1751 e VT News 2 10 Englisch

News
The Customer Magazine of Voith Turbo
Future Mobility S.06 | First Voith Engine for Rail Vehicles S. 32 Diving Down to 200 Meters S. 42 | Comfort Plus on the Waters S. 52
2 / 2010
EDITORIAL
Peter Edelmann, Board Member of Voith AG, Chairman of the Board of Voith Turbo
Dear Customers, Dear Readers,

Throughout the centuries, the human desire for mobility has never ceased. The only thing that has drastically changed are the technologies that help us to get from one place to another. Over the last few years it was mainly the demand for increasingly faster, quieter and eco-friendlier transport systems that has resulted in numerous technological innovations. This poses the question: Where do we go from here? In our main topic Mobility of the Future we are trying to find answers to this question. On the following pages you can therefore read about future scenarios of traffic planning, as well as concrete measures introduced by different countries and cities, which address the challenges of increasing mobility already today. Mobile societies need a variety of different transport systems depending on the travel destination and the purpose of the journey. With a wide range of developments for conventional and future drive systems, Voith Turbo is contributing to ever more efficient and, above all, eco-compliant vehicles. At this years key trade shows SMM, InnoTrans and IAA we are, for example, presenting the first Voith diesel engine for rail vehicles developed in co-operation with MAN (page 32), the new DIWA.6 transmission generation for citybuses (page 22), new front modules and crash buffers (pages 34, 36), a new design for tugs (page 40) and a coupling for marine applications (page 52). Drive concepts leading to lower fuel consumption and reduced emissions are the focal theme of this issue. But reports about special vessels for setting up offshore wind power plans, retarders for extra vehicle safety in India and Tunisia or the worlds largest universal joint shaft for a giant steel mill in South America are certainly also worth a look. And this time, our Culture Report will be taking you to the pulse of the growth boom to Shanghai. I hope you enjoy this issue of News!
Yours sincerely, Peter Edelmann
2/2010 | Voith Turbo | News
CONTENTS
Motorization Is Going to Rise on a Global Scale Prof. Dr.-Ing. Kay W. Axhausen on appropriate ways of public transport in the future.
19
Voith Engine for Rail Vehicles The first Voith diesel engine is a V8 and undercuts Stage IIIB emission limits.
32
06 18 19
Exhibition News Road

DIWA.6 Bus Transmission of the New Generation Less noise and lower fuel consumption
In Focus: Mobility
22
Making Traffic Faster, Cleaner and More Effective Growing mobility calls for new traffic technologies Figures, Data, Facts Motorization is Going to Rise on a Global Scale Interview with Prof. Dr.-Ing. Kay W. Axhausen
Rail
Concept Study for Cooling Systems Efficiency increase for locomotives Presentation of Gravita 15 BB The fourth Voith locomotive has been completed First Voith Engine for Rail Vehicles Rail engine undercuts Stage IIIB emission limits Undisturbed Communication on the Train Train Line Modem for data exchange Higher Safety with Light Heads Voith Turbo develops front modules made from fiber compound plastics Fast Return to the Rails after a Collision Voith Turbo Scharfenberg presents new crash buffer
30 30 32 33 34
Road
Close to Series Production Turbocharged air compressors in field service VW Takes VR 123 Retarder to Tunisia First order from Volkswagen New Retarder to Brake First in India Production of VR 119 launched at Voith in Hyderabad Ex Works in the Mercedes-Benz Atego Voith Magnetarder ready for series production
24 25 26 28
36
Rail
Lostr Builds and Sells Maxima 30 CC from 2011 Agreement with Czech rail vehicle manufacturer 20 Diesel Railcars with Voith Powerpacks Supply for Tunisian State Railways
Marine
Voith Turbo with New Tug Design Two VSP in Longitudinal Arrangement for More Steering Force
37 37
40
CONTENTS
Special Vessel for Offshore Divers Voith Schneider Propeller for the first Diving Support Vessel Windermere by Hallin.
42
38
Comfort Plus on the Waters Highly flexible coupling for marine applications ensures undiluted sailing fun.
52
52 54 55
New Super High-Speed Train Gets a Nose from Voith CRH 1 ZEFIRO 380 with Scharfenberg Couplers, front ends and final drives 20 Turbo Reversing Transmissions for Vossloh Verkehrsbetriebe Peine-Salzgitter purchase new shunting locomotives
Comfort Plus on the Waters New highly flexible coupling for marine applications Voith Turbine Hydraulics Make Power Station Safe Voith turbine protection and control in Gersteinwerk Decision for Voith WinDrive Guodian and LEC
39
Marine
First Design Contract for Marine Engineering Haifa Port Authority orders VWT Saturation Diving Down to 200 Meters First Diving Support Vessel with VSP Two Jackup Vessels for the First Time with VSP Drive Voith equips special vessels for the construction of offshore wind energy plants Natural Gas Pipeline Laid Using Voith Technology 1 220-kilometer direct connection between Russia and Germany
Culture Report
41 42
Shanghai at the Pulse of the Growth Boom Heart of the Chinese Economic Miracle
56
News
44
Personalia News From the Voith Group
60 61
46
Regulars
Editorial Exhibitions and Events Imprint
Industry
Steel Mill Increases Output and Protects Resources Largest universal joint shaft in South America
03 62 64
50
Growing Mobility Calls for New Traffic Technologies
Making Traffic Faster, Cleaner and More Effective
With 10 million inhabitants, Moscow is Europes largest city and the most important hub of Russias road, rail, marine and international air traffic. In order to cope with this traffic volume, Russia is investing primarily in rail infrastructures.
IN FOCUS MOBILITY
Rush hour in China the mega-cities are threatened by a total traffic collapse by 2030. New traffic concepts and technologies are therefore a must.
Tailbacks measuring several kilometers, excessive noise development and severe pollution are typical of the traffic situation in many cities all over the world. Mankinds inherent desire for mobility has become a basic necessity. Mobility is now a necessity. The expansion of cities, economic growth and the ensuing higher spending power, particularly in growth nations such as Brazil, Russia, India and China (BRIC), call for sustainable mobility concepts. A number of measures to secure mobility by 2030 and make it comfortable have already been introduced.
IN FOCUS MOBILITY
The metro system of Indias second largest metropolis Delhi is one of the latest public transport systems in Asia. In order to move the growing population also in the future, the metro network is to be expanded from 96 to 240 kilometers by 2021.
On land, at sea and in the air in many countries, mobility has become a basic prerequisite for people to participate in social life. Mobility is a fundamental human need, because not being spatially restricted equals freedom and a slice of independence, from childhood onwards. Later, it also means getting to a workplace that is further afield, receiving foods and other goods from faraway places, communicating, making new contacts and gathering experience when traveling.
At the same time, mobility is a prerequisite for economic growth and the development of infrastructures. There is indeed a connection between spending power and mobility, especially in industrial and BRIC states, as attested by the Center of International Business Relations (ZIW). In its latest study, the ZIW outlines how the trend for higher mobility might continue in an economic growth environment. In Germany, for example, only every tenth person will be without a vehicle by 2025. In China or India, this development is
quite extreme. The number of cars in China is growing annually by 23 percent.
Growth Needs Mobility and Flexibility

The rapid growth of the conurbations in emerging markets calls for changes in traffic planning. Growth prognoses, among them those of the German government, reveal a trend towards mega-cities by 2030. This term applies to cities with more than 10 million inhabitants. More
than half of the worlds population, approximately 3.3 billion people, already live in such conurbations. It is estimated that by 2030, the large cities will accommodate five billion people and that there will be over 30 such mega-cities by then. According to the Institute for Mobility Research (Ifmo), similar concentrations are also predicted for Middle Europe, which will have an impact on traffic planning although the population will continues to develop at a relatively constant rate. Conurbations with strong economies will continue to grow, while weaker regions will deplete. Coupled with further growth in the service sector, this will lead to a structural change characterized by increasing mobility and flexibility and not only because of rising distances between home and workplace.
With the BRT system Metrobs as a traffic solution, the public transport authority of the Turkish capital is counteracting the population boom and a disproportionate rise in car registrations.
BRT Systems Against Urban Traffic Chaos
Getting Past Traffic Jams in a High-Speed Bus

Bus Rapid Transit (BRT) systems are a solution for counteracting the daily collapse of traffic and serious environmental pollution. In metropolises such as Istanbul, Jakarta, Bogot or Mexico City, and also in smaller cities like Nantes, they have become indispensable. With more than 3 200 DIWA automatic transmissions in BRT systems worldwide, Voith has gained wide-ranging experience in this field.
BRT systems excel due to high bus frequency, improved transport capacities, flexibility and lower infrastructure costs for the bus network. A characteristic feature of most BRT systems is a separate, dedicated bus lane, allowing free and unrestricted travel, which consequently increases transport speeds. In practice, the daily travel time for passengers in Bogot could be reduced by more than 30 percent, making BRT systems a true alternative to cars. The market share of DIWA transmissions in Bogot, the worldwide pioneer for many new BRT systems, amounts to over 80 percent. Applications in cities such as Curitiba and So Paulo (Brazil) Quito (Ecuador) or Santiago de Chile, as well as recent systems in Hangzhou, Dalian, Jinan (China) and Indonesia, highlight the capabilities of DIWA automatic transmissions in a wide variety of BRT systems. The majority of new BRT systems are currently being set up in South Africa. In cities like Cape Town and Port Elizabeth, they are meant to sustainably improve the often chaotic traffic conditions.
Billions in Investments for Global Rail Traffic

But how are the most affected countries and regions reacting to these prognoses? Russia records higher economic growth than the rest of Europe, which, above all else, has resulted in a disproportionate growth of border-crossing traffic. While the degree of motorization of Russias private households is on the rise, the actual car density in Russia is still quite low, and the rails carry the main burden of traffic. For this reason, Russia is making long-term investments into rail infrastructures. By 2030, Russian State Railways intend to completely renew the current fleet that dates back to the days of the former Soviet Union. 23 400 new locomotives, 30 000 passenger trains and
10
IN FOCUS MOBILITY
996 000 freight cars are to be procured. The USA, too, intend to go for a sustainable modernization of their railway systems. Concrete plans include the government allocating eight billion dollars for the expansion of its high-speed network from its transportation budget in 2010. Over the next five years, another billion dollars will be provided. Our highways are hopelessly congested. Production losses caused by traffic jams cost us 80 billion dollar every year, explained Barack Obama in front of journalists in a recent BBC interview. An effective transportation system based on the European model is overdue, and this is now being initiated by investments in public transport. Two key factors are playing an ever more important role in this context: ongoing raw material and hence fuel shortages, as well as the indispensable reduction of CO2 emissions.
Journeys between metropolises that were previously only possible by air are to be made by high-speed train in future.
High-Speed Trains Relieve Road and Air Traffic

In the USA, it will be primarily a matter of overcoming the long distances between the large economic centers in a more eco-friendly manner and taking load off the roads.
To achieve this, the US government banks on strengthening rail traffic. The introduction of high-speed routes is therefore a focal point of the future American transportation program. Over the next few years, 13 new lines for high-speed trains are scheduled, among others,
Traveling fast and comfortably European high-speed trains act as role models for the USA.
Chinese rail vehicle manufacturers want to utilize experiences from the construction of Tibetan railways for high-speed routes in Russia.
between the US metropolises of New York, Los Angeles, San Francisco, Chicago and Detroit. With speeds of at least 290 kilometers per hour, the new trains would have a chance as an optional transportation medium.
China has already taken this route and is in the process of establishing high-speed trains as an alternative to flying, which is more fuel-intensive. More and more super high-speed trains are put into service and new high-speed routes are opened up.
In future, the CRH3 (China Railway Highspeed) will cover the 1318 km route between Beijing and Shanghai in about four hours.
On the soon-to-be fastest route in the world between Wuhan in central China and Guang, which is 1 000 kilometers away, the train is meant to reach a speed of 394 kilometers per hour (average speed 350 km/h). The journey will then take only three hours. In China with its population of 1.3 billion people, the reasons for this development are, however, different from those in the USA or in Europe continents that already have a good infrastructure and a high level of motorization. Chinas mobility is currently developing in parallel to its economic growth, which goes hand in hand with a substantial rise in income and increasing spending power. The countrys infrastructure finds it difficult to keep up with the required expansion and adaptation caused by an increasingly mobile society: within only three years, the number
IN FOCUS MOBILITY
Voith Turbo Equips Vehicles for Number One Growth Market

of registered passenger cars rose by 60 percent, leading to congestion on Chinas roads. Even on the eight-lane super highways in the Chinese mega-cities, the traffic has become almost stagnant. Yet a key problem is the continuously rising goods traffic which is increasing by an annual rate of 10 percent.
Strengthening Rail Traffic Means Higher Growth

