Aa~ 17a TAMPING TECHNOLOGY Basic Principles for the Tamping of Track Practical Hints and Regulations for Tamping Works englischModification Pages Version Date In charge 1.0 10-2010 - | First version : Copyright © Plasser & Theurer All rights reserved, particularly the right to produce copies, to distribute these copies, as well to translate the ‘work. Without written consent of Plasser & Theurer no part of this work may be reproduced in any form (photocopy, microfilm or other methods) or stored, processed, copied or distributed with the help of electronic systems. englisch{Plasser « Theurer] Plasser Theurer AA-17a 1 CONTENTS . INTRODUCTION... i pases 2. BASIC PRINCIPLES FOR TRACK TAMPING 2.1 WHY IS TAMPING CARRIED OUT? FUNCTIONAL PARAMETERS OF THE TAMPING UNIT. THE PLASSER & THEURER TAMPING PRINCIPLE ASYNCHRONIC UNIFORM PRESSURE TAMPING...... THE COMPACTION PROCESS .. AFFECT OF LIFT ON THE TAMPING PROCESS PRACTICAL HINTS AND REGULATIONS FOR TAMPING .. PRELIMINARY CONDITIONS AND PRELIMINARY WORK LEVELLING AND LIFTING... MACHINE SETTINGS.. REASONS FOR QUALITY DECREASE... IMPROVEMENT OF TRACK QUALITY 27 31 ‘englisch[Plasser a Theurer] ERS rcs AA-17a 4 4. INTRODUCTION . > For the construction or repair of deteriorated track systems with the aid of levelling, lifting, lining and tamping machinery, certain preliminary conditions and the adherence to relevant regulations are essential to ensure successful completion of work. > Due to the different track designs and site conditions it is not possible to list every applicable detail for each application. We have therefore listed only the important basic rules and guidelines for the tamping of plain track and switches, which apply for cases of properly constructed track and work procedure. > It is taken for granted that all necessary safety precautions, preparatory work, and work in progress, will only be carried out by properly instructed, qualified and authorised personnel, under consideration of and strict adherence to, guidelines for track work and instructions for the proper operation of utilised machinery. > We would ask you to pay special attention to the following hints and advice on working practice and to ensure that all personnel affected by the them take due note and adhere to the same. > Disregard, i.e. contravention, will lead not only to unsatisfactory quality and poor durability of work, but also to premature wear or damage to utilised machinery, and will therefore affect the economical viability and operational status. englisch2 AA- 17a {Enoer or Bor easrascn Sree 2. BASIC PRINCIPLES FOR TRACK TAMPING 2.1 WHY IS TAMPING CARRIED OUT? The most important reasons are: > The production of the required heights, i.e. removal of mispositioning, to ensure all conditions for readiness of track system are met. SCHEMATIC REPRESENTATION BALLAST BED ‘TRACK FORMATION englischAA- 17a 3 > The production of evenly compacted, load bearing of sleepers, for better load distribution over several sleepers. (see graphic) INTERACTION BETWEEN BALLAST THICKNESS, FOULING AND DISTRIBUTION OF LOADS IN THE BALLAST BED Ba tes: [ih ocr sepes parce fom de EB soc t aaa BB occistrbution fou batast to IDEAL SITUATION AFTER BALLAST CLEANING ‘SUFFICIENT THICKNESS, GOOD PRESSURE DXSTRIBUTION DESTRUCTION OF THE SUBGRADE QUE TOINSUFFICENT DESTRUCTION OF THE SUBGRADE DUE TO LOAD DISTRIBUTION AS ARESULT OFTHIN LAYER REDUCED DISTRIBUTION OF LOADS CAUSED BY OF BALLAST FOULED BALLAST BLD picture > The production, i.e. re-instatement, of durable track stability, avoiding fast, irreversible decline of quality. pice? englischPlasser«Theurer 4 AA-17a Error on Babrancnne Goelacut mo FUNCTIONAL PARAMETERS OF THE TAMPING UNIT The PLASSER & THEURER tamping technology is realized by an interaction of the following functions adjusted to each other: > Vibration frequency > Tine amplitude > Way of squeezing > Tamping pressure > Squeezing time > Tamping depth > Track lifting englischExot on efvteushne Goetor eM AA-17a 5 THE PLASSER & THEURER TAMPING PRINCIPLE ASYNCHRONIC UNIFORM PRESSURE TAMPING Pressure vibration tamping, using the non-synchronous equal pressure principle. All tamping tines apply the same pressure to the ballast, independent of their movement in the ballast bed. That means an equalisation of the surface pressure on all tines, and allows them to move independently in the ballast bed, equivalent to the resistance. ‘squeezing force fixed