Vortok Rotorrail
Maintenance Free Switch Roller Systems
Rotorrail is manufactured under licence from Mazzi Technology S.R.L.
Vortok Switch Roller System
Rotorrail
Proposal Contents
2
Introduction
3
Concept and Method of Operation
4
Main Features
5
Business Case
6
Worldwide Approvals
7-8
Installation
Appendix
10
Material Specification
11 - 12
Trial Examples
13 – 15
Photo and CAD Gallery
16
Integrated Rollers
Approvals and Test Report Section
18
Vortok ISO Accreditation
19 – 25
RFI Italy, Latest Homologation and test report + Translation
26
Original Railtrack UK Certificate of Acceptance
27 – 31
Network Rail UK Replacement Certificate
32 – 37
EBA Germany Approval + Translation
38
Network Rail Integrated Roller Certificate of Acceptance
39 – 42
Latest Network Rail Certificate of Acceptance
43
Spoornet South Africa
1
Introduction
Non functioning switches/turnouts are a long standing problem for network
operators worldwide, often resulting in daily heavy applications of grease by track
workers upon the worst offending mechanisms. The drive to reduce costs and
eliminate the environmental impact of greasing has resulted in the design of roller
systems for switches.
What makes the Vortok Rotorrail system particularly attractive is the ability to
retro-fit the product to almost every existing switch design, associated baseplate
and fastening system without having to modify them.
The product was designed to meet several challenging design criteria, including:
•
Eliminating the need for greasing of baseplates.
•
Work as a retro-fit solution.
•
Fit virtually all baseplate/fastening designs with no need to change or
adapt in any way.
•
Quick and simple installation process with no, or very little possession time
required.
•
Affordable solution with significant cost savings for the operator.
•
Maintenance free. (Occasional visual inspection)
•
Ability to cope with severe local environmental conditions where
necessary. (Mines, steel works etc.)
•
Remain clear of tamper areas.
Rotorrail surpasses these original criteria whilst offering new levels of reliability,
significant cost savings and environmental benefits. This document gives more
detail of the Rotorrail product, includes details of the different variants already
supplied by Vortok, installations worldwide and the approvals that exist.
Left: Rotorrail Unit supplied to Bay Area Rapid Transport
(BART) USA.
Below: Rotorrail installation Network Rail United Kingdom.
2
Concept and Method of Operation
The principle of the Rotorrail is very simple, to reduce friction to such an extent
that the switch operates reliably without the need for heavy, or indeed any,
greasing. The Rotorrail system uses rollers cantilevered over the side of the
baseplate structure.
The switching blade only takes the mass of the traffic when it is touching the
running or stock rail. In this position, the foot of the switch blade is touching, and
transfers the wheel load to, the original chair surface. When one side of the switch
is closed the matching switch blade is open and takes no wheel load.
The Rotorrail unit is positioned so that the first roller is just touching the foot of the
switch blade in the closed position and thus the unit is not taking any load.
Rotorrail unit shown in this “ready” mode with the
switch blade in the closed position.
When the switch is operated the closed blade
moves away from the stock rail and
immediately rides up onto the first roller.
The roller is designed to lift the switch blade,
typically by 4mm, and as soon as the switch
blade is lifted most of the drag / friction associated with greased systems
disappears.
The actuation mechanism only has to act
against the rolling resistance and any flexure of
the switch blade.
Rotorrail unit shown in the “actuated” mode with
the switchblade in the open position.
The switch blade is now free to travel to its fully
open position. The opposite matching blade will of course now move from the
open position, supported initially on the Rotor Rail, to the closed position, where it
drops off the roller onto the chair surface ready to take traffic load.
The Structure of the Rotorrail takes support from the baseplate and uses the
existing fixings. By using the existing fixings and being designed around the
existing baseplate structure the Rotorrail can be installed very quickly, each unit
taking less than 5 minutes to install.
3
Main Features.
