Dynamic Track

Stabilisation

THE WAY TO LOWER COSTS

 Contents
The Aim of Dynamic Stabilisation
PRINCIPLE OBSERVATIONS
The aim of dynamic stabilisation is to achieve
an improved anchoring of the track skeleton in The aim of dynamic stabilisation Page 3
the ballast bed. After dynamic stabilisation, the
Dynamic stabilisation – The working process Page 4
condition of the track offers greater operating
safety and enables, particularly on newly laid What effect the dynamic stabilizer Page 5
track or after full track maintenance, travel at has on the track
the maximum line speed. This helps to avoid
speed restrictions and to reduce operational Re-opening the line for traffic without dyna- Page 6
mic stabilisation
hindrances overall.
Measuring the resistance to lateral displace- Page 7
The good track position should be guaranteed ment during operation of the stabilizer
for longer and the track should remain over a
longer period geometrically correct or at least
within the tolerance range.

Systematic application of this method of track

THE BENEFITS OF DYNAMIC STABILISATION
maintenance brings savings in the operating
sector and a good rate of return on investment
for the entire track maintenance. The dynamic track stabilizer Page 8
on high-speed lines

The dynamic track stabilizer for track Page 9

maintenance on standard lines

Applying the dynamic track stabilizer Page 12

during new track laying, track renewal
and following ballast cleaning

Extending the maintenance cycle Page 13

Extending the maintenance cycle Page 14

Case history: long-term trial on DB AG

Extending the maintenance cycle Page 15

Case history: coal line in Natal, South Africa

Extending the maintenance cycle Page 16

Case history: Conrail, USA

Surprisingly low maintenance costs Page 17

Case history: French High-speed lines

Savings through extending the maintenance Page 18

cycle

3
 PRINCIPLE
OBSERVATIONS

DYNAMIC STABILISATION
– THE WORKING
PROCESS

VERTICAL LOAD

FLYWHEEL GEAR
HORIZONTAL VIBRATION GUIDING ROLLER

HORIZONTAL VIBRATION

4
 WHAT EFFECT
THE DYNAMIC STABILIZER
HAS ON THE TRACK

0.14 million gross tons, settlement 12 mm

12
0.5 1.0 2.0 3.0 4.0 million
0 gross
tons
12

12
WITH DGS

20
settlement
in mm

30 WITHOUT DGS

40
SOURCE: ORE D117
PKP-TEST SERIES

TRACK SETTLEMENTS IN RELATION TO TRAIN LOADING

5
 RE-OPENING THE LINE
FOR TRAFFIC
WITHOUT DYNAMIC
TRACK STABILISATION

45
POLAND
40 FRANCE
CZECH REPUBLIC
35 SWEDEN
(RESIDUAL SETTLEMENTS OF THE BALLAST FORMATION)
SETTLEMENT [mm]

BLEIBENDE SETZUNGEN DES SCHOTTEROBERBAUES

30 GERMANY

25 20 t AXLE
ETR 33 (1984), ISSUE 11 NOVEMBER
SOURCE: DR. ING. ACHIM HETTLER

20
15
10
5
8 t AXLE
0
0 105 106 107 108
OPERATING LOAD IN GROSS HAULED TONNAGE
MEASUREMENT OF SETTLEMENTS ON RAILWAY
LINES AND COMPARISON WITH PREDICTIONS
FROM MEASUREMENTS ON MODELS

6
 MEASURING THE
RESISTANCE TO LATERAL
DISPLACEMENT
DURING OPERATION
OF THE STABILIZER

CONTINUOUS MEASUREMENT OF RESISTANCE TO

LATERAL DISPLACEMENT BEFORE AND AFTER TRACK RENEWAL
AND THE FOLLOWING MAINTENANCE OPERATIONS

RESISTANCE TO LATERAL DISPLACEMENT

100%
77%
72%
61% 66%

BEFORE TRACK AFTER TRACK AFTER 1ST AFTER 2ND AFTER 2ND
RENEWAL RENEWAL TAMPING PASS TAMPING PASS STABILISATION
AND 1ST PASS
STABILISATION PASS

