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NewsThe 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
2/2
010
EDITORIAL
2/2010 | Voith Turbo | News 3
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 chal-
lenges 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 develop-
ments for conventional and future drive systems, Voith
Turbo is contributing to ever more efficient and, above
all, eco-compliant vehicles. At this year’s 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 world’s 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
Peter Edelmann,Board Member of Voith AG,Chairman of the Board of Voith Turbo
2/2010 | Voith Turbo | News4
CONTENTS
Exhibition News
RoadDIWA.6 – Bus Transmission of the New Generation 22Less noise and lower fuel consumption
RailConcept Study for Cooling Systems 30Efficiency increase for locomotives
Presentation of Gravita 15 BB 30The fourth Voith locomotive has been completed
First Voith Engine for Rail Vehicles 32Rail engine undercuts Stage IIIB emission limits
Undisturbed Communication on the Train 33Train Line Modem for data exchange
Higher Safety with “Light Heads” 34Voith Turbo develops front modules made from fibercompound plastics
Fast Return to the Rails after a Collision 36Voith Turbo Scharfenberg presents new crash buffer
MarineVoith Turbo with New Tug Design 40Two VSP in Longitudinal Arrangement forMore Steering Force
In Focus: MobilityMaking Traffic Faster, Cleaner and More Effective 06Growing mobility calls for new traffic technologies
Figures, Data, Facts 18
“Motorization is Going to Rise on a Global Scale” 19Interview with Prof. Dr.-Ing. Kay W. Axhausen
RoadClose to Series Production 24Turbocharged air compressors in field service
VW Takes VR 123 Retarder to Tunisia 25First order from Volkswagen
New Retarder to Brake First in India 26Production of VR 119 launched at Voith in Hyderabad
Ex Works in the Mercedes-Benz Atego 28Voith Magnetarder ready for series production
RailLostr Builds and Sells Maxima 30 CC from 2011 37Agreement with Czech rail vehicle manufacturer
20 Diesel Railcars with Voith Powerpacks 37Supply for Tunisian State Railways
“Motorization Is Going to Rise on a Global Scale” Prof. Dr.-Ing. Kay W. Axhausen on appropriate ways of public transport in the future.
Voith Engine for Rail VehiclesThe first Voith diesel engine is a V8 and undercuts Stage IIIB emission limits. 19 32
2/2010 | Voith Turbo | News 5
CONTENTS
New Super High-Speed Train Gets a Nose from Voith 38CRH 1 ZEFIRO 380 with Scharfenberg Couplers, front ends and final drives
20 Turbo Reversing Transmissions for Vossloh 39Verkehrsbetriebe Peine-Salzgitter purchase new shunting locomotives
MarineFirst Design Contract for Marine Engineering 41Haifa Port Authority orders VWT
Saturation Diving Down to 200 Meters 42First Diving Support Vessel with VSP
Two Jackup Vessels for the First Time with VSP Drive 44Voith equips special vessels for the construction of offshore wind energy plants
Natural Gas Pipeline Laid Using Voith Technology 461 220-kilometer direct connection between Russia and Germany
IndustrySteel Mill Increases Output and Protects Resources 50Largest universal joint shaft in South America
Comfort Plus on the Waters 52New highly flexible coupling for marine applications
Voith Turbine Hydraulics Make Power Station Safe 54Voith turbine protection and control in Gersteinwerk
Decision for Voith WinDrive 55Guodian and LEC
Culture ReportShanghai – at the Pulse of the Growth Boom 56Heart of the Chinese Economic Miracle
NewsPersonalia 60News From the Voith Group 61
RegularsEditorial 03Exhibitions and Events 62Imprint 64
Special Vessel for Offshore Divers Voith Schneider Propeller for the first DivingSupport Vessel “Windermere” by Hallin.
Comfort Plus on the WatersHighly flexible coupling for marine applications ensures undiluted sailing fun.42 52
Growing Mobility Calls for New Traffic Technologies
Making Traffic Faster,Cleaner and More Effective
With 10 million inhabitants, Moscow isEurope’s largest city and the most importanthub of Russia’s road, rail, marine and inter-national air traffic. In order to cope with thistraffic volume, Russia is investing primarilyin rail infrastructures.
2/2010 | Voith Turbo | News8
IN FOCUS MOBILITY
Tailbacks measuring several kilometers, excessive noise development and severe pollution are typical of the traffic situation in many cities all over the world. Mankind’sinherent 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, par-ticularly 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 andmake it comfortable have already been introduced.
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.
2/2010 | Voith Turbo | News 9
IN FOCUS MOBILITY
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 child-
hood onwards. Later, it also means
getting to a workplace that is fur-
ther afield, receiving foods and
other goods from faraway places,
communicating, making new con-
tacts and gathering experience
when traveling.
At the same time, mobility is a
prerequisite for economic growth
and the development of infrastruc-
tures. There is indeed a connection
between spending power and mobil-
ity, especially in industrial and BRIC
states, as attested by the Center
of International Business Relations
(ZIW). In its latest study, the ZIW out -
lines 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 conurba-
tions 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
The metro system of India’s second largest metropolis Delhi is one of the latest publictransport systems in Asia. In order to move the growing population also in the future, themetro network is to be expanded from 96 to 240 kilometers by 2021.
