting the siding a key must be collect from the shift foreman. The key is handed over once all workers are clear and the wagons are safe to move.

An electric release unlocked this frame for shunting. The controlling location could be 100’s of miles/kilometres away. Two sets of points with four signals with indicators. 

Some frames were elevated up off the ground.

 More modern panels are located in a hut.

Switches replace levers.

Lights show the setting of points.

Electric point have machines that drive the switch across. There is various types of machines around the state. 

To stop runaway wagons from entering the main line a choke block is used.

If the grade in the area is greater than 1 – 100, catch points are used. 

If wagons were in the siding, the choke block must be in place, if the siding was free of wagons the choke block could be left off. When closed it was locked into position, if there was not a dog spike laying in the catch.   

Stations without interlock generally have just Home signals, one each end. Signal levels can be found outside the station building. The small top wheel on the lever adjusts the tension in the wire subject to the weather conditions of the day or night, hot or cold.  

If the signal is out of view a repeater is provided to show the position of the signal in the field. 

Smaller stations and crossing loops had a Home signal at each end of the yard. This marked the station limits (station yard), trains outside the signal required the section authority, usually a staff of some type.  The Home signal at clear only admitted train into the station on the main line. If the main line is not clear (free of other rollingstock) or the train was required to enter the loop, the train was flagged pass the signal. 

Today, with WH & S, risk assessments etc. you with find locations that are different from the standards of old.    

Most of us have a set of points that has been removed from the layout for various reason. 

There is a prototype application you can use to fit a hole in the layout scenery. The main line is on the left, a siding has been removed. Note, the lever is still in place.

Models.

For Queensland modellers Queensland Scale Models produce scale brass levers in four different types. 

Instructions and a diagram is on the back of the packet

 

Using Peco points, the mounting sleepers need to be extended. Styrene strip was used. 

The lever was painted along with the extension made to the sleepers before mounting the lever. 

Brass wire/rod was used for the rodding.

Fold down kangaroo points mounted between the tracks.

Styrene angle used as fishplates to mount the points.

Friday was yard day for the local fetters, oiling of the points and weeding were some of the tasks they performed.

 

Cold winter morning, the shunter is out setting points for the next move.

Station Master flagging the train into the station yard. 

A couple of levers at the end of the station building gives appearance of signals being present

Scratch built small signal cabin with full interior shows the location has safeworking arrangements.

Trust you found the information useful for your railway. It’s the little things that make the big differences to the layout.  

December I did stuff up and repeated a previous post, however there is some additional information in it. Thank you for your support, this week the viewing numbers should turn over into yet another level. Last week the blog was viewed in 50 countries and the previous post was over five weeks ago.  Hong Kong, US, Germany, Singapore, UK, Mexico, Austria round out the top eight with Australia. 

Amby West shunting layout is progressing bit by bit, the frame and base boards are made, the track is down and trains are moving with make shift wiring. A few more building have be made, a couple more could be required and the scenery has commenced.

 

The first show for the year is Bundaberg, 15^th & 16^th of March, and I have been told we are going. 

In closing out, we wish you all the very best for 2025 and trust all your wishes come true.

Arthur H.