pivot to pick up the ‘tamping reaction forces asyncnro- ous squeezing ‘ieRaTON | {sei Only due to directed ‘asynchronous high-pressure tamping the lower ballast layer and the subsoil remain stable and uninfluenced > directed vibration englisch6 AA-17a > For tamping a sleeper the tamping tools penetrate the ballast and perform a closing, "squeezing", movement. On this squeezing movement a sinusoidal vibration is superimposed. The Plasser & Theurer tamping tools work according to the asynchronous tamping principle under equal pressure, with directed, rectilinear vibration and a tamping frequency of 36 Hz. > Equal forces not depending on distance close each of the tamping arms, Therefore, not the distances covered by the tamping tools, but all forces exerted by the tines, are equal. This leads to asynchronous tine movements and all areas tamped by the individual pairs of tines are consolidated equally picture (Duomatic fmping 100) englischLIFES SPS ite oot en baveacnasare Comte AA- 17a z THE COMPACTION PROCESS > v > > The tamping tools are submerged in the ballast and, with the aid of a closing motion directed towards the sleeper, supports a sinus-shaped swinging motion. The co- ordinated movements of frequency, amplitude, support speed and closing force of the tamping tools determine the stabilising quality (compaction) of the ballast. Detailed studies have proven that the = frequency and the amplitude of the oa ee superimposed vibration have a |... substantial influence. Wr The diagram shows that a frequency in. | Sten” the area of 35 Hz and an amplitude 10 of 5 mm will result in an even and forceful uplift action. 0 8 16 25 €F 50 60 70 a0) FREQUENZ (Hz) ‘tatty tack nage epecing on among Tacueney ‘Pewmtesionefsrac tale x3 nrsanonieon Another factor may be derived from —se75p the investigation of the service life of 20 tamping under dynamic load. Frequencies below 35 Hz allow to achieve lasting lifting, but only at frequencies around 35 Hz ballast deformation is minimized. In this way maximum stability of longitudinal track level -by means of tamping - is achieved. Furthermore, low vibration frequencies unnecessarily impede FREQUEN (tz) ballast penetration by the tamping sumavomsm manana ie ives Sie Sieber Pachter te carte sn ‘este pare aormaton| THIS RESULTS IN THE FOLLOWING CENTRAL ISSUE: THE OPTIMUM TAMPING FREQUENCY IS 35 HZ. PLASSER & THEURER tamping units work at this tamping frequency. englisch[Plasser « Theurer] 8 AA-17a Plasser« Theurer rr tecanacine Gate nat Ballast consolidation by impulse as a result of squeezing speed and tine amplitude. A short impulse leads to ballast consolidation ‘Squeez movement Backward movement of tamping tine tine ampliude ‘The tine reaches the ballast line cycle of tamping frequency (G5 Hz) > Suitable power and timing is required for the re-layering and reforming of the ballast bed structure. The compaction energy during the tamping process is applied during the short phase of the support movement of the tine and is carried over with a short power blast of the positive sinus half-shatt (see diagram top) > Tamping depth, squeeze time and squeeze pressure are all influential working parameters, which are particularly important to match the tamping process to the individual track conditions. englischAA-17a 9 AFFECT OF LIFT ON THE TAMPING PROCESS > A further and very important requirement for the even compaction process is the lift, which precedes the tamping. The lift creates voids under the sleepers, which enables the ballast bed to form a new structure. [mm] AMPL.: 4-Smm ut SLEEPER -10-}-- SETTLEMENT SLEEPER > No lift, or insufficient basic lift, prevents a satisfactory structure, and also does not permit an effective re- arranging of the ballast and will lead to very unevenly compacted sleeper beds and can even lead to the feared “centre bound sleepers’. (see picture 8) ploure 8 englisch10 AA-17a > Too large a lift cannot (even after repeated tamping manoeuvres) produce an evenly compressed, load limited working area of the tamping instruments. (see picture on the next page) pieure 20, Additional three-point lifting unit for switches pioture 21 englischLERSra ities ‘Taper von Bannbouraachnon Gecaechat mbH AA- 17a 411 > In such cases, several lift and tamping procedures and additional ballast will be required to build up the required height of ballast in several layers. Lifting value before tamping after tamping consolidated