PRINTER
WORKING PRESSURE
HYDRAULIC MOTOR
FH
COMPUTER
FH

VERTICAL LOAD DGS X

LEFT-HAND RAIL

DISTANCE
MEASURING
WHEEL
VERTICAL LOAD DGS
RIGHT-HAND RAIL
X

DIAGRAM OF MEASURING ARRANGEMENT

FOR CONTINUOUS MEASUREMENT OF RESISTANCE
TO LATERAL DISPLACEMENT

7
 THE ADVANTAGES The avoidance of speed restrictions is one consideration of many
railway administrations for applying the dynamic track stabilizer.
Here the substantial increase of the track’s resistance to lateral dis-
OF DYNAMIC placement in the course of mechanised track maintenance is at the
centre of the considerations.

STABILISATION In virtually all test series by railways, the resistance to lateral dis-
placement was measured after the operation of the dynamic track
stabilizer and showed a considerable increase. The measuring tech-
niques and the parameters differ. However, as each railway or insti-
tute applies a certain method of investigation, the measured values
of a test series are comparable.
THE DYNAMIC Following the application of the dynamic track stabilizer the rise
in the resistance to lateral displacement following track renewal is
TRACK STABILIZER around 50–60% higher than the value measured after the tamping

ON HIGH-SPEED
machine. During track maintenance operations, resistance to lateral
displacement values were measured which were equivalent to those
that existed before maintenance on the track. Therefore a consoli-
LINES dation of the ballast bed was achieved equivalent to a train load of
125,000 to 150,000 tons.

Due to the spatial consolidation of the ballast, the resistance to lat-

eral displacement becomes greater as well as the sleepers’ resistance
to longitudinal displacement, the transmission of pressure onto the
formation becomes more favourable. This enables temporary speed
restrictions to be avoided following track renewal or track mainte-
nance work. The track can be re-opened to traffic again immediately
at maximum line speed.

A further important factor was discovered by the SNCF during the

high-speed runs. “In 1955 … the SNCF established a speed record
of 331 km/h. After this run, however, the tracks were in a very poor
state, … in 1990 the record was raised to 515 km/h observing all the
safety rules and on the same day it was possible to carry out further
runs. The former speed record has now become virtually the speed
of commercial trains …”

The application of the dynamic

CYLINDER PRESSURE PROPORTIONAL TO THE
RESISTANCE TO LATERAL DISPLACEMENT [BAR]

400
track stabilizer on high-speed lines
300
is therefore important for avoiding
operational hindrances and their
200
follow-up costs and guarantees
a high standard of safety for the
BEFORE TAMPING AFTER TAMPING AFTER DGS
100 track.
HIGH SPEED LINE
HANNOVER - WURZBURG
0
km 160.6 km 160.5 [KM]
CONTINUOUS MEASUREMENT OF RESISTANCE TO LATERAL DISPLACEMENT
BEFORE AND AFTER THE TAMPING PASS AND AFTER OPERATION OF THE DGS

8
The aim of every track maintenance must be to place the track in the
geometrically correct position and to conserve this state for a longer THE DYNAMIC
period of time.
TRACK STABILIZER
(In this consideration, we assume that the entire system is influ-
enced only by one maintenance operation. In practice, the settle- FOR TRACK MAINTENANCE
ment behaviour is dependent upon all structural components of the
subgrade, the permanent way, the method of track maintenance and ON STANDARD LINES
upon the traffic loads particularly by the dynamic forces with varying
excitation frequencies.)

Settlement measurements performed in several countries at the

request of the Organisation for Research and Experiments (ORE)
showed that with axle loads between 8 and 20 tons the usual settle-
ment range lies between 5 and 15 mm. In individual test cases the
settlement was also far higher. Settlements are irregular and there-
fore the cause of later faults in the track geometry.
(Source: ETR 33/1984 “Residual settlements of the ballasted track”,
Fig. 14, page 851)

To minimise irregular settlements under traffic load, a basic value

of settlements is anticipated. These settlements are achieved by the
dynamic track stabilizer using a measuring reference system. The
settlements achieved with this are not arbitrary. After stabilisation
the track geometry is accurate, the same as after the levelling, lining
and tamping machine. The exact track geometry can therefore be
conserved over a longer period of time.