BRT systems excel due to high busfrequency, improved transport capaci-ties, flexibility and lower infrastructurecosts for the bus network. A charac-teristic feature of most BRT systemsis a separate, dedicated bus lane,allowing free and unrestricted travel,which consequently increases trans-port speeds. In practice, the daily traveltime for passengers in Bogotá couldbe reduced by more than 30 percent,making BRT systems a true alternativeto cars. The market share of DIWAtransmissions in Bogotá, the world-
1010 2/2010 | Voith Turbo | News
wide pioneer for many new BRT systems,amounts to over 80 percent. Applicationsin cities such as Curitiba and São Paulo(Brazil) Quito (Ecuador) or Santiago de Chile, as well as recent systems inHangzhou, Dalian, Jinan (China) andIndonesia, highlight the capabilities of DIWA automatic transmissions in awide variety of BRT systems. The major-ity of new BRT systems are currentlybeing set up in South Africa. In citieslike Cape Town and Port Elizabeth, theyare meant to sustainably improve theoften chaotic traffic conditions.
BRT Systems Against Urban Traffic Chaos
Getting Past Traffic Jams in aHigh-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, Bogotá 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.
With the BRT system “Metrobüs“ as a traffic solution, the public transport authority of the Turkish capital is counteracting the population boom and a disproportionate rise in car registrations.
than half of the world’s 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 concentra-
tions 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. Con -
urbations 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.
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
Russia’s 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
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 expan-
sion 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 transporta-
tion 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.
High-Speed Trains RelieveRoad and Air Traffic
In the USA, it will be primarily a
matter of overcoming the long dis-
tances between the large economic
centers in a more eco-friendly man-
ner 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.
Journeys between metropolises that were previously only possible by air are to be madeby high-speed train in future.
IN FOCUS MOBILITY
2/2010 | Voith Turbo | News
between the US metropolises of
New York, Los Angeles, San Fran -
cis co, Chicago and Detroit. With
speeds of at least 290 kilometers
per hour, the new trains would have
a chance as an optional transpor -
tation 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.
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 popu-
lation of 1.3 billion people, the rea-
sons for this development are, how-
ever, different from those in the
USA or in Europe – continents that
already have a good infrastructure
and a high level of motorization.
China’s mobility is currently devel-
oping in parallel to its economic
growth, which goes hand in hand
with a substantial rise in income
and increasing spending power.
The country’s 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
Chinese rail vehicle manufacturers want to utilize experiences from the construction of Tibetan railways for high-speed routes in Russia.
In future, the CRH3 (China RailwayHighspeed) will cover the 1318 km routebetween Beijing and Shanghai in aboutfour hours.
132/2010 | Voith Turbo | News
of registered passenger cars rose
by 60 percent, leading to congestion
on China’s 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 increas-
ing by an annual rate of 10 percent.
China Plans Super High-Speed Train FromCanada to Las Vegas
Since 2006, the Chinese govern-
ment has been investing 350 billion
euros in roads, railway lines and
harbors. The first concrete meas-
ures 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 kilome-
ters 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 world’s 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
Nearly 60 percent of India’s goodstransports are performed on the road,the country’s most important carrierof traffic. The problem is that goodstransports by truck are too slow, thefew existing highways are overcrowd-ed. On average, a truck needs fivedays to complete 1 500 kilometers – athird of the harvest decays on route.As road expansions are progressingvery slowly, transport must in futuretake place by rail. The course for thishas been set. Out of the 64 000-kilo-meter rail network – the fourth largestin the world – only few routes aresuitable for goods trains. This ismeant to change with the moderniza-tion of the railway network. In its five-year plan up to 2012, India is invest-ing 514 billion dollars in the
construction and the improvement of the public transport network. The ensuing five-year infrastructurebudget will be ramped up to 1 billiondollars. At the same time, the Indiangovernment is planning special reliefpackages for private operators in theform of tax-deductible infrastructureloans. These investments present anenormous potential for drive compo-nents from Voith Turbo. Established in India for over 20 years with a site inHyderabad, Voith Turbo is deliveringfinal drives and Scharfenberg couplersfor the Metro in Mumbai. Further poten-tial lies in the planned route expan-sions of the mega-cities of Kolkata,Benga Iuru and Hyderabad, as well asthe construction of S-Bahn systemsfor smaller cities.
Voith Turbo Equips Vehicles for Number One Growth Market
Strengthening Rail Traffic Means Higher Growth
IN FOCUS MOBILITY
India’s mega-cities planto significantly increasetheir metro lines.
India’s economy could grow at an even faster rate, if the country had a
better infrastructure. According to economic analyses, sluggish goods
trans ports 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.
2/2010 | Voith Turbo | News14
railway the Chinese rail vehicle man-
ufacturers have already gained
experience with permafrost – a
typical occurrence in Russia.
Mumbai’s Commuters Only Travel by Rail
The future of mobility does, how -
ever, 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 second-
largest mega-city in the world by
2030 – has therefore decided to build
a monorail system. This new rail-
way line, which is scheduled to
enter service at the end of this year,
will be able to handle 300 000 pas-
sengers every day.
In India, the lack of infrastructure is
turning into a more and more serious
growth obstacle. While the forecasts
for Asia’s third-largest economic
power are good, the country is un -
able 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 exten-
sion of roads is not being sufficiently
pushed forward.
Economic experts estimate that the
inferior condition of the traffic net-
work 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
The Brazilians are frequent bus users,and their goods are primarily trans-ported by trucks. Endless lines of carsare flooding the roads and cause congestion every day. And even if theBrazilians decided to take trainsinstead – they would not be able to do so. The fifth largest country in the world only has three major rail -way routes.
