Rainer Wenty Innovations in Mechanised Track Maintenance

Plasser & Theurer

INNOVATIONS IN MECHANISED TRACK MAINTENANCE

Rainer Wenty
Mechanical Engineer, EURAIL-ING
OEVG (Austrian Society for Traffic Science), VDEI (Association of German Railway Engineers)
Plasser & Theurer, Austria

SUMMARY

The first track maintenance machines were designed as prototypes in the 1930’s but it was only in the
late 1950’s that such machines were actually produced in factory production runs. These tamping
machines were about 9 metres long and weighed about 20 tonnes. Today, the largest tamping
machines are 45 metres long and weigh up to 170 tonnes. Machines for other track maintenance
operations are up to 270 metres long and weigh 1,000 tonnes. The output of tamping rose from 300
m/hr to 2.5 km/hr. This impressive development is based on the needs of the railways to optimise their
operation.

The demands for work quality and the heavy track construction of today make the usage of high
capacity machines, indispensable. The robust machine frames are a basis for high work accuracy and
so is the work algorithm of fast machines for maintenance quality. For every maintenance task there
are machines of different design and sizes available. For example, for tamping, the range is from two-
axle machines with about 30 tonnes overall weight to high capacity bogie supported machines in three
or four sleeper tamping mode. The art of the engineer is to select the right machine size for a given
task. Often methods with initially low cost turn out to cause high follow up cost because the lack of
precision and durability of the result.

Examples of Innovation in mechanised track maintenance are multipurpose machines for track and
turnout tamping, ballast cleaning and track renewal which integrate a number of functions in one
machine system; automatic sleeper distance scanning systems for tamping machine control and
automatic adjustment of tamping tools; new methods of track stabilisation; ballast-, formation- and
drainage rehabilitation technologies.

The use of high capacity machines to achieve high quality of work results in cost optimisation and is
definitely not a luxury but a demand by today’s railway track infrastructure industry.

machines were about 9 metres long and

1. THE DEVELOPMENT weighed about 20 tonnes. Today, the largest
tamping machines are 45 metres long and
The first track maintenance machines were weigh 170 tonnes (Fig. 1). Machines for other
designed as prototypes in the 1930‟s but it was track maintenance operations are up to 270
only in the late 1950‟s that such machines metres long and weigh 1,000 tonnes.
were factory produced. These tamping Therefore, since the introduction of tamping

Figure 1: Machines in 1953 (left) and in 2011 (right)

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

machines in the 1950‟s, the size and output of The next step was the introduction of the
the machines have changed dramatically. The Universal Tamper in 1968 (Fig. 3). The
main driver of the development was on the one arrangement of heavy tamping, lifting and
hand the demand to better utilise working lining units in front of the first axle caused very
windows between rail traffic, on the other hand heavy impact to the front axle especially whilst
higher working precision and longer lasting the machine was in working mode. Therefore a
work output results were the goal. The change in design was introduced; with the
development from tamping machines in the Universal Tampers now having the lifting,
range of 10 tonnes to high capacity machines slewing and tamping units positioned between
of hundreds of tonnes or greater reflects the axles. The advantage for the user was:
technical necessities to meet such demands.  Distribution of axle loads was more
even;
1.1 Two Axle Tamping Machines  Machine was more stable in working
The first hydraulic operated track tamping mode;
machine was introduced in 1953. This marked  Stability during working mode resulted
a new approach where modern technologies in better track geometry;
were used to increase work quality, output and  The machine could be attached to
operating comfort. The two-axle machine had a other vehicles at front and rear end.
3.5 metre wheel-base and an overall length of Further advantages of the new design:
about 9 metres. Its tamping units were located  Axle-base was increased to 8 metres;
between the axles and the levelling and lifting  Total length was only 11.5 metres;
of the track was undertaken manually.  Total weight was only 16 tonnes.
The above listed advantages of this new
In 1960 the next big step was to integrate more compact design were obvious; and it therefore
than one work operation into one machine. became state of the art in the whole track
The combined lifting, levelling, and tamping machine industry. With this design it was
machine marked a breakthrough in machine possible to adapt the machine concept to the
maintenance of tracks. The machines now demands of the track, resulting in machines of
were built on a cantilever design; where the optimal size and functions.
tamping and lifting units were positioned ahead
of the front axle. This design was retained until
the end of the sixties. More and more work
functions were incorporated into the machines,
especially those of track lining. However, this
resulted in problems when distributing the
reaction forces of the track lifting and slewing
process and thus to balance the machine due
to its short length and relatively low weight. Figure 3: Machine in ”compact design“
Therefore a new machine generation was
introduced in 1967 – the SLC (Super Lining 1.2 Four Axle Tamping Machines
Control) series. These machines had a wheel-
When Universal Tampers were introduced on
base of 7 metres, and a total weight of 32
the world market in 1968, the track standard of
tonnes. The middle part of the machine was
main lines was 40 to 45 kg/m rails and wooden
elevated to provide improved operator visibility
sleepers, train speeds were 60 to 100 km/h,
during travel (Fig. 2).
with just a few exceptions. In the early 1970‟s
increase in traffic volume and traffic loads
caused the demand for heavier track and
better use of track possessions. The answer in
machine design was the four-axle tamping
machine (Fig. 4).

