Operator Manual Kanza 5700

OPERATORS
MANUAL
Kanza 5700-VG Variable
Gauge Production Tamper
Kanza Construction, Inc

709 South Kansas Avenue, #200
Topeka, Kansas, USA
www.kanzagroup.com
0
Revision A, January 2012 Kanza 5700-VG Operator’s Manual
TABLE of CONTENTS
SECTION 1.0 Daily Maintenance
1.0.1 Workhead Assemblies ………………………………………………………………………….. Page 1

1.0.2 Clamp Frame Assembly ………………………………………………….………………………… Page 1
1.0.3 Engine Oil …………………………………………….……………………………………………… Page 1
1.0.4 Hydraulic Oil ………………………………………………………………………………………… Page 1
1.0.5 Air System …………………………………………………………………………………………… Page 2
SECTION 2.0 Periodic Maintenance
2.0.1 Transmission ………………………………………………………………………………………… Page 2

2.0.2 Air Cleaner…………………………………………………………………………………………… Page 2
2.0.3 Front Axel ……………………………………………………………………………………………. Page 2
2.0.4 Brake Shoes …….…………………………………………………………………………………… Page 2
2.0.5 Filters …………………………………………………………………………………………………. Page 3
SECTION 3.0 Startup
3.0.1 Master Switch ………………………………………………………………………………………. Page 4

3.0.2 Key Switch …………………………………………………………………………………………… Page 4
3.0.3 Throttle ………………………………………………………………………………………………. Page 4
SECTION 3.1 Using Jumper Cables …………………………………………………………………………… Page 4
SECTION 3.2 Travel to Work Site ………………………………………………………………………………… Page 5
SECTION 3.3 Setting Up for Work ……………………………………………………………………………….. Page 6
3.3.1 Stop Machine ………………………………………………………………………………………... Page 6

3.3.2 Lower Rear Rail Follower ………………………………………………………………………...... Page 6
3.3.3 Lower Mast Assembly ………………………………………………………………………………. Page 6
3.3.4 Lower Light Carriage ……………………………………………………………………………….. Page 6
3.3.5 Lower Spacer Tongues …………………………………………………………………………….. Page 7
3.3.6 Connect Plugs ……………………………………………………………………………………….. Page 8
SECTION 3.4 Re-Gauging the 5700-VG ………………………………………………………………………… Page 8
SECTION 4.0 Trackwork
4.1 Tamping Track – How to Tamp ……………………………………………………………………… Page 9

4.2 Lifting (Surfacing) Track ……………………………………………………………………………… Page 9
4.3 Super Elevation ………………………………………………………………………………………... Page 12
4.4 How to Line Tangent Track …………………………………………………………………………… Page 13
4.5 How to Line Curves ……………………………………………………………………………………. Page 14
4.6 Special Trackwork Techniques ………………………………………………………………………. Page 20
901 N. 25th Street, Parsons, Kansas 67357

(620) 421-4869 * www.kanzagroup.com
1.0 MANTENIMIENTO DIARIO 3. Resive el aceite del motor, tirando de la

La 5700-VG Tamper le proporcionará años de varilla en el motor, añadir aceite 15w40
operación sise lleva a cabo el mantenimiento si hay menos de un cuarto.
requerido.
1. Engrasar el cabezal de trabajo con

grasa multiuso.
4. Revisar el aceite hidráulico en la

ventanilla de cristal ubicado a un lado
del tanque hidraulico. Si estuviera bajo,
completarlo con aceite hidraulico ISO46.
2. Engrsar el cuadro de tenazas con grasa
multiuso.
5. Poner agua de los reservorios de aire

todos los días tirando de los cables.

2.0 MANTENIMIENTO PERIÓDICO
La Tamper 5700-VG require mantenimiento

periodic para su funcionamiento óptimo.
1. Revise la tensión de la cadena de

transmisión mensualmente. Re-ajustar
la tensión de la cadena en el piñon para
mantenerla bastante fuerte. Engrasar
las uniones en el eje de conducción con
grasa multiuso. Caja del filtro de aire
3. Lube front axle trunion bearings monthly

with general purpose grease.
4. Check or adjust brake shoes weekly and

replace as necessary.
Front Brake Shoe Adjustment
Accesorios de lubricación en el eje impulsor y Soporte de eje
2. Revisar el filtro de aire del motor y

cambiarlo semanalmente si es
necesario.
Rear Brake Shoe Adjustment

5. Check status of high pressure filter on a

weekly basis. Change element if
indicator is in the red.
High Pressure Filter condition indicator

