Some experience on the dynamics of turnouts due to passing trains

R.V. Licciardello, M. Bruner, G.R. Corazza, E. Cosciotti 1

Ga. Malavasi, Gi.Malavasi, R. Troisi 1
S. Musella 2
1
SAPIENZA Università di Roma, Roma, Italy;
2
RFI Rete Ferroviaria Italiana S.p.A., Roma, Italy

Abstract

The on-going research on the dynamics of turnouts under passing trains is described. In
particular measurements of the deflections of the switch blade are compared with the results of
models and the underlying phenomena are described.

1. Reason for the research.

Turnouts are a critical element of railway lines. They constitute areas of discontinuity of track
properties (varying vertical and lateral stiffness, rail geometry) and of vehicle motion (e.g. abrupt
change in angular velocity when negotiating the turnout) and thus areas of relatively high
vehicle-infrastructure interaction forces. Moreover low-speed derailments occur more frequently
on turnouts than at other sections of track. Wear is relatively severe and may affect running
safety. The number of constructive elements, most of which carrying out safety-critical functions,
makes failure rates higher than those of plain track. All of these characteristics make turnouts a
safety-critical and maintenance-intense apparatus on which, moreover, diagnostics and
maintenance operations are more difficult than on plain track.
Current knowledge on the dynamics of the phenomena occurring during the passing of a train
on a turnout offers margins for improvement. In particular, it is important to be able to quantify
the loads imposed on the vehicle while negotiating a turnout and conversely the loads imposed
on turnout components by a passing vehicle.

2. Methodology.

In this view a combined experimental-theoretical approach is most suitable, as in most railway

engineering applications. Experiments on railways are costly and time-consuming but at the
moment they are absolutely necessary and will remain so until mathematical models are
thoroughly validated. Turnouts in particular lack broad experimental data and mathematical
modelling of the dynamic behaviour under passing trains.
With the perspective of analysing the behaviour of all critical elements of turnouts, the research
presented here focuses for the moment on the dynamics of the switch blade and its
consequences on vehicle dynamics.
Static and dynamic measurements of the deflections along the blade have been carried out on
two turnouts of the same type, one of which in a test field for static measurements and the other
in normal operation. The turnouts are of traditional design, with one switch machine operating
the stretcher rods at the tip of the blade.
Mathematical models of growing complexity have been developed and validated on the basis of
the acquired experimental results. The initial simple beam models have evolved into 2-D and 3-
D Finite Element Models accounting for non-linearities such as the contact on the distance
blocks and friction on the blade bearings, and the lateral, vertical and torsional deformation of
the blade induced by the forces exerted by passing wheels.
3. Main results.

3.1. General observations on the dynamics of a bogie on a turnout.

The negotiation of a turnout involves additional dynamic phenomena respect to those occurring
on normal curves:
ƒ phenomena due to the absence of a transition curve (1st order phenomena) – the bogie is
forced to change its angular velocity in a very short time and this requires impulsive guiding
forces;
ƒ phenomena due to the flexibility of the switch blade (2nd order phenomena); the lateral
oscillations of the slender switch blade are greater than those of normal track; also lateral
constraints are spaced differently and are of a unilateral type (moreover some play between
blade and distance blocks is possible).
An idea on the order of magnitude of these phenomena can be obtained from the lateral force
measurements of Figure 1.
The force on the guiding wheel (wheel 8) initially rises to about 60 kN and then reduces to an
average 40 kN on the 400 m radius curve. This behaviour is connected with the 1st order
phenomena mentioned above. The impulsive variation of angular velocity thus leads to a
dynamic increment of about 20 kN.
On the other hand the four successive peaks visible just after km 43.44 correspond to 2nd order
phenomena (passing of the four distance blocks of the turnout). The dynamic component here is
up to ±10 kN.

Figure 1. Lateral forces on the four wheels of the bogie of the E402B class locomotive of the
RFI “Archimede” track recording trainset while negotiating at 40 km/h a turnout of type FS
S.60UNI/400/0.074 investigated in this study.
 3.2. Dynamic blade deflections.

In order to better understand the origin of the dynamic components of contact forces
described above, measurements of the lateral and vertical deflections of blade and
stock rail were carried out on a turnout of type FS S.60UNI/400/0.074, characterised
by a 400 m curve radius and a tangent of 0.074. The blade is about 10 m long. The
turnout can be negotiated by trains at a maximum speed of 60 km/h.
Two campaigns were carried out. These differed on account of the positioning of the
displacement transducers used for the measurement. The first campaign was carried
out with 5 instrumented sections each equipped with 5 transducers; the second
campaign with 14 instrumented sections each equipped with 2 transducers (see
Figures 2, 3, 4).