sleeper bed ‘englischGES AA-17a Jee Tamping Pressure > When using the asynchronic pressure- Hydraulic tamping pressure gauge vibration tamping method, the work process is only finished when the pre- set tamping pressure (squeeze pressure) is reached —_ (tamping pressure = conducting of tamping pressure values to ballast front = compaction). Optimal — tamping pressure values are between 115 125 bar. (H10X) (141 PLASSER & THEURER tamping units allow the adjustment of the units to the tamping pressure of the individual ballast conditions. Squeeze Time > To make the necessary tamping Squeezing time setting potentiometer pressure effective, |= a minimum squeeze time is required. The optimum duration, depending on ballast conditions, will lie at around 0,8 to 1,2 seconds. Squeeze times can be pre-determined on PLASSER & THEURER tamping machines and are integrated into the control mechanism, so that even tamping cycles produce even compaction. englisch AINIM AY aweCope rn eimrmncanen teh a AA-17a 13 Tamping Depth > The tamping depth has a great practical influence on the compaction of the ballast under the sleeper. At too narrow a depth, the tine will press the ballast stones against the sleeper flank, no compaction will be achieved, however, damage will be caused to sleepers and tamping tines. Too great a depth will lead to uneven and incomplete compaction. The optimum range lies, depending on grain size, at 15-20 mm free space between top of tine and bottom of sleeper. > The PLASSER & THEURER tamping depth regulation can be adjusted for all permanent way designs with the input of building height and will be controlled via the depth display reading englisch[Plassers Theurer] 14 AA-17a LIFESea i ee Bot en aanamaesin Gontaoa RET Track Lift > The lift does not only influence the track position, but also the production of an evenly compacted sleeper support surface. > The following therefore applies: Without lift, no track positioning improvement, and following that, no improvement of track stability only through tamping. PLASSER & THEURER tamping machines are equipped with proportional levelling and lifting controls, to enable all required positioning detail work to be carried out. englischLIFES ra it tee ‘or von Bavibumascnnan Gesalecaf MDH AA-17a 15 PRACTICAL HINTS AND REGULATIONS FOR TAMPING PRELIMINARY CONDITIONS AND PRELIMINARY WORK Removal of Faults > Faults in the track material are to be removed before the machine commences work, for example > Replacement of wom or faulty im fastenings and re-instatement of rail [oo tension. > Regulation of track gauge. englisch16 AA-17a > Pre-treatment of joints. > Welding and grinding treatment of fii faults on rails, joints, low obtuse crossings, etc. ; B englischL2EESPS Tee Sporn babemncine Sted EN AA-17a 17 > Exchange of faulty sleepers. > Cleaning of trenches. englischERS ra its 18 AA-17a ‘rbot Somtoncinan Gast > Removal of further faults on ballast bed and sub surface. ———— eS ep drainage wai pt englischee AA-17a 19 Preliminary Measurement > To determine the top and lift, suitable e.g: fixed points measuring device preliminary measurements should be carried out. englisch(eSSrait ee 20 AA-17a Depo vn borenascnnen Goolachat Ballast Requirement > The requirement of additional ballast is to be calculated whilst taking any apparent lifts into consideration. Additional ballast is to be added, or ploughing to be carried out accordingly. The use of a laser controlled ballast profile measurement system allows to define the ballast quantity exactly. englischES ites spor ro ahnboumaschnen Goselchah mH AA-17a 21 Removal of Obstacles Before work commences, tamping obstacles are to be removed, for example: v Electric rail contacts in the sleeper areas. Magnetic rail contacts. Wheel sensors. Indusi-magnets. Overheating sensors. Level crossing fitments, etc. Obstacles which can not be removed should be marked clearly to avoid accidental damage. englisch[Plassers Theurer] 22 (FES ai ee Dest en bavenermcnen Colonel Machine Readiness: The technically immaculate condition of the utilised machine should be assured. The following is particularly important: > Wor tamping tines should be replaced. (Garaping te with ar-around arvourng) Wear and tear on the tines plates should not exceed the prescribed maximum (max. 20% of original size). The amplitudes of the tamping tools must ‘not be reduced due to worn bearings. The tamping pressure