A German-Brazilian study showed that a high-speed line between Rio de Janeiro, São Paulo und Campinaswould reduce the road traffic by 30 percent. In the meantime, Brazil,too, has acknowledged that the mod-ernization of the railway system wouldsubstantially relieve the traffic on theroads, and therefore gave the starting
signal for the construction of a newhigh-speed route in 2009. The invest-ment also initiated new traffic plan-ning structures. In 2010, 32 billioneuros of the Brazilian growth programhave been dedicated to the logisticssector and the upgrade of the rail-ways. For the Brazilian transportationfleet, the application of ICEs andCargo Express trains means a techno-logical leap of nearly 100 years.
Railways are one of several Brazilianprojects. By the 2014 Football World Cup, the expansion of the majormetro lines in São Paulo is to be com-pleted. Other large cities such as Riode Janeiro, Porto Alegre, Salvador,Recife and Fortaleza are also planningto extend their railway networks.
Brazil Sets Out Rail Expansion Plan
Technological Leap by Nearly 100 YearsTraffic in Brazil takes place mainly on the roads. Nearly all con -
urbations 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.
Not so rare in future: rail traffic in Brazil. The country is investing massively in themodernization of its railways.
IN FOCUS MOBILITY
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)
“Sustainable Mobility” – Elec tricCars 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 trans-
port 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 han-
dled. One of the central questions
in this context is: “How can we
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 inno-
vative products that are eco-friendly
and protect the climate.” Here, elec-
tric 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 indus-
try has already registered a chang-
ing 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 finan-
cial subsidies are already quite con-
crete. The German government claims
that by 2020 as many as one million
One of the options of inner citymobility in Mumbai, India: theMonorail as a CO2 and energy-saving way of public transportation.
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 origi-
nate from conventional energy gen-
eration, as there is still not sufficient
“green” power. Yet in the medium
term, the key to the fact that elec-
tric cars will make an important
contribution toward CO2 reduction
lies in the combination of regenera-
tive 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 “hip-
factor” than a few years ago. The
E-mobile has become a trendy
“lifestyle product.” This potential for
change provides real opportunity.
16 2/2010 | Voith Turbo | News
electric cars will be on the roads,
and the English authority Transport
for London has issued a detailed
“Plan for the introduction of collec-
tive electric fleets,” envisaging the
launch of 100 000 vehicles. By con-
trast, 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
The future of city traffic with lower emissions lies in E-mobility, for example via E-bikes.
17
IN FOCUS MOBILITY
2/2010 | Voith Turbo | News
Development work on hybrid systems is running at full speed. Voith Turbo islaunching not one but two hybrid solu-tions for city bus applications in themarket: the parallel DIWAhybrid and theserial ElvoDrive. The DIWAhybrid issuitable for operating profiles with high-er average speeds. The first order camefrom the American manufacturer Gillig.
At the moment, the operator CentralContra Costa Transit Authority is testingthe first buses with DIWAhybrid ineveryday service. Other units are cur-rently being delivered. In summary andin combination with engine downsizing,fuel reductions and therefore lower CO2 emissions of up to 20 percent arepossible. At the same time, energygenerated during braking is stored andrecuperated for the next accelerationprocess.
The ElvoDrive is ideally suited for routeswith lower average speeds and a higherfrequency of stops. Braking energy isconverted into electric energy and storedin super capacitors. The ElvoDrive hasbeen tested in practical operation sinceMay 2009 in six vehicles from Scania in
Hybrid Technology from Voith Turbo
An Alternative to Conventional DrivesThe 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.
Stockholm. These tests were success -fully concluded in summer 2010.According to the manufacturer, fuelsavings of up to 30 percent were realized. Since the vehicles are alsofitted with an engine on ethanol basis,CO2 emissions can be improved by up to 90 percent in combination withthe ElvoDrive.
The Solaris Urbino 18 – on Germany’sroads with DIWAhybrid from autumn 2010.
DIWAhybrid
ElvoDrive
IN FOCUS MOBILITY
2/2010 | Voith Turbo | News18
Facts and Figures
World Population in 2050
9 000 000 000 PeopleEvery week, the world’s 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 anti cipated
world population will be 9 billion.
Increasing Motorization
Four Times as Many CarsAt 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.
Calling for Public Transport
Role Model IndiaAccording 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 improve-
ment 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.
French High-Speed Train
574,8 km/h
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 kilo -
meters. The network is to be expanded by nearly
three times its current size by 2020.
Electric Drives on the Increase
Every Second DriverFills up With ElectricityBain & Company find in their study: in ten years, half
of all newly produced cards will have an electric drive.
Pic
ture
: And
reas
Mac
k
IN FOCUS MOBILITY
192/2010 | Voith Turbo | News
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 transportationsystems? Transport planning expert Prof. Kay Axhausen looks at these questions in ascientific context and recognizes clear trends for the mobility of the future.
Professor Axhausen, forecasts
anticipate that mobility will increase
over the next few decades, especial-
ly in urban agglomerations. What
are the reasons for this?
If a city is able to offer high produc-
tivity 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 out-
skirts. 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 indi -
vidual 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 else-
where. Public discussions about
suitable transport systems primarily
focus on energy and emission
reductions. In the process, it is often
neglected that in emerging markets
IN FOCUS MOBILITY
2/2010 | Voith Turbo | News
the actual affordability plays a role.
During their planning talks, the
authorities in Bogotá have, for exam-
ple, established that a metro sys-
tem would not be financially feasi-
ble and therefore reverted to a BRT
system. The latter is far more eco-
nomical in terms of initial investment
and operation, can be implemented
faster and offers high benefits.
Today, Bogotá has an exemplary
bus transport network.
Buses, trains and cars are tradition-
al 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,
are important issues of the future.
I do not expect a systemic leap with-
in the next 50 years.
Will the course for growing mobility
be set against this background?