Indias economy could grow at an even faster rate, if the country had a better infrastructure. According to economic analyses, sluggish goods transports are costing India 2 percent of economic growth every year. The government is therefore investing billions in the expansion of road and rail networks and promotes goods and short-range passenger transportation.
China Plans Super High-Speed Train From Canada to Las Vegas

Since 2006, the Chinese government has been investing 350 billion euros in roads, railway lines and harbors. The first concrete measures are already visible: between 2006 and 2010, 17 000 kilometers or new rail networks have been built. By 2020, another 16 000 are to be laid. A first stretch of 6 552 kilometers for the new high-speed train network has been completed. Apart from relieving passenger traffic, it will also be used for relieving goods traffic an important infrastructure task for the country, which was declared the worlds largest export nation last year. There are also solid goals for road traffic. By 2020, the 65 000-kilometer road network is to widen by another 20 000 km. In terms of high-speed technologies, China has meanwhile become quite self-assured. The state-owned company CRS is even considering building a high-speed railway line from Canada to Las Vegas. Russia, a state with a vast territory, has also shown an interest in Chinese high-speed trains. During the construction of the Tibetan
Indias mega-cities plan to significantly increase their metro lines.
Nearly 60 percent of Indias goods transports are performed on the road, the countrys most important carrier of traffic. The problem is that goods transports by truck are too slow, the few existing highways are overcrowded. On average, a truck needs five days to complete 1 500 kilometers a third of the harvest decays on route. As road expansions are progressing very slowly, transport must in future take place by rail. The course for this has been set. Out of the 64 000-kilometer rail network the fourth largest in the world only few routes are suitable for goods trains. This is meant to change with the modernization of the railway network. In its fiveyear plan up to 2012, India is investing 514 billion dollars in the
construction and the improvement of the public transport network. The ensuing five-year infrastructure budget will be ramped up to 1 billion dollars. At the same time, the Indian government is planning special relief packages for private operators in the form of tax-deductible infrastructure loans. These investments present an enormous potential for drive components from Voith Turbo. Established in India for over 20 years with a site in Hyderabad, Voith Turbo is delivering final drives and Scharfenberg couplers for the Metro in Mumbai. Further potential lies in the planned route expansions of the mega-cities of Kolkata, Benga Iuru and Hyderabad, as well as the construction of S-Bahn systems for smaller cities.
13
IN FOCUS MOBILITY
Brazil Sets Out Rail Expansion Plan
Technological Leap by Nearly 100 Years

Traffic in Brazil takes place mainly on the roads. Nearly all conurbations have modern city highways, while the construction of railway routes had to stay on the sideline. A new high-speed route is now meant to relieve road traffic.
railway the Chinese rail vehicle manufacturers have already gained experience with permafrost a typical occurrence in Russia.
Mumbais Commuters Only Travel by Rail

The future of mobility does, however, not develop by overcoming large distances or creating better connections between economic centers, but by mastering urban traffic an area where pollution and noise are particularly intensive. The Indian financial center Mumbai according to prognoses the secondlargest mega-city in the world by 2030 has therefore decided to build a monorail system. This new railway line, which is scheduled to enter service at the end of this year, will be able to handle 300 000 passengers every day. In India, the lack of infrastructure is turning into a more and more serious growth obstacle. While the forecasts for Asias third-largest economic power are good, the country is unable to keep up with the expansion of its transport and traffic systems. Kamal Nath, the Indian Minister for Road Transport and Highways recently complained that the extension of roads is not being sufficiently pushed forward. Economic experts estimate that the inferior condition of the traffic network hampers economic growth in India by up to 2 percent every year. The shake-up of rail traffic in India is even more dramatic. Railway lines and vehicles will be modernized by 2020 and all the principal tracks are being electrified. With its electric monorail, India is demonstrably
Not so rare in future: rail traffic in Brazil. The country is investing massively in the modernization of its railways.
The Brazilians are frequent bus users, and their goods are primarily transported by trucks. Endless lines of cars are flooding the roads and cause congestion every day. And even if the Brazilians decided to take trains instead they would not be able to do so. The fifth largest country in the world only has three major railway routes. A German-Brazilian study showed that a high-speed line between Rio de Janeiro, So Paulo und Campinas would reduce the road traffic by 30 percent. In the meantime, Brazil, too, has acknowledged that the modernization of the railway system would substantially relieve the traffic on the roads, and therefore gave the starting
signal for the construction of a new high-speed route in 2009. The investment also initiated new traffic planning structures. In 2010, 32 billion euros of the Brazilian growth program have been dedicated to the logistics sector and the upgrade of the railways. For the Brazilian transportation fleet, the application of ICEs and Cargo Express trains means a technological leap of nearly 100 years. Railways are one of several Brazilian projects. By the 2014 Football World Cup, the expansion of the major metro lines in So Paulo is to be completed. Other large cities such as Rio de Janeiro, Porto Alegre, Salvador, Recife and Fortaleza are also planning to extend their railway networks.
14
IN FOCUS MOBILITY
relying on eco-friendly solutions for its future transport systems: the monorails are expected to save 25 percent of energy every day and cut down emissions by 2 000 tons of CO2. (More on mobility in India on page 26)
make growing social mobility more eco-friendly? That current transport media are still not environmentally sound in some regions has been confirmed by the World Business Council for Sustainable Development (WBCSD) in its study Mobility 2030. The seven key factors showcased by the WBCSD on the basis of a study for future transportation policies focus on the long-term reduction of emissions and the social importance of guaranteeing access to mobility for all people. Sustainable mobility should be on the agenda of all countries even beyond 2030. Similar findings were also publicized by the International Transport Forum: We need competition for technically innovative products that are eco-friendly and protect the climate. Here, electric mobility might be a solution and
the start of a systems change. As estimated by the International Energy Agency IEA, the worldwide energy requirements will double by 2030. The demand for oil, which continues to increase rapidly while production quantities are dropping, will culminate in a price explosion. Here, E-mobility offers an important alternative and the automobile industry has already registered a changing trend. A study of the business consultants Bain & Company shows that there is meanwhile a market for 100 000 electric cars in Europe and 350 000 vehicles worldwide. In ten years, half of all newly produced cars will have an electric drive. In some countries, plans and financial subsidies are already quite concrete. The German government claims that by 2020 as many as one million
Sustainable Mobility Electric Cars as a Lifestyle Product

The enormous investments by governments all over the world into future mobility and the development of new technologies for modern traffic systems prove that the transport industry is keenly aware of the situation. Additional routes, new vehicles and drive technologies, such as various new hybrid systems (more on page 17), will decide how globally rising mobility is being handled. One of the central questions in this context is: How can we
One of the options of inner city mobility in Mumbai, India: the Monorail as a CO2 and energysaving way of public transportation.
The future of city traffic with lower emissions lies in E-mobility, for example via E-bikes.
electric cars will be on the roads, and the English authority Transport for London has issued a detailed Plan for the introduction of collective electric fleets, envisaging the launch of 100 000 vehicles. By contrast, conventional vehicles will be subject to further restrictions. Paris has publicized a bid for a first batch of 3 000 electric vehicles, which are
to become part of the public transport system.
Electric Mobility for Everyday Use

Some automotive manufacturers have already cottoned on to this trend and will be launching the first E-cars still this year. The French
Filling up with electricity and driving with lower emissions: the electric car.
manufacturer PSA, the Japanese companies Mitsubishi and Nissan, the Chinese carmaker BYD and the American General Motors Group have already planned high-volume series. Initially, the electricity for E-bikes or E-mobiles will still originate from conventional energy generation, as there is still not sufficient green power. Yet in the medium term, the key to the fact that electric cars will make an important contribution toward CO2 reduction lies in the combination of regenerative energy, power generation and electric mobility. Such a technological systems change does, of course, also require a collective social rethink, which appears to be developing quite positively: according to survey, the E-car enjoys a much higher hipfactor than a few years ago. The E-mobile has become a trendy lifestyle product. This potential for change provides real opportunity.
16
IN FOCUS MOBILITY
The Solaris Urbino 18 on Germanys roads with DIWAhybrid from autumn 2010.
Hybrid Technology from Voith Turbo
An Alternative to Conventional Drives

The hour of hybrid technology has arrived. As announced by the Center of Automotive Research (CAR), the classic combustion engine will be experiencing more serious competition over the next few years.
Development work on hybrid systems is running at full speed. Voith Turbo is launching not one but two hybrid solutions for city bus applications in the market: the parallel DIWAhybrid and the serial ElvoDrive. The DIWAhybrid is suitable for operating profiles with higher average speeds. The first order came from the American manufacturer Gillig.
ElvoDrive
At the moment, the operator Central Contra Costa Transit Authority is testing the first buses with DIWAhybrid in everyday service. Other units are currently being delivered. In summary and in combination with engine downsizing, fuel reductions and therefore lower CO2 emissions of up to 20 percent are possible. At the same time, energy generated during braking is stored and recuperated for the next acceleration process. The ElvoDrive is ideally suited for routes with lower average speeds and a higher frequency of stops. Braking energy is converted into electric energy and stored in super capacitors. The ElvoDrive has been tested in practical operation since May 2009 in six vehicles from Scania in
DIWAhybrid
Stockholm. These tests were successfully concluded in summer 2010. According to the manufacturer, fuel savings of up to 30 percent were realized. Since the vehicles are also fitted with an engine on ethanol basis, CO2 emissions can be improved by up to 90 percent in combination with the ElvoDrive.
17
IN FOCUS MOBILITY
Facts and Figures

Increasing Motorization
Four Times as Many Cars

At present, more than a billion cars and trucks are on the roads, and motorization rates are rising in Asia. By 2050, this figure will be 4.5 times higher (UPI Institute). Without new technologies, this would also mean a fourfold rise in CO2 emissions.
Electric Drives on the Increase World Population in 2050
9 000 000 000 People

Every week, the worlds mega-cities are growing by 1 million people. UNO statistics predict that the world will be inhabited by 8 billion people in 15 years time (currently 6.9 billion). By 2050, the anticipated world population will be 9 billion.
Every Second Driver Fills up With Electricity

Bain & Company find in their study: in ten years, half of all newly produced cards will have an electric drive.
French High-Speed Train
574,8 km/h
Picture: Andreas Mack
Calling for Public Transport
Role Model India

According to its five-year plan until 2012, India will be investing 514 million euros in new roads, railway tracks and harbors. The expansion and the improvement of public transport networks are intended to give an extra boost to economic growth and enhance the standard of living. This has model character: 9 out of 10 US citizens would like to see better transportation infrastructures in future, especially with a view to public transport systems in the USA. The government has announced an 8 billion dollar package for a new high-speed train network. High-speed trains are increasingly competing with planes not only in China. The fastest trip to date was completed by the French TGV on the route Paris to Strasbourg. The train achieved a record 574.8 km/h on the rails. In Europe, passengers can travel by high-speed train on a total of 6 000 kilometers. The network is to be expanded by nearly three times its current size by 2020.
18
IN FOCUS MOBILITY
Interview With Prof. Dr.-Ing. Kay W. Axhausen, Institute for Traffic Planning and Transport Systems at ETH Zurich
Motorization is Going to Rise on a Global Scale