Figure 2. View of the RFI test site (2nd campaign).

The displacement transducers are visible on the
right. They measure lateral deflections of blade and
stock rail heads respect to the sleepers.

stock rail blade

+

centre of track
Figure 3. Setup of the displacement transducers in
measurement section b) (in the complete
configuration of the 1st campaign – only CAA and
AGA were retained in the 2nd campaign).

Figure 4. Instrumented sections for the dynamic

deflection measurements. The “CF” zone is where
contact between blade-head and stock-rail-head
occurs. The position of the four distance blocks is
indicated.
A total number of 41 train passages was recorded – 7 were freight trains made up of
one locomotive (classes E655 or E656) and 16-24 wagons, 5 were 4-car commuter
EMUs (“TAF”), 8 were “Pendolino” EMUs (ETR450), the rest were ordinary
passenger trains made up of one locomotive (class E464) and 5-9 cars.

Figure 5 shows an example of a recording made in the 1st campaign. The following
considerations regarding blade and stock rail deflections are derived from it.
ƒ Stock rail lateral displacements relative to the sleepers (1st graph of 4) are always
directed away from the centre of the track (positive displacement, see sign
convention in Figure 3). In this section the lateral displacement of the stock rail is
caused by the forces transmitted through the distance blocks. Some sections
show rotational stock-rail motion (not visible in this case – in fact the signals of
the upper CAA and lower CAB transducers are superposed). The absolute
maximum (all sections, all trains) was about + 2mm in section d).
ƒ Lateral blade displacements (2nd graph of 4) indicate that the blade is subjected
to an alternating lateral translatory motion in the range of -2 ÷ +2.5 mm. The
passage of the single wheels is clearly visible. The absolute maxima (all sections,
all trains) were about -5 mm and +3 mm. The negative displacements (towards
the centre of the track) occur in between axles.
ƒ Vertical blade displacements (3rd graph of 4) of about -1.5 mm (downwards) and
up to +1 mm (upwards) are visible. The absolute maxima (all sections, all trains)
were about -2.5 mm and +1 mm.

Figure 5. Example of the dynamic deflections measured at section b) of the switch

blade and stock rail with the transducer configuration of Figure 3 (see figure for sign
convention). The wheel load measured through strain gauges on the rails placed
6.75 m before the instrumented turnout is also shown. The recording refers to an
E655 class loco with 22 freight wagons. Measurements executed by RFI Istituto
Sperimentale. Data processing: Sapienza.

An examination of the whole set of measurements leads to the conclusion that the
entity of the lateral blade deflections is not greatly affected by increasing wheel load,
in spite of the correspondingly increasing lateral loads. This can be attributed to the
increasing reaction deriving from friction on the blade bearings. No appreciable high
frequency vibrations were observed.

Various models have been developed and validated on the basis of the static and
dynamic measurements. Figure 6 shows an example of the results of a 2-D model
with moving lateral load in the form of the deflections of the blade at a given instant
(moving load in section a). The model considers the presence of a mass moving with
the load in order to simulate the parts of the vehicle vibrating along with the blade.
This relatively simple model agrees with the test results quite well. Figure 7 shows the
maximum blade displacements, both calculated and measured. The test values (x-
axis), which are the mean of several measurements, are compared with the
corresponding simulation values. The slope of the line resulting from a linear
regression of the points is practically 45°. On the other hand a constant offset of the
simulated results of about 1 mm is observed with respect to the test results (i.e. the
test displacements are systematically 1 mm greater than the simulated
displacements). This brings into the picture an issue that cannot easily be taken into
account in modelling: the initial lateral displacement undergone by the blade under a
passing wheelset before it touches the distance blocks (in other words, the play
between blade in the reverse position and distance blocks with no loads applied,
which can attain the order of 1 mm). In fact it was verified on the test site that at the
end of the manoeuvre from normal to reverse the blade is not necessarily pressed
against all distance blocks.

direction of moving flange force

flange force

blade tip
heel
Do Dm Di Df
Figure 6. Blade configuration in the horizontal plane due to a moving load simulating
a guiding force of 78.7 kN (passage of an E464 class locomotive at 57 km/h). The
moving load is situated at section a) at the time-step depicted. The 2-D FEM
calculation is validated on the basis of the measurements.
Simulation (mm)

Measurement (mm)