There are already trials and approa -
ches towards offering a maximum
variety of traffic systems. These
efforts will be successful, if the
implementation of a goal is secured.
Let me give you an example: every-
body 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 con-
tacts is more difficult today than
in the past. Therefore, people rather
travel to their workplace – with
corresponding strains on the trans-
port 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, how -
ever, we are unable to put a stop to
Kay W. Axhausen is Professor forTraffic Planning and TransportSystems at the Confederate Tech -nical University (ETH) in Zurich. Hisdoctorate at Karlsruhe TechnicalUniversity was followed by posts inOxford and London and a professor -ship at the Institute of Road Const -ruction and Traffic Planning atInnsbruck Uni ver sity. Axhausen hasreceived numerous awards for hisresearch, among others from theGott lieb Daimler- and Karl BenzFound ation or the Stinnes Foundation.
Personal Details
IN FOCUS MOBILITY
2/2010 | Voith Turbo | News 21
these changes, and motorization
will globally increase.
Public discussions often take an
isolated view on the advantages
and disadvantages of individual
transport systems. Shouldn’t there
be a stronger link-up between
transport systems?
Transport operators can undoubt -
edly work further on homogenization,
for example regarding timetables,
fare prices and uniform ticketing sys-
tems. Unlike in Japan, where every
transport operator wants an individ-
ual ticket, countries like Germany
and the Netherlands have introduced
transport compound systems. With
these link-up systems, you can
travel with different transport sys-
tems, for example to the airport –
and the same applies to the desti-
nation. 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 meas-
ures do you regard as reasonable, in
order to master future traffic flows?
City councils can certainly exercise
an influence – both for public trans-
port 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 con-
trol vehicle access and traffic flow
by traffic lights and traffic light con-
trol 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 Singa -
pore it was even halved. There,
an effective toll fee has been in force
for a few years, and the Nether -
lands are now starting to follow suit.
There will be quite a few shake-ups
in this field in the forthcoming future.
In my opinion, a sensible thing
would be to charge a fee depend-
ing 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
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
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.
“Most people have the wrong vehicle for their everyday needs.”
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.
ROAD EXHIBITION NEWS
In Hong Kong, buses are among themost popular means of transport, stop-ping at virtually any place in and aroundthe city. Most of the buses used onpublic routes are double deckers, likehere at the Hong Kong Bus Terminal.
The DIWA.6 transmission.
Modern combustion engines are
not only becoming more efficient,
but also cleaner. This trend is pre-
scribed 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 andReduced Fuel Consumption
A characteristic of modern trans-
missions is the need-based control
of auxiliary units. If, for example, the
oil pump of a transmission gener-
ates 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 com-
bustion engine. This is the only way
to allow minimized fuel consump-
tion 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 start-
up 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 drive-
line 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.
Fewer Vibrations for Lower Noise Emissions
Apart from functional further devel-
opments 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 com-
ROAD EXHIBITION NEWS
2/2010 | Voith Turbo | News 23
Product: DIWA.6 transmission
Application: city buses
Technical features: lower enginespeeds, lower gear-shifting points,reduced operating pressure, ribbeddesign for reduced vibrations, quieter oil pump
Info
fort is thus improved and future
stricter noise regulations are already
taken into account.
Another advantage for bus manu-
facturers 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.
Charged Air Compressors Prove Themselves in Field Service
Close to SeriesProductionThe newly developed pre-charged two and three-cylinder air compres-sors of the LP 490 and LP 700 class have passed their performancetest in a three-year field trial. Two renowned OEMs will in future installVoith air compressors as series equipment.
Voith air compressors. In city buses,
fuel savings of up to 1.8 l/100 km
were achieved. Maintenance inter-
vals could be extended nearly
threefold. Voith compressors also
protect the pressurized air system
against contamination. An additional
advantage is the option of increas-
ing 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 two-
cylinder compressor range is close
to series production. Further types
are currently undergoing trials.
ROAD
2/2010 | Voith Turbo | News
Product: air compressors
Application: trucks, buses and special vehicles
Technical features: higher energyefficiency, low-pollution operation,mass reduction and therefore extensi-on of service intervals
Info
The new-generation of air compres-
sors stand out as they are pre-
charged. This offers several advan-
tages for trucks, buses and special
vehicles compared to conventional
compressors. Not only do they allow
fuel savings, they also enable more
Voith air compressors are alreadya series feature in the CapaCity.
Air Compressor LP 700
eco-friendly operation. Other bene-
fits 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
First order from Volkswagen
VW Takes VR 123 Retarder to Tunisia
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 (Société National de Trans -
port Rural et Interurban). They con-
nect the capital Tunis with all larger
Tunisian cities such as Sfax, Ariana,
Sousse or Gabès. Regional routes
use buses and coaches of Société
Régional des Transportes or vehi-
cles from private bus operators.
VW do Brasil (MAN Latin America)
have participated in a bid in Tunisia
and won an order for 150 long-dis-
tance 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.
The Retarders Originate from São Paulo
The VW chassis and the retarders
are produced in Brazil. Voith is
resorting to its production site in
São Paulo. VW supplies the com-
plete 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
Product: Voith Retarder VR 123
Application: trucks, city and midibuses and coaches up to 18 t
Technical features: max. retardernominal braking torque 1500 Nm,reduced application of foot brake,fewer gearshifts, higher averagespeeds.
Info
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.
Over 150 new long-distance coaches ofTunisian transport operators will be fittedwith Voith Retarders.
place. From September 2010, these
vehicles can be seen on the roads,
where they make a substantial
contribution to traffic safety.