3.0 STARTUP
4. With the engine running, monitor the
engine oil pressure gauge. At idle (800
1. Turn Master Battery Switch to “ON” rpm) value is approximately 13 psi. At
position. Computer will begin to boot full throttle (2050 rpm) value is
up. Engine may be started while approximately 40 psi.
computer is initiating.
3.1 USING JUMPER CABLES
WARNING
The Kanza 5700-VG uses two 12 volt

batteries wired in series to produce 24
volts. When using jumper cables from a 24
volt source always connect positive (+)
cable to positive (+) terminal of battery
going to starter. Connect (-) cable to
engine block. The following instruction
(3.1.1 to 3.1.8) assumes that the power
source being used to jump the machine is
24 volts. If the power source you are using
2. Turn Key to “ON” position and is only 12 volts, each battery must be
momentarily to “Start” position to start jumped or charged individually. In the case
the engine. that the power source being used to jump
the batteries is 12 volts, remove the jumper
between the batteries on the 5700-VG and
connect the charging leads positive (+) to
positive (+) and negative (-) to negative (-)
on each battery individually.
3. Pull Throttle out to Running Position
Main Battery Box

4

2. Position the Power Switch to “ON”.

1. Attach one end of the cable to the
positive (+) terminal of the boost source. 3. Shift the transmission to the desired
gear.
2. Attach one end of the cable to the
positive (+) terminal of the battery that is
connected to the starter solenoid (DO
NOT ATTACH CABLE TO THE CABLE
BETWEEN THE POSITIVE AND
NEGITIVE OF THE TWO BATTERIES).
3. Attach the second cable to the negative
(-) terminal of the boost source.
4. Attach remaining cable end to the

engine block.
5. START the ENGINE
6. After the engine starts, remove the

cable connection from the engine block. 4. Release the parking brake by pulling out
the round knob. The knob must be
7. Remove the cable from the (-) negative momentarily held out until it stays out.
terminal of the boost source.
8. Remove the cable from the positive (+) Service Brake

terminal of the battery on the 5700-VG. Lever
Remove the opposite end of the same
cable from the boost source.
Parking Brake
3.2 TRAVEL to WORKSITE Knob
ATTENTION!
BEFORE TRAVELING, BE SURE THAT ALL

WORKHEADS, JACKBEAM, RAIL
FOLLOWERS, ENCODER WHEEL and LIGHT
CARRIAGE and TONGUES ARE SECURELY
LOCKED OR PINNED IN THEIR SAFE
POSITION BEFORE TRAVELING.
1. Pull throttle cable to full throttle position.

WARNING
BEFORE TRAVELING MAKE SURE AREA IS

CLEAR OF PERSONNEL and
OBSTRUCTIONS.
5. Move the travel control lever

“FORWARD” or “REVERSE” to move. The
position of the lever determines the speed.
6. To stop the machine move travel

controller to neutral position and apply Rear Rail Follower shown in working position
brakes. Brakes are applied by moving the
service brake lever.
3. Lower mast assembly to rail.
3.3 SETTING UP FOR WORK
1. After stopping machine, set parking

brake while setting machine up for work.
2. Lower rear rail follower to rail.
Mast assembly, lining mast shown in work position
Operator shown using air toggle to lower rear rail follower

4. Un-Pin Light Carriage and lower to

rail using winch.
Ramp rails shown being lowered into position
5. Extend ramp rails and lower spacer

buggy assembly to rail using winch.
Built in ramp shown in stored position

6. Connect wring connections of buggy 3.4.2 Changing the gauge of the clamp
& tongues to light carriage and to main frame. To change the gauge of the
machine. clamp frame, first remove the gauge
specific connector plates(2) . Then
unbolt and re-position the clamp
assemblies (2) to the desired gauge
position. Replace the connector plates
with the correct gauge specific plates.
Gauge specific
connector plates
SECTION 3.4 Re-Gauging the 5700-VG

The 5700-VG is designed to allow the gauge to be
changed. Track gauges of 36” (914mm), Meter
(1000mm) and Cape Gauge (42” or 1067mm) can all be
achieved by adjusting various elements of the machine. 3.4.3 Changing the gauge of the axels.
Each wheel is an interference fit (.0065
3.4.1 Changing the spacing of the in.) with the axel. The wheels can be
workheads for a different gauge. Adjust moved on the axel by heating the
the turnbuckles to move each workhead wheels to approximately 400°F. The
to the desired position. axels will have to be removed from the
frame to accomplish this (or have a
separate of axels specific to each gauge
on hand). Please contact Kanza for
instructions before attempting to move
Workhead the wheels on the axel.
Spacing
Turnbuckle
3.4.4 Changing the gauge of the brake
rigging and buggy wheels. All of these
components have positions for each
gauge. Remove the components and
spacers and re-install in the desired
gauge position.