The unique method of positioning the rollers cantilevered over the side of
the baseplate structure, taking support from it, enables the system to be
easily designed/adapted for virtually all baseplate designs.
The above also allows a rail network to rapidly install on both new and
importantly retro fit to existing turnouts without changes to baseplate or
fastenings at all.
Maintenance free with no greasing required. The specially hardened type
sealed rollers are lubricated and sealed for life, therefore offering
immediate labour savings by eliminating the need to grease.
No adjustments. The units require no vertical adjustment as they work on
a fixed height lift and therefore cannot be incorrectly set by track workers.
The system will fit onto, and use, the existing baseplate screws, no special
fixings required at all.
Vastly improved reliability of switch performance and reduction in the wear
and tear.
Potential energy savings as motor power can be turned down and motor
life extended.
Simple installation. Whether fitting to new turnouts or existing systems in
track the installation process takes no more than 10 minutes per unit
requiring no possession of the line.
Not prone in any way to damage from tamping machines.
Ability to choose problem baseplates where it is obvious the rail is in heavy
contact with the riser plate and prone to sticking.
In the unlikely event of damage or failure the units can be replaced within
minutes.
Queensland Rail Australia
4
Business Case
The Vortok Rotorrails have an initial purchase cost and an associated installation
cost, the latter being particularly small due to the quick installation time. Once
installed, they are maintenance free, and therefore free from ongoing costs*.
Rotorrails are designed to remove problems, and therefore costs, from the
operators network:
Grease Application Costs. This is often a daily occurrence requiring teams
of track workers spending many hours a week greasing the baseplates.
Grease Removal/Cleaning Costs. Grease attracts dirt, which in turn
renders the grease that builds up on the baseplate useless by forming a
hardened paste. This requires cleaning before being re-greased.
Switch Failure Cost. What is the cost to the operator of traffic that has to
be stopped until the switch is loosened?
The above are immediate cost savings upon installation, however it is also worth
bearing in mind that additional ongoing hidden savings will benefit the operator.
Power Savings. The actuation motors can be turned down to save power
as the switchblades will require less force to move them.
Extended Motor Life. This reduction to the level power required by the
motor to move the switchblade should extend its working life.
Reduction to Wear and Tear. The wear and tear to the switch is reduced
dramatically as the switchblade now has a much smoother movement.
Staggered roller variant installed to
Canadian Pacific Railway.
A saving of up to 96% is not unusual
after the fitting of Rotorrail units.
•
Visual inspection is recommended during normal inspection/switch adjustment regimes.
5
Approvals.
Rotorrails were originally designed by Mazzi Technology S.R.I. in Italy. Vortok
International now design and manufacture Rotorrail units under licence for the
global market outside of Italy and Spain.
The original homologation for Rotorrail came from FS in Italy in 1999 after
extensive trials. Italy now has several thousand units in operation with a sub 1%
failure rate.
Vortok first began the design and development of Rotorrails to the in 2000. The
trials in the UK were undertaken by Railtrack, now Network Rail, and full product
acceptance after successful trials was granted in 2003. There are over 1,700
Rotorrails in operation in the UK and the performance has been so successful that
an additional acceptance certificate has been awarded for different variants in
2006.
Copies of the latest approval certificates etc are to be found in the appendix,
including; RFI Italy, EBA Germany and Network Rail in the UK. Since the awards
were made in Italy and the UK thousands of Rotorrail units have been
manufactured and successfully installed worldwide, including:
Germany
USA
Canada
Ireland
Sweden
Denmark
Portugal
Finland
South Africa
Australia
Italy and Spain (Mazzi Technology)
Examples of trials are contained in the appendix, and currently extended trials are
being undertaken in:
France
Germany - Private networks such as mining and power
Morocco
Norway
USA
Malaysia
China
6
Installation.
As mentioned the Rotorrail units are ideally suited for retro-fitting to existing
turnouts. The process is simple, takes just a few minutes per unit and can often
be carried out without the need for a line possession.