“Tracks, that have been subjected to a stabilisation process, settle far

less than the reference rails. This is confirmation of the fact that the
stabilisation anticipates the later settlement of the track under traffic
load … through the application of a stabilizer a better later preserva-
tion of the track geometry under traffic load can be expected …”
(ORE D 117/RP 12 D, page 23)

The benefit of dynamic track stabilisa-

tion for main lines of the railways can
essentially be regarded from two points
of view:

1. To raise the resistance to lateral dis-

placement and enhance the safety
while reducing or dispensing with
temporary speed restrictions.

2. High quality of track over a longer

period and thus extension of the
intervals between maintenance.

9
 APPLYING THE DYNAMIC As far as the structure of a ballast bed, the basic conclusion of investiga-
tions is that to minimise the track geometry faults and the later mainte-

TRACK STABILIZER nance costs of the ballast track, it is necessary to produce a uniform, i.e.
homogeneous, ballast bed.
DURING NEW TRACK
(Compare: Zur Eignung des Schotteroberbaues für die Neubaustrecken
der Deutschen Bundesbahn [Suitability of ballast track for the new lines
LAYING, TRACK RENEWAL of German Railway] including pages 55, 76, 102, 125, 160, 200 and UIC
D117/29 Synthesis Report page 60)
AND FOLLOWING BALLAST Besides the operating conditions, the track geometry changes are influ-
CLEANING enced fundamentally, as can be expected, by the quality of the initial
condition. To limit the track geometry deterioration caused by traffic,
great importance should therefore be attached, especially during the pro-
CONSOLIDATION OF THE BALLAST BED duction of the track, to the most intensive and uniform stabilisation.
IN LAYERS FOR HIGHEST STABILITY
AND DURABILITY
Tamping and dynamic stabilisation is performed in layers to achieve
LOOSE STONES ARE BEST CONSOLIDATED AND
STABILISED IN LAYERS (NEW TRACK, an optimum homogenisation of the ballast bed. This means that the
TRACK RENEWAL, BALLAST CLEANING) track is lifted and tamped after inserting the first layer of ballast.
Following this, the dynamic track stabilizer is applied without the
levelling-measuring device, i.e. the stabilizer works on a basic set-
ting and achieves an optimum homogenisation. Depending on the
STABILISED
IN LAYERS

LAYER 1
LAYER 2 thickness of the ballast bed, a varying number of ballast deposits and
LAYER 3
working passes will be required.
SUBGRADE

IDEAL: HOMOGENEOUSLY CONSOLIDATED AND During the final tamping pass, the track is placed in the geometrically
STABILISED. MININIMUM SETTLEMENTS - DURABLE
TRACK GEOMETRY OPTIMUM VERTICAL ELASTICITY correct position and then the dynamic track stabilizer passes over us-
ing the levelling unit. The result is an exactly positioned, homogeneous
track which can be re-opened to traffic immediately after maintenance
ONLY TOP LAYER
STABILISED

LAYER 1 for maximum line speed.

LOOSE - NOT STABILISED

SUBGRADE
A further benefit of the application of the dynamic track stabilizer is that
temperature limits do not have to be observed. The possibility of extend-
LOWER LAYER INHOMOGENEOUS - IRREGULAR
LARGE SETTLEMENTS ing the useable working temperature range means that a more efficient
utilisation of the working hours can be achieved.