4. Make the first tamping insertion

The following Section 4 is a reprint of information found immediately after initiating the jacking
in an original Jackson Operators manual.
cycle; do not wait until the jacking cycle
4.0 TRACKWORK has been completed.
The trackwork section is designed to lead the 5. Do not over-tamp. The insertions should
new operator through the basics of tamping, be equal in number on each tie.
lifting and lining the track. Sections 4.1 - 4.6
focus on working the track (using manual 6. Make the last tamping insertion when the
methods). track is at grade level and lined. This is the
insertion that does the most to hold the
Manually plotting and lining a curve is possible, track at the new location.
but not practical or time efficient. The
explanation of lining curves and
adding/subtracting super-elevation is to help 4.2 LIFTING (SURFACING) TRACK
the operator understand the geometric
principles and graphs used in the curve liner. 4.2.1 Surfacing Geometry and Definitions
The terms grade rail and line rail are used

Special situations are addressed to help you
frequently in describing the lifting and lining
“put it all together” when operating in the real
processes. Figures 980676, 981370 and
maintenance world.
981375 in this section will be helpful in
distinguishing between the two. On screen
4.1 TAMPING TRACK - HOW TO selection allows the operator to change the
TAMP orientation of each from left to right. The lining
mask must change positions also.
Successful operation of Kanza tampers
depends upon imparting a powerful vibration The grade rail is described as:
from the tamping blades to a volume of ballast. - The rail that is raised to the light reference
The vibration will cause the ballast to flow and - The inside (low) rail in a curve
consolidate away from both sides of the blades - The rail that remains at a constant level
and under the ties, filling voids and firming up throughout a curve
the ballast. The following procedure should be - The rail on the same side as the lining
used: mask
1. Check that tamping blades are in good The line rail is described as:
condition. Replace if worn excessively. - The rail used for reference with the lining
system (line rail positioning cylinder
2. Ensure that all blades and mounting pushes the mask follower wheel against
hardware is tight and vibrators are this rail)
operating properly. - The outside (high) rail in a curve
- The rail on the opposite side of the lining
3. Required number of insertions: mask
1/2 – 1" (13-25 mm) raise .... 1 insertion The cross-level is where the grade rail and the
1 – 3” (25-75 mm) raise .... 2 insertions level rail are level.
Over 3” (over 75 mm) raise .... 3 insertions

4.2.2 How Much Lift Is Needed? track. Under most conditions, one insertion is
satisfactory at raises up to about one and one
The minimum required raise is dependent on half inches and two insertions should be used
the track condition. If the surface of the track is for larger raises.
quite rough, it is necessary to slightly raise the
high spots while the light carriage is in a low 4.2.3 Surfacing Run-On and Run-Off
spot. The minimum raise should be equal to Procedures- Manual Method
the difference in height between the highs and
the lows in the surface. Trackwork techniques for run-ons and run-offs
are shown in Figures 981371 through 981374.
If the level rail is higher than the grade rail, the A run-on or “ramp in” is a gradual increase in
minimum raise will have to be slightly higher track lift from zero to full lift at the start of a
than the difference in cross-level. This will work site.
allow the grade rail to be raised to the light and
slightly higher than the level rail. The level rail A run-off or “ramp out” is the gradual
will then be raised to obtain proper cross-level. decrease in track lift from full lift to zero at the
end of a work site. The purpose of both is to
In the case where the level rail is high and the avoid voids under the ties or dangerous bumps
surface is quite rough, the minimum raise will in the track caused by beginning a site at full
have to be larger than if only one of these raise height.
conditions existed. Raises in excess of two
inches (51 mm) are extremely wasteful of
ballast and two-insertion tamping is required at
the higher raises.
The operator and supervisor will have to select