Figure 7. Correlation between maximum blade lateral displacements calculated with

numerical simulation and derived from measurements. Flange force is in sections (n),
(l) and (a)).
The presence or not of contact on the blocks depends on the type of turnout (e.g. in
particular how many actuators are used for the manoeuvre) and on ambient and
maintenance conditions (e.g. in particular the generally variable friction coefficient
between blade and base plates). Contact on the blocks is of course made,
impulsively, when a wheelset rolls past the blocks themselves. Moreover the play
between blade and blocks once the turnout is in the reverse position has been
observed not to be exactly identical after each manoeuvre. This complicates the
definition of a theoretical line respect to which deflections are to be measured.
Another complication which has not yet been modelled is that the moving force is of
course actually variable over time, thus over the length of turnout. It is possible that
the instantaneous forces generating the test displacements are higher than the quasi-
static force used for the calculation.
These observations can explain the offset between tests and simulations although the
picture cannot be completely clear until models fully taking into account the interplay
between contact forces and elastic displacements of the blade are available.

Thus the model enables the understanding of the basic phenomena regarding the
deflections of the blade over time due to the passing loads. These phenomena can
be summarised as follows (see Figures 6 and 8).
ƒ The maximum deflection of the blade in a certain section occurs at a later instant
in time than that of the passing of the load in that section. In other words the
maximum blade deflection lies behind the position of the force.
ƒ The blade loses contact with the distance blocks for certain positions of the load.
In particular when the moving load is section a) (Figure 6), contact is lost on block
Dm. Contact on block Df is lost when the load lies in a certain length of track
between Dm and Di. This phenomenon is not substantially altered by the
presence of the trailing wheelset of the bogie since the lateral forces acting at its
wheels are quite low (see also Figure 1).
ƒ The radius of curvature of the blade is substantially altered respect to the nominal
configuration. This alters the contact geometry and the trajectory of wheelset and
bogie.
ƒ The trajectory of the wheelset depends on the elastic displacements of the blade
which are not negligible. In fact it can reasonably be assumed that flange contact
persists on the guiding wheel throughout the entire length of the blade. This
means that the wheel (wheelset) is made to “follow” the deflections of the blade
itself. The radius of curvature of the trajectory is altered and assumes values of
the same order of magnitude as that of the blade in the deflected configuration.

3.3. Estimation of the effects on lateral vehicle dynamics.

The lateral dynamics of a bogie or vehicle negotiating a turnout is characterised by

even more complicated aspects than the dynamics on ordinary track (straight and
curved). Even considering the nominal geometry some additional causes for
complication are present:
ƒ impulsive phenomena are present at the beginning of the turnout due to the
absence of a transition curve and at the frog;
ƒ the nominal blade/rail profiles are continuously variable along the turnout;
ƒ sudden changes from single to double to triple contact on the wheels occur.
 Influence lines at the blade test sections

Lateral blade displacement Maximum value 2.68 mm

Section “0” (no test values available)

Minimum value -0.84 mm

Lateral blade displacement Maximum value 2.11 mm

Test section “A”

Minimum value -0.72 mm

Lateral blade displacement Maximum value 1.53 mm

Test section “L”
Distance along the blade (m)

Minimum value -0.83 mm

Lateral blade displacement
Test section “N” Maximum value 0.28 mm

Minimum value -0.28 mm

Direction of movement of the guiding force

Guiding force velocity: 24 km/h

Position of the guiding force in time

Guiding force: Y = 87400 N

Time (s)

Figure 8. Representation of the results of a dynamic simulation (E655 class loco, 24

km/h). The deflections due to the moving lateral load in 4 sections of the turnout are
shown as a function of time. The position of the moving load at each time-step is
represented by the straight line, the slope of which corresponds to the constant
velocity.

Furthermore in real turnouts the geometry does not coincide exactly with the nominal
one:
ƒ the usual geometrical irregularities are present once the turnout has been put in
place and evolve over time;
ƒ wear of components, particularly the blade and the frog, progresses during the
lifetime of the turnout;
ƒ as this study quantifies, the geometry of the blade deviates further from the
nominal one under a passing vehicle; in particular the lateral deflection of the
blade, which is closely related to the lateral deviation of the wheel running on it, is
of the order of 2 mm over lengths of about 1 m.

The effect of blade deflections on the lateral contact forces, particularly the guiding
force whose upper limits are related to the possibility of wheel-climb, is difficult both to
measure and to quantify. Measurements are difficult since this effect is combined with
those of all the causes mentioned above. Calculations are currently possible but not
published – in order to obtain correct values complex models would be needed. A
multi-body model taking into account the nominal geometry of the turnout,
geometrical irregularities, the vertical and lateral flexibility due to the ballast bed and
the lateral and vertical flexibility of blade and rail would have to be used. The flexibility
of the wheelset may be needed for the correct calculation of impulsive peaks in the
forces. Of course such a model would be extremely difficult to validate, also
considering that current contact force measurements are not carried out reliably with
the high bandwidths required.