ROAD
2/2010 | Voith Turbo | News 25
ROAD
2/2010 | Voith Turbo | News26
Production of VR 119 Launched at Voith Turbo in Hyderabad
New Retarder to Brake First in India
“National Highways Development
Project” – this is the name of an
amalgamation of two major Indian
projects that will change the country’s
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 net -
work with a length of 32 000 kilo-
meters is meant to connect vast
parts of the country with the Golden
Quadrilateral.
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
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 travel-
ing and stronger motorization. In
order to be competitive against the
railways, further manufacturers
followed suit – both with better bus
equipment and with the installation
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. Voith’s response to these developments is the market launch of the
hydrodynamic VR 119 Retarder, which will be produced at the location Hyderabad.
The VR 119 offers moresafety, more driving comfortand increases the vehicleeconomy. Picture: Tata Motors
ROAD
2/2010 | Voith Turbo | News 27
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 1500 Nm.
This retarder for coaches and medi-
um 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 current-
ly under construction. The majority
of the components of the VR 119
will by supplied by Indian manufac-
turers.
The Appreciation of Retarders is Growing
One of the customers of the new
retarder is Tata Motors. India’s
largest automotive manufacturer co-
developed 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 oper-
ators and end customers in India
for chassis with a hydrodynamic
retar der. MAN Force Motors will
offer its new coach with the VR 119
as standard equipment. At present,
Voith Turbo is engaged in talks
Product: Voith VR 119 Retarder
Application: Retarder for coachesand trucks of the medium-heavyperformance class
Technical features: higher and moreeven average speeds with increasedsafety reserves. Protection of theservice brake and fuel and timesavings, increased vehicle availability.Cold and fully operational servicebrakes in the event of an emergency,higher driving comfort
Info
Busy bus and coach traffic at the 56-meter-high Charminar monu-ment. It forms the heartof the ancient towncenter of Hyderabad.
with all major OEMs, in order to
pave the way for series production
in India. The market is highly prom-
ising. Approximately 25 000 long-
distance 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 1000 drivers
to use the Voith Retarder correctly.
ROAD
2/2010 | Voith Turbo | News28
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.
Voith Magnetarder Ready for Series Production
Ex Works in the Mercedes-Benz Atego
The Voith Turbo Magnetarder
brakes with the world’s most power-
ful 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 avail-
able as an option in virtually all
Mercedes-Benz Atego trucks with
G60 and G85 transmissions.
At the IAA, a revolutionary installa-
tion 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.
Prop shaft-integratedMagnetarder
As a result of the new “free installa-
tion,” 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 hold-
ing devices and complicated enter-
ing angles. This patented principle
Operating Principle of the Magnetarder
The Magnetarder operates on the basis ofthe eddy-current principle and does notrequire any auxiliary energy. For this pur-pose, the stator contains a number of theworld’s most powerful permanent magnets.1 cm² of a flat magnet of this type is capa-ble of carrying more than 10 kg. Thesemagnets are arranged in such a way thatthe opposing poles face each other. When the Magnetarder is switched off,
the magnets are bridged, so that magneticpower flows through the poles. Whenswitched on, the magnets are positionedby compressed air via an actuating cylin-der to allow the magnetic forces to flowthrough the poles to the rotor. During thisprocess, strong eddy currents are genera-ted, which act against the rotary directionof the rotor and thus slow the vehicle viathe prop shaft.
can be universally applied, making
first installations and retrofits equally
attractive.
The Magnetarder gave a convinc-
ing 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 cus-
tomer vehicles from Nestlé (Switzer -
land) and Spedition Schweikle
(Germany): Drivers and operators
were equally impressed by the
additional braking power.
In the Appenzell region at Nestlé
there were ongoing complaints
about excessive brake wear. The
2/2010 | Voith Turbo | News
ROAD
29
Product: Magnetarder (PermanentMagnet Retarder)
Application: secondary brake fortrucks and buses/coaches weighing7.5 to 16 tons
Technical features: light and compactdesign, braking after the eddy-currentprinciple without auxiliary energy, lowheat generation, maintenance-free
Info
to fewer gearshifts and tendentially
higher average speeds.
From October 2010, the new Atego from Mercedes-Benz 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
Nestlé 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 addi-
tional brake. The Voith Magnetarder
impresses due to its low weight,
excellent braking power with a brak-
ing 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 posi-
tively on the gain in comfort due
The Gravita with its central driver’s
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 out-
put of 1 500 kW (1 800 kW option-
al), 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 Per cent Reduces Main -tenance 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. Regard -
ing the operating functions, Voith
believes in identical concepts. In
plain language, this means: once a
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News30
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 driver’s 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.
With a concept study for locomo-
tive 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.
A sandwich design is meant to
achieve not only a high degree of
modularity and flexibility, but also
weight advantages through a self-
supporting 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 mod-
ular guide wheel, which is also
made from plastic materials. The
aerodynamic efficiency of the fan
could be increased by up to 8 per -
cent. Shorter manufacturing times
of the steel fans as well as reduced
energy uptake and noise emission
are a positive result of these inno-
vations. Voith can implement the
features from the concept study
either individually or completely
in new cooling systems.
Efficiency Increase for Locomotives
Concept Study forCooling Systems
Fourth Voith Locomotive Now Complete
Presentation of Gravita 15 BB
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News 31
Product: Gravita 15 BB diesel-hydraulic locomotive with centraldriver’s cabin
Application: light mainline or heavy shunting operation
Technical features: 1500 kW (1800 kW optional) engine output, 5 000 liters tank volume,330–371 kN maximum starting tractive effort, compliance with TSI Noise and EU Stage IIIA as well as DIN EN-15227 (crash behavior)
Infolocomotive driver has been trained
on a Gravita, he knows the operat-
ing philosophy of all Gravita loco-
motives. 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
driver’s 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 common -
ality 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.
