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July 2011
— by Robert J. Derocher
Much attention in the rail supply community has been focused on U.S. railroads' drive to implement positive train control (PTC) by 2015's end. But PTC isn't grabbing much of the attention switch machine suppliers devote these days to staying abreast of rail industry trends. Instead, they're focusing more on ensuring tried-and-true machines remain in tune with North American railroads' needs — namely, dependability and affordability — while simultaneously trying to develop new machinery or features.
"Our customers are always looking for equipment that is cost effective, reliable and easy to maintain," says Alberino Palozzi, trackside product manager for switch machine supplier Alstom Signaling Inc. "However, they also are increasingly interested in machines that incorporate next-generation 'smart' systems, such as self-diagnostic capabilities. Pairing proven equipment with advanced features such as LED diagnostics, modular designs and components that are simultaneously lighter and more robust will all play a role in reducing maintenance costs, avoiding system down time and boosting operational efficiency."
Railroad C&S officials might be distracted at times with the complexities and capital demands of implementing PTC, but they still consider switch products a vital part of their operational needs, suppliers say. Because they're a rail industry supply staple, switch machines typically sell steadily in good times and bad — demand largely was unaffected by the recent market downturn. However, some suppliers registered significant sales growth in 2010 after a long period of relatively flat sales.
"[Last year] was a record year for us in terms of switch machine sales," says Palozzi. "Customers are shifting their purchases toward products that reduce failures and, ultimately, train delays."
Like many of its competitors, Alstom attributes its sales growth to increased demand for an established switch machine. After undergoing some updates a few years ago, Alstom's GM 4000A model became the company's fastest-growing switch machine, one that's used by every Class I, says Palozzi. The machine is versatile, can be installed quickly and maintained easily, according to Alstom.
At Ansaldo STS, sales of its M-3 and M-23 switch machines were strong last year, and they continue to be popular among Class Is, says Glenn Bauernfeind, the supplier's portfolio manager.
"It has a good, solid record of reliability and dependability," he says. "The reliability of switch machines is still the driving force in the industry."
For GE Transportation, the switch machine workhorse is the 3000LP (Low Profile) Hydra-Switch. The company obtained the brand about a decade ago, and now counts nearly 5,000 installations on all Class Is and many other railroads across the globe, says Eric Moore, product manager for GE Global Signaling.
"That core design has remained constant," Moore says, adding that accessories and options have been developed over the years, including ones that enable the machine to be operated by electrical or solar power, and via remote radio-based or push-button control.
Aside from recent accommodations for a more compact, powerful battery and LED lighting, there have been few changes to Western-Cullen-Hayes Inc.'s WCHT-72 yard switch machine — and that's a good thing, says Sales Manager Carl Pambianco.
"Our machine is very inexpensive to own and operate, and the more you use our machine, the better it works," he says, adding that the WCHT-72 is suited for use in high-traffic areas.
While some switch machines have been modified slightly or significantly in the past 12 months to meet customer needs and incorporate emerging technologies, others have entered the market.
Last year, Invensys Rail introduced the S-23 mainline switch machine and SC-100 rail-mounted switch circuit controller, which are approved for use by North American Class Is, regionals, short lines and transit agencies, company officials said in an e-mail. Invensys Rail continues to analyze market needs for switch machine-related products, they said.
A prime reason for the new products: a request from railroads to simplify installation and maintenance processes for switch machines, Invensys Rail officials said. For example, the SC-100 unit features a controller that clamps to the base of a rail and can be installed more quickly than switch machines that mount to the top of a crosstie, according to Invensys Rail.
At Global Rail Systems Inc./Vossloh, a modified TS-4500 power switch machine that was adapted two years ago for use on mainlines and in yards is winning over more customers, says Vice President of Sales Ron Martin.
"The most consistent request we get is for a simple, reliable, low-maintenance machine design to replace the older, complex, high-maintenance units in use on several railroads and in several applications," he says.
Martin expects the TS-4500 to be further tweaked to meet individual railroad's needs.
Customer demand also prompted National Trackwork Inc. two years ago to begin marketing several new and modified switch-related products, which are performing well, says VP of Sales and Marketing Bob Fiorio. They include both a remote-control electric and solar-powered switch machine (Models 1100 and 1500), the "FloodGuard" switchstand that can operate in standing water and the "SafeView" directional light for switchstands.
While remaining focused on providing more durable and customized options, many suppliers also are striving to boost switch machine reliability via research, development and testing.
"Today, nearly all of Alstom's ongoing research and development programs revolve around [the] push for smarter, next-generation equipment," says Alstom's Palozzi.