the number of insertions to use in tamping the
981371
10

981372
981373
11

981374
4.3 SUPER-ELEVATION Example: If 2” (Approx. 50 mm) of super-

elevation is desired in the full body of the
4.3.1 Super-elevation, Definition curve, and the spiral contains 128 ties (208
ft/64 m), then 1/8” (3 mm) of super-
Super-elevation is the difference in height elevation is added every 8 ties (13 ft/4 m) in
(from level) between the grade rail and the the spiral. This creates 16 intervals or
level rail in a curve. Figures 981370 on next “stations”. When the full body of the curve is
page & 980636 at section 4.5.1 are helpful in reached, the desired super-elevation (2”/50
understanding the definitions for lifting and mm) will have been attained. The process
lining curves. Understanding super-elevation is reversed when encountering the spiral
will be easier when the section on curves has out of the curve. The super-elevation for the
been covered (Section 4.5). full body portion of the curve will remain
constant at 2” (50 mm).
4.3.2 Super-elevation, Manually Adding
4.3.3 Removing Excess Super-elevation
As an operator enters a curve, he is required to from Curves
add super-elevation to the curve using the
super-elevation control. The ties must be In order to remove excess super-elevation from
marked throughout the spiral indicating the curves, it should be remembered that the low
intervals where 1/8 inch (3 mm) of super- rail (grade rail) must be raised high enough to
elevation is added to the level (or line) rail. remove the excess super-elevation as well as
removing any low spots. The high rail must
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DEFINITIONS
981370
also be surfaced to remove any low spots that If the track has excessively bad surface, or if
may be present. In other words, even though large amounts of super-elevation must be
the primary intention is to remove excess removed, an initial pass should be made to
super-elevation, both rails must be surfaced to remove approximately one-half the excess
provide a smooth ride. super-elevation. Additional ballast could then
Example: Consider a curve with 3" (75 mm) of be applied and the final pass made.
super-elevation in the full body. It is
desirable to have 1" (25 mm) of super- 4.3.4 Adjustments to Ordinates When
elevation after surfacing. In order to Adding or Removing Super-elevation
accomplish this, the operator must raise the
low rail at least 2" (50 mm) to remove the When adding or removing super-elevation in a
excess super-elevation. With the super- curve, it is important to adjust the full body
elevation switch set at 1" (25 mm), the ordinate (Section 4.5.3) of the curve to
curve will end up with 1" (25 mm) of super- compensate for the desired change in the
elevation, but the high rail will not have super-elevation. The reference system is
been surfaced. The operator must dial in at affected by the fact that the curve is plotted at
least an additional 1/2” (12 mm) of raise at a different elevation than the track will be left at
the light. This lifts the grade rail an average after it has been worked. An additional 1 unit
of 2-1/2” (62 mm) and the level rail is lifted (.1”/2.5 mm) of ordinate should be added to the
an average of 1/2” (12 mm). Additional lift full body of the curve for each 1 inch (25 mm)
should be dialed in at the light if the surface of super-elevation being removed.
is excessively bad.
Likewise, 1 unit (.1”/2.5 mm) of ordinate should
13

981375
be removed from the full body of the curve for 981375. With ideal conditions and a perfectly
each 1 inch (25 mm) of super-elevation being calibrated machine, the mask position readout
added. These adjustments apply if the curve is should read “zero” when lining tangent track,
plotted by hand or with the Curve Liner. unless adjustments are being made for special
situations (see Section 4.6).
Example: Assume the curve has a full body
ordinate of 26 units (2.6”/66 mm), has a 4- 1. Followers and light carriage are set up to
inch (100 mm) super-elevation, and it is work as described in Section 3.11;
desirable to leave the full body of the curve machine is running.
with 2 inches (50 mm) of super-elevation.
The full body ordinate should be corrected 2. With “Liner” turned on and mask set on
to 28 units (2.8”/71 mm) before working the zero, the machine will automatically line
curve. This will place the curve at the the track to the tangent condition as the
desired geometry after the super-elevation operator works from tie to tie.
has been removed.
3. If, after a considerable distance has been
4.4 HOW TO LINE TANGENT TRACK covered, it is discovered that the track has
been slowly shifted in one direction, the
A simplified view of the light lining system with built-up error may be corrected by a slight
tangent (straight) track is shown in Figure shift laterally of the mask. Shifting the
14

mask tells the machine to line the track in radius. Due to the great mass of trains and
the opposite direction, to bring the light, their great inertia (mass that resists changes in
mask and sensor back in line. speed), curves gradually change the
sharpness of the radius to help the train
4. When lining into a switch, road crossing, or change directions gradually also. This part of
any other fixed obstruction, it is necessary the curve is called the spiral (spiral in if going
to blend the line into the obstruction. into the curve). At the sharpest radius, the
Blending is done by lining until the radius becomes constant for a length
machine reaches a point where the old line depending on how far the curve needs to turn.
is correct and then to stop lining. This section is called the full body of the
curve. On the other end of the full body is
5. A second approach would be to gradually another spiral that gradually increases the
shift the mask as necessary to match the radius (spiral out) until the track is straight
line at the fixed obstruction. (tangent) again.
Note: There is no special method for using the The term spiral is used to define the area of
curve liner when lining tangent track, other the curve where the ordinate is increasing from
than what has already been mentioned. the zero ordinate of tangent track to the
constant ordinate of the full body of the curve.
4.5 HOW TO LINE CURVES
4.5.1 Track Geometry of Curves &
Definitions (Figure 980636)
Railroad curves are not built using one simple
15