The Voith locomotive family hasbeen supplemented by theGravita 15 BB. It is the secondlocomotive of this series after theGravita 10 BB (see picture).
Compact design in V-configuration – the Voith engine V2868 Rail for rail vehicles.
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News32
New V8 Rail Engine Already Undercuts Stage IIIB-Emission Limits
First Voith Engine for Rail Vehicles
A new engine series of MAN-Nutz -
fahrzeuge AG is the basis for this
joint development. Apart from robust-
ness, 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 val-
ues prescribed as of 2012 (Stage
IIIB). This is made possible by two-
stage turbocharging, cooled exhaust
gas recirculation and the combina-
tion with a maintenance-free parti-
cle catalyzer. The Voith engine can
achieve this performance without an
additional fuel medium. Rail opera-
tors benefit from this with lower
fuel costs.
Remotorizations Possible
With an output of 500 kW and a
maximum torque of 2 750 Nm, the
V8 diesel engine is not only suitable
It’s 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.
Product: Voith diesel engine
Application: rail vehicles
Technical features: V8 engine, out-put 500 kW, max. torque 2 750 Nm
Info
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.
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News 33
Train Line Modem for Data Exchange Between Rail Vehicles
Undisturbed Data Transmission on the Train
In technical terms, the Train Line
Modem allows communication
between a trainset as a closed net-
work. To do this, the TLM establish-
es 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 tech-
nology 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 rele-
vant 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
on going transmission of data is not
interrupted, even if additional car-
riages 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 two-
wire line, is needed. The modem
can transfer data both to the leading
vehicle and to other TLMs on the
train. By establishing a data trans-
mission hierarchy, it is ensured that
important control data can be for-
warded even if the line quality is
poor. Encryption via an AES system
(Advanced Encryption Standard)
guarantees tap-proof data transfer.
Video technology, infotainment,
operating terminals, or advertising
displays in rail vehicles are almost
taken for granted today. For inter-
com and public address systems,
the vehicles are often fitted with
lines that are normally not suited for
the transmission of high data volu-
mes 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.
Product: Train Line Modem
Application: data transmission withina trainset as a closed network
Technical features: transmission ofhigh data volumes or broadbandapplications in rail vehicles, Ethernetconnection via existing cables, two-wire transmission line (NF cable),excellent transmission within a definedfrequency band, tap-proof data transfer
Info
The TLM allows the transmis-sion of high data volumes orbroadband applications.
Voith Turbo Develops Front Modules Made from Fiber Compounds
High Safety with “Light Heads”
As part of the development project
“Composite Rail Vehicle Heads of
GALEA Series”, Voith Turbo Schar -
fen berg is developing two proto-
types 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 over-
riding via “anticlimbers.”
The additional weight due to struc-
tural stiffness and additional energy
absorption systems can be com-
pensated by the utilization of fiber-
compound materials. These materi-
als excel by their energy absorption
properties, which are required for
light constructions. Complex geo -
metries and free-forming surfaces
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News34
Voith Turbo Scharfenberg is developing rail vehicle heads for passenger
traffic that can be mounted to the carriage structure as fully self-
supporting modules. They are made almost exclusively from fiber-
compound 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 there-
fore contribute to more efficient rail operations.
that are needed for modern designs
would be virtually impossible with-
out fiber-reinforced plastics. With
FVK materials, aerodynamic exter-
nal contours can be produced more
easily and at lower cost. Apart from
safety and design advantages,
light weight fiber compound plastics
also have ecological advantages
over conventional materials.
The weight reduction per head
amounts to over 1000 kg. In a
RAIL EXHIBITION NEWS
35
TRICON Design AG developed the designfor the vehicle heads from Voith TurboScharfenberg. They stand out by their highindividuality and high recognition value.
Composite RailVehicle Heads ofGALEA Series.
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.
Products: front modules made fromGFK and FVK fiber compounds
Application: vehicle heads for multiple units, railcars and controlcars with operating speeds of up to 200 km/h
Technical features: crash-proof fiber compound heads, low weight,special structural and energy absorp-tion elements, anticlimbers
Info
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News36
Products: crash buffers
Application: freight cars, tank cars,locomotives
Technical features: 100% installa-tion space/interface compatibility,reversible energy absorption per Cat. A, no immersion into the carbody
Info
Crash buffers make the rail trans-
portation 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 com-
pulsory for all newly built hazardous
goods tank rail vehicles in line
with the UIC/RID Regulations for
Rail Vehicles. These include the
European norm 15227 with safety
regulations that alleviate the conse-
quences 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 absorp-
tion – 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.
Crash buffers with energy absorptionelement make locomotives and hazardousgoods tank cars safer.
Voith Turbo Scharfenberg Presents New Horizontal Crash Buffers
Fast Return to the RailsAfter a CollisionBy 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.
Voith Horizontal Crash Buffers
RAIL
2/2010 | Voith Turbo | News 37
Chinese Vehicle ManufacturerSupplies to Tunisian State Railways
20 Diesel Railcarswith Voith-Powerpacks
For China, the order represents a
milestone in the country’s 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 CSR’s 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-mount-
ed cooling systems, cardan shafts
and Scharfenberg couplers. Each
vehicle features two Voith-Power -
packs 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 deliv-
er all vehicles to Tunisia by 2012,
where they will enter service on
two routes around the capital Tunis.
The cooling systems of the Voith-Powerpacks have been noise-
optimized with a special technical
solution and they are designed for
50 degrees Celsius.