To that end, Alstom's newest offering is the rail-mounted 7R Switch Circuit Controller, which is designed to meet switch point needs. The controller features a new design based on Alstom's "proven" 7J/7K model, says Palozzi, adding that the controller has been tested on all Class Is with no significant failures.
R&D also has enabled Siemens AG, a long-time player in the European rail market, to attempt a foray into the North American freight and transit market with its first in-tie switch machine: the SwitchGuard ITS 700. Based on a successful model used in Europe and Australia, the SwitchGuard ITS 700 was adapted for heavy freight rail, says Norwin Voegeli, director of projects and engineering for Siemens Industry Inc.
Siemens is partnering with Rail Development Group, which will build the Federal Railroad Administration-compliant switch machines at its Rochester, N.Y., plant. The switch machines are slated to begin testing at two Class Is later this summer, Voegeli says, adding that a full North American roll out is tentatively set for next year.
"With an in-tie switch machine, you have less movement of detectors," he says. "The North American railroads realize that in-tie technology will lead to improved quality of turnarounds and less emergency maintenance."
In response to early discussions with Class Is, Siemens plans to develop a hand throw for the switch machine, says Voegeli.
VAE Nortrak North America Inc., which supplies switch machines and other related track products, also expects to roll out a new product later this year: the Hydrostar hollow steel tie (HST).
HSTs already are used by the thousands on Class I track to improve the performance of traditional switch machines by moving the switch rods out of the tie cribs and inside the HST, says Ken Ouellette, VAE Nortrak's division manager-hytronics.
The Hydrostar system will go a step further and integrate the switch locking and drive components within the HST body, accommodating higher speed turnouts with longer switch points and enabling multiple setting levels to be controlled with a single switch drive and signal interface, he says.
"It presents itself as if it's a single switch machine, but they're all connected," says Ouellette, adding that the Hydrostar can be used by North American freight railroads for longer turnouts.
VAE Nortrak's R&D efforts also extend to switch machine monitoring, he says. The company is prepping to begin trials of iLogger, which is designed to passively monitor switch machine current, track circuit "receive" current and other key equipment metrics, while continuously comparing values to acceptable standards. When measured values exceed railroad-defined limits, iLogger will send an alert to a central office or send a smartphone text directly to the appropriate employee without the need for a central server or database, says Ouellette.
"This can help move us toward targeted maintenance, where the machine will tell us when it's going to need maintenance," he says.
National Trackwork also remains an active R&D participant. The company recently released a new switchstand, the 1003ARS-9, which is run-through capable with a six-foot-high target column, says National Trackwork's Fiorio. The high column provides better visibility by distance or from any potential snow or vegetation obstruction, he says.
Meanwhile, the PTC push likely will have at least a modicum effect on switch machine development in the near term, suppliers say. Although Western-Cullen-Hayes' Pambianco doesn't foresee a major impact, he's concerned that continued large capital outlays on PTC "will draw away from other parts of the supply industry, like crossings, signals and switch machines," he says. "It's going to cause a disruption of some ongoing projects."
VAE Nortrak's Ouellete doesn't anticipate a major product development disruption either, but he expects the increasing amount of signal resources being devoted to the installation, commissioning and maintenance of PTC to pressure some suppliers of switch machines and track circuits.
"[They] will need to perform more reliably than ever," says Ouellete. "New employees won't have the time to study each piece of equipment in detail and learn troubleshooting techniques from seasoned mentors. In addition to performing more reliably, equipment will need to be easier to troubleshoot and maintain."
Conversely, some switch machine suppliers believe PTC poses a sales growth opportunity.
Alstom's 7R Switch Circuit Controller recently was selected by CSX Transportation for dark territory PTC implementation. Alstom developed the rail-mounted controller to meet new FRA dark territory guidelines, particularly those pertaining to monitoring hand-thrown switches, says Palozzi, adding that tests on five Class Is have shown no controller failures.
Ansaldo STS is working on a point-mounted system designed to monitor hand-throw positions on switch machines, which could become part of a PTC monitoring system; and Siemens is eyeing a future market for providing switch monitoring technology in a PTC system. In addition, GE has worked to ensure the Hydra-Switch can blend seamlessly into a PTC onboard monitoring system.
"We're taking the steps right now to get ready for PTC," says GE's Moore. "We want to communicate on as many platforms as possible."
Regardless of PTC's impact, switch machine suppliers say they'll continue to stay the product development course. After all, railroads are fairly firm on what they want from their switch machines.
"They're keenly focused on minimizing train delays," says Alstom's Palozzi. "Robust equipment plays a major role in fulfilling that requirement."
Robert J. Derocher is a Loudonville, N.Y.-based free-lance writer. E-mail comments or questions to prograil@tradepress.com.
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