LATEST STAGE OF EVOLUTION: TURNOUTS FOR EXTREME HEAVY

HAUL OPERATIONS

Heinz Ossberger
Senior Vice President Corporate Engineering
voestalpine VAE GmbH, Austria

Franz Sodia Brian Abbott

CEO Executive Vice President Engineering
voestalpine VAE Railway Systems Pty Ltd, Australia voestalpine Nortrak Ltd, Canada

SUMMARY
Railways serving Australia’s Pilbara operate with the world’s highest axle loads. Turnouts on those lines play
a critical role in maintaining the reliability and economic efficiency of the iron ore supply chain. This paper
describes the holistic approach adopted to improve turnout performance and reduce life cycle costs in this
extreme operating environment.

In addressing vehicle guidance and support functions, this latest stage in the evolution of heavy haul
turnouts incorporates significant improvements in materials and geometry. Key design considerations
include the selection and detailing of rail and other components for axle loads greater than 40 metric tons.
Dynamic performance and point setting reliability are optimized through the use of a state-of-the-art
hydraulic switch machine, which eliminates the asymmetrical vibrating mass typical of conventional switch
drives. Important innovations in locking and detection functions are also described. Finally, the benefit of
integrated remote monitoring as a basis for condition-based maintenance is demonstrated.

INTRODUCTION Successful turnout designs optimize life-cycle

The performance of fixed infrastructure is a key
determinant of a railroad company’s productivity.
Turnouts, as the only components of the track
structure that include moveable elements, play a
vital and disproportionate role.
The economic impact of turnout design and
performance is multi-faceted:
· Initial capital cost of hardware and related
signalling equipment,
· Installation and commissioning,
· Workload associated with maintenance
and inspection,
· Service reliability,
· Operating speed and safety, and
· Salvage and disposal of worn
components.
costs while ensuring that operational requirements
are satisfied. A holistic approach is called for.
As heavy haul railroads across the world continue
to push for increased throughput, operating
speeds, train frequencies and axle loads have all
been ratcheted up. Benchmark axle loads now
exceed 40 metric tonnes. Consequent dynamic
forces are extremely high and interface conditions
between wheel and rail are approaching technical
limits.
That notwithstanding, the supply industry working
closely with heavy haul operators have
demonstrated that the practical boundaries can be
pushed even further. This collaborative approach
to product development strengthens the feedback
loop and facilitates the rapid and practical
adaptation of designs to satisfy specific operating
requirements.

IHHA 2015 Conference

21 – 24 June 2015
Perth, Australia
Heinz Ossberger
Senior Vice President Corporate Engineering/ voestalpine VAE
It is also been shown to be useful to look at
other railroad applications such as High Speed
with an eye to knowledge transfer. For
example: although High Speed axle loads are
relatively low, dynamic forces are high. There
are lessons to be learned regarding the
management of wear and rolling contact
fatigue.
1. BASIC HEAVY HAUL TURNOUT DESIGN
Figure 1: Basic heavy haul turnout
Critical elements:
A: Switch
B: Switch Machine Arrangement
C: Crossing
1.1 GEOMETRY AND HIGH ENTRY ANGLE
Figure 2: Conventional switch with wear
and break outs
Latest stage of evolution:
Turnouts for extreme heavy haul operations
Contact forces within a switch are a function of
axle load, speed, curvature change, wheel/rail
contact and elasticity. Speed, axle loads and
wheel configurations are specified by the heavy
haul operator and cannot be influenced by a
turnout manufacturer. Geometry, elasticity and
wheel/rail contact details, on the other hand, fall
under the direct purview of the manufacturer.
These are the levers that must be manipulated to
optimize performance.
Conventional heavy haul switch designs with high
entry angles and rigid bracing generate numerous
problems. High angles of attack create a situation
in which wheels strike the switch blade rather than
being steered or guided. This results in high
wheel/rail forces, plastic deformations, wear and
breakouts [2]. Outside stock rail braces are very
rigid and exacerbate the concentration of lateral
loads. As a consequence, service life is extremely
limited.
“Tangential” turnouts which minimize entry angle
and employ a constant radius through the turnout
closure, have been shown to facilitate higher
operating speeds and significantly reduce lateral
forces in the switch area [1], [2]. Further
improvement may be realized by employing
compound curvature through the closure area (a
“clothoidal” turnout)
Figure 3: MBS comparison of various switch
geometries
Figure 3 shows the results of a multi body
simulation conducted on varying switch
configurations [4]. The results clearly illustrate that
impact of improved geometry on creating a more
favourable distribution of lateral forces through the
switch. Peak instantaneous lateral loads can be
reduced by more than 30%.
IHHA 2015 Conference
21 – 24 June 2015
Perth, Australia
Heinz Ossberger Latest stage of evolution:
Senior Vice President Corporate Engineering/ voestalpine VAE Turnouts for extreme heavy haul operations

