Amongst the complete range of Robel machines on offer are a number of products that will be introduced to the Southern African market and these include:

• ROBEL model 62.04 Electrical Tamping Unit, which is a high performance unit for tamping different types of sleepers with either gravel or ballast. The unit consists of 4 vibratory tampers with vibration reducing handles and includes a distribution box as well as a power generator. Tamping picks are made of hardwearing and high-tensile manganese steel. Damage to the sleepers is minimized in comparison to impact power tampers.
• ROBEL model 13.48 Rail Head Profile Grinding Machine for true-to-form grinding of the rail head with the highest precision. Ergonomic operation is ensured by a grinding unit that may be swiveled by 90 degrees in both directions – no turning of machine necessary. Grinding wheels Ø 125 and 150 mm. Equipped with running gear and an insulated outrigger. Easy mobility due to roller-bearing rollers
• ROBEL model 30.83 Combined Power Wrench and Drilling Machine, ideal for all wrenching and drilling operations in the sleeper area, particularly suitable for dowel improvement. The parallelogram frame keeps the wrenching and drilling spindle in a vertical position at all times. Max. torque during drilling operations.
  Torque adjustment for wrenching operations via hydraulic servo control.

Yale Engineering Products (Pty) Ltd, supplies a range of technical products, back up service and training of their range to the general engineering industry, as well as specialized industrial solutions for the paper, pulp, rubber and railway industries to name a few.

Their products supplied include: mechanical actuators, electro-linear actuators, rotary joints and siphon systems, as well as railway lifting, jacking, recovery and depot maintenance equipment.

ROBEL Bahnbaumaschinen GmbH with its headquarters in Freilassing, Germany, operates worldwide. The company has many years experience as a specialist in machines and devices for track construction, repair and maintenance.

ROBEL produces customised solutions in its divisions of small machines, track vehicles and special units. The company pays particular attention to developing these customized solutions in close co-operation with its customers.

Using state of the art high intensity LED technology, light duration depending on the product can range from 8 to 60 hours of use from a single charge.
The capacity of each lighting head or ‘pod’ is 2000 lumens at full power, and approximately 30% reduction at the economy power level however, one must also consider the “light colour” which is rated at 6000 kelvin. This is the most efficient lighting intensity or colour that one can use when working, bearing in mind that natural midday light is rated at 5600 kelvin.
Each lighting head projects a beam up to 10 metres whilst delivering full constant 8 hrs continuous burn at full power and 14 hrs continuous burn at the economy level.

The lights are totally rechargeable from a 12 0r 24 volt DC or 220 volt AC supply and from empty take only 7 hrs to charge to maximum. Most importantly, these units can be charged whilst the lights are burning. The batteries used are “Gel acid rechargeable” type. All units come with a fully extendable mast allowing 360 degree pivoting. There are also a range of optional tripods, back packs and vehicle chargers.

The light head and body are constructed of chemical and oil resistant toughened glass-filled nylon, with a base produced from a super impact absorbent elastomer, making them virtually indestructible. Cased products are supplied in life-time guaranteed waterproof cases, with easy operation press & pull latches, proprietary Vortex pressure valves and durable soft-feel handles.

All units are powered by 12v sealed gel maintenance free batteries which can be replaced locally. They drive RoHS compliant electronics with solid state high efficiency circuitry and micro processor controlled parameters – allowing the option for customers to choose their own unique settings programmed in for them. They are all controlled via maintenance free silicone rubber control keypads.

The lighting systems are self-contained, highly portable, truly maintenance free, silent running and exclude the need for external generators. No more tripping over cables, no noise, no hazardous fuel, fumes, heat issues or fragile globes. They also solve the biggest bugbear of all by there being no need to assemble a jumble of kit to do the job. Designed as glass-free, there is no chance of breakage, a common issue with traditional lighting products with the range offering up to 60 hours of light from a 7hr charge time – including a built-in low battery warning system.

The items are compact and purpose-built for manual handling. All have handles in appropriate places are easily carried and come as a complete unit with no need for tripods, and supplementary lighting heads.

High intensity LED light produces a better output than any authorized lighting in existence. The heads of the units can be pivoted around to face any direction and in the case of the four head light system, can illuminate four directions at once which would minimize slip, trip or fall likelihood because of better vision. Lights up bigger areas – maybe specify a radius. Therefore, more work can be done with less equipment. Improved lighting means that work done, particularly that of a delicate nature, can be done more efficiently and effectively as the work area is easily viewed.

The lights have been tried and tested by Safety and Rescue services, Military Services and railways around the world. They have also been approved as standard stock items in British Rail, New York metro rail and a number of railway systems throughout Europe. The US military have also standardized on the range. These lights come with a 15 year guarantee if used in accordance with the manufacturer’s recommendations.

The rotators are able to lift a wagon and turn it 360 degrees allowing access to the underside for welding, riveting or painting. With advances made in the field of engineering, the new rotators lock securely to the wagon/chassis after being hoisted into place. The wagon is then locked into the driving end of the rotator and the slave end allows for lateral movement, accommodating the different lengths of wagon/chassis being worked on. The rotator can handle up to 17 tons per side and span 14 – 20 metres in length.

Safety is a primary concern in this type of work environment and therefore the new design has stringent safety features. The system has been built in such a manner that the wagon/chassis locks securely to the rotator. It is sturdier and more balanced than the current rotators in operation. In the event of a power failure, the emergency mechanism locks, securing the wagon/chassis in situ.