The larger axle spacing increased the lifting

capacity. The main frame of the machine had
standard railway vehicle characteristics, so the
machine could be transported within standard
train consists. That enabled faster circulation
or transfer within densely used railway
Figure 2: Tamping machine with integrated networks. The undercarriage with two-axle
track lining bogies improved the ride quality, so generally
higher speeds could be achieved; the benefit

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

was faster travel to and from the worksite and sleeper tamping. Australia was amongst the
therefore optimal use of the track possessions. first countries where this new technology was
In 1980 the next generation of such machines applied. 2005 brought the introduction of the
already weighed about 47 tonnes and had a four sleeper tamping machine, which at the
bogie pivot spacing of 11 metres. Again the time was the fastest and largest machine of
reason to change to a larger design was the this type, with a working speed of 2.5 km/h, a
continuously growing traffic and large scale mass of more than 170 tonnes and a total
use of heavier track design as UIC 60 rails and length of nearly 45 metres (Fig. 1 - right).
concrete sleepers.
2. TODAY‟S DEMANDS ON TAMPING
MACHINES AND TRACK GEOMETRY
CORRECTION

2.1 Machine Design

In the sixties the typical mainline track had rails
of 40-50 kg/m and wooden sleepers; whereas
today the rail size is 60 to 70 kg/m and the pre-
stressed concrete sleepers weigh up to 400
kg. The weight of a 10 metre track panel rose
from about 2.5 tonnes to between 6 to 8
tonnes. At the same time annual traffic
Figure 4: Four-axle tamping machine design
increased from a few million tonnes pa to more
than 100 million tonnes pa on heavy haul lines.
1.3 Multi Sleeper and Continuous Action Also line speeds have increased from a typical
Tamping 120 km/h to 160 km/h on standard lines and
more than 300 km/h on high speed lines. The
The first leap in increasing tamping speed was
machine design of today is the answer to this
in 1965 when the Duomatic Tamper – the two
growth.
sleeper tamping machine was introduced with
a tamping capacity of 800 m/hr. The Duomatic
2.1.1 Frame Design
principle was subsequently applied within the
four axle machines. By refining the work The reaction forces of tamping and lifting
process, work speed could be raised to 1,200 cause deformation of the main frame of the
m/hr. Due to further traffic growth, track machine during every tamping cycle. To
maintenance machines had to become even demonstrate the difference between light and
faster in output. Therefore in 1984, Continuous heavy frame design, Plasser's test department
Action Tamping (CAT) machines were measured such frame deformation on two-axle
introduced. The average output of such machines of lightweight design and on four-
axle machines of the 08 U series (Fig. 6).

Figure 5: Continuous action tamper

machines was about 30% higher than that of
cyclic action machines; but they were also Figure 6: Machine 1 –Lightweight design
larger. A four axle “09-32 C.A.T.” which with 27 tonnes total weight, Machine 2 –
tamped two sleepers at a time had a total heavy design with 47 tonnes total weight
weight of 68 tonnes and a bogie pivot spacing
of 12 metres. In Australia the first successful The difference in frame deformation was found
operating continuous action tamping machine to be significant (Fig. 7). Under heavy lifting
was the one sleeper version, a “09-16 C.A.T.” conditions the frame of the lightweight machine
(Fig. 5). would therefore be expected to wear out
quickly by fatigue. The higher deformation of
In 1996, a further 40% increase in output was the frame during lifting also has a negative
achieved due to the introduction of three- influence on the accuracy of the work output.

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

Therefore for heavy track work applications, a overstressed, the result will be lasting rail
heavy frame design was therefore deformations or even broken rails.
recommended as being required. Such heavy
frames are now standard on Plasser machines.