When SNCF’s high-speed lines were built, an initial layer of bal-

last 20 cm thick was installed using finishers and compacted us-
RESISTANCE TO LATERAL DISPLACEMENT (RLD) [kN]

ing rollers. More ballast was brought in by work trains, tamped

12 and stabilised twice using the dynamic track stabilizer. Then the
10 profile geometry was checked, the target geometry produced and
the track compacted once more. “Due to the homogenisation of
8
WITHOUT DGS
the track stiffness, it was possible to greatly reduce the changes in
FEDERAL RAILWAY TEST INSTITUTE

6 track geometry of the TGV lines. The use of dynamic track stabiliz-
WITH DGS
ers during the production (and the maintenance) of the ballast bed
SOURCE: REPORT 55624

MINDEN (WESTPHALIA)

4
has shown itself to be beneficial in every respect. Ballast splintering
2
due to stresses caused by operation and maintenance has so far not
0 been observed.”
100x103 300x103 500x103 700x103 (Source: see above, UIC D117/29 Synthesis Report, pages
OPERATING LOAD IN GROSS HAULED TONNAGE
145–147, 191)
RISE IN RESISTANCE TO LATERAL DISPLACEMENT
WITH THE OPERATING LOAD
AFTER TRACK RENEWAL

12
As already mentioned, the action of tamping machines working ac-
cording to the non-synchronous constant pressure vibration tamping EXTENDING THE
principle achieves a partial consolidation of the ballast stones in the
area underneath the sleepers. The initial track quality is improved by MAINTENANCE CYCLE
this maintenance measure, however the action of subsequent train
traffic causes an uncontrolled re-arrangement of the ballast stones
which expresses itself in a rapid drop in quality of the track ge-
ometry. This deterioration lasts until the ballast stones have settled
into a denser grain structure. This is followed by a phase of linear
deterioration, the course of which is far more gradual due to the
compacted ballast structure, but which essentially is dependent on
the production technique of the ballast bed, the quality of the track
materials used and the properties of the subsoil.

Tamping becomes necessary when the threshold for action – marked

on the graphs on the right – is reached, the position of which is de-
pendent on the basic parameters and which therefore varies from
railway to railway. It can however be seen that a high initial quality
also brings a correspondingly later need for maintenance. The application
of a dynamic track stabilizer improves the deterioration process of
the track by the phase of the uncontrolled settlements which
achieves a more gradual process and therefore a longer THRESHOLD FOR ACTION
maintenance cycle. In an ideal situation, the application of
TRACK QUALITY STANDARD

IMPROVEMENT

the dynamic track stabilizer improves the excellent track

DEVIATION IN MM

quality, as shown in the top diagram, achieved after the WITHOUT DGS
WITH DGS
tamping pass. The gain in interval time is far higher than
30%.
IMPROVED TRACK GEOMETRY
AFTER APPLICATION OF DGS

The middle diagram shows the normal situation when TRAFFIC LOAD [mill. tons]

good maintenance work is performed. The good quality is IMPROVEMENT OF LENGTH OF CYCLE > 30%

preserved after the application of the dynamic track stabi-

lizer. The gain in interval time is around 30%. THRESHOLD FOR ACTION
TRACK QUALITY STANDARD

If the maintenance work performed is not of optimum

IMPROVEMENT
DEVIATION IN MM

quality, if for example the tamping depth was selected WITHOUT DGS
WITH DGS
wrongly, the lifts are too low or the consolidating times too
short, the consolidation will be irregular and the track qual-
ity drops. As can be seen from the lower diagram, despite UNCHANGED TRACK GEOMETRY
AFTER APPLICATION OF DGS
the poorer initial quality, even this track will have a longer TRAFFIC LOAD [mill. tons]
maintenance cycle, although it will be under 30%. IMPROVEMENT OF LENGTH OF CYCLE ⊕ 30%

THRESHOLD FOR ACTION

TRACK QUALITY STANDARD
DEVIATION IN MM
IMPROVEMENT

WITHOUT DGS WITH DGS

SLIGHTLY POORER TRACK GEOMETRY AFTER APPLICATION OF DGS

FROM POINT OF INTERSECTION BETTER THAN WITHOUT DGS

TRAFFIC LOAD [mill. tons]