settings should be equal on both sides. > The tamping depth regulation should incorporate equal cut-off points on both sides. englischEeraits Spr bcmechne Grr > The measurement and recording equipment should be zeroed and set exactly. > The machine must not have any leaks (danger of environmental pollution). > All safety mechanisms must be complete and functioning correctly, AA-17a 23 englisch24 AA-17a ‘spor on Behtaarachin Gola LEVELLING AND LIFTING > As previously described, the lift has an important influence on the correct positioning, tamping quality and stability. > Satisfactory work results will only be achieved when the following ground rules are adhered to: Total Top Level: > When setting the levelling element it is important to remember that sufficient lift should be achieved even for the highest point in any measured range, to achieve a good overall top position. Faults in the relevant top measurements, especially when determining the highest points, should be taken into consideration. > If a rail lying opposite to the measured rail lies too high, this additional height should be added to the calculation of the total lift requirement and also any lifts in between such points. v When determining the basic lift it is to be remembered that the sleeper will be lifted in its entire length. The tipping of a sleeper over one end is to be avoided. Tilted sleeper, after load Switch under load englischAA-17a 25 > It must be ascertained that sufficient voids will be constructed under the middle of the sleeper with each lift in order to eliminate “centre bound sleepers”, and to avoid any tendency of sleepers to ride up in the future. > It should further be considered, that the tamped rail will be lowered under subsequent loads, i.e. that the should be lowered under controlled conditions with the aid of a dynamic track stabiliser (DGS), to raise the lateral stability. Working principle of the dynamic track stabiliser Vertical static load Unbalance gearbox Horizontal vibration Press-down roller Horizontal vibration Basic Lift > At the highest point of the measured area the lift should consist of at least 10 mm PLUS the calculated additional height error. The basic lift at the marked points is to be determined accordingly. > From experience, we know that only this measurement principle will result in good top positioning with durable tamping quality. englischERSea it et 26 AA-17a ‘oar von tbaameschren Gasuechat MDA Ramps > For the connection between existing and newly constructed top position, or the other way around, a crossing as fiat as possible (at least 1:1000) is to be constructed Run-in ramp > The lift adjustment should commence from zero and run across the whole length of the ramp according to its level. The construction of a decline interchange at the end of the ramp (by setting of an appropriate extension of the ramp decline) is not usually necessary. With the continuing adjustment of actual lift values the ramp end will be automatically rounded out. Exceptions to this guideline are ramp end points which are to be retained as fixed points. Run-out ramp > To be constructed in effect as above, apart from a reduction of the lift at the connection point to the old rail system, that will result in an absence of lifts in the run- out (minus adjustment). englischAA-17a MACHINE SETTINGS Tamping Depth > For lowered tamping units, the distance between the upper edge of the tamping tines and the lower edge of the sleeper should be between 15- 20 mm. The tamping depth should be equal on both sides. The control mechanism should be set so that the support will be activated at least 10 to 20 mm before the tamping depth is reached Tamping Pressure 27 To achieve the correct tamping pressure values for an individual surface condition, proceed as follows: Observe the support motion of the tamping tools and the resulting tamping process. If the tines shafts are in constant contact with the sleeper flanks, the tamping pressure, and maybe the tamping time as well, is set too high. englischAA- 17a If flow of ballast at the sleeper ends can be clearly seen during the squeezing movement, the tamping ) pressure is also too high. > If no squeezing movement, or only slight movement, is observed, the tamping pressure is too low. > The tests, which are carried out to determine correct tamping pressure, should not all be carried out on the same sleeper, as repeated tamping