Figure 9: Lifting value versus rail tension at

different axle distances

Figure 9 shows the rail stress over the axle

Figure 7: Frame deformation measurement spacing at certain lifts. The machines are
actually capable to carry out track lifts of up to
2.1.2 Axle Spacing 15 cm in physical terms, however when
carrying out production tamping on high quality
The lifting action which takes place between tracks their lifting operations should be
the front and the rear axle causes rail restricted to 10 cm per pass (as compaction of
deformation. With a larger axle spacing the the ballast under the sleepers is insufficient if
bending moment “line” of the lifted track the lift is too high). With a lift being limited to
becomes smoother and less stress is produced 10cm, and with 10 to 12 metre axle spacing,
in the rails (Fig 8). the rail tension can be kept well within the EN
Standard. The inner axle spacing of four-axle
continuous action machines is 12 metres, and
therefore such high lifts can be carried out
without overstressing the rail (Fig. 10).

Figure 8: Difference in bending line of track

with short and long axle spacing

Therefore, lifting of heavy tracks demands that

a long axle spacing be built into the machine.
Decisive for a positive effect is the distance Figure 10: High track lifting capacity
between the lifting unit and the front axle as
rail bending takes mainly place between those 2.1.3 Working Speed versus Working
two points. Shifting the rear axle to the back Accuracy
(shown in light grey at the left side in Fig. 8) The development of two, three and four
does not contribute to stress relief, therefore sleeper tamping machines in continuous action
the rear axle should be placed as near as mode has increased tamping speeds to more
possible to the tamping unit. than 2.5 km/h. But what has been the effect on
the accuracy of their work output? Even since
The stress on the rails during lifting has to be the development of Duomatic machines it was
kept within certain limits. On rails with a grade noticed that the accuracy of the track geometry
2
of 90 kN/cm , (refer to the European Standard behind the machine was generally higher than
ENV 14033-1 – “Railway Applications / Track – with single sleeper tampers. The introduction
Demands on Commissioning of Construction of three-sleeper tamping machines raised the
and Maintenance Machines”) requires a track quality even higher. In 2001, three years
2
maximum stress of 45 kN/cm during the after the introduction of three sleeper tamping
levelling and lifting process. If the rails are machines as standard practice on all main

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

lines in Austria, Dr. Gerard Presle, Head of Earlier trials with designs where only the
Track Technology of Austrian Railways quoted tamping unit was cyclic, and the lifting-lining
that “the average track quality had been unit was moving continuously, revealed that no
increased by 20% compared to the years satisfactory track geometry could be achieved;
before, when two sleeper tamping machines as the continual change of position of the lifting
were standard”. Austrian Railways use a unit did not allow the track to be fixed in its
“dynamic” Track Quality Index based on track final correct position by tamping.
geometry measurements which are integrated
over the line speed. A comprehensive track The high initial quality which can be achieved
data base, which was implemented in the mid with continuous multiple sleeper tampers
1990‟s, enables the analysis of such trends in results in reduced track maintenance effort
the Track Quality Index. The reason for the having to be imparted into the track structure,
increase in quality is that multi-sleeper tampers due to the use of a continuous-action tamping
have a smoother lifting action because a larger machine.
panel is lifted at every cycle and the axle of the
tamping satellite is resting on the track which is 2.2 Precision of Track Geometry
already lifted and tamped, so it cannot be The relationship between track quality and
moved again by the following lifting process dynamic axle forces is evident. Errors in track
(Fig 11). geometry cause dynamic forces when trains
pass over them and these forces in return
amplify geometric irregularities.

At the Heavy Haul Conference in Beijing,

1
1993, Rießberger showed the relation
between track quality and dynamic axle forces,
based on the track calculation model of
German Railways as developed by
2
Eisenmann and applied by DB (German
3
Rail) . At the next conference in Capetown,
1997, R Chopra and A Krishan of Indian
4
Railways presented a field study based on
this. The conclusion of both papers was to
keep track forces low by high quality track
standard. Low track forces also mean to have
low dynamic reaction forces on the wheels and
Figure 11: Positive effect of multi-sleeper thereby on the rolling stock.
tamping
With the increase in axle loads more attention
Another important factor for the accuracy of the is being made by the track maintainer to the
work of continuous-action tamping machines is elimination of track geometrical errors of longer
the separate under-frame for the work units. wavelengths. Also the absolute position of the
During the lifting, lining and tamping process track becomes more important within curves. If
all work units involved must rest at the work the track moves from its original position over
area. The tamping, lifting and lining units are the time, the rail stresses change. This is
therefore mounted on a “satellite” which moves particularly important on curves where any
in a cyclic action while the machine itself increase in compression stress within the rails
moves forward continuously (Fig. 12). increases the risk of track buckling. Wherever
passenger and heavy haul freight traffic is
Separate
envisaged, precise track geometry is an
underframe absolute must for the track maintainer.
(blue)