The degree of curvature is a measurement of 4.5.2 Lining System Components (Figure

the radius of the curve. With a simple curve 980636)
and a 100-ft. (30.48 m) chord, the angle
formed by the endpoints of the chord and the Three rail followers are used to measure the
center of the curve defines the degree of track geometry (Figure 980676). The light
curvature for that curve. The higher the degree carriage follower establishes the front point of
curve, the smaller the radius the curve will the cord and is set at unity, the distance from
have (i.e. a 1 = 5730 ft. (1746.5 m) radius; 5 the line rail to center of light. The lining sensor
curve = 1146-ft. (349.3 m) radius). rail follower establishes the other end of the
cord, and is calibrated to the same unity as the
Super-elevation is the difference in height light. The mask follower is calibrated to read
(from level) between the grade rail and the “zero” when the mask is at system unity.
level rail in a curve. The tangent track
approaching a curve is level. As the radius When lining curves, the position of the mask
gradually becomes sharper in the spiral, the will vary from the unity position and is
incline (crosslevel) of the track becomes displayed on the Main Screen as the Mask
steeper. At the full body, the super-elevation is Position. The value displayed is the distance
constant and tapers back to level as the curve in tenths of an inch from the unity position.
returns to tangent track. See also Section 4.4. From unity, at which the display will read “0”,
the mask can move OUT 10 inches (254 mm)
Note: The grade rail (inside rail) on a curve is and IN 2 inches (50.8 mm). At these positions,
maintained at a constant height and super- the display will read “100” and “-20”
elevation is added to the outside rail of the respectively.
curve.
16

When using the curve liner, accurate distance of an inch) is recorded and the mask position
measurement is obtained from an encoder displayed on the meter panel.
wheel rolling along the top of the rail. Drive
wheel problems, such as slide or spin, are 4.5.3 The Ordinate Diagram (Figure 980638)
eliminated using this independent wheel.
The ordinate is the amount of track offset (X),
MOVING THROUGH THE CURVE as measured at the mask follower, from a line
established by the light carriage follower wheel
As the machine moves through a curve, the and the rear (lining) follower wheel (see
mask follower follows the track shift in relation Figures 980676 and 981376). As three points
to the machine, causing the lining meter to in geometry establishes a circle, the three
read off center. The mask position meter will points on the machine measures the
be reading zero (ideally) at this point. To instantaneous value of curvature. The ordinate
measure the track offset, the mask is shifted diagram (Figure 980638) is a plot of the
in the direction of the curve. When the lining ordinate (in tenths of an inch) versus the
meter needle is centered, the ordinate (tenths machine position in the curve (stations).
17

On tangent track, the ordinate is zero. At the

full body of the curve, the ordinate (on ideal
track) is at its maximum and is constant.
Spirals, when plotted on an ideal curve, form a
straight-line graph from the zero value at
tangent track to the maximum value at the full
body of the curve.
Transition points are the starting and ending

points of the spirals. “TS” marks the transition
between tangent track and the spiral and “SC”
marks the transition between the spiral and the
full body of the curve.
TANGENT-SPIRAL (TS)
TRANSITION POINT
SPIRAL-CURVE (SC)
TRANSITION POINT
18