(And if a possession is needed it can be a very short
one.)
The units will use the existing screwspikes
No modification to a baseplate is necessary and the
unit uses the existing screw holes without any need to
touch the fastenings in any way.
Left: Installation of Vortok Roller System on Lisbon
Metro system Portugal.
Position Selection for Rotorrails.
2
3
4
5
6
7
8
Exact positioning of the Rotorrail units within the switch is
not critical although it is strongly recommended that the
first pair or Rotorrails should be placed as near to the toe
of the switch as possible. The number of Rotorrails
required depends on the length of the switch, 3 pairs are
typical for medium sized switches.
Sleeper 2 as shown in the diagram left would be the ideal
position for the first set.
Spacing of the other units should be every 4 or 5 sleepers
targeting obvious problem baseplates, however try to
distribute the units as evenly as possible.
9
10
11
12
13
14
If it is found that a switchblade is bent upwards (hogging)
where the unit is planned to be installed, thus not dragging
on the baseplate, it is acceptable to install the unit on an
adjacent baseplate. No problems are caused if the units
are staggered.
Installation of the Rotorrail units is as follows:
1. Remove/use existing screw spikes
15
2. Clean any existing grease from the baseplate
7
3. Slide the Rotorrail unit over the baseplate until the rollers touch the foot of
the switchblade then bring back slightly so there is about a 1-2mm gap
between the switchblade and the first roller.
4. Place locking bar across the back of the unit
5. Reinsert existing screws.
6. Operate the switch 2 or 3 times to settle the units. Some slight moment
may occur on the units initially.
Once installed, no ongoing maintenance is required and no further lubrication is
needed on the Rotorrail units. There are no vertical adjustments to be made
using this system and therefore no errors can be made by track workers.
Visual inspection is recommended during normal scheduled site visits or track
inspections, although the operator may want to occasionally grease the
baseplates without rollers to prevent corrosion.
The installation process is very quick, less than 10 minutes per Rotorrail.
8
Rotorrail Proposal Appendix
9
Material Specifications
The Rotorrail units are manufactured from stainless steel grade 316 as this grade
offers good anti-corrosive properties and strength. Some discolouration may
occur from contact with the baseplate but this is not corrosion.
The rollers themselves are manufactured from case hardened steel, rotating on
hardened steel shafts and are sealed for life. (080A15 Grade)
Where the Rotorrails are to be used in an excessively corrosive environment such
as areas with high levels of coal dust, the 440C stainless steel grade is used to
manufacture the rollers as this has better anti-corrosion properties.
316 Grade Stainless Steel used for the main body of Rotorrail units. (Industry
standard grade description.*)
316 grade stainless steel is the standard is the standard molybdenum-bearing
grade, second in importance to 304 amongst the austenitic stainless steels. The
molybdenum-bearing gives 316 grade better overall corrosion resistant properties
than 304, particularly higher resistance to pitting and corrosion in chloride
environments.
This steel has excellent forming and welding characteristics. It is readily brake or
roll formed into a variety of parts for applications in the industrial, architectural and
transportation fields. It also has outstanding welding characteristics.
440C Stainless Steel used as the alternative to Case Hardened Steel when
used in corrosive environments. (Industry standard grade description.*)
In the hardened condition this material has a Martensite + Carbide structure. It is
capable of attaining, after heat treatment, the highest strength, hardness (51 – 61
Rc) and wear resistance of all the stainless steel alloys.
Its very high carbon content is responsible for these characteristics and the 440C
grade is particularly suited to applications such as ball bearings, valve parts and
of course rollers.
The stainless steel is optimised for high hardness, it has good resistance to the
atmosphere, fresh water, food stuffs, alkalines and acids. The corrosive
resistance of grade 440C approximately matches that of grade 304 in many
environments. 440C stainless steel is used in a wide variety of industries
including bearing manufacture, aerospace applications, surgical instruments etc.