2.2.1 Smoothing Method

The compensation (smoothing) method is still
the most applied geometry correction method
used in tamping machines. For leveling, the
front reference point of the leveling system
Figure 12: Satellite of the continuous action
runs on the uncorrected track, with the rear
tamping machine
reference point running on the corrected track.
The leveling sensor in-between (near to the
lifting unit of the machine) controls the lifting

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

process. Errors in the longitudinal level are mostly mounted on the overhead electrification
reduced by a factor, depending on masts. A track survey car like the “EM-SAT”
configuration of the measuring system and the provides fully mechanised measurement of the
wavelength of the error. Mathematically this actual track geometry using laser reference
error reduction process is described as the chords. The recorded data and the calculated
“transfer function” of the measuring system. correction values are displayed on a computer
After repeated application of smoothing screen in a similar manner as on the on-board
leveling and lining, the track will develop screen of the tamping machine and these can
remaining errors of longer wavelengths and be reprocessed by the tamping machine, as is
loose its design geometry, a situation which is necessary. Electronic transmission of data to a
unsatisfactory for high capacity traffic. tamping machine equipped with an automatic
guidance computer guarantees the highest
2.2.2 Precision Methods level of precision and at the same time
To correct long wave errors or bring the track prevents any transmission faults which can
back to its design geometry, additional external occur during manual measuring.
inputs to the on-board measuring systems are
necessary. 2.3 Selecting the Suitable Correction
Method
The development of on-board track geometry The pattern of track geometry errors
computers like the “Win-ALC” (Fig 13) was first determines the mode of correction (Table 1):
aimed to enable automatic work-mode in all
forms of curves, as well as also allowing the Appearance of Errors and Correction
input of any design data required. Methods
Pattern Correction
The computer system also includes the “factor Method
algorithm” for compensation of long wave Single spot
errors. The first part of the process is a Spot tamping
error
recording run which is performed by the Frequency of
Regular
machine. The software then recalculates the appearance Repeated
(scheduled)
recorded levelling and lining values by appearance
maintenance
considering the transfer function of the Rail
measuring system. By this process, also long 1 – 3m
straightening
wave length errors (of up to 60 metres) can be Smoothing
eliminated. Wavelength 3 – 20m
tamping
of errors
Absolute
20 – 100m correction
tamping
Table 1: Failure correction methods

2.4 Dynamic Track Stabilisation

In many countries dynamic track stabilisation
has become a proven and essential part of the
track maintenance strategy. The reason for its
introduction on many railways was to recover
the horizontal stability of the track structure
immediately after track maintenance
operations, such as tamping. Besides a rise in
safety, there was above all a saving in the cost
associated with speed restrictions that were
previously imposed following ballast tamping
operations.

Today, more attention is being paid to the

positive effect on the vertical stability of the
Figure 13: On-Board geometry computer track‟s geometry. After ballast tamping, the
action of operational trains over the new
tamped ballast bed, cause initial and irregular
On European high speed lines the track settlement of the track, and which “sows the
geometry always refers to reference points seed” for the development and propagation of
alongside the track. These fixed points are

