AA – 17a engl.

TAMPING TECHNOLOGY

Basic Principles for the Tamping of Track

Practical Hints and Regulations for Tamping Works

 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.

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CONTENTS

1. INTRODUCTION.......................................................................................................1
2. BASIC PRINCIPLES FOR TRACK TAMPING ..........................................................2
2.1 WHY IS TAMPING CARRIED OUT? ........................................................................2
FUNCTIONAL PARAMETERS OF THE TAMPING UNIT .........................................4
THE PLASSER & THEURER TAMPING PRINCIPLE ...............................................5
ASYNCHRONIC UNIFORM PRESSURE TAMPING.................................................5
THE COMPACTION PROCESS................................................................................7
AFFECT OF LIFT ON THE TAMPING PROCESS ....................................................9
PRACTICAL HINTS AND REGULATIONS FOR TAMPING....................................15
PRELIMINARY CONDITIONS AND PRELIMINARY WORK ...................................15
LEVELLING AND LIFTING ......................................................................................24
MACHINE SETTINGS .............................................................................................28
REASONS FOR QUALITY DECREASE:.................................................................33
IMPROVEMENT OF TRACK QUALITY.................................................................. 36
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1. 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.
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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

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The production of evenly compacted, load bearing of sleepers, for better

load distribution over several sleepers. (see graphic)

picture 1

The production, i.e. re-instatement, of

durable track stability, avoiding fast,
irreversible decline of quality.

picture 2
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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

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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 squeezing
force force

fixed pivot to pick up the

tamping reaction forces
asynchro-
nous
squeezing

Only due to directed

asynchronous high-pressure
tamping the lower ballast layer
and the subsoil remain stable
and uninfluenced

tamping reaction force

directed vibration
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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 35 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 tamping tool)

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THE COMPACTION PROCESS

Stability of track
The
heighttamping tools are submerged in the ballast and, with the aid of a closing motion
depending on
directed
tamping towards the sleeper, supports a sinus-shaped swinging motion. The co-
ordinated movements of frequency, amplitude, support speed and closing force of the
frequency
source: Dias.
tamping
TU-Graz tools determine the stabilising quality (compaction) of the ballast.

Detailed studies have proven that the

frequency and the amplitude of the
superimposed vibration have a LIFT
substantial influence. SLEEPER

SETTLEMENT
The diagram shows that a frequency in SLEEPER

the area of 35 Hz and an amplitude

of 5 mm will result in an even and
forceful uplift action.

Stability of track height depending on tamping frequency

source: Diss. TU-Graz Fischer, Johann: Influence of frequency and amplitude on
the stabilisation of surface ballast, 1983.

Another factor may be derived from

the investigation of the service life of
tamping under dynamic load.
Relative plastic deformation

Frequencies below 35 Hz allow to

achieve lasting lifting, but only at
frequencies around 35 Hz ballast
deformation is minimized. In this way minimum
maximum stability of longitudinal track deformation 380 changes
of load
level –by means of tamping - is
achieved. Furthermore, low vibration
frequencies unnecessarily impede
ballast penetration by the tamping Ballast deformation under dynamic load
source: Diss. TU-Graz Fischer, Johann: Influence of frequency and amplitude on
tines. the stabilisation of surface ballast, 1983.

THIS RESULTS IN THE FOLLOWING CENTRAL ISSUE: THE OPTIMUM TAMPING

FREQUENCY IS 35 HZ.
PLASSER & THEURER tamping units work at this tamping frequency.
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Ballast consolidation by impulse as a result of squeezing speed and tine amplitude.

A short impulse leads to ballast

consolidation
Squeez movement
Squeez movement Backward movement of
tamping tine

tine
ampliude

The tine reaches the ballast

line

cycle of tamping frequency

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-shaft (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.

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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.

LIFT
SLEEPER

SETTLEMENT
SLEEPER „liquefaction“

of ballast

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)

picture 8
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Too large a lift cannot (even after Lifting and lining unit
repeated tamping manoeuvres)
produce an evenly compressed, load
bearing ballast structure, due to the
limited working area of the tamping
instruments. (see picture on the next
page)

picture 20

Additional three-point lifting unit for switches

picture 21

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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

sleeper
cavity

consolidated sleeper
bed
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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.

PLASSER & THEURER tamping units Tamping pressure setting potentiometer

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.

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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.
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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.

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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 worn or faulty

fastenings and re-instatement of rail
tension.

Regulation of track gauge.

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Pre-treatment of joints.

Welding and grinding treatment of

faults on rails, joints, low obtuse
crossings, etc.

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Exchange of faulty sleepers.

Cleaning of trenches.
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Removal of further faults on ballast ballast
bed part of a standard cross
bed and sub surface. formation
protective section
layer

geotextile
drain

railway
pole with
fundament
deep drainage
with pit

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Preliminary Measurement

To determine the top and lift, suitable e. g.: fixed points measuring device
preliminary measurements should be
carried out.
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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.

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Removal of Obstacles

Before work commences, tamping

obstacles are to be removed, for example:

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.
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Machine Readiness:

The technically immaculate condition of the utilised machine should be assured. The
following is particularly important:

Worn tamping tines should be

replaced.

(tamping tine with all-around armouring)

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.

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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.
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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.

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

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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
26 AA – 17a

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.

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Ramps

For the connection between existing and newly constructed top position, or the other
way around, a crossing as flat 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).
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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

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.

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 AA – 17a 29

If a 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
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.
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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.

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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
(i.e. 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.).
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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 lifting 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.

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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.)

picture 7

Track geometry values exceeding allowances; particularly short-waved and heavily

changing defects.

Sleeper cavities and slanting sleepers.

picutre 8
34 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.)

picture 11 picture 9

picture 10

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Defective sleepers (rotten wooden

sleepers, broken or crumbled concrete
sleepers, rusted through or bent steel
sleepers etc.)

picture 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.)
36 AA – 17a

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 to be taken before operation
of the tamping machine, otherwise no satisfactory tamping quality and, consequently, no
long service life, may be expected.

Three-sleeper tamping machine: Tamping express 09-3X 09-3X three-sleeper tamping

picture 26 (09-3X Dynamic)

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