Vortok are happy to advise as to the best material to use for the roller if uncertain.
*Source: Azom.com
10
Trials.
Rotorrails were originally designed by Mazzi Technology S.R.I. in Italy. Vortok
International now design and manufacture Rotorrail units under licence for the
global market outside of Italy and Spain.
The original homologation for Rotorrail came from FS in Italy in 1999 after
extensive trials. Italy now has several thousand units in operation with a sub 1%
failure rate.
Vortok first began the design and development of Rotorrails to the in 2000. The
trials in the UK were undertaken by Railtrack, now Network Rail, and full product
acceptance after successful trials was granted in 2003. There are over 1,700
Rotorrails in operation in the UK and the performance has been so successful that
an additional acceptance certificate has been awarded for different variants in
2006.
Other successful trials have included DB, Frankfurt Dortmund, and Dusseldorf
tramways in Germany, Brazil Railways, Rail Corp and Queensland Rail in
Australia, Irish Republic Railways, Spoornet and Metro rail in South Africa,
Finland, SNCF in France, Lisbon Metro in Portugal, Belgium, Stockholm Metro
and Banverket in Sweden Canadian Pacific and Bay Area Rapid Transport USA.
Nottingham Express Tram.
The Nottingham Express Tram network has 21 switches on the network and prior
to the installation of the Vortok switch roller system working time of 250 minutes
per week were required for the maintenance regime. This comprised of cleaning
the pads and slipper plates, adjusting the mechanism, lifting and packing as well
as the greasing. Even with this level of work, 10+ minutes per switch, the network
still suffered numerous switch failures.
After installation of the Vortok roller system, fitted to three quarters of the network
(the problem switches), the maintenance cost have been reduced by 96% with
just 10 minutes of labour time per week for the entire switch network. Those
switches fitted with the Vortok system are entirely maintenance free.
Rotorrail Unit installed on Nottingham
Tram Network.
Gypsum Plant Cumbria UK
11
To test the units in severe conditions the Vortok system was fitted in a Gypsum
plant where the existing switches were frequently seizing due to the grease being
turned into a hardened paste by the Gypsum dust.
The track managers did have a thorough cleaning and re-greasing regime in
place, that of course had a significant cost implication, however they still suffered
from switch failures. (Larger cost implications)
Since installation in early 2001, not only has there been no switch failures on the
network, the units have been operating completely maintenance free. This is
typical of trial installations worldwide, including mining sites in Australia where the
conditions are at there most extreme with dust and heat.
Queensland Rail Australia.
Trial units were fitted to 3 switches that suffered failures on a weekly basis due to
the build up of large quantities of coal, and other mineral, deposits. This dust also
turned grease very quickly into a hard paste that is very corrosive.
Like the Gypsum plant in Cumbria Rotorrails manufactured with the corrosive
resistant grade of stainless steel were used. After a year of trials, where several
possible solutions were tested, Vortok secured an initial order for 664 units.
(Rotorrail was the only successful product in the trials)
Queensland Rail Australia Rotorrail unit.
12
Picture & CAD Gallery.
Below are a number of photographs and CAD images demonstrating the variety
and adaptability of the Rotorrail concept. There are very few baseplate designs
where Rotorrail will not work, this is just a selection of those designs, more are
being developed all the time.
Close to the toe of the switch,
Northampton UK.
Switch Diamond style to accommodate
the switchblade at an angle if
necessary
Rotorrails being installed in South Africa
Staggered roller design, this unit is for
CVRD in Brazil.
13
Bay Area Rapid Transport (BART) USA.
Left: Installed Units
Below: CAD concept drawing.
Left and below are Rotorrail units currently on
extended trials at SNCF France.
Left: Shallow plate design, Port Talbot steel
works UK.
This units demonstrates Vortok’s ability to
design a solution to meet virtually all baseplate
designs, even those with very thin baseplates
and corrosive environments.
