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Plasser & Theurer 09-32 CSM
09-32 CSM Continuous action levelling, lining and tamping machine.

Non-stop tamping


In 1981 Plasser & Theurer developed a new idea for more economical track maintenance: the continuous action tamping machine.

At the beginning of 1982 first trials were carried out with a prototype. And in the maintenance season 1983 the first continuous action leveling, lining and tamping machine was used in a regular maintenance operation on Austrian Federal Railways within a mechanized maintenance train.
Meanwhile more than 450 machines of the 09 series are operating successfully worldwide.


The way to success

The success of the 09 series is based on the notion of separating the main frame from the work unit frame. This means that the main frame can move forward continuously during work, when the essentially cyclic action of the working unit for lifting, lining and tamping is limited to the sub-frame.

This brings:

Excellent quality of work

The operations lifting, lining and tamping are executed at standstill. The guarantees optimum quality in the restoration of the track geometry.

Higher working speed

The working speed of a machine from the 09 series lies up to 50% above that of the conventional tamping machine. Even short train intervals can be used effectively and cost-efficiently.

Reduction of running costs

Due to the substantially lower acceleration of mass, the wear on breaks as well as on hydraulic and pneumatic components is reduced.

Highest working comfort

Due to the separation of main frame and sub-frame, the vibrations of the work units are not transmitted to the cabins. Working comfort is considerably improved, as the operator is no longer subjected to the acceleration pull and the braking jolts.

Easy combination with other operations

The continuous working action permits ideal combination with other continuous action machines such as a ballast plough and a dynamic track stabilizer, to form a high capacity mechanized maintenance train (HMDZ).

The machine

Main Frame

Made of rolled profiles and steel sheets, produced using the most up-to-date welding methods: the design guarantees stability and precision even on heavy types of permanent way. Two 2-axled bogies ensure smooth vehicle running.


It carries all work units and measuring systems that use the cyclic work sequence: the lifting and lining units, the two tamping units and the sleeper-end consolidators. At the front it is supported on the main frame via a longitudinal roller guide. The sub-frame axle, powered by hydraulics during working travel, hydraulic cylinders and a pneumatic brake ensure the cyclic work sequence.

Tamping units


The two high-pressure tamping units work according to the well-proven non-synchronous uniform pressure tamping principle. Force equilibrium between the tine pairs, directional vibration in the squeeze direction and the ideal vibration frequency of 35 Hz guarantee completely uniform tamping. For work in curves the unit can be centered automatically over each rail.

The machines of the 09 CSM can be equipped as follows:

09-32 CSM : two tamping units with 32 tamping tines in all for tamping two sleepers per tamping cycle.

09-16 CSM : two tamping units with 16 tamping tines in all for tamping one sleeper per tamping cycle.

Sleeper - end consolidators

On request, hydraulically powered sleeper-end consolidators can be mounted level with the tamping units. During tamping these fill empty gap occurring at the front side of the sleeper during the lining process. This permits optimum fixation of the track in lifted and lined position.

Lifting and lining units

The two well-proven roller lifting and lining units lift and line the track in one operation. The units have a total of four roller-lifting clamps. The distribution of the lifting forces and the exact centering of the units over the rails prevent the occurrence of tilting moments and excessive wear on rail fastenings. At the start of work they are lowered on to the track and remain there during entire work process. Lifting and lining is carried out only when the unit is at standstill. This permits precise lifting and lining. During forward motion the corresponding hydraulic cylinders are switched to pressure less mode.

Driver’s cabin

The cabin at the front of the machine houses the operating controls for the lining and leveling system and is equipped with all necessary controls for transfer travel.

Drive and work cabin

In the second cabin all operating and monitoring controls for operations and for transfer travel are clearly laid out.

Large safety glass windows offer an excellent view onto the working area. Extensive soundproofing and vibration dampening achieve the high level of working comfort. Access to the cabins is via side steps and safety platforms. Between the two cabins there is an end-to-end roof and a connecting corridor for servicing.


The system calculates the correction values for maintenance of track radii and passes the results continuously to the measuring systems during work. The required target data is keyed in before start to work. Using this system it is possible to treat the entire track geometry.

The ALC automatic guiding computer works on the basis of an industrial computer with a monitor and a keyboard. This concept permits the almost unlimited storage of track geometry data. Once entered, the data will be available at any time. Moreover, when the target geometry is unknown, the actual track position can be determined with the aid of measuring run by the tamping machine and the target geometry can be obtained via subsequent optimization calculation taking into account existing restrictions and fixed points. Electronic versine compensation is also available.
Processor control

All work sequences and hydraulic processes are controlled and monitored by a microprocessor. The entire electronic system is built in modular design. The program control contains a measuring and monitoring system that enables fast checking of all control functions.

A variety of auxiliary units help speed up the work process considerably. For example, the fully automatic control of the tamping process and the forward motion of the machine are available. The work speed can be selected freely in a certain range.

The advantages

Highest tamping due to non-synchronous uniform pressure tamping principle
Optimum tamping frequency of 35 Hz
Directional, linear vibration
50% higher work capacity
Unrivalled working comfort
Reduced wear

The savings

Lower maintenance costs due to high tamping output
Lower operational hindrance costs due to optimum utilization of short intervals between trains
Reduction of running costs due to less consumption of spare parts

Technical Data


Length over buffers: 27 640 mm
Height over top of rail: 3 600 mm
Width: 2 990 mm
Wheel diameter: 730 mm
Gauge (Designs possible in narrow and broad gauge): 1 435 mm
Bogie pivot spacing: 13 700 mm
Bogie pivot – rear axle: 7 500 mm
Bogie wheelbase: 1 800 mm
Weight: 68 t
Axle loads of front bogie: each 13.5 t
Axle load sub-frame: 11 t
Axle loads of rear bogie: 9 t each
Axle load of rear axle: 7.5 t
Engine output:370 kW
Maximum traveling speed
Self-propelled: 90 km/h
Towed: 100km/h
Railway is my way!

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