IMPROVEMENT OF LENGTH OF CYCLE < 30%

13
 EXTENDING THE
MAINTENANCE CYCLE
CASE HISTORY:
LONGTERM TRIAL – DB AG

with DGS
without DGS
trend line with DGS
trend line without DGS

99 r. 0
0 00 .0
0
p. p.
Se Ma Se Dic

14
 EXTENDING THE
MAINTENANCE CYCLE
CASE HISTORY: COAL LINE
IN NATAL, SOUTH AFRICA

45

AVERAGE CROSS LEVEL [mm]

40 WITH DGS

35
30

25 WITHOUT DGS

20

15
10
0 20 40 60 80 100 120 140
TRAFFIC LOAD [MILL GROSS TONS]
DETERIORATION OF THE CROSS LEVEL
IN RELATION TO THE TRAIN LOADING

THRESHOLD FOR ACTION

2,5
STANDARD DEVIATION [mm]

2,0 WITHOUT DGS

1,5

1,0

0,5 WITH DGS

0
0 5 10 15 20 25 30 35 40
TRAFFIC LOAD [MILL GROSS TONS]
NEED FOR TRACK MAINTENANCE WORK
DUE TO A DETERIORATION IN THE LONGITUDINAL LEVEL

SOURCE: J.S. MAREE, P.J. GRÄBE

USE OF A DYNAMIC TRACK STABILISER TO IMPROVE TRACK MAINTE-
NANCE AND OPTIMISATION OF TRACK TAMPING,
6TH INTERNATIONAL HEAVY HAUL CONFERENCE, SOUTH AFRICA

15
 EXTENDING THE On a stabilised track a longer conservation of the track geometry can
be expected. Tracks where dynamic stabilisation has been applied

MAINTENANCE CYCLE settle far less than non-stabilised tracks. In view of this general ob-
servation, an extension of the maintenance cycle can be expected.

CASE HISTORY: In the USA, Conrail introduced the continuous action tamping ma-
chine together with the dynamic track stabilizer in 1980.
CONRAIL, USA
The application of the dynamic track stabilizer primarily enabled
the length of time a slow order was required to be left on a tamped
stretch of track to be reduced from 72 hours to the passage of three
trains. An additional economical effect of the dynamic track stabi-
lizer on the track maintenance was the extension of the surfacing
cycles in many areas of the main lines from three to four years.

That meant a reduction of the maintenance costs by one

third. Due to the overall increase of the maintenance output
and the influence of dynamic track stabilisation on the main-
tenance intervals, Conrail was able to achieve substantial cost
savings.

(Source: J.R. Clark, Seminar in Brazil, July 1995)

EXTENSION OF THE MAINTENANCE CYCLES BY USING

THE DYNAMIC TRACK STABILIZER

YEARS YEARS

The use of the Dynamic Track Stabilizer of the Dynamic Track Stabilizer, as indicated
allowed Conrail to reduce the length of time by data collected by the Track Geometry Car,
a slow order was required to be left on a has allowed Conrail to extend the surfacing
tamped stretch of track from 72 hours to the cycles in many areas of the main lines from
passage of three trains. In addition, the use 3 to 4 years.

16
In the first years of operation of the TGV lines in France, the follow-
ing astonishing statement was made: “According to original estimates SURPRISINGLY
it was expected that the maintenance work on the high speed line
would account for 75% of its total length. However, it can already be LOW MAINTENANCE COSTS
seen that the costs are far lower … and amount to only 50%”.
Revue Générale des Chemins de Fer 9/83
CASE HISTORY:
“After more than three and a half years of operation at service maxi- SNCF
ma of 270 km/h, it can be firmly stated that the quality of the track is
one of the essential factors in the success of the TGV. … The retain- FRENCH HIGH-SPEED LINES
ing of the excellent geometric characteristics has been obtained at
the price of relatively moderate maintenance and which is entirely
mechanised. Maintaining track geometry is by heavy mechanical
tamping aligned on a relative base … and … dynamic stabilizer”.
Rail Engineering International 1/85.