14
Rotorrails on a brand new switch. (VAE)
Although the Rotorrail unit has been
designed with retro-fit solutions in mind the
other inherent design features, strength,
resistance to corrosion etc make them
suitable for new switches.
See Appendix ? for integrated roller
designs.
Design for Norwegian Railways.
Pictured right is the CAD model for
Rotorrails installed on Lisbon Metro
for year long trial.
Vortok have been awarded the
contract to fit these units to the entire
metro system. (August 2006)
15
Integrated Baseplate Rollers.
Vortok are able to work with baseplate/switch manufacturers to design roller units
that are economically competitive and have all the benefits of the retro-fit Rotorrail
units.
Roller assembly upon Balfour Beatty
baseplate. (UK)
Integrated roller above pictured right installed in
track in the UK.
Pictured below another Integrated roller unit.
Contact Sales at Vortok with your requirements. [email protected]
Tel: +44 1752 700601 Fax: +44 1752 702353.
16
ISO Accreditation, Approvals and Test Reports
17
18
RFI Italy, Latest Homologation Test Report.
Translation on pages 23 - 25.
19
20
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Translation of RFI Report
RFI
Technical Direction
Experimental Institute
Homologation Laboratory
Rome, 12 October 2005
To Angelo Mazzi
Costruzioni
Generali e Ferroviarie s.r.l.
Via Salarino, 3
37060 Castel D’Azzano
(VR)
Re: Dynamic Performance Structural and Durability Testing on selflubricating device for switches (Supply Technical Specification DI TCAR SF
AR 06 003 A point 3.1.3 dated 05/06/00)
Please find the attached results of the dynamic test of “structural performance”
and durability carried out on self-lubricating roller device for switches model Rail
Rotor 60/1 manufactured by Angelo Mazzi Costruzioni.
The sample we received was already assembled, and was marked out with
number 886 and subjected to testing according to point 3.1.3. of Supply Technical
Specification DI TCAR SF AR 06 003 A dated 05/06/00
23
Fig. 1 Sample inserted into the testing rig
Fig. 2 The system after the prescribed 150000 cycles
24
“STRUCTURAL PERFORMANCE” AND DURABILITY TEST
The system was mounted as received on the testing machine, and bolted down to
the supporting surface (fig. 1).
The sample device, loaded with a weight of 2.5 kN, was subjected to 1.5*105
cycles, with a frequency of 0.384 Hz.
At the end the test, no significant performance decay of the system was noticed.
On the contrary, there are some wear signs on the surface contacting the four
rollers as shown in Fig. 2.
CONCLUSIONS
The tested sample, subjected to the dynamic cycles prescribed by Supply
Technical Specification DI TCAR SF AR 06 003 A point 3.1.3 dated 05/06/00,
successfully passed the test.
Lab Technician
Campanari
Head of the Homologation Laboratory
Florio Ing. Giovanni
25
Original Railtrack Certificate.
Network Rail replacement pages 27 - 31
26
Network Rail replacement certificate.
27
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EBA Approval Germany.
Translation on pages 36 - 37
32
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Translation of EBA’s letter 15.12.2005
Application for Homologation of Rotorrail Switch Tongue Rollers of VORTOK
Your letter dated 09.09.2005.
Attachments: 1 Rotorrail Switch Tongue Roller Drawing No. Vortok
MC/RR/710/002 2 Compliance Signs
Dear Sir or Madam,
With reference to your application of 09.09.2005 we hereby give you our
CONFIRMATION
1. I grant the permission for the Rotorrail Switch Tongue Roller System,
affixed to the slide plate and its fastenings , to be used in standard
switches acc. To DB regulations „constructions for the permanent way“.
The Rotorrail Switch Tongue Roller System, Type 1 double rollers and type
2 single roller, acc. To drawing No. VORTOK MC/RR/710/002 (attachment
1) is suitable for retrofitting existing switches in track.
The permission is limited to 31.12.2010.
This permission comprises 2 pages and 2 attachments.