1.2 FIXED CROSSING WITH BOLTED JOINTS 1.3 HEAVY SWITCH MACHINE OUTSIDE ON
(STANDARD RBM) LONG BEARERS AND RODS BETWEEN
THE BEARERS IN THE BALLAST BED

Figure 5: Turnout with heavy switch

Figure 4: Conventional bolted RBM machine outside on bearers and rods in the
crossing ballast bed
Conventional positioning of drive systems on
long bearers outside the gauge results in an
Crossings encompass the primary point of asymmetric distribution of mass on a long
intersection between through and diverging moment arm. The dynamic response of these
routes. Transitioning wheels across flangeway systems accelerates mechanical wear and
gaps reduces effective contact area and ballast degradation.
consequently elevates stress. Accelerated
wear and break-outs of the nose and wing rails The configuration also necessitates the use of
long drive rods situated in the ballast crib. Not
are typical problems.
only does this subject rodding to high dynamic
Variation in wheel condition also has a huge force and vibration, it precludes maintenance
influence on the performance of a fixed tamping through the switch.
crossing. Transition designs optimized for
nominal wheel shapes typically do not perform 2. INNOVATIVE HEAVY HAUL TURNOUT
well when exposed to significant populations DESIGN
of worn wheels.
Discontinuities created by bolted joints are
also problematic. These areas are prone to
plastic metal flow and spalling. Dynamic
forces tend to loosen bolts and thereby reduce
structural rigidity.
The bottom line for heavy haul operators is
that fixed crossings are an important driver of
maintenance activity: inspection, grinding,
repair welding and bolt tightening.
Figure 6: 1:20 KGO turnout with swing
nose crossing and UNISTAR HR on top of
concrete bearer

IHHA 2015 Conference

21 – 24 June 2015
Perth, Australia
Heinz Ossberger Latest stage of evolution:
Senior Vice President Corporate Engineering/ voestalpine VAE Turnouts for extreme heavy haul operations

In an effort to address the problems describes 2.2 HEAVY HAUL KGO (KINEMATIC GAUGE
in the preceding section, engineers from OPTIMISATION) AS A HYBRID BETWEEN
Europe, Australia and North America have AREMA AND UIC
collaborated in the development of a premium
Conical wheels of a train running along a
heavy haul turnout. A prototype installed in
railway track follow a periodic oscillation,
Australia’s Pilbara region in 2013 has
which can be described by the formula:
performed extremely well under 40 tonne axle
loads. A variant of the design is also being
trialled in North America.
×
(2) = 2 × ×
2×λ
This new turnout design borrows elements of
both AREMA and UIC technologies. Key
features comprise: [ m ] wave length of cyclic motion
· A switch with Kinematic Gauge [ m ] nominal wheel radius (average)
Optimization (“KGO”) [ m ] distance of rail contact points
· A heavy duty swing nose crossing utilizing [ - ] conicity of the wheel
thick webbed rail sections
· An innovative setting and locking system
When a wheel set enters a turnout the
sinusoidal run is disturbed [3] causing the
wheel flange to steers towards the switch
2.1 THICK-WEBBED RAIL SECTION blade. The consequent lateral forces
accelerate switch blade wear.
For conventional heavy haul applications,
AREA 136 lb. rail section with a mass of 67.56
kg/m and a moment of inertia of 3933 cm 4 is
“KGO” design introduces a slight curve in the
the minimum to be used. Upon careful
opposite stock rail (see Figure 8). This causes
consideration and detailed numeric (FEA)
the wheel tread-rail head interface to move
analysis for 40 tonne design axle loads,
outward on the taper of the wheel tread
designers elected to utilize a thick-webbed
decreasing the effective rolling radius of the
AREA 136-TW rail section for switch blades
wheel in contact with the stock rail relative to
and rail elements within the swing nosed
the wheel in contact with the closed switch
crossing. The thick-webbed section is much
point. This desired differences in rolling radii
more robust with a weight of 87.8 kg/m and a
causes the wheel to steer slightly away from
moment of inertia of 4191.6 cm4.
the switch point removing wheel lateral loads
from the closed switch point in the switch entry
area.

“KGO” stock rail curves are calculated using a

propriety design process which considers track
and wheel parameters. Resulting offsets are
generally in the range of 10 to 13 mm and
gauge is slightly increased through in the
switch area [5]. Special marks on the field
side of the stock rail provide guidance for
tamping machines.