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

further track faults. The DGS Dynamic Track As the maintenance operation should be
Stabiliser, on the other hand, effects a uniform completed before the first operational train
initial settlement which is equivalent to the passes over the track, a complete machine
effect of running approximately 700,000 to group is used, where the machines are
800,000 gross tonnes of operational rail traffic matched in design, travelling speed and
on the newly tamped ballast bed. The range working speed. Special attention is also
for further settlements is therefore restricted needed to ensure that the ballast regulating
and the corrected track geometry is preserved machine has enough capacity within the
for longer. The result of this pre-induced track machine set (Fig. 14) to match the
settlement is an extension of the maintenance performance and output of the other machines
cycles by approximately 30% (refer to Dr. in the workgroup.
Lichtberger‟s book, “Track Compendium”).
In between scheduled maintenance cycles,
On new track construction it is important to even well maintained tracks can develop single
stabilise the ballast layer by layer, and each spots having track geometrical faults over a
tamping run should be followed by a stabiliser limited length (typically over 10 to 20 sleepers).
run. This is an inevitable precondition for the Although the general condition of the track is
construction of a truly stable track from the still within the permissible limits, the spot faults
beginning. The concept of the Dynamic may cause „Speed Restrictions‟ or „Slow
Tamping Express has the advantage, that Orders‟ to be imposed because they are
stabilising is always available in the same exceeding the operational safety limits of the
consist as the tamping machine. line segment. The usual practice to treat these
spots by intervention with very basic machines
or by power tools is counter-productive, as
3. INNOVATIVE WORK METHODS FOR they often re-occur very soon after initial
TRACK MAINTENANCE intervention works. The solution is to use a
multi-purpose tamping machine equipped with
Low quality track causes high dynamic forces, universal track and switch tamping capability, a
and high dynamic forces cause overstressing ballast profiling system and a special
of the track infrastructure and the rolling stock measuring and compensation program for spot
travelling on the track. This results in greater errors.
maintenance costs and shorter service life of
the rolling stock. For budget reasons, often “patch work
surfacing” is carried out where only short
The European track maintainer therefore sections of 100 to 200 metres in length are
demands a long lasting result following any treated with the sections in between remaining
track surfacing operation. When track has un-tamped. From a short term financial point of
developed a quality level as low as the view such a strategy is very tempting, but the
intervention level, scheduled maintenance by a result is a non-homogeneous track condition
machine group consisting of levelling, lining, which leads to the necessity of more frequent
tamping, ballast profiling and stabilising surfacing. In addition the lower overall quality
machines (MDZ) is generally carried out. shortens the service life of the track.

Figure 14: Four sleeper tamping machine with integrated stabiliser and ballast distribution system
with matching capacity (MDZ 3000)

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

3.1 High Performance Machines

Tamping machines are designed in different
sizes, from simple two axle machines (Fig. 5)
to heavy multi-body machines with bogie
suspension (Fig. 14). Tracks of high capacity
railways (freight and passenger) are generally
of heavy design and have large size rail
profiles. To be able to lift those tracks without
causing damage on the track or the machine, a
large axle or bogie pivot distance and sturdy
machine frames are desirable. If there are long
distances between worksites, high travelling
speeds are also required. This is also a reason
for bogie suspension.

The output categories of tamping machines

vary, from single sleeper insertion in cyclic
mode to four sleeper insertion in continuous
action mode. When selecting the machine
type, the advantage of better work results of
multi-sleeper tampers of heavy design should
be considered.

3.1.1 High Speed Tamping at Irregular

Sleeper Distances Figure 16: One or two sleeper tamping with
a four sleeper tamping machine
Tracks with irregular sleeper spacing (Fig. 15)
are a special challenge for high speed A newly developed sleeper scanner (Fig. 17)
tamping. For long time it was believed, that enables new possibilities which are used within
only basic single sleeper tampers are suitable the “09-3X Wood” machine.
for such tracks. The introduction of continuous
action tamping enabled new possibilities. First
it was the “09-16 C.A.T.” (Fig: 5) which
enabled higher outputs to be achieved on such
tracks.

Because of the increasing scarcity of long track

occupation work blocks, the interest in multi-
sleeper tamping is continuing to rise. Together
with three-sleeper tamping, tamping units were
developed which can, at any time, switch over
to single sleeper tamping mode, whenever the Figure 17: Sleeper scanner
spacing becomes too irregular. The four
sleeper tamper has even two such options: Two baseplate / fastening scanners (left and
switch over to one or two sleeper tamping right) are mounted at the front of the machine.
modes, as and when it becomes necessary The position of the sleepers, regarding spacing
(Fig. 16). and angularity, are stored in the machine‟s
processor and when the tamping unit reaches

Figure 15: Irregular sleeper spacing on main line track

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

the scanned point, they are adjusted 3.1.2 High Speed Tamping in Turnouts
accordingly. The three sleeper tamping unit of Parallel to high speed tamping machines for
the continuous action tamper automatically tangent track, machines for turnout tamping
adjusts to the varying sleeper spacings that had been developed which included the same
are recorded by the scanners. The automatic design principles as high performance tamping
control either adjusts the tamping tool distance machines. The complexity of turnouts demand
or switches the machine to single sleeper machines which enable the tamping and
tamping mode, if the spacing is too tight or maintenance of Switches and Crossings
irregular for two or three sleeper tamping (S&C´s) without causing any damage. For the
(Fig. 18). new generation of high capacity turnouts now in
service the application of these machines is the
only way to preserve the high quality of these
costly assets.