Is traffic going to increase in future? How is mobility changing in individual societies? Is there a need for new drive technologies, means of transport or transportation systems? Transport planning expert Prof. Kay Axhausen looks at these questions in a scientific context and recognizes clear trends for the mobility of the future.
Professor Axhausen, forecasts anticipate that mobility will increase over the next few decades, especially in urban agglomerations. What are the reasons for this? If a city is able to offer high productivity resulting in wages that, in turn, ensure an agreeable standard of living, it attracts people. As urban space and the density of movement in city centers are restricted, many employees are forced to commute into the cities and live in the outskirts. As a result, the density in the conurbations increases, too, and this also applies to traffic. In order to keep cities attractive, investments
are made in S-Bahn and metro systems as an alternative to individual traffic. Mumbai, Shanghai or Chennai, for example, increase the accessibility to the major cities in parallel to their enormous economic growth and thus also strengthen productivity. This closes the cycle. This sounds as if all that is needed is to invest into suitable transport systems? It is not quite as easy. Many cities are already happy when they are able to control the traffic density. The real problem often lies elsewhere. Public discussions about suitable transport systems primarily focus on energy and emission reductions. In the process, it is often neglected that in emerging markets
19
IN FOCUS MOBILITY
the actual affordability plays a role. During their planning talks, the authorities in Bogot have, for example, established that a metro system would not be financially feasible and therefore reverted to a BRT system. The latter is far more economical in terms of initial investment and operation, can be implemented faster and offers high benefits. Today, Bogot has an exemplary bus transport network. Buses, trains and cars are traditional means of transport. Are we still relying on the right transport systems that are also suitable in the future, or do we have to consider a totally different kind of mobility? We are already on the move in all areas on the waters, on land and in the air. I do not see a gap in the overall system that needs to be filled. This means, in principle we will stay with the current systems. Technologically, there will, however, be changes: progress in hybrid technologies, control systems for automatic and semi-automatic driving, as well as noise reduction,
Personal Details
Kay W. Axhausen is Professor for Traffic Planning and Transport Systems at the Confederate Technical University (ETH) in Zurich. His doctorate at Karlsruhe Technical University was followed by posts in Oxford and London and a professorship at the Institute of Road Construction and Traffic Planning at Innsbruck University. Axhausen has received numerous awards for his research, among others from the Gottlieb Daimler- and Karl Benz Foundation or the Stinnes Foundation.
Let me give you an example: everybody is looking for a job that enables him to earn money. At the same time, employers are looking for the best candidates for a vacancy. Both are keen to ensure that getting to this job is easy, affordable and attractive. This sounds so plausible that one has to ask: have there been changes to commuter behavior? Yes. Many people try and this is a growing trend not to move house, when they want to reach a goal. Look at couples where both partners work. The probability that both of them find a job at their place of residence or nearby is low. An even stronger aspect is that fewer and fewer people dare to give up their inclusion into social networks, i. e. friendships. Here, it also plays a role that building up new social contacts is more difficult today than in the past. Therefore, people rather travel to their workplace with corresponding strains on the transport carriers. Is this a European phenomenon or is it likely to lead to traffic problems in the inner cities on an international level? At the moment, this trend can be observed primarily in Europe. In Asia and other growth regions such as India and Brazil, migration is much stronger. Not least, because many people in these countries cannot afford to use a transport system and often do not have a car of their own. It will take a while before changes take hold here. In the medium and long term, however, we are unable to put a stop to
are important issues of the future. I do not expect a systemic leap within the next 50 years.
Will the course for growing mobility be set against this background? There are already trials and approaches towards offering a maximum variety of traffic systems. These efforts will be successful, if the implementation of a goal is secured.
IN FOCUS MOBILITY
these changes, and motorization will globally increase. Public discussions often take an isolated view on the advantages and disadvantages of individual transport systems. Shouldnt there be a stronger link-up between transport systems? Transport operators can undoubtedly work further on homogenization, for example regarding timetables, fare prices and uniform ticketing systems. Unlike in Japan, where every transport operator wants an individual ticket, countries like Germany and the Netherlands have introduced transport compound systems. With these link-up systems, you can travel with different transport systems, for example to the airport and the same applies to the destination. The real challenge in traffic planning is to create and secure accessibility by a stable transport network. This means, the decision and the responsibility is ultimately down to the individual? Which transport regulations and regulatory measures do you regard as reasonable, in order to master future traffic flows? City councils can certainly exercise an influence both for public transport and individual traffic. And they should make use of this influence. For example by traffic bans, which are a matter of course for pedestrian precincts in Europe. They can control vehicle access and traffic flow by traffic lights and traffic light control circuits. London and Singapore have demonstrated how congestion charges can affect inner city traffic: in London, the city traffic dropped
initially by 10 25 percent, in Singapore it was even halved. There, an effective toll fee has been in force for a few years, and the Netherlands are now starting to follow suit. There will be quite a few shake-ups
approach: I claim that most people have the wrong car, or vehicles that are far too big and heavy. Electric vehicles will in future have sufficient energy for everyday trips, but their range is too limited for holidays and
Most people have the wrong vehicle for their everyday needs.
in this field in the forthcoming future. In my opinion, a sensible thing would be to charge a fee depending on the time of day. Everybody is talking about e-mobility as a system for the future. Is this going to be the key technology? It is a technology. But it is still unclear whether there is sufficient material for the production of the necessary vehicle batteries. I take a different long journeys. This means: the demands on individual mobility can no longer be accommodated by one single vehicle. Combined fleets would be a solution. As a result, households would have only one permanent vehicle for their daily needs and revert to a pool car from a fleet operator when they want to go on a special trip. For me, this would also represent a challenge to the automobile industry, as it would then also become a service provider.
21
ROAD EXHIBITION NEWS
Further Development of the Voith City Bus Transmission
DIWA.6 Reduces Consumption and Emissions

With DIWA.6, Voith Turbo is continuing the success story of its automatic city bus transmissions. With its need-based control of auxiliary units and an intelligent start-up management, the new transmission generation can reduce fuel consumption by up to 5%. Additionally, the newly designed housing also contributes to meeting future noise regulations.
In Hong Kong, buses are among the most popular means of transport, stopping at virtually any place in and around the city. Most of the buses used on public routes are double deckers, like here at the Hong Kong Bus Terminal.
ROAD EXHIBITION NEWS
Modern combustion engines are not only becoming more efficient, but also cleaner. This trend is prescribed by the Euro 6 standard, which will become effective in 2014. With the DIWA.6 transmission, Voith Turbo is reacting today to the driveline requirements of tomorrow.
Lower Engine Speeds and Reduced Fuel Consumption

A characteristic of modern transmissions is the need-based control of auxiliary units. If, for example, the oil pump of a transmission generates just the output that is actually needed, the overall transmission efficiency can be again significantly increased. The DIWA.6 therefore runs with a reduced operating pressure. The automatic shift into neutral ANS is inseparably linked with the DIWA principle. When the vehicle is at a halt, the ANS disconnects not only the mechanical parts, but also the converter from the combustion engine. This is the only way to allow minimized fuel consumption during standstill. The DIWA.6 combines ANS with an intelligent start-up management. In order to ensure that the transmission stays in ANS as long as possible, new sensors have been installed, which recognize possible rolling back during starting. Until the actual startup process kicks in, the transmission remains in ANS mode without the danger of the engine operating against the still active brake, thus consuming extra fuel.
For engines with higher torques there is an additional converter design for lower engine speeds. Additionally, a newly configured torsional vibration damper makes sure that resonances in the driveline are shifted into the lower speed range. This results again in lower gear-shifting points. All of which results in lower engine speeds, lower consumption and hence lower CO2 emissions.
fort is thus improved and future stricter noise regulations are already taken into account. Another advantage for bus manufacturers is that: the smaller DIWA 854.6 can in future be used for engine torques of up to 1250 Nm the typical torque class of city buses, which was previously the area of the bigger DIWA 864.5. This means less complexity and fewer costs.
Fewer Vibrations for Lower Noise Emissions

Info
Apart from functional further developments for lower emissions, there is also a new transmission housing, which stands out by its new design specifically at the input side. Targeted ribbing makes the transmission significantly stiffer, which reduces vibrations and consequently noise emissions. In combination with a quieter oil pump, passenger comThe DIWA.6 transmission.
Product: DIWA.6 transmission Application: city buses Technical features: lower engine speeds, lower gear-shifting points, reduced operating pressure, ribbed design for reduced vibrations, quieter oil pump
23
ROAD
Charged Air Compressors Prove Themselves in Field Service
Close to Series Production

The newly developed pre-charged two and three-cylinder air compressors of the LP 490 and LP 700 class have passed their performance test in a three-year field trial. Two renowned OEMs will in future install Voith air compressors as series equipment.
The new-generation of air compressors stand out as they are precharged. This offers several advantages for trucks, buses and special vehicles compared to conventional compressors. Not only do they allow fuel savings, they also enable more eco-friendly operation. Other benefits include lower compressing temperatures and therefore longer duty cycles for the compressor. Test customers both in Europe and in South and Central America have confirmed the positive features of
Voith air compressors. In city buses, fuel savings of up to 1.8 l/100 km were achieved. Maintenance intervals could be extended nearly threefold. Voith compressors also protect the pressurized air system against contamination. An additional advantage is the option of increasing the pressure level to up to 15 bar and more. In braking and coasting operation, energy can be recuperated. While the Voith air compressor LP 700 has already been running reliably in the Mercedes-Benz Capacity with annual mileages of up to 160 000 kilometers, the twocylinder compressor range is close to series production. Further types are currently undergoing trials.
Voith air compressors are already a series feature in the CapaCity.
Air Compressor LP 700
Info
Product: air compressors Application: trucks, buses and special vehicles Technical features: higher energy efficiency, low-pollution operation, mass reduction and therefore extension of service intervals
ROAD
First order from Volkswagen
VW Takes VR 123 Retarder to Tunisia
Over 150 new long-distance coaches of Tunisian transport operators will be fitted with Voith Retarders.
People who want to travel by public transport in Tunisia use the railways, (collective) taxis or buses. Since 2007, all long-distance coaches with a length of more than twelve meters have to be fitted with retarders. The Voith Retarder is already a well-known product in Tunisia. Luxury coaches, for example from Mercedes-Benz and Volvo, have Voith Retarders on board.
Buses are a very popular transport medium in Tunisia, as all places in the country are connected with each other by a well-developed bus network. The routes are serviced by air-conditioned buses from SNTRI (Socit National de Transport Rural et Interurban). They connect the capital Tunis with all larger Tunisian cities such as Sfax, Ariana, Sousse or Gabs. Regional routes use buses and coaches of Socit Rgional des Transportes or vehicles from private bus operators. VW do Brasil (MAN Latin America) have participated in a bid in Tunisia and won an order for 150 long-distance coaches and 35 buses for the Tunisian Ministry of Defence and Education. Voith Turbo convinced VW with the VR 123, and the two companies developed a new installation mode for the Eaton FS6406 gearbox. This transmission is, for example, installed in the VW 17-260 E OT chassis. place. From September 2010, these vehicles can be seen on the roads, where they make a substantial contribution to traffic safety.
The Retarders Originate from So Paulo

The VW chassis and the retarders are produced in Brazil. Voith is resorting to its production site in So Paulo. VW supplies the complete chassis to Tunisia, where they are fitted with bodies by the local body builder ICAR (Industrie de Carosserie Automobile). Delivery of the first VW coaches to the Ministry of Education has already taken
Info
Product: Voith Retarder VR 123 Application: trucks, city and midibuses and coaches up to 18 t Technical features: max. retarder nominal braking torque 1 500 Nm, reduced application of foot brake, fewer gearshifts, higher average speeds.
25
ROAD
Production of VR 119 Launched at Voith Turbo in Hyderabad
New Retarder to Brake First in India
The VR 119 offers more safety, more driving comfort and increases the vehicle economy. Picture: Tata Motors
The Indian road network is undergoing a massive expansion. Over 32 000 kilometers of new roadways are being built, four-lane highways are receiving a fifth and sixth lane. At the same time, the demand for faster and heavier vehicles is rising. Voiths response to these developments is the market launch of the hydrodynamic VR 119 Retarder, which will be produced at the location Hyderabad.
National Highways Development Project this is the name of an amalgamation of two major Indian projects that will change the countrys traffic infrastructure forever. On the one hand there is the North-South and the West-East connection, on the other hand there will be the Golden Quadrilateral. The latter is a four-lane highway covering a total length of some 6 000 kilometers. It will connect the metropolises New Delhi, Chennai, Mumbai and Kolkata via a ring road. It is planned to widen this highway to six lanes by 2014. An additional road network with a length of 32 000 kilometers is meant to connect vast parts of the country with the Golden Quadrilateral. turn, also increases the demand for retarders as continuous brakes. Apart from a plus in safety, they also make vehicles more economical. Until recently, Voith Retarders in India were primarily installed in the Volvo Premium coach segment, after Volvo had been setting new standards in comfort, faster traveling and stronger motorization. In order to be competitive against the railways, further manufacturers followed suit both with better bus equipment and with the installation
Retarder Adapted to Indian Requirements