First Licensing Agreement with Czech Rail Vehicle Manufacturer
Lostr to Build and SellMaxima 30 CC from 2011
The agreement covers the authori-
zation 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 agree-
ment, 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.
The Maxima 30 CC combineshigh tractive effort with high input power.
Voith Turbo Lokomotivtechnik (VTLT) has signed the
first licensing agreement for Voith locomotives with the
Czech company Lostr.
CRH-1 ZEFIRO 380 with Scharfenberg Couplers, Front Ends and Final Drives
China’s New Super High-Speed TrainGets a Nose from Voith
RAIL
The ZEFIRO 380 high-speed train with Voith components will be on China’s railsin 2012. Picture: Bombardier
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 China’s rails from 2012. Voith delivers couplers,
complete front ends and final drives for the ZEFIRO.
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 devel-
opment 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 (1120 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 semi-
permanent coupler halves as inter-
mediate couplers. Voith Turbo
Scharfenberg also delivers the auto -
matic 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.
RAIL
2/2010 | Voith Turbo | News 39
Products: Scharfenberg couplerstype 10 and type 15, semi-permanentcouplers, front ends and final drives
Application: high-speed trains
Technical features: fiber compoundcomponents, reliable front hatchkinematics
Info
Verkehrsbetriebe Peine-Salzgitter
is currently modernizing its loco-
motive fleet. From summer 2010
until spring 2012 Voith Turbo
will be delivering L 3r4 zseU2
turbo reversing transmissions for
20 Voss loh 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 locomo-
tives 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 transmis-
sion has proven itself as the ideal
shunting transmission in this loco-
motive 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 fur-
ther. Highly precise hydrodynamic
braking down to a complete halt
and/or turbo reversing without
stopping is possible without prob-
lems by filling the counter-rotating
converter during driving.
Verkehrsbetriebe Peine-Salzgitter Purchase New Shunting Locomotives
20 Turbo ReversingTrans missions forVossloh Locomotives
The G-6-series from Vossloh is fitted with Voith turbo reversing transmissions.
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.
Voith Turbo and Robert Allan Ltd. present new tug design
Two longitudinally arranged Voith Schneider Propellers offerhigher steering forces
While conventional Voith Water Trac -
tors 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-
MARINE EXHIBITION NEWS
2/2010 | Voith Turbo | News40
The new water tractordesign envisages two VSP –one in the bow and one inthe stern.
Haifa Port Authority orders Tug with VSP
First Design Order for Voith Turbo MarineEngineering
Voith Turbo Marine Engineering has
completed its first vessel design.
The Spanish Union Naval Valencia
shipyard is currently building a har-
bor tug to be equipped with Voith
Schneider Propellers (VSP). In
summer 2011, the tug will be deliv-
ered to the Haifa port authority.
The authority of Israel’s 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
vessel’s maximum draft is 6.4 meters.
In addition to the two VSP 32 R5/265-
2, Voith will supply two curved tooth
couplings as well as two turbocou-
plings 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 vessel’s
hull, the stability documentation as
well as the drawings for the super-
structure and foundations have been
available to the shipyard since June.
The plan approval by the Classifi -
cation 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 deliv-
er the two VSPs as well as the
curved tooth couplings and turbo-
couplings by December 2010.
MARINE EXHIBITION NEWS
2/2010 | Voith Turbo | News 41
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 partic-
ular size. “With our testing and
numerical simulation, we proved
that this vessel concept can be
implemented and we will now con-
tinue to develop it in cooperation
Product: RAVE tug concept
Application: ship design forescort tugs
Technical features: two VSP areinstalled along the longitudial axlein bow and stern, optionally withVTF
Application areas: narrow,restricted harbors and canals
Info
with our customers based on
their specific requirements,”
Trecksel continues.
The new tug can demonstrate itsadvantages in narrow harbor entriesor sea straits such as the Bosporus.
First Diving Support Vessel with Voith Schneider Propellers
Saturation Diving Reaching OceanDepths of up to 200 Meters
These days, the bottoms of the
world’s oceans are covered by
thousands of kilometers of pipelines
taking coveted raw materials such
as gas or crude oil from their pro-
duction 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 “satura-
tion diving”, depths of 200 meter
are quite common. To carry out
such duties, the divers are lowered
into the sea via the ship’s 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 oxy-
gen; from certain depths, nitrogen
is also added. During prolonged
diving assignments, the diver’s body
fills with gas until a point of satura-
tion 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 peri-
od in special decompression cham-
bers on the ship – before and after
a diving assignment. In order to
be able to actually work at depths
MARINE
2/2010 | Voith Turbo | News42
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.
The diving bell carrying the divers is lowered into the water. Picture: Hallin
MARINE
2/2010 | Voith Turbo | News 43
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 metersdraught
Application areas: maintenance andrepair of pipelines and offshoreplants by offshore divers
Infobeyond 50 meters, the divers are
primed in special pressure environ-
ments. 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 out-
side 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 cham-
ber 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 keep-
ing the Windermere stable if the
seas are rough.
The Windermere is the first Diving Support Vessel (DSV) with VSP drive.
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 plat-
form 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 identi-
cal 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
Voith Equips Special Vessels for Erecting Offshore Wind Energy Plants
Two Jack-Up Vessels for the FirstTime with Voith Schneider Propellers
MARINE
2/2010 | Voith Turbo | News44
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.
the North Sea. This is their intend-
ed end purpose according to their
owner, Fred Olsen Windcarrier AS
in Norway.
High performance, maneuverability,
and reliability are the key require-
ments for the propulsion system.
The vessel is lifted from the sea by four columns of “jackup legs” and turned into a platform.