Heavier designs of switches and crossings due

to the use of concrete bearers and heavy rail
profiles demand additional measures for their
treatment. When lifting such turnouts in the
area of the long bearers with the standard two
rail lifting unit, the reaction forces on their
fastenings are already exceeding their yield
strength. This was first detected on German
Railways DB and therefore an additional lifting
arm for switch and crossing tamping machines
had been developed. By utilising this lifting
arm, the turnout rail is simultaneously lifted
with the rails of the main track and any undue
stress impacting upon the fastenings and
sleepers is thus avoided. This additional
feature, being the “3 S” type lifting, is now
standard for S&C Tamping Machines. On most
Figure 18: The “09-3X Wood” - Automatic European railways three rail lifting on turnouts
three sleeper tamping with concrete bearers has become mandatory.

The latest development is the “09-3X Concrete In addition to 3-rail lifting, the 4-rail tamping
/ Wood” machine for the USA. There, the brought about a further improvement in the
average sleeper spacing of tracks with quality of S&C maintenance. The three rail
concrete sleepers is 600 mm and, on wooden lifting and four rail tamping system is applied
sleepers it is 500 mm. The tamping units of the on cyclic Tamping Machines as well as on one-
“09-3X C/W” machine are split in two parts and and two-sleeper Continuous Action Universal
can be additionally adjusted to such a wide Tamping Machines.
variation in sleeper spacing (Fig. 19). Still, the
automatic sleeper scanner allows the same In turnouts the establishment of an “exact
adjustments as it does on the “09-3X Wood” target position” is as important as in main line
machine. tracks. Fixed point systems are therefore also
applied. In addition it is very helpful to use
machines which are equipped with a laser
lining and levelling system.

On main lines there is the same time constraint

for turnout maintenance, as for track
maintenance. Continuous action tamping and
combination of dynamic stabilisation and
ballast regulation in one machine is therefore
the solution which enables maximum use of
track occupation work blocks and necessitates
Figure 19: Adjustment to large variation in that high precision work be performed (Fig.
basic spacing 20).

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

Figure 20: Continuous action switch tamping

over long periods, fines and blocked drainage
3.2 Conclusions for Tamping are generally the main problems.
A great number of publications have shown the
amplifying effect that poor track quality has on If ballast and drainage are not well maintained,
dynamic wheel / rail interaction. Therefore, a the effective lifetime of the track material is
high track quality does not only impact upon also dramatically reduced. Concrete sleepers
ride comfort, but also affects the level of stress are especially prone to serious damage by
exerted on both the rolling stock and into the fouled ballast (Fig. 21). Fouled ballast cannot
track structure. High-quality track maintenance fulfil its load distribution function, therefore very
methodologies therefore enable the life-cycle often, long time neglect of ballast maintenance
costs of both the track structure and rolling interventions leads to failing of the formation
stock to be kept to a minimum. and very high subsequent rectification costs.

Today, there are machines of different sizes

available for track maintenance. The range is
from two-axle machines with about 30 tonnes
overall weight to high capacity bogie supported
machines in three or four sleeper tamping
mode. Selecting high capacity tamping
machines for lines with high axle loads is not a
luxury but a requirement to achieve high
quality of work output at a minimum cost. On
lines with passenger traffic, the application of
precision methods for track geometry
correction has continued to gain importance in
the European rail industry.
Figure 21: Damage by fouled ballast

4. INTERACTION OF BALLAST AND 4.1 Ballast Cleaning

TRACK QUALITY
When track geometry maintenance becomes
The quality of track geometry is not only frequently necessary due to fouled ballast,
defined by the prevailing Track Quality Index, maintenance of the ballast, by ballast cleaning,
but even more important by the ability to is generally the most economical solution. Prior
produce a high initial quality ballast bed having to the use of undercutter cleaners, track ballast
a low rate of degradation. sleds were used which just plough the ballast
to the side. The disadvantage of this method is
One of the most important factors for both is that sleepers are damaged and ballast is
the state of the ballast. Stones of lesser quality ploughed into the shoulder and affects the
and too many fines in the ballast rapidly cause adjacent drainage.
deterioration in the Track Quality Index. For
ballast that has been in service and in track Ballast cleaning is normally performed in
conjunction with partial re-sleepering or