The new Indian highways will be used, among other traffic types, by buses, coaches and trucks following a clear trend: the current focus is on vehicles that are bigger, faster, safer and more economical. This, in
26
ROAD
Busy bus and coach traffic at the 56-meterhigh Charminar monument. It forms the heart of the ancient town center of Hyderabad.
with all major OEMs, in order to pave the way for series production in India. The market is highly promising. Approximately 25 000 longdistance coaches with a weight of over 12 tons will be registered this year. In the city bus segment, the awareness of retarders is still at an early development stage. The new VR 119 has proven itself excellently in practical tests: In the past, the service life of brake linings in India amounted to about 10 000 kilometers. With the Voith Retarder, this figure could be increased more than tenfold. On the route from Mumbai to Pune, the test coach achieved average speeds that were about 15 percent higher. In order to achieve such result, Voith has, over the last few years, trained almost 1 000 drivers to use the Voith Retarder correctly.
of Voith Retarders. As a result, the Mercedes O500R is fitted with a VR 120 as standard, and Voith is also represented in Tata vehicles. As the requirements on retarders in India are different from those in Europe, the VR 123, which is in worldwide use, was adapted to Indian conditions. The result of this development is the VR 119 with a maximum nominal braking torque of 1 500 Nm. This retarder for coaches and medium performance class trucks will be produced at the Voith production site in Hyderabad from 2011. At the site, a new retarder assembly line with a full-load test stand is currently under construction. The majority
of the components of the VR 119 will by supplied by Indian manufacturers.
The Appreciation of Retarders is Growing

One of the customers of the new retarder is Tata Motors. Indias largest automotive manufacturer codeveloped the specification for the VR 119 and has a market share of 55 percent. Meanwhile, there has also been an increase in interest from other customers, vehicle operators and end customers in India for chassis with a hydrodynamic retarder. MAN Force Motors will offer its new coach with the VR 119 as standard equipment. At present, Voith Turbo is engaged in talks
Info
Product: Voith VR 119 Retarder Application: Retarder for coaches and trucks of the medium-heavy performance class Technical features: higher and more even average speeds with increased safety reserves. Protection of the service brake and fuel and time savings, increased vehicle availability. Cold and fully operational service brakes in the event of an emergency, higher driving comfort
27
ROAD
Voith Magnetarder Ready for Series Production
Ex Works in the Mercedes-Benz Atego

The Magnetarder has successfully passed endurance runs on the test stand, winter trials in Norway during the most adverse conditions with up to minus 35 degrees Celsius and summer tests in sweltering Spain in the Sierra Nevada. From October 2010, the Magnetarder will be produced in the Voith plant in Garching near Munich. After a development time of only two years, a product has been created that excels due to its high braking power and low weight.
The Voith Turbo Magnetarder brakes with the worlds most powerful permanent magnets. Weighing only 39 kilograms, the Magnetarder is the lightest secondary brake for trucks in the 7.5 to 16 ton weight range. Daimler AG will present the Voith Magnetarder in the Mercedes-Benz Atego at the IAA Commercial Vehicle Show in Hanover in 2010. The Magnetarder will then be available as an option in virtually all Mercedes-Benz Atego trucks with G60 and G85 transmissions. At the IAA, a revolutionary installation principle that is unique in the world market will be in special focus: for the first time, the secondary brake is integrated into the prop shaft without a frame holding device. This makes the Voith Magnetarder ideal for easy and affordable retrofits. In the past, retarders were either fitted to the transmission or installed directly into the vehicle prop shaft. can be universally applied, making first installations and retrofits equally attractive. The Magnetarder gave a convincing performance during test runs with a 16-ton tractor-trailer in the Swiss Alps, on the Brenner Pass and on the San Bernadino Pass with extremely steep and long descends. This was also the case in practical tests with Atego customer vehicles from Nestl (Switzerland) and Spedition Schweikle (Germany): Drivers and operators were equally impressed by the additional braking power. In the Appenzell region at Nestl there were ongoing complaints about excessive brake wear. The
Prop shaft-integrated Magnetarder

As a result of the new free installation, the Magnetarder is directly integrated into the prop shaft, which does no longer require shortening. The support of the braking torque occurs via a connecting rod without the need for additional frame holding devices and complicated entering angles. This patented principle
Operating Principle of the Magnetarder
The Magnetarder operates on the basis of the eddy-current principle and does not require any auxiliary energy. For this purpose, the stator contains a number of the worlds most powerful permanent magnets. 1 cm of a flat magnet of this type is capable of carrying more than 10 kg. These magnets are arranged in such a way that the opposing poles face each other. When the Magnetarder is switched off,
the magnets are bridged, so that magnetic power flows through the poles. When switched on, the magnets are positioned by compressed air via an actuating cylinder to allow the magnetic forces to flow through the poles to the rotor. During this process, strong eddy currents are generated, which act against the rotary direction of the rotor and thus slow the vehicle via the prop shaft.
28
ROAD
From October 2010, the new Atego from MercedesBenz will be braking with the Voith Magnetarder.
brake linings of a test vehicle were therefore particularly thoroughly inspected after 10 000 kilometers. The front linings still had the same thickness as a new original set. Further measurements showed that the application of the service brake could be reduced by more than 60 percent. All new Atego trucks for Nestl will in future be purchased with Voith Magnetarders. Spedition Schweikle, a haulage firm based near Stuttgart, summarizes the advantages of the Magnetarder: Until recently, the high weight and
insufficient cooling outputs spoke against the application of an additional brake. The Voith Magnetarder impresses due to its low weight, excellent braking power with a braking torque of up to 650 Nm and easy installation into the vehicle. It supports the service brake in such a way that up to 90 percent of all braking operations can be performed with the Magnetarder a significant plus in safety. Company director Schweikle and his drivers also commented positively on the gain in comfort due
to fewer gearshifts and tendentially higher average speeds.
Info
Product: Magnetarder (Permanent Magnet Retarder) Application: secondary brake for trucks and buses/coaches weighing 7.5 to 16 tons Technical features: light and compact design, braking after the eddy-current principle without auxiliary energy, low heat generation, maintenance-free
29
RAIL EXHIBITION NEWS
Efficiency Increase for Locomotives
Concept Study for Cooling Systems

With a concept study for locomotive cooling systems, Voith is demonstrating which technical options there are for saving weight and operating costs of cooling systems, as well as increasing their efficiency.
Fourth Voith Locomotive Now Complete

A sandwich design is meant to achieve not only a high degree of modularity and flexibility, but also weight advantages through a selfsupporting housing structure. Voith achieves further weight savings by using glass-fiber-reinforced compound materials, which can amount to a total of 15 percent. The housing is sound insulated and protected against vibrations. Owing to their nano paint coating, the cooling elements are less prone to pollution. The vehicle can be operated more efficiently and maintenance intervals can be extended. The concept study also includes improvements to the axial and diagonal fans, as well as the modular guide wheel, which is also made from plastic materials. The aerodynamic efficiency of the fan could be increased by up to 8 percent. Shorter manufacturing times of the steel fans as well as reduced energy uptake and noise emission are a positive result of these innovations. Voith can implement the features from the concept study either individually or completely in new cooling systems.
Presentation of Gravita 15 BB
It is only a few weeks ago that the youngest sister, the Gravita 10 BB, was given approval by the German Railway Authorities. At InnoTrans 2010, Voith will be presenting the second locomotive of the Gravita locomotive family with a central drivers cabin: the Gravita 15 BB. The mainline locomotives Maxima 40 CC and Maxima 30 CC are already an everyday appearance on the rails in Germany and Europe.
The Gravita with its central drivers cabin is suitable for both shunting and mainline service. The Gravita 15 BB to be presented at the show is the universal locomotive per se: universal, because its engine output of 1 500 kW (1 800 kW optional), a tank volume of 5 000 liters and a minimum unconstrained curve radius of 80 meters make it fit for dual service, meaning light mainline duty and heavy shunting operation. Country-specific equipment, for example radio systems or national train protection systems, make the
Gravita suitable for international usage and comply with the latest noise emission limits (TSI Noise) and exhaust regulations (Stage IIIA).
Parts Commonality of 70 Percent Reduces Maintenance Times

For potential operators, two aspects are probably of special importance. Namely its easy handling for the locomotive driver and economic operation of the rail vehicle. Regarding the operating functions, Voith believes in identical concepts. In plain language, this means: once a
30
The Voith locomotive family has been supplemented by the Gravita 15 BB. It is the second locomotive of this series after the Gravita 10 BB (see picture).
locomotive driver has been trained on a Gravita, he knows the operating philosophy of all Gravita locomotives. In the Gravita family it does not matter whether the driver steers a 10 BB or a 15 BB. The arrangement and handling of the instruments in the air-conditioned drivers cabin is identical. The Gravita sisters only differ in the engine department, since the output of the smaller 10 BB is only 1 000 kW. But the consistent family philosophy does not end with the operating concept. We have a parts commonality of 70 percent. This also reduces
maintenance times, as the work content for the service personnel is identical and thus commonly known, says Daniel Brunkert, Product Manager for Shunting Locomotives at Voith Turbo Lokomotivtechnik. The high number of identical components also reduces parts inventories. The automatic switch on/off facility of the drive engine reduces fuel consumption during idling and saves maintenance costs for the drive system. Two speed controls for lower and higher speeds also help the locomotive driver to select the most economical driving mode.
Info
Product: Gravita 15 BB dieselhydraulic locomotive with central drivers cabin Application: light mainline or heavy shunting operation Technical features: 1 500 kW (1 800 kW optional) engine output, 5 000 liters tank volume, 330371 kN maximum starting tractive effort, compliance with TSI Noise and EU Stage IIIA as well as DIN EN-15227 (crash behavior)
31
New V8 Rail Engine Already Undercuts Stage IIIB-Emission Limits
First Voith Engine for Rail Vehicles
Compact design in V-configuration the Voith engine V2868 Rail for rail vehicles.
Its official: as of March 2010, Voith Turbo is a recognized engine manufacturer. One and a half years of development work in cooperation with MAN were crowned by the German Federal Motor Transport Authority awarding them the official title of Engine Manufacturer. The first Voith diesel engine for rail vehicles is a V8 and scheduled for entering service production in the middle of next year.
A new engine series of MAN-Nutzfahrzeuge AG is the basis for this joint development. Apart from robustness, features such as reduced emissions as well as high reliability and economy are the key features that make the new engine suitable for rail applications. Voith adapted the construction, the thermodynamics and the combustion properties of the basic engine to the specific demands of rail traffic. The new Voith V8 diesel engine already undercuts the emission values prescribed as of 2012 (Stage IIIB). This is made possible by twostage turbocharging, cooled exhaust gas recirculation and the combination with a maintenance-free particle catalyzer. The Voith engine can achieve this performance without an additional fuel medium. Rail operators benefit from this with lower fuel costs. for powering new rail vehicles but also for remotorizations. Especially in view of the Stage IIIB regulation, which will be applicable from 2012. The engine is an alternative for retrofits of rail vehicles that are already in service.
Info
Remotorizations Possible
With an output of 500 kW and a maximum torque of 2 750 Nm, the V8 diesel engine is not only suitable
Product: Voith diesel engine Application: rail vehicles Technical features: V8 engine, output 500 kW, max. torque 2 750 Nm
32
Train Line Modem for Data Exchange Between Rail Vehicles
Undisturbed Data Transmission on the Train