4.5.4 Selecting the Reference System points are approximately 20 feet (6.1 m)
Length offset from the graph transition points as
shown in the illustration.
When lining a curve with the Kanza 5700-VG
tamper, the proper selection of the reference Note: Ordinate measuring should be
system length is very important. started 2 or 3 rails prior to the beginning of
the spiral of the curve, and continue until
The length of the reference system depends on enough ordinates have been measured at
the degree of curvature of the full body of the the full curvature to establish a good
curve. The reference system length should be average for the maximum ordinate.
as long as possible and still be able to plot the
entire curve without running out of stroke on Once the ordinate diagram is obtained, it is
the lining mask actuator, which is 10 inches necessary to mark the mask positions and
(254 mm) long. The maximum (full body) super-elevation on the center of the ties where
ordinate should not exceed 95 units, which is the operator can see them. The required mask
9.5 inches (241.3 mm) of stroke. This allows positions are obtained from the average
enough movement of the mask to pick up ordinate diagram established at step 3.
errors in the track alignment during plotting.
4.5.6 The Manual Method- Marking
4.5.5 The Manual Method- Plotting
Marking the mask position and super-elevation
The manual method may be used to construct points and amounts help the operator know
the ordinate diagram. Ordinary graph paper what to do and where to do it.
may be used for manual plotting.
MARKING MASK POSITION
PLOTTING THE ORDINATE DIAGRAM FOR
AN EXISTING CURVE 1. Determine the approximate number of ties
in the spiral.
1. The operator travels through the curve,
keeping the lining-meter needle at zero by 2. Divide the number of ties in the spiral by
continually shifting the mask. the maximum ordinate from the ordinate
diagram. This gives the number of ties
2. At convenient stations, such as rail joints, between each increase in the ordinate of
the operator reads the mask position meter the spiral.
(digital) and plots the ordinates as shown
by X's on Figure 980638. Ordinates are 3. Start at the station of the first transition
plotted vertically and the stations are point of the curve and mark the ordinate on
plotted horizontally. The stations can be the ties increasing the ordinate at each
any convenient length, but must be equal station as calculated in Step 2. This will be
in length. The curve liner currently plots in 20 feet (6.1 m) offset from the true TS and
5-ft. (1.524 m) increments. SC points of the curve.
3. When all ordinates have been plotted, the 4. When the station of the second transition
operator averages them as much as point of the graph is reached, no more ties
possible, as shown with the solid line. need be marked until the spiral out of the
curve. The spiral out of the curve is
4. The actual tangent-spiral and spiral-curve marked in a similar manner except the
19

ordinate decreases by one unit as each 4.5.7 The Manual Method- Working the
group of ties is counted. Curve
Check the maximum ordinate for the full 1. The following should already be done:
body of the curve by setting the mask to
the maximum ordinate and slowly travel a. The ordinate diagram of the curve has
through the curve. Observe the movement been plotted.
of the lining meter. The needle should
swing equally to either side of the center if b. Desired values for each station have
the correct ordinate has been selected. been obtained from the ideal (average)
Any compound sections of the curve will ordinate plot.
also show up at this time.
c. The desired mask positions and super-
MARKING SUPER-ELEVATION elevation values at the designated ties
(stations) have been marked at the tie
The super-elevation is marked off in a similar centers.
manner; however, the starting point in the
spiral should be the tangent-spiral (TS) not 20 2. Liner and rail follower switches should be
feet (6.1 m) before. The unit for super-elevation “on”; grade and line rail switch settings
is eighths of an inch (3 mm), so the total super- should be identical to when ordinate
elevation should be converted to eighths diagram was plotted.
(multiples of 3 mm). Note: Adjustments to
ordinate diagram may be needed if adding or Note: It is important to remember that the
removing super-elevation of 1” or more distance between the light and sensor
(Section 4.3.4) must remain the same when constructing
the ordinate diagram and working the
1. Divide the number of ties in the spiral by track.
the total number of eighths. This gives the
number of ties between each increment of 3. At the first station, move the mask position
1/8 inch (multiple of 3 mm) of super- switch (operator’s control box) to the left or
elevation. right until the mask position meter reads
the value marked on the tie. Also set the
2. Start marking at station TS and continue super-elevation switch to the value (if any
marking the super-elevation as calculated yet) marked on the tie.
in Step 1 until the full body of the curve is
reached, (SC) at which time the full super- 4. Clamp the track and tamp the tie using the
elevation should be reached. workhead lever. Lining system will
automatically line the track to the desired
3. The spiral out of the curve is marked in a new position.
similar manner with the full elevation being
marked at the station corresponding to the 5. Continue tamping each tie, leaving the
point on the theoretical diagram where the settings until the next station is reached.
spiral out of the curve begins (CS).
6. Adjust mask position and super-elevation
4. The super-elevation is then reduced by to the new values and continue. Super-
1/8" (multiple of 3 mm) after each group of elevation and mask position values should
ties until zero is reached at the ST point. be zero on tangent track, gradually
20

increasing in the curve spiral into the the sensor so that the grade rail is the lower
curve, constant in the full body of the rail. This allows the use of the super-elevation
curve, gradually decreasing in the spiral settings to blend the higher rail into the fixed
out of the curve, and back to zero when point. This technique could be used at either
returning to tangent track. end of the fixed point.
7. When the full body of the curve is reached, SKEWED LINE TO FIXED POINT
the track may still be continually shifted in
one direction. Compensate by setting the A skewed line through a fixed point presents a
mask at the proper constant ordinate for more serious problem. If the fixed point cannot
the full curvature to zero the lining meter. be lined up with the track, it will be necessary
to develop small line swings near the end of
8. When finished, make sure mask position is the obstruction. This allows blending the track
returned to original position. If in doubt, the into the ends of the fixed point without having
“Zeroing Procedure- Lining” found in sharp kinks. The lining mask setting is changed
Section 6 may be used to check position to offset the track as the machine works into or
before continuing. out of the fixed point.
4.6 SPECIAL TRACKWORK RUN-OFFS TO FIXED POINTS