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

Figure 22: High capacity ballast cleaning system for TGV lines, France

complete renewal of the track. In the case of bed. Safe train passage is then possible
complete renewal of the track, mechanised immediately behind the ballast cleaning
ballast cleaning should be carried out in any machine and the number of subsequent
case, even if the degree of ballast fouling is tamping cycles can therefore be reduced. To
less than the allowable value, which is not ensure that the increase in output generated
more than 30 to 40 % of fines smaller than the does not adversely impact on the quality of the
22mm sieve within the ballast (refer UIC cleaning process, ballast cleaning machines
recommendation: ERRI D 187 rp3: "Unified with double or triple screening units are used
Assessment criteria for Ballast Quality and to increase their output.
Methods for Assessing the Ballast in Track”).
4.2 Combined Track Relaying and Ballast
The quality of the initial ballast bed produced Cleaning
by the ballast cleaning machine is essential for A machine that revolutionises track renewal is
cost-efficient maintenance and long service life the continuous action ballast bed cleaning and
of the permanent way. Generally, ballast track renewal train (Fig 23). This machine
cleaning should be performed before the track combines the two working operations of ballast
renewal process to ensure that the new track bed cleaning and track renewal in one single
components are not subjected to any undue machine. This makes it possible to perform the
stresses. renewal of sections of track in only one track
possession, with all of the associated
For high density lines, high output ballast technological, logistical and above all,
cleaning machine systems are generally used economic advantages.
(Fig. 22). A dynamic track stabiliser is
integrated into such machines, where it The challenge in the machine‟s development
performs a first consolidation of the ballast was to integrate the operation of ballast bed

Figure 23: Ballast cleaning and track relaying in one machine

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

cleaning with its necessary movements of track formation failure. Defects in the bearing
material components into the operation of track capacity of the formation are the catalyst for
renewal to ensure that the technologically formation failures by which mud pockets are
complete sequence of operations were all created, which over-time and in conjunction
achieved. The effective construction gap with the presence of water, lead to pumping of
between the removal of old sleepers and the slurry through the ballast bed. The whole track
installation of the new sleepers is only around then loses its horizontal and vertical stability.
11 metres long. The materials are all Defects in the bearing capacity are not only
transported within the machine along caused by both increases in axle loads and
distribution routes that are as short and direct train speeds on existing lines, but also are a
as possible. direct result of deferred ballast cleaning and
blocked track drainage. Such pumping can
The supply of new sleepers to the track laying usually be prevented by placing a blanket
unit called for innovative ideas, as its material between the ballast bed and the
transportation route was forced to cross the formation.
ballast conveyor belts, where the new sleepers
are effectively turned 90 degrees in pairs, and A typical attrition and mud pumping spot is
are channelled lengthwise, past the ballast shown in Figure 24.
conveyor belts, then before their installation,
when they are turned round again. It is also
possible with this system to work with most
different types of sleepers.

With this “RU 800 S” machine consist, the

laying of the new sleepers and the new rails is
performed after the excavation of the ballast
bed and the insertion of the cleaned ballast in
accordance with track infrastructure Standards,
which requires that a clean ballast bed is
essential beneath the new concrete sleepers.

The ballast excavating chain, which is Figure 24: Test pits showing formation
positioned between sleeper pick-up and the overloading and penetration of soil into the
laying mechanism, is designed for an ballast
excavating width which guarantees that the
excavation occurs over the entire length of the
The first indication of formation failure is the
sleeper, subsequently ensuring that a precise
necessity for frequent track tamping and the
bed can be produced for the new sleepers. On
very quick return and evidence of ballast
the other hand, it allows the absolutely simple
fouling after track undercutting and ballast
excavation of all of the ballast bed material in
cleaning. Track geometry recording cars with
restricted situations, such as in the vicinity of
the “ADA 2” Analyzing System, manufactured
station platforms.
by Plasser & Theurer, can measure and record
quality indices for the formation, known as the
Furthermore, the ballast is consolidated before
Formation Index. The Formation Index is
the new sleepers are laid. This means that the
calculated on an empirical basis and uses the
previous practice of a first tamping pass,
twist based on a 16 metre chord length.
following the machine‟s track laying operation
can be eliminated.
The classic method of formation rehabilitation
Between April 2006 and December 2010 more is to dismantle the track and use road
than 400km of track were renewed and construction equipment to excavate ballast and
cleaned in Austria and Germany using RU 800 formation material, bring in the new material,
S relaying train consists. distribute and compact it and then lay the track
again. This “open construction” method,
Formation Rehabilitation generally known as “track reconditioning”
provides good access to the formation but has
It is not only both the increase in axle loads also some major disadvantages:
and train speeds, but also the construction of
tracks on formations with low bearing capacity The track is closed to traffic for the whole
and neglected drainage, which leads to rehabilitation period, this can last several