Hand calculations show that the order of magnitude of the fluctuation of lateral forces
due to the deflection of the blade under the passing load can be significant. The
corresponding dynamic increment of the Y/Q ratio on the guiding wheel, which is
closely linked to safety against wheel-climb derailment, can be of the order of 15-20%.
This order of magnitude corresponds to that visible in Figure 1.

4. Conclusions.

4.1. Main results of the ongoing research.

The analyses described above highlight and quantify some phenomena which could
be of significant importance in the continuation of research on the dynamics of
turnouts and of vehicles on turnouts. In the following the main points that are worth
noting are listed.
1) Local reductions of the radius of curvature of the blade have been observed.
These are of up to a fifth of the nominal value and occur in the area between the end
of the blade-head to stock-rail-head contact and the heel. The values are roughly
independent of the type of train (i.e. vertical and lateral load). These reductions are
connected with the true trajectory of passing wheels.
2) No significant high frequency phenomena have been observed.
3) The deflections measured dynamically are of the same order as those from static
tests, with only one lateral force applied to the blade, of the same entity as the
guiding force in the dynamic tests. Thus static tests with an actuator moved step-by-
step offer a good approximation of the measurements made in dynamic conditions.
4) In spite of the approximation of considering only the lateral forces applied to the
blade, the FEM analysis confirms both static and dynamic tests.
5) The methodology developed in this study is suitable for extension to other types of
turnout.

4.2. Potential for implementation.

The road ahead to a complete knowledge of the dynamic behaviour of turnouts and of
vehicles on turnouts is still long. However, the results acquired up till now are
exploitable both in the short and in the medium/long term.
Short term applications include the improved design of turnout components on the
basis of the more accurate data on loads and deformations (e.g. switch machine,
distance-block spacing etc.). As a direct consequence of the research described in
this paper, modifications were made to the distance-blocks on the type of turnout
studied.
In the longer term, the measurements of blade deflections can be used to understand
the true trajectory of passing wheels and how the wheel/turnout interaction generates
the extremely variable contact forces depending on the changing contact geometry
and stiffness and on the dynamic effects due to elastic deformation of blade and rail.
This study would lead to the availability of reliable validated multi-body simulation
models, incorporating all the input parameters known to have a significant influence
on the dynamic behaviour of passing vehicles. These models could then be used
profitably to analyse the possibilities of reducing loads on turnout components
through improved turnout design. The same can be said for the reduction of loads on
vehicles negotiating turnouts, which can be an important factor for ride comfort and
for vehicle component lifetime (wheels and wheelsets in particular). In fact, the
number of turnouts traversed during a vehicle’s lifetime add up to tens of thousands.
At each turnout, contact forces acting on the wheels reach peaks that, although
difficult to measure or calculate precisely, are certainly much higher than the average
forces on plain track. The consequent contribution to the load spectrum ‘seen’ by the
vehicle can be significant from the point of view of the fatigue of vehicle components
(wheels and wheelset in particular).
A more thorough understanding of the genesis of loads exerted on passing wheels
could be exploited for the creation of strategies to base turnout maintenance on
contact force measurements taken by track recording cars/trainsets. This would profit
from a campaign on one or more turnouts in which synchronous force and deflection
measurements are executed in order to understand which features of the turnout are
critical. The picture could be completed by statistical campaigns in which several
turnouts are kept under observation in their evolution over time.

4.3. Impact on railway business.

Turnouts are thus good targets for research in a view to reduce infrastructure costs
and vehicle exploitation costs while maintaining or improving the already highly
satisfactory current levels of safety.
Benefits in terms of reduction of infrastructure maintenance costs which could derive
from this type of research are:
1. lower wear rates and component failures – the improved knowledge of the
loads on turnout components will allow better designs in terms of wear and
strength;
2. longer inspection intervals, due to the improved characteristics in 1. and to
improved knowledge of the evolution of critical parameters;
3. enhanced maintenance strategies based on information of higher quality.
From the point of view of the vehicle, benefits could concern:
4. load-spectra which are more ‘vehicle-friendly’ due to the reduced loads
exerted on passing vehicles, thus longer vehicle component lifetime;
5. reduced number of low-speed wagon derailments in yards;
6. improved comfort for passenger trains.

5. References.

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