II. the following supplements and drawings are the basis of our permission:
• Description of the system plus instructions for installation
• Roller system, drawing no. VORTOK MC/RR/710/002 of 04.07.05, edition
A
• Installation drawing No. VORTOK MC/RR/710/105 of 28.07.05, edition 1
• Roller, drawing No. VORTOK MC/RR/100/005 of 07.01.05, edition 3
III. the permission is valid in combination with the following sub-regulations:
• Any changes to the construction or security-relevant changes to the
Rotorrail Switch tongue roller system must be communicated to EBA
without any delay
• The switch tongue roller systems have to be adjusted such that the rail
tongue when attached to the stock rail must rest on the base plate and thus
no vertical movement of the tongue is prevented. By installing the roller
system there must be no impediment in moving the tongue.
• Manufacture of the Rotorrail system is subject to a permanent quality
control acc. To DIN 18200. Self monitoring may be done by internal
laboratory and testing arrays. External monitoring has to be done by an
approved laboratory or by quality control service of DB AG, VQB 2, Quality
Control Procurement, System Track.
• Confirmation of conformity of switch tongue rollers with the regulations of
this approval must be done by means of a Declaration of Conformity of
manufacturer.
• The Sign (attachment 2) has to be affixed to the parts or, if not possible,
must be attached to the delivery note.
IV. Reservation
The approval may be revoked with immediate effect if the sub-regulations are not
complied with. The approval will be revoked, supplemented or modified if the
36
Rotorrail switch tongue rollers do not prove their suitability and dependability, in
particular if damages of repeated character are monitored that have their reason
in the use of these systems or if new technical requirements necessitate this.
V. Hints
1. this approval is granted irrespective of Third Parties’ Rights, in particular
private Patent Protection
2. the operator in charge of the infrastructure is responsible for the use of
Rotorrail switch tongue roller systems. When approving for use by EBA,
such approval is granted on the basis of, primarily, security/safety related
aspects are considered. The user is entitled to insist on additional, nonsafety related criteria prior to use in switches. It is therefore recommended
to get in touch with the relevant divisions of the railway operator at an early
stage to obtain approval in the shape of an application declaration outlining
the regulations of how to operate the system – this is independent of the
public/legal approval of EBA.
3. An extension of the limited approval has to be applied for at the relevant
department min. 6 months prior to expiry of the approval.
4. For arranging the systems of Rotorrail in switches the regulations of
technical bulletin (TM) KO 01/02 of DB AG must be complied with.
5. For use in trans-European Railway network (TEN) it must be considered
that the Permanent Way component „switch“ acc. To the technical
specification for inter-operability infrastructure (TSI) for high-speed traffic
requires an EU- Test Approval issued by a „relevant authority“.
VI. Cost of approval must be with applicant. The bill will be submitted by separate
mail.
Reasoning:
EBA – Federal Railway Authority – acc. To 3 of the legislation on Federal Railway
Administration of 27.12.1993 etc.
Approval for Rotorrail switch tongue rollers can be granted as
• By using this system the functionality of the switch is in no way obstructed
• A reduction in forces necessary for operating the switches is achieved and
the slide chairs/base plates do not require greasing
• If installed correctly there will be no technical and safety-related
reservations toward installation of the tongue roller systems RV and ARV in
switches of Railways of the Federation.
Imposing compliance with sub-regulations is required to warrant the safety of
Railway operation. For dealing with the application charges will be invoiced acc.
To law etc
Legal Hints and Advice:
Applicant may file for revision against this approval within one month after issue of
approval. Application for revision must be in writing and filed with EisenbahnBundesamt, Vorgebirgsstr. 49, 53119 Bonn. The period for filing for revision will
be met when filing for revision with an affilitate of EBA.
Signed and sealed Kuchenbecker, testified in signature Müller.
37
Integrated Roller Acceptance.
38
Network Rail Updated Acceptance Certificate 2006-08-03
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