TECHNIQUES
In the case where the run-offs to a low fixed
4.6.1 Fixed Points in the Curve point are too rapid and the fixed point cannot
be raised, the surfacing light should be lowered
Fixed points are places in the track that can't to keep from raising the track any further
be lined or are difficult or undesirable to line. except when the machine is outside of the
Examples may be road or track crossings, present run-off.
bridges, loading platforms, switches or other
similar abnormality. 4.6.2 Compound Curve
Determine the exact ordinates and station of The compound curve is a curve that has more
the fixed obstruction shown. If the fixed point is than one radius of curvature in the full body of
in the spiral, it will be necessary to use two the curve. The presence of two or more
straight lines for the spiral with the spirals average ordinates in the ordinate diagram
blending into the ends of the fixed point. indicates the curve is compound. Each change
in the average ordinate requires a connecting
If the fixed point is in the full body, it may be spiral similar to that used in going from tangent
necessary to use spirals at the ends of the to full curvature. The ordinates and the
fixed point to blend the fixed point into the full elevation are increased or decreased at
body of the curve. In either case, additional uniform rates within the connecting spirals.
ordinates should be measured to fully define
the position of the fixed point. 4.6.3 Reverse Curve
INCORRECT CROSS-LEVEL IN FIXED A reverse curve changes direction with only a

POINT short section of tangent track between the
curves. If the section of tangent track is at least
For incorrect cross-level in the fixed point, it is three rail lengths long, then both curves are
possible to set-up the light carriage lights and handled as separate curves. Figure 980432
21

(Point A to E) is a case where the tangent zero mark and second, make sure the display
section of track is less than three rail lengths. on the digital readout shows two or more
The two curves are treated again as separate negative units.
curves, with the exception of the end of the
“Spiral Out” (B - C) of the first curve, and the In the example plot A-C (Figure 980433), the
“Spiral In” (C - D), of the second curve. machine was at the super-elevation zero mark
at station 43. The ordinate number at this point
Figure 980432 shows a reverse curve where was negative six. This satisfies both conditions
point C is the transition point between curves needed to make a proper plot. Now the first
and also the super-elevation zero location for curve can be worked.
both curves. This means curve A-C ends and
curve C-E starts at the same tie. This type of Work the first curve, stopping the machine at
curve will be used as the example for our plot. the same station where the first plot ended.
This point should be station 43 on the station
Plot curve A-C (Figure 980433) in the normal counter. Also at this point, the ordinate number
manner, only instead of ending the plot when on the digital readout should show negative
the ordinate number on the digital readout is six.
zero, continue plotting a small distance further
until the lining mask is at the super-elevation When the first curve is completed, switch grade
zero mark. Stop at this point and see what rail to other side and manually position the
number is displayed on the digital readout. This lining mask (with mask position toggle switch)
number should have a negative value of two or to negative six on the digital readout. This is
more. If the ordinate number on the digital the same ordinate number as the number at
readout is not a negative two or more, continue the end of the first curve.
to plot until a negative two appears on the
readout. Usually, plotting to the super-elevation With lining mask set at a negative six on the
zero mark ensures a negative ordinate number digital readout, back the machine up until the
greater than two. Remember, there are two deflection needle in the lining meter centers in
conditions when plotting the “Spiral Out” of the the green area of the meter.
curve: first, plot at least to the super-elevation
22

Note: Once grade rail switch is turned to

the opposite side and the lining mask is
moved to proper negative ordinate number,
the deflection needle in the lining meter will
be considerably off center or “out of the
green”.
In order to get the needle back to center (in the

green), machine must be back up. Stop the
machine at the spot where the lining meter
needle is centered. At this spot, plotting for the
second curve starts, and is done in the regular
way.
23

As with the case of the “Spiral Out” of the first Since the surfacing was stopped at the super-
curve, there are also two conditions for plotting elevation zero mark when the first curve was
the “Spiral In” of the second curve. First, finished, start surfacing along with the lining
always start plot with the same negative upon reaching the elevation mark. Continue
ordinate number as the ordinate number at the surfacing and lining the rest of the curve
end of the first curve. Secondly, after lining normally.
mask is positioned to proper ordinate number,
back the machine up until the lining meter 4.6.4 Excessively Bad Line
needle centers or enters the green area. This
spot is where plotting of the second curve In the case of curves having excessively bad
begins. line, it may not be possible to obtain the
desired alignment in a single pass. In this case,
When the second plot is completed, back up to a first pass can be made lining without tamping
the point where the plot was started (Figure to obtain an initial alignment. The lining could
980434). The ordinate number again should be be done at every third or fourth tie to speed up
negative six. Since the machine will be starting the operation. A second pass would be used to
behind the super-elevation zero mark on track obtain the final alignment and surface. It is not
that has already been surfaced and lined, just necessary to plot the curve after obtaining the
line the track only up to the super-elevation initial alignment, however, a better final
zero mark. So for a short distance, from where alignment will be obtained if the curve is re-
the plot for the second curve was started and plotted and re-marked for the ordinates.
the super-elevation zero mark, the track will be
“Double Lined”.
24