Video technology, infotainment, operating terminals, or advertising displays in rail vehicles are almost taken for granted today. For intercom and public address systems, the vehicles are often fitted with lines that are normally not suited for the transmission of high data volumes or broadband applications. This technical gap has now been closed by the new Train Line Modem (TLM) from Voith Turbo Scharfenberg. It regulates the amount, the speed and the quality of data transmission.
In technical terms, the Train Line Modem allows communication between a trainset as a closed network. To do this, the TLM establishes an Ethernet connection between coupled rail vehicles. Data exchange occurs via existing cables. Ethernet is a standard for data networks, where all devices are connected by a communication line. This technology allows the exchange of data in the form of data packages between all connected devices. Depending on how many carriages are coupled to the train, the length of the transmission cable can vary between 16 and 200 meters. As a result, the parameters of the relevant cable also change, as does the transmission behavior. Within a defined frequency band, the new modem always utilizes the optimum frequency which means that the ongoing transmission of data is not interrupted, even if additional carriages are coupled to the train. This Dynamic Line Management is a special feature of the Train Line Modem. For uninterrupted data transmission between the train sections, just one TLM, connected by a common twowire line, is needed. The modem can transfer data both to the leading vehicle and to other TLMs on the train. By establishing a data transmission hierarchy, it is ensured that important control data can be forwarded even if the line quality is poor. Encryption via an AES system (Advanced Encryption Standard) guarantees tap-proof data transfer.
Info
The TLM allows the transmission of high data volumes or broadband applications.
Product: Train Line Modem Application: data transmission within a trainset as a closed network Technical features: transmission of high data volumes or broadband applications in rail vehicles, Ethernet connection via existing cables, twowire transmission line (NF cable), excellent transmission within a defined frequency band, tap-proof data transfer
33
Voith Turbo Develops Front Modules Made from Fiber Compounds
High Safety with Light Heads

Voith Turbo Scharfenberg is developing rail vehicle heads for passenger traffic that can be mounted to the carriage structure as fully selfsupporting modules. They are made almost exclusively from fibercompound plastics, primarily from glass-fiber-reinforced plastics (GFK). Owing to their lower weight, the new Composite Rail Vehicle Heads of GALEA Series reduce energy consumption and vehicle wear and therefore contribute to more efficient rail operations.
As part of the development project Composite Rail Vehicle Heads of GALEA Series, Voith Turbo Scharfenberg is developing two prototypes this year. The heads are designed for multiple units, railcars and control cars with operating speeds of up to 200 km/h that are used in regional and intercity traffic. The project goal is the production of collision-proof rail vehicle heads that can be mounted and removed with relatively low effort. In the event of a collision, a multi-stage crash concept and exchangeable crash elements contribute to easy repairs. Vehicle heads from Voith Turbo Scharfenberg are constructed in compliance with the Crash Norm EN 15227 and other requirements, such as Fire Protection in Rail Vehicles referring to prEN 45545. As the frontend is subject to high operating loads and, in the event of a collision, maximum loads, special structural and energy absorption elements have to be used. This ensures a higher level of passive safety for the train driver and the passengers: during a collision, the energy absorption takes place outside the survival space, and the vehicles are prevented from overriding via anticlimbers. The additional weight due to structural stiffness and additional energy absorption systems can be compensated by the utilization of fibercompound materials. These materials excel by their energy absorption properties, which are required for light constructions. Complex geometries and free-forming surfaces
34
TRICON Design AG developed the design for the vehicle heads from Voith Turbo Scharfenberg. They stand out by their high individuality and high recognition value.
that are needed for modern designs would be virtually impossible without fiber-reinforced plastics. With FVK materials, aerodynamic external contours can be produced more easily and at lower cost. Apart from
safety and design advantages, lightweight fiber compound plastics also have ecological advantages over conventional materials. The weight reduction per head amounts to over 1000 kg. In a
three-car multiple unit (180 t) in regional traffic at a mileage of 200 000 km per year, this results in annual fuel savings of 4 848 liters of diesel and 12 800 kg less CO2 every year.
Info
Composite Rail Vehicle Heads of GALEA Series.
Products: front modules made from GFK and FVK fiber compounds Application: vehicle heads for multiple units, railcars and control cars with operating speeds of up to 200 km/h Technical features: crash-proof fiber compound heads, low weight, special structural and energy absorption elements, anticlimbers
35
Voith Turbo Scharfenberg Presents New Horizontal Crash Buffers
Fast Return to the Rails After a Collision

By the end of 2010, all European tank cars carrying dangerous materials have to be fitted with crash buffers, in order to comply with the regulations for the transport of hazardous goods. The new horizontal crash buffer (SK400) developed by Voith Turbo Scharfenberg for locomotives, freight and tank cars consists of a spring and an energy absorption element. Thanks to its compact design and compatible interfaces it is suitable for retrofits.
Crash buffers with energy absorption element make locomotives and hazardous goods tank cars safer.
Crash buffers make the rail transportation of chemicals and other hazardous goods safer, as they increase impact protection and help to prevent derailing and overriding. As of 2005, crash buffers are compulsory for all newly built hazardous goods tank rail vehicles in line
Voith Horizontal Crash Buffers
with the UIC/RID Regulations for Rail Vehicles. These include the European norm 15227 with safety regulations that alleviate the consequences of collision accidents. The buffer length with stroke is prescribed per UIC 526-1. The Voith Turbo Scharfenberg buffers comply with both regulations. The collapsible element offers high energy absorption approximately 400 kJ per horizontal buffer which prevents overloads on the vehicle during severe collisions. In the event of a collision, the 130-kilogram crash buffer does not immerse into the car body and therefore saves on
repair costs after accidents. Other advantages are less downtime and fast re-availability of vehicles after a collision.
Info
Products: crash buffers Application: freight cars, tank cars, locomotives Technical features: 100% installation space/interface compatibility, reversible energy absorption per Cat. A, no immersion into the car body
36
RAIL
First Licensing Agreement with Czech Rail Vehicle Manufacturer
Lostr to Build and Sell Maxima 30 CC from 2011

The Maxima 30 CC combines high tractive effort with high input power.
Chinese Vehicle Manufacturer Supplies to Tunisian State Railways
20 Diesel Railcars with Voith-Powerpacks

For China, the order represents a milestone in the countrys export business. In January 2010, the Association of South-Chinese Rail Vehicle Manufacturers China South Locomotive & Rolling Stock (CSR), which also includes Puzhen Rolling Stock, received an order for 20 diesel railcars from SNCFT Tunisian State Railways. This is CSRs first export order for diesel-electric regional trains. For the project, Voith Turbo will deliver 42 RailPacks with T 212 bre turbo transmissions, SK/KE-485 final drives, roof-mounted cooling systems, cardan shafts and Scharfenberg couplers. Each vehicle features two Voith-Powerpacks rated at 530 kW to ensure reliable drive power. SNCFT will keep another two Voith-Powerpacks for fast service. The vehicles are produced in Nanjing China. The first prototype vehicle is scheduled for testing in Tunisia in the middle of 2011. Voith will therefore deliver the first Voith-Powerpacks to China in March 2011. Puzhen plans to deliver all vehicles to Tunisia by 2012, where they will enter service on two routes around the capital Tunis. The cooling systems of the VoithPowerpacks have been noiseoptimized with a special technical solution and they are designed for 50 degrees Celsius.
Voith Turbo Lokomotivtechnik (VTLT) has signed the first licensing agreement for Voith locomotives with the Czech company Lostr.
The agreement covers the authorization to sell the Maxima 30 CC in a defined territory and to produce it in Louny, the production site of Lostr. It also specifies the delivery of various components, for example the bogie or the turbo transmission. The first locomotives are to be completed by 2011. For the agreement, Lostr is investing in new production halls and manufacturing facilities. In June 2010, Lostr purchased a Maxima 30 CC from VTLT, in order to show it to the public and potential customers at Czech Raildays in Ostrava and InnoTrans in Berlin. The Maxima 30 CC was given type approval for the Czech Republic in June, during the exhibition in Ostrava.
37
RAIL
The ZEFIRO 380 high-speed train with Voith components will be on Chinas rails in 2012. Picture: Bombardier
CRH-1 ZEFIRO 380 with Scharfenberg Couplers, Front Ends and Final Drives
Chinas New Super High-Speed Train Gets a Nose from Voith

With an operating speed of 380 kilometers per hour, the ZEFIRO 380 will be the first super high-speed train from Bombardier. The new high-speed train will enter service on Chinas rails from 2012. Voith delivers couplers, complete front ends and final drives for the ZEFIRO.
RAIL
Some 6 000 rail kilometers in China are currently opened up for new high-speed routes. The ZEFIRO 380 will play a central role for the development of the high-speed network. The Chinese Ministry of Railways (MOR) therefore placed an order with the joint venture Bombardier Sifang Transportation (BST) for the delivery of 80 ZEFIRO high-speed trains (1 120 carriages). Production is fully localized and takes place in China at BST in Qingdao. Voith Turbo Scharfenberg participates in the ZEFIRO 380 with automatic Scharfenberg couplers and towing couplers, as well as 2 080 semipermanent coupler halves as intermediate couplers. Voith Turbo Scharfenberg also delivers the automatic front ends for the new Chinese high-speed train. These front ends are characterized by fiber compound components designed for very high speeds and reliable front hatch kinematics. Voith therefore acts as a systems supplier for the entire vehicle front. The ZEFIRO will also be fitted with Voith final drives. They allow speeds of 380 kilometers per hour and more. For the first time, the final drive was integrated in the aerodynamic overall concept of the vehicle.
Verkehrsbetriebe Peine-Salzgitter Purchase New Shunting Locomotives
20 Turbo Reversing Transmissions for Vossloh Locomotives
The G-6-series from Vossloh is fitted with Voith turbo reversing transmissions.
Info
Products: Scharfenberg couplers type 10 and type 15, semi-permanent couplers, front ends and final drives Application: high-speed trains Technical features: fiber compound components, reliable front hatch kinematics
Verkehrsbetriebe Peine-Salzgitter is currently modernizing its locomotive fleet. From summer 2010 until spring 2012 Voith Turbo will be delivering L 3r4 zseU2 turbo reversing transmissions for 20 Vossloh locomotives of the newly developed series G 6 C. All turbo reversing transmissions are fitted with an integrated range-change gear. Due to the range-change gear the locomotives have a very high tractive effort and also stand out due to their low fuel consumption within a given operating profile. The G-6-series depicts a range of three-axle diesel-hydraulic
locomotives for heavy shunting service. The Voith turbo transmission has proven itself as the ideal shunting transmission in this locomotive class. The G 6 C is the first three-axle locomotive to achieve a traction speed of 80 km/h. The electronic transmission control ensures permanent monitoring and, if required, supplies the operator with relevant data. Additionally, Voith Turbo has optimized the dynamic braking function even further. Highly precise hydrodynamic braking down to a complete halt and/or turbo reversing without stopping is possible without problems by filling the counter-rotating converter during driving.
39
MARINE EXHIBITION NEWS
Voith Turbo and Robert Allan Ltd. present new tug design
Two longitudinally arranged Voith Schneider Propellers offer higher steering forces
Together with Voith Turbo Schneider Propulsion, the renowned Canadian naval architecture firm Robert Allan Ltd. unveiled a completely new tug design at the International Tug and Salvage Convention ITS 2010 held in Vancouver. The most striking novelty of the vessel concept is the longitudinal arrangement of the two Voith Schneider Propellers (VSP), one forward and one aft.
The new water tractor design envisages two VSP one in the bow and one in the stern.
While conventional Voith Water Tractors are equipped with aft-mounted Voith Schneider Propellers, the RAVE (Robert Allan Voith Escort) tug concept has one propeller each mounted forward and aft, resulting in even better tug maneuvering characteristics. The new vessel design has been the subject of considerable CFD analyses and tank testing and offers high direct and indirect steering forces. These can be improved yet more by installing an optional Voith Turbo Fin (VTF). One of the key advantages of the new design com-
40
MARINE EXHIBITION NEWS
The new tug can demonstrate its advantages in narrow harbor entries or sea straits such as the Bosporus.
Haifa Port Authority orders Tug with VSP
First Design Order for Voith Turbo Marine Engineering

Voith Turbo Marine Engineering has completed its first vessel design. The Spanish Union Naval Valencia shipyard is currently building a harbor tug to be equipped with Voith Schneider Propellers (VSP). In summer 2011, the tug will be delivered to the Haifa port authority. The authority of Israels biggest port had ordered a tug with a bollard pull of 70 tons and main dimensions of 31.5 meters in length and 12.5 meters in width that had been developed by the ship yard together with Voith Turbo Marine Engineering. The vessels maximum draft is 6.4 meters. In addition to the two VSP 32 R5/2652, Voith will supply two curved tooth couplings as well as two turbocouplings for the drivetrain. At 800 rpm, the two MAN diesel engines supply a power of 2 640 kW each to the propellers. The vessel is equipped with a mechanical control stand. All steel drawings for the vessels hull, the stability documentation as well as the drawings for the superstructure and foundations have been available to the shipyard since June. The plan approval by the Classification Society Lloyds Register has already been carried out in Madrid. The approval of the documents is necessary for the shipyard to start building the vessel. Voith will deliver the two VSPs as well as the curved tooth couplings and turbocouplings by December 2010.
pared to the conventional Voith Water Tractor is the generation of high lateral thrust forces at the rear of the tug. In confined ports or canals in particular, this concept offers advantages, says Holger Trecksel from Voith Turbo Schneider Propulsion. It was on purpose that the RAVE tug concept presented in Vancouver had not been designed for a particular size. With our testing and numerical simulation, we proved that this vessel concept can be implemented and we will now continue to develop it in cooperation
with our customers based on their specific requirements, Trecksel continues.