Another and perhaps more significant

advantage for heavy haul operators is that
“KGO” accommodates the use of a thicker
switch blade. This provides additional wear
reserve of up to 13mm.
Figure 7: Thick-webbed rail section AREA
136-TW In North America, a modified approach to
“KGO” has been successfully employed. In
those cases, gauge widening has been
achieved by machining the gauge side of the
stock rail rather than bending it.

IHHA 2015 Conference

21 – 24 June 2015
Perth, Australia
Heinz Ossberger
Senior Vice President Corporate Engineering/ voestalpine VAE
Figure 8: Working principle of KGO
2.3 HEAVY DUTY SWING NOSE CROSSING
DESIGN TO MEET 40 TONNE AXLE LOADS
Figure 9: Heavy duty swing nose crossing
with UNISTAR HR on top of concrete
bearer
The extreme requirements of 40 tonne axle
loads necessitated the development of a
completely new concept for the swing nosed
crossing. A thick web rail section 136-TW and
integrated “PIROLL” roller systems and a new
innovative operating mechanism were
introduced.
The feedback from the field installation
confirmed the excellent performance of this
new design concept under extreme loading
and environmental condition with a minimum
of required maintenance.
Latest stage of evolution:
Turnouts for extreme heavy haul operations
2.4 INNOVATIONS WITH DRIVE, LOCKING AND
DETECTION
Drive, locking and detection systems are
critical to the safe and reliable operation of
trains.
Over the last years an evolution process look
place eliminating the deficiencies of
conventional equipment step by step and
ending up with a completely new concept.
2.4.1 STEEL IN-BEARER TO HOUSE RODS
Steel in-bearers [6] have been utilized to
house operating gear such as rodding and
locking. This innovation has been shown to
reduce maintenance requirements and switch
reliability. Figure 10 shows a steel in-bearer
configuration with a conventional switch
machine.
Figure 10: Double in-bearer solution to
house the rods
It is critical that any steel in-bearer system
intended for heavy haul application be
subjected to a detailed numeric (FEA)
analysis. Improper design or detailing can
lead to pre-mature failure and consequent
safety risk.
2.4.2 TORSIONAL BACKDRIVE SYSTEM
Figure 11: Double in-bearer system with
torsion back drive
IHHA 2015 Conference
21 – 24 June 2015
Perth, Australia
Heinz Ossberger Latest stage of evolution:
Senior Vice President Corporate Engineering/ voestalpine VAE Turnouts for extreme heavy haul operations

In turnouts requiring more than one setting
level, the torsional backdrive system is a
robust, cost efficient option for transferring
setting movement to multiple setting levels.
Input force is transmitted through a system of
adjustable connecting rods, drive arms and a
torsion assuring achievement of minimum
flange way between switch and stock rail. The
system can be installed either outside or inside
the gauge.
Key advantages comprise:
· Reliability
· Ease of installation and adjustment
· Little lost motion
· Low maintenance requirements
In order to address the deficiencies of open
external locking systems, a sealed unit
incorporating a spherical locking mechanism
has been developed [7]. Figure 12 illustrates
the locking principle of the fully sealed
“SPHEROLOCK”.
The first SPHEROLOCK was installed in
Australia in 2002 on a heavy haul route in
Queensland. (Figure 13). Since that time, it
has proven to be a reliable, low maintenance
solution. Moore than 1000 units have been
successfully deployed in Australia since then.

Since this system was initially introduced in

North America a decade ago, more than 1000
turnouts have been equipped and are
performing very well.

2.4.3 FULLY SEALED LOCKING SYSTEM

In general, there are two options to ensure that

the switch and stock rail are safely locked in
the desired position when a train is passing:
external and internal locking. External locking
systems are generally regarded to have a
higher safety standard because locking is
applied directly to the switch blade. Internal
locking, on the other hand, relies on the
secure positioning of the switch machine.

Where infrastructure authorities specify

external locking systems, clamp locks have
been used since the last century. Such
systems can be sensitive to environmental
contamination and must be inspected and
lubricated frequently.
Figure 13: First installation of
SPHEROLOCK in Australia

2.4.4 FULLY INTEGRATED SWITCH SETTING,

LOCKING AND DETECTION SYSTEM

Full integration represents the last step in the

evolution of setting and locking systems
(Figure 14). State-of-the-art integrated
systems offer the best performance relative to
maintenance and stability [8].
In the Australian application, the complete
operating and locking mechanism is mounted
on top of the crossing concrete bearers. This
Figure 12: Locking principle of accommodates full tamping throughout the
SPHEROLOCK turnout.