“Peace of mind comes from using a well established brand where support is on hand. Yale Engineering Products (Pty) Ltd, offers customers years of engineering expertise and mechanical support. Our range of rail products have been proven over many years and are designed specifically for the rail industry” says Kevin Hoy, Managing Director of Yale Engineering Products (Pty) Ltd.

Necessity was not just the mother of the Bloemfontein Diesel Depot, it was the seed that blossomed into a trailblazing model of business efficiency.

By Ailsa Uys extracted with permission from TRANSNET ONE

“Colleagues have been empowered, Bloemfontein depot has become a cutting-edge engineering division. We are proud of these achievements. It is a first for Africa.”
- Johan Rossouw, Profit Centre Manager: Bloemfontein Diesel Depot

It all began in 2006 when Johan Rossouw, Bloemfontein’s Profit Centre Manager, began wondering: there had to be a way to repair and service locomotives that would not cause delays of two to three weeks. The cost of these delays was high, not only in terms of loss of income but in high haulage costs, downtime and ultimately unhappy clients.

Johan modestly explains: “I began researching options on the internet and learnt about the Wheel Drop System used extensively in Europe. It made sense for us to implement the same system.” The Wheel Drop System came into operation on 19 June this year.

With the Wheel Drop System, a machine in a pit in the shed floor is used to safely remove and replace wheelsets and repair coupled-rail vehicles’ traction motors. Since it’s in a pit below the train, technicians have unhindered access to the bogie and rail vehicle. Since its introduction, the equipment has changed five traction motors and transformed colleagues’ lives and working conditions.

ON YOUR MARKS, READY, GO!

It was not plain sailing from the outset. Johan had to make a few “interesting detours” but says they were worth their weight in locomotives. During his initial research, he wanted to have the system evaluated and considered for the Bloemfontein Diesel Depot. Local experts were invited to fine tune the specifications needed. “We had to consider the specifications for every locomotive in the fleet to ensure compatibility, choose the right contractors and, of course, get the budget approved,” says Johan. After an open tender process, Yale Engineering, a German company, was awarded the contract. Lorraine Barlow, Project Manager: Transnet Rail Engineering says, “From the very beginning it was vital to have the right people. The system had to be of the highest quality and as it was a first for the continent it had to set a good example. The difficulty arose because there was no working example – Transnet’s was a new concept. Our specifications were unique.”

As there was no precedent, Lorraine and her team had to provide the motivation for going ahead with the project. They reasoned that productivity would improve, cutting each maintenance job by at least a week, reducing the labour bill and improving turnover times and therefore the availability of locomotives. It made perfect business sense.

TESTING, TESTING

Once approved, the real work began – and with it came the first challenge. Because all equipment had to come from Germany, precision planning and timing were of the essence. The foundation had to be laid in Bloemfontein so that the equipment could be installed as soon as the shipment had arrived. But then they hit a snag. “While digging the pit foundation, we realised that the shed had been built on the site of the old steam-train shed!” says Johan incredulously. “We uncovered rails from a bygone era and this caused a small delay.” But nevertheless the project was completed within the four-month deadline – with a day or two to spare.

Lorraine adds: “The challenges coupled with the excitement of working on a ground-breaking project made the team comprising four separate divisions really come together and work as one.” The four divisions that made it happen were Engineering, Infrastructure and Risk, Project Management and Locomotive Maintenance.

NEW AND IMPROVED

All parties agree on the effectiveness of the new installation. Pragasen Pillay, General Manager: Locomotives Transnet Rail Engineering (TRE), excitedly says, “The system, which was great in theory, is even better in real time.” Walking into the shed containing the new equipment is like walking into the winning team’s locker room after a big game. The excitement is palpable; the team cannot get enough of the new invention. Johannes Nxito, a technical worker trained to work on the wheel-drop table, sings it praises: “It’s the best. It only takes a morning to change a wheel or fix a traction motor. It is safer, easier and much quicker.”

To date, Yale Engineering has trained six technicians on the new technology. Says Jan Nel, Senior Technical Worker: “What’s best about the new system, is the team work it requires. You need to look out for one another and help your colleagues.” Smiles all round testify to the improved spirit. Johannes adds that it feels good to be working with the most modern equipment: “Many of our colleagues are envious!”

Johan is upbeat about the changes and their knock-on effect. “Colleagues have been empowered, Bloemfontein diesel depot has become a cutting-edge engineering division. We are proud of these achievements. It is a first for Africa. It proves that it is possible to be an innovator wherever you are.”

Lessons learnt at the depot will be shared with colleagues from other depots who are to visit in the course of the year. “It is an ideal solution for smaller depots, especially those that are isolated from main centres. The investment is not unrealistic for the returns it gives. It will enable smaller depots to have control over their maintenance,” Johan says. Pragasen agrees and says two additional sites – Sishen and Polokwane – are already under consideration. He says, “The implications for Africa are endless. We can be the trendsetter, especially since the investment needed to install cranes in small African locations is very high. In fact, the need for specially built sheds and crane equipment makes it unobtainable. This initiative is bound to make it more feasible.”

Fact Box

• 12.5 tons The carrying weight of the Wheel Drop System
• R3 million Installation cost
• 3–4 tons The weight of a locomotive traction-motor wheelset
• 80–115 tons The weight of a locomotive
• 2–4 The number of people required to operate and change a traction motor on the Wheel Drop System
• 7 The number of days saved on each repair job