Info
Product: RAVE tug concept Application: ship design for escort tugs Technical features: two VSP are installed along the longitudial axle in bow and stern, optionally with VTF Application areas: narrow, restricted harbors and canals
41
MARINE
First Diving Support Vessel with Voith Schneider Propellers
Saturation Diving Reaching Ocean Depths of up to 200 Meters

They repair pipelines, oil rigs or wind turbine foundations. Offshore diving is a demanding and fairly dangerous job. The divers operate from Diving Support Vessels such as the Windermere. The 80-meter-long special vessel has been put in service only recently by its owner Hallin based in Singapore. For the first time, Voith Turbo has delivered two Voith Schneider Propellers as the main propulsion system for such a ship.
These days, the bottoms of the worlds oceans are covered by thousands of kilometers of pipelines taking coveted raw materials such as gas or crude oil from their production fields to the coasts. At the moment, one of the longest gas pipelines is being laid across the Baltic Sea (see article Castoro Sei on page 46). Pipe lines or offshore plants after their installation they have to be serviced and repaired. This is where Diving Support Vessels and their onboard divers step in. The diving assignment of a professional diver from such as special vessel often aims at depths of far beyond 50 meters. In saturation diving, depths of 200 meter are quite common. To carry out such duties, the divers are lowered into the sea via the ships moonpool. Through the diving bell, the diver is connected to a whole bundle of lines. They control decompression, which is vital for survival, supply warm water against the cold at the bottom of the sea, provide power and, above all, breathing gas. The latter is a mix of helium and oxygen; from certain depths, nitrogen is also added. During prolonged diving assignments, the divers body fills with gas until a point of saturation has been reached (hence the term saturation diving). While it may sound quite simple in theory, for the diver it means handling extensive equipment carefully and skillfully. This is added to by a period in special decompression chambers on the ship before and after a diving assignment. In order to be able to actually work at depths
The diving bell carrying the divers is lowered into the water. Picture: Hallin
42
MARINE
The Windermere is the first Diving Support Vessel (DSV) with VSP drive.
beyond 50 meters, the divers are primed in special pressure environments. After completing his job at the pipelines that have to be welded, or after repairing platform foundations, the diver has to stay in a decompression chamber, often for several days, in order to acquaint himself gradually to the air pressure and the oxygen outside the chamber. The Windermere offers room for 15 saturation divers. The diving teams normally work around the clock.
While three men are on diving duty, the next divers prepare for their assignment in the chamber. Resting phases in the decompression chamber alternative with duty cycles in the diving bell. During these diving trips it is an absolute must for the ship to be dynamically positioned. Hallin relied on the Voith Schneider Propeller, because the owner knew the drive concept from other vessels. The Voith Roll Stabilization makes an additional contribution by keeping the Windermere stable if the seas are rough.
Info
Product: 2 VSP size 32R5EC/265-2, each electrically driven at 2 500 kW Application: Diving Support Vessel Windermere from Hallin Technical features: 80 meters length, 20.40 meters width and 5.5 meters draught Application areas: maintenance and repair of pipelines and offshore plants by offshore divers
43
MARINE
Voith Equips Special Vessels for Erecting Offshore Wind Energy Plants
Two Jack-Up Vessels for the First Time with Voith Schneider Propellers
Wind energy plants are increasingly built offshore. Their installation is carried out by special giant vessels. During the second and third quarter of 2012, two such jack-up vessels will be launched in Dubai. They will be the first vessels of this kind, fitted with three Voith Schneider Propellers (VSP) each.
Approximately 131 meters in length, with a width of 39 meters, an input power of 11.4 MW, a 5 300-ton maximum load, an operating platform covering some 3 200 square meters, and an installation crane capable of lifting loads weighing up to 800 tons up to a height of 24 meters. These are the key data of the two jack-up vessels of identical design that will be built by the Dubai shipyard Lamprell Energy. Delivery is planned in May and September 2012. Their future task: transporting and installing offshore wind energy plants, especially in the North Sea. This is their intended end purpose according to their owner, Fred Olsen Windcarrier AS in Norway. High performance, maneuverability, and reliability are the key requirements for the propulsion system.
The vessel is lifted from the sea by four columns of jackup legs and turned into a platform.
44
MARINE
This is why Fred Olsen has decided in favor of a solution with Voith Schneider Propellers: three VSP ensure propulsion and accurate positioning, and bring the naval giants to a sailing speed of 12 knots during crossings.
Advantages in Maintenance, Maneuverability, and Efficiency

A typical design characteristic of these vessels are the four columns or jack-up legs, which can be lowered to the bottom of the sea, and lift the vessel and turn it into a stable operating platform in the sea. For this process, the vessels have to hold their position with
extreme precision. This is where the advantages of the VSP in direct combination with the dynamic positioning system come into special effect. It only takes three seconds for the drives to reverse. This prevents the ship from making leeway, which is normally inevitable due to the swell of the sea. The moment when the vessel is lifted from the water is particularly critical. During this transitional phase of lifting, the VSP delivers significantly better thrust than other propulsion concepts. The VSP also permit a simple hull shape. These ships can thus be built with a hydrodynamically efficient design, which has a positive impact
on consumption figures and emissions. Voith carried out a relevant model test, during which these advantages were successfully demonstrated. Another feature of the jackup vessel is the intelligent Voith Roll Stabilization (VRS). If weather conditions are difficult a frequent occurrence in stormy offshore wind parks the VSP reduces the rolling motions of the vessel.
The North Sea One of the Windiest Regions in the World

Together with regions such as Cape Horn at the southernmost end of Argentina, the North Sea belongs to the worlds windiest areas. Around 90 percent of the time there are winds with speeds of more than four meters per second. This makes feeding energy from wind parks into the grid commercially viable. The energy yield on the high seas is 50 percent higher than that of plants on the mainland. This advantage in efficiency, plus the fact that they have a lesser impact on the scenery of coastlines and shoreline areas, make offshore wind parks increasingly attractive for electricity companies.
3 200 square meters of deck surface are sufficient for setting up wind power plants.
Info
Product: Voith Schneider Propeller Application: jackup vessels for the transport and the installation of offshore wind energy plants Technical features: 3 VSPs size 36R6 ECR/285-2, dynamic positioning system DP II, sailing speed max. 12 knots
45
MARINE
Aboard the Castoro Sei the 12-meter-long pipeline tubes are welded together, mantled with concrete and lowered as 24-meter strands onto the seabed (front of picture).
MARINE
Nord Stream Natural Gas Pipeline Laid Using Voith Technology
1 220 Kilometer Direct Connection Between Russia and Germany

The Castoro Sei has been operating on the Baltic Sea since April. The workboat is laying most of the altogether 1 200 kilometers of the Nord Stream natural gas pipeline from Russia to Germany. In order to implement one of the worlds most ambitious energy supply projects, the four Voith Radial Propellers of the Castoro Sei from 1977 were completely refurbished by Voith.
Willi Aumller (62) was already in part-time retirement when he got a call from Voith Turbo asking him to return back to work for four months. The reason: Voith Turbo had received the biggest service order in its history from the offshore ship owner Saipem the refurbishment of the four Voith Radial Propellers driving the pipelay vessel Castoro Sei (C6) with a total output of 8 240 kW. We wanted experienced fitters, in order to be able to handle this order within a tight time window, says Dr. Martin Fllenbach, Executive Vice President of VoithTurbo Marine. Willi Aumller knows the Castoro Sei and the Voith Radial Propeller like nobody else. The Castoro Sei was launched in Trieste in 1978. At the time, Willi Aumller was working at the Italcanteri shipyard. One and a half years earlier he had moved to Trieste with his family. Voith had received an order for fitting the C6 with four Voith Radial Propellers. Since its launch, the C6, a so-called semi-submersible ship, has been laying pipelines in the worlds oceans. Today it sails under the Bahamian flag and is currently in the process of safely laying 70 percent of the new Nord Stream natural gas pipeline at the bottom of the Baltic Sea. In order to carry out the contract for a consortium of operators, among them the Russian Gazprom and the German EON Group, reliably and swiftly, the owner Saipem decided to have the Voith propellers of the C6 upgraded to the latest technical standards.
The C6 Has a 24-Hour Work Schedule

A case for Willi Aumller. Together with his son Christian (31), also a fitter at Voith, and three other Voith employees he completed the servi-
The Castoro Sei is driven by four such Voith Radial Propellers.
47
MARINE
The draught of the Castoro Sei can vary between 9.5 and 15.5 meters.
ce contract between October 2009 and January 2010 at a Rotterdam shipyard. For the project, the Voith Radial Propellers were completely dismantled and measured, wearing parts were renewed and shafts were rechromed and restored to their original condition. At first sight the C6 looks like a drilling platform. With a length of 152 meters and a width of 70.5 meters, the workboat rests on five columns on either side. Beneath these columns are floats, which can lift or lower the ship by controlled flooding. As a result, the draught of the C6 can vary from 9.5 meters
during transfers to up to 15.5 meters when in operating mode. At the moment, this operating mode goes on for 24 hours a day.
Ultrasonic Testing for Welding Seams

Transport vessels supply the C6 and its crew of 180 continuously with new pipeline tubes. A pipeline tube is 12 meters long and has a diameter of up to 1.5 meters. The inside of the tube consists of special steel. In order to keep frictions inside the tube at a minimum, the inner walls are coated, while an outer concrete mantle protects them
After 32 years of operation, the Voith Radial Propellers were completely overhauled.
48
MARINE
A Platform Supply Vessel (PSV) delivering pipeline tubes moors alongside the Castoro Sei (right).
against corrosion. At the same time it increases the weight of the pipeline tubes and ensures that they lie safely on the seabed. The pipeline tubes are heaved on board of the C6 by a crane and are welded on a production line into double joints. An ultrasonic device examines all welding seams for intactness. Afterwards, the welding seams are covered with a plastic coat and the 24-meter pipeline is lowered onto the seabed via a stinger to a depth of up to 210 meters. During the actual laying process, bow anchor windlasses pull the ship into operating direction, while
windlasses at the stern are lessened. A diving robot monitors the touchdown point of the pipeline. Until April 2011, the C6 will be laying some 2.5 kilometers of pipelines every day. By then, the first of the planned two line strands is to be completed. The Castoro Dieci (C10) and the Solitaire, two further workboats owned by Saipem, lay the pipes in the Russian and in the German sector. Until the two line strands are completed in 2012, the ships will interrupt their operations several times not only because of ice floes, but also
for ecological reasons: in wintertime, the seals in the north-eastern part of the route are not to be disturbed during their mating season.
Info
Product: Voith Radial Propeller Application: pipelay vessel Technical features: four diesel-electric thrusters with 360 steerability and variable-pitch propeller with an overall output of 8 240 kW. Height: 9.26 meters incl. canister, total weight 128 tons, propeller diameter: 3 meters
49
INDUSTRY
Largest Universal Joint Shaft with Torque Monitoring in South America
Steel Mill Increases Output and Protects Resources

Brazil is Latin Americas largest steel producer. ArceclorMittal Tubaro is one of the largest steel producers in this country. In order to increase its production by more than 40 percent by 2011, ArcelorMittal is modernizing its hot strip mill. For this project, Voith Turbo will, for the first time, deliver universal joint shafts with a diameter of more than one meter to South America. The shafts are destined for the reversing roughing stand of the hot strip plant.
Since the date of its commissioning, the production plant of the ArcelorMittal location Tubaro in Serra in the countrys south-east has been subjected to extreme continuous loads. The annual capacity of 2 million tons of coils has, for example, already risen by 40 percent. For the driveline, this results in high torque overloads, which occasionally exceed the original configuration. The decision of ArcelorMittal of raising the output of the hot strip plant again quite drastically (from currently 2.7 to 4 million tons) called for a modernization of the plants. When selecting suitable universal joint shafts, the customer
Imposing premises directly at the sea: The Brazilian AreclorMittal Tubaro in Serra. Picture: AreclorMittal
50
INDUSTRY
decided in favor of Voith Turbo who had offered two joints with diameters of 1 100 and 1 200 millimeters respectively.
Plant Operation at maximum Capacity