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

Figure 25: Formation rehabilitation machine with three excavating chains

weeks and large amounts of material have to enlarged recycling process offers a higher
be transported in and out by trucks. Very often potential for savings in respect of materials
the formation is too weak to carry the trucks required and transportation logistics.
and the construction equipment, and water
traps are consequently created, which will very The “PM 1000 URM” removes the ballast bed
soon cause new formation problems. material using three excavating chains. The
first chain removes the upper layer of ballast,
The alternative is to use on-track equipment all of which is passed on to the recycling
which can carry out formation rehabilitation process. This consists of pre-cleaning the
without the necessity to dismantle the track. In ballast in a „roller sizer‟ and a „finger screen‟,
1984 the first track-bound formation sharpening the ballast in an impact mill and
rehabilitation machine, the PM 200 was screening out the fine particles, using a
developed by Plasser & Theurer and put into vibration screen. To finish off the process the
operation by a German railway contractor. This ballast is cleaned in a washing-screening unit
machine excavates the ballast and formation and the water used for this process is retained
under the existing track, transfers the fouled and treated by the plant components located
material onto special rail wagons which are on the machine.
marshalled in front of the machine, inserts the
gravel-sand mixture behind the excavating
chain, grades and compacts this material,
inserts the first layer of new ballast and tamps
the track using an integrated continuous action
tamping unit. The result of this innovative
technology is that rail traffic can commence
immediately on the newly rehabilitated track at
speeds of 70 km/h.

After the introduction of the first system, as

described above, the next step was to
integrate material recycling, where the fouled
ballast is either cleaned or crushed down to
the aggregate size of the blanket material.
Numerous systems of varying design are in
operation on most Middle European railway
networks. Lately, China has invested in this
technology by already introducing fifteen (15)
such Formation Rehabilitation train consists
into their operations.

4.2.1 New Technology with Three

Excavating Chains
The latest unit is known as the “PM 1000
URM” which includes a further enlarged
proportion of recycling (Fig. 25). With a total Figure 26: Insertion of different layers by
length of 270 metres, this machine is equipped the “PM 1000 URM”
with three excavating chains and the plant
mechanisms required for ballast recycling. The

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane
Rainer Wenty Innovations in Mechanised Track Maintenance
Plasser & Theurer

Figure 27: Layers produced by “PM 1000 URM”:

 Bottom: Geo-synthetic Layer
 Middle: Intermediate layer - recycled material
 Top: Formation Protection Layer (FPL)
 Ballast recycled by “PM 1000 URM”
The second chain removes the material in the the track is filled with recycled ballast, then
mixed zone. The next stage is a „roller sizer‟ lifted, lined, levelled and tamped.
which separates the remaining ballast from the
fine particles (passing 55 mm) and the ballast 5. CONCLUSION
then continues through the recycling process. A continuous innovation process is the basis of
The fine particles obtained are collected and track maintenance machines that are available
used for production of the intermediate layer, today. The focus of development is always on
which is already a part of the new layer-by- technical and economical demands. Large
layer structure. This layer is placed on a geo- machine systems as they exist today are the
synthetic fabric which is laid directly behind the key for a sustainable track system. The
third excavating chain, and which removes the achievement of low track geometry
remaining ballast bed to the desired formation deterioration rates becomes the sweetener as
level. The Formation Protective Layer (FPL) is the track infrastructure owner / maintainers‟
placed on top of the intermediate layer, if compensation for their investment in such
necessary with another geo-synthetic fabric innovative and high productivity track
provided as an intermediate layer (Figs. 26 maintenance machines.
and 27). To complete the rehabilitation process

1
Rießberger, K.; Wenty, R.: Track - Key to Load Bearing Capacity and Efficient Maintenance, Proceedings
of 5th IHHC 1993 in Beijing, p. 349...361
2
Fastenrath, F.: Railroad Track – Theory and Praxis, Frederick Ungar Publishing Co./New York, 1981
3
DB (German Railways) Reference book (Fachbuch): Design of Track Components (Bauarten des
Obererbaus), Edition 8/12, Eisenbahnfachverlag
4
Chopra, R.; Krishan A.: Strategic options for Indian Railways to achieve higher speeds and axle loads on
mixed traffic routes, Proceedings of 6th IHHC 1997 in Capetown, p. 269...280

AusRAIL PLUS 2011

22 – 24 November 2011, Brisbane