Even 10 years after the introduction of high-speed traffic the follow-

ing statement was made on the costs of maintaining the line: “The
low maintenance costs play an efficient role in maintaining the posi-
tive balance of the new Paris South-East Line since they represent
only 1.5% of operating receipts, and less than 1% of overall costs
(operating costs and depreciation)”.
Rail International, June/July 1991

It has been proven that the application of the dynamic

track stabilizer in conjunction with track laying and track
maintenance has contributed substantially towards the
economic efficiency of the operating department. This
statement applies not only to high-speed lines but also to
the track maintenance of modern lines generally.

17
 SAVINGS THROUGH A track treated by the dynamic track stabilizer holds the exact track
geometry longer than a non-stabilised track.

EXTENDING THE In the following examples, the overall costs of track maintenance
are calculated for 1 kilometre of track with a 30 year service life.
MAINTENANCE CYCLE The operation of a modern mechanised maintenance train (MDZ)
consisting of the 09-32 CSM continuous action levelling, lining and
tamping machine, the SSP 110 high speed ballast regulating machine
and the DGS 62 N dynamic track stabilizer is compared with an
identical group of machines without dynamic track stabilizer. From
the total costs the average annual costs are subsequently calculated
and compared with one another. Ballast cleaning is performed in the
interim after half the service life has elapsed. Different types of lines
with varying traffic loading are observed.

Example 1
A main line with an average traffic loading of 50,000 t/day, unfavourable layout
conditions (mountainous line with short radii and steep ramps), medium weight
Example a) permanent way (UIC 54 rails, wooden sleepers):
TRACK RENEWAL BALLAST CLEANING TRACK RENEWAL

a) if track maintenance is performed every 2 1/2 years using a complete

MDZ (with DGS), the total costs for 12 maintenance cycles are calculated at
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 YEARS % 86,720.
12 MAINTENANCE OPERATIONS
LOWER MAINTENANCE EXPENDITURE AND LONGER SERVICE LIFE b) if track maintenance is performed every 2 years using a levelling, lining
DUE TO APPLICATION OF THE DGS
and tamping machine and a ballast plough, the total costs for 14 maintenance
cycles are % 102,455.

The annual costs for version a) with DGS application will therefore be % 2,875.–
Example b) which is roughly equivalent to % 2.88/m.
TRACK RENEWAL BALLAST CLEANING TRACK RENEWAL The annual costs for version b) without DGS application will be % 3,415.–
and ~ % 3.42/m.
This produces a difference of ~ % 0.54/m.
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 29 YEARS
14 MAINTENANCE OPERATIONS
It can therefore be said that track maintenance without dynamic track stabilizer
HIGHER MAINTENANCE EXPENDITURE AND SHORTER SERVICE LIFE WITHOUT DGS
causes additional costs of 18.7%.

Example 2
A main line with an average traffic loading of 70,000 t/day, favourable layout
conditions (long radii), heavier permanent way (UIC 60 rails, concrete sleepers):

Example a) a) if track maintenance is performed every 4 years using a complete

TRACK RENEWAL TRACK RENEWAL
BALLAST CLEANING MDZ (with DGS), the total costs for 7 maintenance cycles are calculated at
% 51,758.–.

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 YEARS b) if track maintenance is performed every 3 years using a levelling,

7 MAINTENANCE OPERATIONS lining and tamping machine and a ballast plough, the total costs for
LOWER MAINTENANCE EXPENDITURE AND LONGER SERVICE LIFE
DUE TO APPLICATION OF THE DGS
10 maintenance cycles are % 73,181.–.

The annual costs for version a) with DGS application will therefore be % 1,725.–
which is roughly equivalent to % 7.12/m.
Example b) The annual costs for version b) without DGS application will be % 2,437.– and
TRACK RENEWAL BALLAST CLEANING TRACK RENEWAL ~ % 2.44/m.
This produces a difference of ~ % 0.72/m.

It can therefore be said that track maintenance without dynamic track stabilizer
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 29 YEARS
10 MAINTENANCE OPERATIONS
causes additional costs of 41.8%.
HIGHER MAINTENANCE EXPENDITURE AND SHORTER SERVICE LIFE WITHOUT DGS

18
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