In order to ensure correct dimensions for the shafts, the Voith affiliated company ACIDA (Aachen Center for Maintenance, Diagnosis and Plant Monitoring) collected two sets of measuring data on the torques of the plant, each covering a period of four weeks. This data collection highlighted that more powerful universal joint shafts were required. The 44-ton shafts, which Voith will ship to Brazil in early 2011, are
After undergoing a hot rolling process, the hot strip is rolled up in coils.
capable of transmitting torques of over 5 000 kNm. In order to support the giant units, the delivery includes two spindle seat bearings. For future measurements of torques, vibrations and temperatures during
One of the CST furnaces, which enable enormous production increases.
ongoing operation, the joint shafts will be delivered with a permanent ACIDA monitoring system, which allows constant observation of maximum torques. The combination of ACIDA system and Voith universal joint shaft makes it possible for the plant to run at maximum capacity, while resources are protected. The envisaged production increase can thus be achieved. The measurements of the torque-based ACIDA diagnostic unit are designed in such a way that product-specific overload situations can be detected at an early stage. This allows for well-timed process optimizations, which, in turn, prevent consequential damage.
Info
Products: Voith universal joint shaft and ACIDA torque monitoring system Application: rolling mill drives Technical features: high torque capacity, diameter 1100 and/or 1200 mm, protection against axial overloads permanent torque measurements
51
INDUSTRY
View of Porto Cervo yacht harbor on the Costa Smeralda in Sardinia.
New Highly Flexible Coupling for Maritime Applications
Comfort Plus on the Waters

Porto Cervo yacht harbor on the Sardinian Costa Smeralda. 650 motor-driven luxury boats are lying at anchor here. Skippers who want to depart after a late breakfast usually have just one thing on their mind: undiluted sailing fun. Without strong vibrations, huge noise emissions and free from driveline breakdowns on the waters. A new highly flexible coupling from Voith Turbo, developed specifically for marine applications, ensures this availability and provides more comfort both above and below deck, especially during slow sailing trips at lower speeds.
Some ship propulsion systems reveal their weaker points already when the boat slowly departs from the harbor where the permitted maximum speed is normally 3 knots: strong oscillations in the driveline result in noticeable vibrations both above and below deck. In addition, there are also noise emissions that are quite undesirable for anybody who wants to sail an elegant watercraft. The new highly flexible M-Coupling for marine applications minimizes torsional vibrations and therefore increases the cruising comfort for all passengers on board. In addition, it also protects the drive against rapid wear. generate very high temperatures in the coupling. If the elastomers used in conventional couplings do not efficiently dissipate this heat, they rapidly wear out. If the coupling no longer functions correctly, the entire driveline will fail and this will result in a loss of drive. With the M-Coupling Voith Turbo has developed a coupling that is protected against thermal destruction even if it operates at full
Protecting the Drive against Breakdowns

In systems with torsional vibrations, highly flexible couplings are exposed to strong dynamic and thermal loads. High ambient temperatures and perpetual stress variations
52
INDUSTRY
Availability is a major issue for the yachts.
load due to high torsional vibration amplitudes. The M-Coupling is installed as a blind assembly coupling between motor and flanged marine gearbox. The blind assembly coupling has an inbuilt fail-safe device.
Info
Product: highly flexible M-Coupling Application: coupling in marine propulsion systems Technical features: smooth characteristic curve, high temperature resistance, blind assembly coupling with inbuilt fail-safe device
The new M-coupling from Voith Turbo for marine applications ensures availability and higher comfort both above and below deck.
INDUSTRY
Voith Turbine Protection and Control in Gersteinwerk (RWE)
New Voith Turbine Hydraulics Make Power Station Safe

RWE power station Gersteinwerk in Werne, fitted with Voith control technology.
In order to compensate load variations more efficiently, Gersteinwerk power station (Werne) is relying on stateof-the-art control and measuring technology, which makes the plant more flexible. In its Werne station, RWE operates, among others, three 400-MW turbines from the seventies. As part of a power station overhaul, E.ON Anlagenservice has modernized the installed hydraulic turbine protection and control systems. Each turbine was fitted with five new Voith actuators. For the first time, each turbine now features the newly developed Voith Turbo trip shut-off module (TSM 2oo3). The module protects against unscheduled and costly switch-offs of the turbine.
The high output of the natural gas combined cycle blocks in the RWE power station Gersteinwerk is quite extraordinary. The combination process, in which a gas turbine is installed before the steam generator, represents another special feature: the exhaust gases with a temperature of approximately 450 C are directed to the downstream steam generator, where they are used for the combustion of natural gas. The heat of the combustion air supplied by the gas turbine to the boiler is also utilized as useful heat in the steam generator. This technology enables at least 42 percent efficiency. The output generated with these three power station blocks (F, G and I) is used for covering peak loads and as a reserve. The maintenance of the plants from the seventies began to pose increasing problems. On the one hand because spare parts for the old components were no longer avail-
54
INDUSTRY
Guodian and LEC
able, on the other hand, because the market now offers far more comfortable and accurate options for controlling and monitoring. For this reason, E.ON Anlagenservice was given a contract for modernizing the turbines and replaced the previously purely hydraulic protection and control system. Michael van de Linde of E.ON Anlagenservice, in charge of the business division control technology: Voith and E.ON have already successfully completed other turbine modernizations that are similar to the project in Werne. We know, above all, that the installed components run reliably and fault-free. Due to these successful projects, we have even intensified our cooperation with Voith in recent years. Each of the high-performance turbines in Gersteinwerk power station was fitted with five Voith Turbo actuators. These are electric control devices with extremely high oil flow rates. The actuators control the steam volumes in the turbine safely and reliably. The six live steam valves are, for example, actuated as a group. Additionally, for the first time, the Voith Turbo-developed electro-hydraulic TSM 2oo3 trip shutoff module has been installed to protect the turbine. The TSM supplements the electronic speed control with a triple redundancy. The application of the TSM 2oo3 prevents damage to the turbine that can occur at overspeed, if the load to be driven suddenly drops. The electronic protection device is released when
the system reaches an overspeed of approximately 10 percent. The TSM 2oo3 then quickly and safely shuts down the steam trip valve. Statistically, the chance of a complete failure is extremely low with one breakdown in 100 000 years. The TSM is particularly suitable for large steam turbines and can also be retrofitted into existing plants.
Voith Control Technology and TSM 2oo3
Decision for Voith WinDrive

With Guodian and LEC Voith Turbo has managed to find two strong partners in China for its drive concept WinDrive: the China Guodian Corporation is Chinas largest energy producer, and Lanzhou Electric Corporation (LEC) is one of the leading manufacturers of electric drives and generators. Both have decided to use the Voith WinDrive for 2- and 3-MW wind turbines in their wind parks. LEC, which is based in Lanzhou, holds a stake in the 10-GW wind park in Jiuquan (Gansu Province), from 2010, construction work will begin for the worlds biggest onshore wind park, generating 10 GW of electricity. Voith has co-developed a new 2-MW turbine for LEC, and a series contract has already been signed and sealed. Alongside LEC, Guodian, too, has decided in favour of Voith. The company plans to use the WinDrive in the driveline of wind turbines for onshore and offshore wind parks. For these wind parks, Guodian United Power Technology a subsidiary company established especially for the renewable energy segment is developing a new 3-MW turbine. Series production of the high-performance wind turbine with Voith drive technology begins in 2012; initial production plans aim at 100 units per year.
Info
Product: actuator, trip shut-off module Application: turbine protection and control in a combined cycle power station Technical features: high dynamics, almost no hysteresis, resolution better than 0.1 %, outlet pressure adjustable with XO and X1 potentiometers: 2 out of 3 selection in the hydraulic actuation of the trip valve
55
CULTURE REPORT
Shanghai at the Pulse of the Growth Boom
Heart of the Chinese Economic Miracle
This year, Shanghai will be presenting what is probably the largest and most expensive Expo of all times. The Chinese finance metropolis is a place of change and contrast and an imposing example of a city constantly reinventing itself. It is the place where the power of the Chinese economic miracle is at its most impressive.
From fishing village to world metropolis at breathtaking speed: every day, four million migrant workers are contributing to the expansion of the mega-city Shanghai with its nearly 20 million inhabitants. In less than 20 years, a settlement of skyscrapers has miraculously emerged at the Yangtze Delta, in an area that used to be characterized by swamps. People visiting the Chinese finance center today find a harmonious amalgamation of the past, modernity and an enthusiasm for the future. Shanghai is glamorous, but even in the center it has preserved some of its village charm. Between high-rise office towers and fancy boutiques there are still a few old residential quarters, where the washing is hung up outside the house on bamboo sticks. West of the river Huangpu is Puxi, the old Shanghai. Its districts include the historic Huangpu, famous for its stylish pedestrian precinct Bund. In the heart of the city there are still
56
CULTURE REPORT
The Huangpu is winding its way through the city and divides it into the old and the new Shanghai. Center of picture: the skyline of Pudong with its landmark, the Oriental Pearl Tower. The lower edge of the picture shows Puxi, the old Shanghai with the famous Bund boulevard.
traces of wooden houses and backyards, as well as dark and narrow alleyways. Right in the middle of the former old town is the Yu-Garden, a 50 000 square-meter green space with stone dragons, old trees, bridges and ponds a green oasis of peace amidst the vibrating metropolis. Back at the Bund, modern Shanghai is again in full swing. The trendy shopping mall Nanjing Road blinding with its
neon lights, and lures visitors to the approximately some 360 shops.
From Paddy Field to Financial District: Pudong, the New Shanghai

During a stroll along the promenade, visitors can enjoy an imposing view of the other side of the river bank. East of the Huangpu looms the mighty skyline of Pudong, for exam-
ple with the 450-meter Oriental Pearl Tower, the Pearl of the East. Visitors can get to the eastern side of the river the home of Shanghais financial center by taking a metro train through the Bund Sightseeing Tunnel, entertained by blazing lights and laser shows. The eastern side of the river is the home of Shanghais financial center. It is also possible to cross the river on foot across the worlds longest suspended bridge.
57
CULTURE REPORT
A special group photo: all of the employees of Voith Turbo in China.
Pudong is the new Shanghai the glittering, rich part. In an area still covered by paddy fields 20 years ago now beats the cosmopolitan heart of the city. At the moment, the worlds second-highest building is under construction there. After completion, the Shanghai Tower will stand 632 meters high with 128 floors. People who want to monitor the continuous expansion of the metropolis can visit the Urban Planning Center on Peoples Square. The center houses a huge miniature model of the city, which is updated on a daily basis. There are also wall charts depicting how Shanghai has developed over the years. Until
October, Pudong is also showing what the future will be like. According to the latest estimates, Expo 2010 will have attracted 100 million visitors to Shanghai. The exhibition Better City, Better Life presents idealized images of the city of tomorrow. This seems more than appropriately in a metropolis that has already realized visions of the future and is continuously working at their implementation.
lished since 1936. At the time, Voith delivered the first paper machine to China. Today, Voith Paper is producing locally. In 2007, Voith Paper City was opened in Kunshan near Shanghai. Over the last two decades, this important business center has also attracted Voith Hydro since 1994 Voith Hydro Shanghai has been one of the leading manufacturers of hydro power projects in China. As of 1992 Voith Turbo, too, is present in Shanghai with Scharfenberg couplers for the first metro lines in China. In 2001, Voith Turbo set up its own subsidiary in Shanghai. Voith Turbo equips ferries, water
Voith in Shanghai an Alliance for Nearly 75 Years