IHHA 2015 Conference

21 – 24 June 2015
Perth, Australia
Heinz Ossberger Latest stage of evolution:
Senior Vice President Corporate Engineering/ voestalpine VAE Turnouts for extreme heavy haul operations

The main advantages of said features are:

· No rods in the ballast cribs to interfere with
tamping.
· The whole turnout consists of concrete
bearers without asymmetric additional
lengths. This eases installation and
improves turnout stability.
· No mechanical rods or drives are required
between setting levels.
· The force transmission to the second drive
and locking point is efficiently done
hydraulically.
· All setting points are locked mechanically
(positive locking) and detected. All setting
and locking points have a second safety
level.
· All setting, locking and detecting hardware
is easily accessible from the top.
· Simple, robust design minimizes the need
for maintenance and inspection.

3. REMOTE CONDITION MONITORING FOR

THE SWITCH MACHINE
Scheduled maintenance is a best practice for
any heavy haul railroad. For roads operating
through remote locations, the ability to
proactively anticipate maintenance can have a
significant positive impact upon efforts to
manage life cycle costs.

Remote condition monitoring of switch

machines allows monitoring of the behaviour
Figure 14: Innovative DLD (drive, locking, of the whole turnout system. Trend recording,
detecting) system, fully turnout integrated, monitoring, failure prediction and pre-warning
installed in Australia are invaluable tools in optimizing maintenance
costs (see Figure 15) and avoiding service
The main features of a fully integrated system disruption.
are:
· The movement is actuated by a hydraulic
power unit sitting independent of the
turnout. This obviates the need for long
“head block” bearers.
· Low profile locking mechanisms are
mounted directly on top of the concrete
bearer between the rails.
· Two (2) setting and locking mechanisms
can be driven by one (1) hydraulic power
unit.
· One (1) setting and locking mechanism is
driven by one (1) hydraulic power unit for
the swing nose crossing. Figure 15: Scheduled versa condition
based maintenance

IHHA 2015 Conference

21 – 24 June 2015
Perth, Australia
Heinz Ossberger Latest stage of evolution:
Senior Vice President Corporate Engineering/ voestalpine VAE Turnouts for extreme heavy haul operations

4. CONCLUSION
Progressive railroads have collaborated with
turnout designers and manufacturers to
develop economical and sustainable solutions
for extreme heavy haul environments.
Moving away from conventional equipment
and methods to new, innovative approaches
has been shown to drive significant reductions
in life-cycle cost and service reliability.

5. REFERENCES:
[1] Megyeri, J.; Bewegungsgeometrische
Ueberlegungen bei der Entwicklung von
Eisenbahnweichen; AET Archiv fuer
Eisenbahntechnik, Vol. 40, 1985, pp. 59-63 (in
German).
[2] Holzinger, R., and Fritz, D.; Entwicklung
moderner Hochleistungsweichen zur
Wahrung der Zukunftschancen der Bahn;
ETR-Eisenbahntechnische Rundschau, Vol.
39, No. 1-2, January-February 1990, pp.71-78
(in German).
[3] Ziethen, R., Benenowsky, S., Kais, A.,
Nuding, E.; Arrangement for Controlled
Guidance of a Wheel Axle or of a Bogie of a
Rail Vehicle Passing over Points; United
States Patent, Patent Number: 4,925,135,
Date of Patent: May 15, 1990.
[4] Klauser, P. E., et al.; Usrer’s Manuel for
NUCARS Version 2.1; Report SD-043 (rev.
9/95), Association of American Railroads,
Pueblo, Colorado, September 1995.
[5] Ossberger, H.; Successful Introduction of
Kinematic Gauge Optimisation (KGO) in
Heavy Haul Turnouts; Proceedings 8th
International Heavy Haul conference 14 – 16
June 2005; p 338 – p344.
[6] Ossberger H.; Bishop G.; LCC-Driven
Innovations for Heavy Haul Turnouts;
Proceedings International Heavy Haul
conference 22 – 25 June 2009; p 379 – p 384.
[7] Stornig, G.; SPHEROLOCK® -
Praxisbericht eines revolutionären
Verschlusssystems; SIGNAL+DRAHT, 2004,
Heft 3.
[8] Sodia, F.; Ossberger, H.; Evolution of
turnouts to low TCO systems; Proceedings
of the AusRail PLUS 2013, 26 – 28 November,
Sydney.

IHHA 2015 Conference

21 – 24 June 2015
Perth, Australia