4.6.5 Long Sags
A long sag, whose length exceeds the distance

from the sensors to the lights, requires a
special procedure to remove it. The spacer
tongues keep the light carriage at a fixed
distance. The surfacing light is adjusted to
maintain the surfacing light at the desired
reference line as the machine works through
the sag. The depth of the sag must be less
than the adjustment range to use this
technique.
4.6.6 Long Line Swings
Long line swings can be removed with the

laser buggy option. The laser is positioned
beyond the line swing and is aimed back at the
light carriage. A sensor on the light carriage
moves the lining light in and out as machine is
working to keep the desired reference line. The
laser carriage can be set up to 2000 ft (610 m)
ahead of the machine.
25


Operator Manual Kanza 5700

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Operator Manual Kanza 5700

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OPERATORS

Kanza Construction, Inc

1.0.1 Workhead Assemblies ………………………………………………………………………….. Page 1

SECTION 2.0 Periodic Maintenance

2.0.1 Transmission ………………………………………………………………………………………… Page 2

SECTION 3.0 Startup

3.0.1 Master Switch ………………………………………………………………………………………. Page 4

SECTION 3.1 Using Jumper Cables …………………………………………………………………………… Page 4

SECTION 3.2 Travel to Work Site ………………………………………………………………………………… Page 5

SECTION 3.3 Setting Up for Work ……………………………………………………………………………….. Page 6

3.3.1 Stop Machine ………………………………………………………………………………………... Page 6

SECTION 3.4 Re-Gauging the 5700-VG ………………………………………………………………………… Page 8

SECTION 4.0 Trackwork

4.1 Tamping Track – How to Tamp ……………………………………………………………………… Page 9

901 N. 25th Street, Parsons, Kansas 67357

1.0 MANTENIMIENTO DIARIO 3. Resive el aceite del motor, tirando de la

1. Engrasar el cabezal de trabajo con

4. Revisar el aceite hidráulico en la

5. Poner agua de los reservorios de aire

901 N. 25th Street, Parsons, Kansas 67357

2.0 MANTENIMIENTO PERIÓDICO

La Tamper 5700-VG require mantenimiento

1. Revise la tensión de la cadena de

3. Lube front axle trunion bearings monthly

4. Check or adjust brake shoes weekly and

Front Brake Shoe Adjustment

Accesorios de lubricación en el eje impulsor y Soporte de eje

2. Revisar el filtro de aire del motor y

Rear Brake Shoe Adjustment

901 N. 25th Street, Parsons, Kansas 67357

5. Check status of high pressure filter on a

High Pressure Filter condition indicator

901 N. 25th Street, Parsons, Kansas 67357

The Kanza 5700-VG uses two 12 volt

3. Pull Throttle out to Running Position

Main Battery Box

901 N. 25th Street, Parsons, Kansas 67357

2. Position the Power Switch to “ON”.

4. Attach remaining cable end to the

5. START the ENGINE

6. After the engine starts, remove the

8. Remove the cable from the positive (+) Service Brake

BEFORE TRAVELING, BE SURE THAT ALL

1. Pull throttle cable to full throttle position.

901 N. 25th Street, Parsons, Kansas 67357

BEFORE TRAVELING MAKE SURE AREA IS

5. Move the travel control lever

6. To stop the machine move travel

1. After stopping machine, set parking

2. Lower rear rail follower to rail.

Mast assembly, lining mast shown in work position

Operator shown using air toggle to lower rear rail follower

901 N. 25th Street, Parsons, Kansas 67357

4. Un-Pin Light Carriage and lower to

Ramp rails shown being lowered into position

5. Extend ramp rails and lower spacer

Built in ramp shown in stored position

901 N. 25th Street, Parsons, Kansas 67357

SECTION 3.4 Re-Gauging the 5700-VG

901 N. 25th Street, Parsons, Kansas 67357

4. Make the first tamping insertion

The terms grade rail and line rail are used

901 N. 25th Street, Parsons, Kansas 67357