In the birthplace of paper, Voith Paper, like Voith Turbo a Group Division of Voith AG, has been estab-
The construction of Pudong started as late as 1990 (left). Today, the district is an important financial center. Puxi has kept some of the few green spaces of the growing metropolis (right).
CULTURE REPORT
tractors and platform supply vessels with Voith Schneider Propellers. The bus and commercial vehicle market is supplied with retarders and DIWA automatic transmissions. The business with Scharfenberg couplers and front ends is now handled by the joint venture Voith Scharfenberg KTK Coupler Technology. Voith Turbo final drives for the fastest trains in the world are currently assembled at Voith Turbo in China. Scharfenberg couplers and final drives can be found on the citys metro systems. No metro network in the world is growing as fast as the one in Shanghai by 2020 it will be 300 kilometers long.
Facts and Figures
Capital Beijing Area 9 597 995 km2 Population 1.3 billion National language High Chinese (Putonghua), dialects, minority languages (Mongolian, Tibetan, Uighurian, Turkic, Korean) Religions Popular Religion, Buddhism, Daoism, Islam, Protestantism and Catholicism GDP $ 3,327 billion
China
Shanghai
Area 6 340 km2 (divided into sections, 18 districts and a borough) Population 18 884 600 Average temperature 17C
A metro trip with laser show only available in the Bund Sightseeing Tunnel (left). Nanjing Road (right) is one of the largest shopping malls in the world and famous for its colorful neon displays.
PERSONALIA
Dr.-Ing. Rainald Finzel
New Head of Voith Turbo Representation in Moscow

Dr. Ing. Rainald Finzel is the new head of the Voith Turbo representation in Moscow. Dr. Finzel studied at Dresden University, where he was awarded a PhD degree in thermo-hydraulic mechanical engineering. After his doctorate he worked for ten years in the science and research sector for fluid technology. Dr. Finzel has been working for Voith since 1994, where he led the Product Group Start-up Components from 1997 to 2008. His most recent activities focused on the business development of Voith Turbo in Russia.
Transmissions. Dr. Jaufmann earned a doctorate at Stuttgart University with his thesis on Splash lubrication of high-speed vehicle transmissions. His professional career started with a post as design and project manager for rail drives at Siemens. This was followed by a position at A. Friedr. Flender AG as business unit manager and CEO in China. Prior to his move to Voith he was Executive Vice President of Schenck Process Holding.
Carsten Lenz
Voith Turbo in Crailsheim, gathering experience in international sales. He also looked after the sales of variable-speed drives in Asia and then changed to Voith Turbo in USA. From 2001 he was in charge of worldwide converter sales.
Klaus Kerth
Klaus Kerth to Head After Sales

The Voith Turbo Scharfenberg After Sales Division is now headed by Klaus Kerth. Kerth studied mechanical engineering at Brunswick Technical University, as well as Diversity Management at Port Elizabeth University in South Africa. After starting out as a sales engineer with LuK GmbH, he worked in various positions in the after sales management division of the Volkswagen Group, among them four years in the USA.
Wolfgang Sautter
Management Change at BHS

Wolfgang Sautter has been appointed as the new head of Voith Turbo BHS Getriebe GmbH in Sonthofen as of July 1 2010. He studied at the Heidenheim Berufsakademie (Vocational Academy) and started out at Voith as Area Manager and Group Sales Manager. He gained overseas experience during a posting to Voith in USA. Prior to his move to BHS, Sautter was in charge of sales, marketing and project management for the Product Group Variable-Speed Drives.
Dr. Christian Jaufmann
New Sales Manager for Variable-Speed Drives

Carsten Lenz has been put in charge of sales for variable-speed drives. After studying production technology in Heilbronn, Lenz joined
New Leader for Bus Transmissions

Dr. Christian Jaufmann has been appointed as the new Manager of the Voith Turbo Product Group Bus
60
NEWS FROM THE VOITH GROUP
Voith Hydro
Voith Industrial Services
Voith Paper
New Pumped Storage Order for Voith Hydro in Austria

Voith Hydro will refurbish Rodundwerk II, which was damaged during a fire last summer. Vorarlberger Illwerke has placed an order for a complete new machine set. The delivery covers a reversible-pump turbine, an air-cooled motor generator and auxiliary systems. At the same time, the operation and the efficiency of the plant will be optimized and its turbine output will be increased from 276 to 295 MW. Out of the original machine constellation from 1976, only the powerhouse, the spiral case, the draft tube and some ancillary equipment will be kept. The pump turbine for Rodundwerk II is characterized by its quick startup, short response times and high efficiencies. It will be absolutely instrumental in compensating grid fluctuations, which occur as a result of the expansion of renewable energies such as wind and solar, explained Dr. Leopold Heninger, CEO of Voith Hydros Austrian Operating Unit.
Voith Engineering Services Inaugurates New Facility

Voith Engineering Services GmbH in Chemnitz opened its new technical center on June 23, 2010. The inauguration of the facility increases the service portfolio for the automotive and rail industry by prototype and mock-up production and completes the process chain from development to prototype manufacturing. Ten people engineers, technicians and skilled workers are currently employed in the new Technikum. Production focuses mainly on prototype parts and attribute gages for the automotive industry, customers include BMW and VW. The center has been primed for the production of rail vehicle mock-ups in 1:1 format. The core piece is a high-precision 5-axle milling machine capable of holding components of up to three by two meters. The plant is set up for programming individual processing stages on the basis of CAD data for the production of tools, shapes and parts up to in-house measuring.
Integrated Solutions Ensure Growth

By 2020, the worldwide demand for paper will have increased by more than 100 million tons to a total of over 500 million tons. At the same time, the necessary resources are limited. The integrated solutions from Voith Paper are the response to the question how the rising demand for paper can be met in future. They allow the production of high-quality papers with an optimized resources use. Papermakers worldwide benefit from this holistic approach. The solutions are able to increase their productivity and paper quality and, above all, cut down on their consumption of energy, fresh water and virgin fiber. This results in significantly reduced costs. Convinced by these arguments, a Swiss paper mill has just placed an order with Voith Paper for a new paper machine. The decisive factor for this order was the overall energyoptimized total concept, saving the paper maker several million euros every year.
61
EXHIBITIONS AND EVENTS
Date
07.09. 10.09.2010
Event
SMM Hamburg, Germany CORE 2010 Wellington, New Zealand Rio Oil & Gas Rio de Janeiro, Brazil InnoTrans 2010 Berlin, Germany Husum Wind Energy Husum, Germany IAA Nutzfahrzeuge 2010 Hanover, Germany Hydro 2010 Lisbon, Portugal InterFerry 2010 New York, USA Turbomachinery Houston, Texas, USA SAE Brasil So Paulo, Brazil Transexpo Kielce, Poland Offshore Energy 2010 Den Helder, Netherlands TRAKO Gdask, Poland Autocar Expo Nice, France EuroBLECH Hanover, Germany
Further information
www.hamburg-messe.de/smm
12.09. 14.09.2010
www.core2010.org.nz
13.09. 16.09.2010
www.riooilgas.com.br
21.09. 24.09.2010
www.innotrans.de
21.09. 25.09.2010
www.husumwindenergy.com
21.09. 30.09.2010
www.iaa.de
27.09. 29.09.2010
www.hydropower-dams.com
03.10. 06.10.2010
www.interferry.com/taxonomy/term/8
05.10. 07.10.2010
www.houstonconventionctr.com
05.10. 07.10.2010
www.saebrasil.org.br/eventos/ congresso2010/ingles www.targikielce.pl
06.10. 08.10.2010
07.10.2010
www.offshore-energy2010.com
13.10. 14.10.2010
www.bvents.com
20.10. 23.10.2010
www.autocar-expo.com
26.10. 30.10.2010
www.euroblech.com
62
EXHIBITIONS AND EVENTS
Date
26.10. 28.10.2010
Event
Persontrafik Stockholm, Sweden Euro Bus Expo Birmingham, United Kingdom Business on Rails So Paulo, Brazil Fetransrio Rio de Janeiro, Brazil Ankiros 2010 Istanbul, Turkey AusRail Perth, Australia Intern. Workboat Show New Orleans, USA MARITIMA 2010 Paris, France PowerGen Orlando, USA WIN 2011 Phase 1 Istanbul, Turkey WIN 2011 Phase 2 Istanbul, Turkey SME Denver, USA Asian Shipping and Workboat 2011 Singapore, Republic of Singapore UITP World Congress Dubai, United Arab Emirates Railtex London, United Kingdom
Further information
www.persontrafik.se
02.11. 04.11.2010
www.eurobusexpo.com
09.11. 11.11.2010
www.businessonrails.com.br
10.11. 12.11.2010
11.11. 14.11.2010
www.ankiros.com
23.11. 24.11.2010
www.ausrail.com
01.12. 03.12.2010
www.workboatshow.com
08.12. 11.12.2010
www.salonmaritima.com
14.12. 16.12.2010
www.power-gen.com
03.02. 06.02.2011
www.win-fair.com
25.02. 28.02.2011
www.win-fair.com
27.02. 02.03.2011
www.smenet.org
01.03. 03.03.2011
www.bairdmaritime.com
10.04. 14.04.2011
www.uitpdubai2011.org
14.06. 16.06.2011
www.railtex.co.uk
63
News and Information for the worldwide customers, partners and friends of Voith Turbo
Publisher: Voith Turbo GmbH & Co. KG September 2010 Editorial head office: Marion Jooss Voith Turbo GmbH & Co. KG Corporate Marketing/PR P.O. Box 20 30 89510 Heidenheim, Germany Phone +49 7321 37 2802 Fax +49 7321 37 7110 info.voithturbo@voith.com www.voithturbo.com Text: ecomBETZ PR GmbH, Schwbisch Gmnd Layout: Eberle GmbH Werbeagentur GWA, Schwbisch Gmnd
PR 0001 September 2010 Reproduction and copying are subject to the express approval of the editorial head office.

1751 e VT News 2 10 Englisch

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

1751 e VT News 2 10 Englisch

Uploaded by

Copyright:

Available Formats

News

The Customer Magazine of Voith Turbo

Dear Customers, Dear Readers,

Yours sincerely, Peter Edelmann

2/2010 | Voith Turbo | News

Exhibition News Road

2/2010 | Voith Turbo | News

2/2010 | Voith Turbo | News

Growing Mobility Calls for New Traffic Technologies

Making Traffic Faster, Cleaner and More Effective

2/2010 | Voith Turbo | News

quite extreme. The number of cars in China is growing annually by 23 percent.

Growth Needs Mobility and Flexibility

2/2010 | Voith Turbo | News

BRT Systems Against Urban Traffic Chaos

Getting Past Traffic Jams in a High-Speed Bus

Billions in Investments for Global Rail Traffic

2/2010 | Voith Turbo | News

High-Speed Trains Relieve Road and Air Traffic

2/2010 | Voith Turbo | News

Voith Turbo Equips Vehicles for Number One Growth Market

Strengthening Rail Traffic Means Higher Growth

China Plans Super High-Speed Train From Canada to Las Vegas

Indias mega-cities plan to significantly increase their metro lines.

2/2010 | Voith Turbo | News

Brazil Sets Out Rail Expansion Plan

Technological Leap by Nearly 100 Years

Mumbais Commuters Only Travel by Rail

2/2010 | Voith Turbo | News

Sustainable Mobility Electric Cars as a Lifestyle Product

to become part of the public transport system.

Electric Mobility for Everyday Use

2/2010 | Voith Turbo | News

Hybrid Technology from Voith Turbo

An Alternative to Conventional Drives

2/2010 | Voith Turbo | News

Facts and Figures

Four Times as Many Cars

Electric Drives on the Increase World Population in 2050

9 000 000 000 People

Every Second Driver Fills up With Electricity

French High-Speed Train

Calling for Public Transport

Role Model India

2/2010 | Voith Turbo | News

Motorization is Going to Rise on a Global Scale

2/2010 | Voith Turbo | News

2/2010 | Voith Turbo | News

2/2010 | Voith Turbo | News

ROAD EXHIBITION NEWS

Further Development of the Voith City Bus Transmission

DIWA.6 Reduces Consumption and Emissions

ROAD EXHIBITION NEWS

Lower Engine Speeds and Reduced Fuel Consumption

Fewer Vibrations for Lower Noise Emissions

2/2010 | Voith Turbo | News

Charged Air Compressors Prove Themselves in Field Service

Close to Series Production

Voith air compressors are already a series feature in the CapaCity.

Air Compressor LP 700

2/2010 | Voith Turbo | News

First order from Volkswagen