distorts the result. Equal tamping pressure settings on both sides must JJ be ensured. Check the tamping pressure gauges > On averagely good ballast the re- working with a tamping pressure of between 115 and 125 bar will achieve optimal compaction. For new applications, the pressure should be reduced to between 95 and 110 bar. englischAA-17a 29 Squeeze Time > For tamping of ballast the squeeze time should normally be set at 1,2 seconds per application. For new applications (with loose layering) shorter times will suffice, however, you should not be below 0,8 seconds. EXECUTION OF WORK Working Speed Individual processes in the work cycle are to be adjusted to the relevant conditions on site. The following is to be taken into consideration: > Speeding up and slowing down of the machine will depend on the contact friction between wheel and rail, and this in turn depends on the surface type of the rail. Wet, rusty or oily rails tend to cause the wheels to turn excessively (slip), and cause the blocking of wheels when braking. Accelerating away and braking are carried out hydrostatically, and can be affected. > The adjustment of acceleration can be set with the help of the throttle, so that no wheel-spin will occur, as otherwise high wear will affect the wheels and skid marks will be caused on the rails. > The brake pressure is to be adjusted to avoid the blocking of wheels, also the creation of flat points and skid marks. The work cycle is to be controlled as follows > the tamping unit should only be submerged into the ballast bed when the forward movement of the machine (ie. 09-satellite) has stopped completely. > the tamping tools should be submerged as centralised as possible. ¥ Disregard of this regulation will lead to negative consequences for track and machine (for example dislocation or damage of sleepers, insufficient tamping, broken tines, damage to tamping unit and associated materials, etc.) englisch30 AA-17a Tamping of Switches » The top position of a switch will in general be determined by the overall height measurements of the most used rail (main rail). The most used rail will therefore be the first to be tamped. The determination of the lift, especially in the area of the longest sleepers, is of vital importance here. The following applies here: > The use of the additional three-rail lifting device allows to lift the third rail in the area of long sleepers at the same time as the main rail. In this way precise liffing and lining of heavy sleepers is guaranteed. > In extreme conditions (for example for double-crossing switches. etc.), universal machines (such as the 08/09-4S) can be used and the tine can be swung away to the side. englisch[ Plasser « Theurer] (JETS ae AA-17a 31 REASONS FOR QUALITY DECREASE: > Increasing deterioration of track geometry has several reasons, which may occur individually or in interaction with others. Such reasons are, e. g. > Dynamic and static influences as a result of operation (vertical and horizontal forces, differing wheel pressures, unequal running properties etc.) ture 7 > Track geometry values exceeding allowances; particularly short-waved and heavily changing defects. > Sleeper cavities and slanting sleepers. englisch32 AA-17a > Insufficient ballasting. > Defective rail and fastening material (rail form defects, corrugations, skid marks, incorrect height of joints, bent rails, loose joints and fastenings etc.) pleure plore 10, pure 17 englischSeana oot AA-17a 33 > Defective sleepers (rotten wooden sleepers, broken or crumbled concrete sleepers, rusted through or bent steel sleepers etc.) pioure 13, > Minor ballast quality (soft rocks, inadequate size of grain, loose ballast, mixed ballast etc.) > Contaminated ballast bed (rubbed off particles, precipitations, washed-in, choked ballast etc.) > Defective substructure (defective subgrade, settlement, lifts, water pockets, insufficient drainage, frost damages etc.) englischi ce IMPROVEMENT OF TRACK QUALITY A levelling, lifting, lining and tamping machine (see figures below) may effectively remedy only the consequences of the reasons mentioned above, provided further requirements are met. All other defects have to be repaired by adequate measures fo be taken before operation of the tamping machine, otherwise no satisfactory tamping quality and, consequently, no long service life, may be expected. 08-3K three-sleeper taping preture 28 (08-3x Dynamic) englisch