MARINE
2/2010 | Voith Turbo | News 45
Product: Voith Schneider Propeller
Application: jackup vessels for thetransport and the installation of off-shore wind energy plants
Technical features: 3 VSPs size36R6 ECR/285-2, dynamic positio-ning system DP II, sailing speedmax. 12 knots
Info
3 200 square meters of deck surface are sufficient for setting up wind power plants.
This is why Fred Olsen has
decided in favor of a solution with
Voith Schneider Propellers: three
VSP ensure propulsion and accu-
rate 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 posi-
tioning 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 tran-
sitional 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 emis-
sions. Voith carried out a relevant
model test, during which these ad -
vantages were successfully demon -
strated. Another feature of the jack-
up 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 theWindiest Regions in the World
Together with regions such as Cape
Horn at the southernmost end of
Argentina, the North Sea belongs to
the world’s 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 advan-
tage 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.
MARINE
Aboard the Castoro Sei the 12-meter-longpipeline tubes are welded together, mantled with concrete and lowered as 24-meter strands onto the seabed (front of picture).
Willi Aumüller (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 recei-
ved 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 Füllenbach, Exec -
utive Vice President of VoithTurbo
Marine. “Willi Aumüller 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 Aumüller was working at the
Ital canteri 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 world’s 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 pipe-
line 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
MARINE
2/2010 | Voith Turbo | News 47
Nord Stream Natural Gas Pipeline Laid Using Voith Technology
1220 Kilometer Direct ConnectionBetween Russia and GermanyThe 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 world’s most ambitious energy supply projects, the four Voith Radial
Propellers of the Castoro Sei from 1977 were completely refurbished by Voith.
C6 upgraded to the latest technical
standards.
The C6 Has a 24-Hour Work Schedule
A case for Willi Aumüller. 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.
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 me -
ters, 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 spe-
cial steel. In order to keep frictions
inside the tube at a minimum, the
inner walls are coated, while an
outer concrete mantle protects them
MARINE
2/2010 | Voith Turbo | News48
After 32 years of operation, the Voith RadialPropellers were completely overhauled.
The draught of the Castoro Sei can vary between 9.5 and 15.5 meters.
MARINE
2/2010 | Voith Turbo | News 49
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 low-
ered onto the seabed via a “stinger”
to a depth of up to 210 me ters.
During the actual laying process,
bow anchor windlasses pull the
ship into operating direction, while
Product: Voith Radial Propeller
Application: pipelay vessel
Technical features: four diesel-elec-tric thrusters with 360° steerabilityand 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
Info
windlasses at the stern are less-
ened. A diving robot monitors the
touchdown point of the pipeline.
Until April 2011, the C6 will be laying
some 2.5 kilometers of pipe lines
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 work-
boats owned by Saipem, lay the
pipes in the Russian and in the
German sector.
Until the two line strands are com-
pleted in 2012, the ships will interrupt
their operations several times – not
only because of ice floes, but also
for ecological reasons: in winter-
time, the seals in the north-eastern
part of the route are not to be dis-
turbed during their mating season.
A Platform Supply Vessel (PSV) delivering pipeline tubes moors alongside the Castoro Sei (right).
Brazil is Latin America’s largest steel producer. ArceclorMittal Tubarão 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 moder-
nizing 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 commission-
ing, the production plant of the
ArcelorMittal location Tubarão in
Serra in the country’s south-east
has been subjected to extreme con-
tinuous loads. The annual capacity
of 2 million tons of coils has, for
example, already risen by 40 per-
cent. 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
INDUSTRY
50
Largest Universal Joint Shaft with Torque Monitoring in South America
Steel Mill IncreasesOutput and ProtectsResources
Imposing premises directly at the sea:The Brazilian AreclorMittal Tubarão inSerra. Picture: AreclorMittal
decided in favor of Voith Turbo who
had offered two joints with diame-
ters of 1100 and 1 200 millimeters
respectively.
Plant Operation at maximum Capacity
In order to ensure correct dimen-
sions for the shafts, the Voith affiliat-
ed 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 uni-
versal joint shafts were required.
The 44-ton shafts, which Voith will
ship to Brazil in early 2011, are
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
INDUSTRY
51
ongoing operation, the joint shafts
will be delivered with a permanent
ACIDA monitoring system, which
allows constant observation of max-
imum 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 measure-
ments 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 consequen-
tial damage.
One of the CST furnaces, which enableenormous production increases.
After undergoing a hot rolling process, the hot strip is rolled up in coils.
Products: Voith universal joint shaftand ACIDA torque monitoring system
Application: rolling mill drives
Technical features: high torque capa -city, diameter 1100 and/or 1200 mm,protection against axial overloads per-manent torque measurements
Info
New Highly Flexible Coupling for Maritime Applications
Comfort Plus on the WatersPorto 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.
INDUSTRY
Some ship propulsion systems reveal
their weaker points already when
the boat slowly departs from the har -
bor – 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 in creases
the cruising comfort for all passengers
on board. In addition, it also pro-
tects the drive against rapid wear.
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
View of Porto Cervo yacht harbor on theCosta Smeralda in Sardinia.
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 cou-
pling 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 destruc-
tion – even if it operates at full
INDUSTRY
2/2010 | Voith Turbo | News52
Product: highly flexible M-Coupling
Application: coupling in marine propulsion systems
Technical features: smooth charac-teristic curve, high temperatureresistance, blind assembly couplingwith inbuilt fail-safe device
Info
Availability is a major issue for the yachts.
load due to high torsional vibration
amplitudes. The M-Coupling is
installed as a blind assembly cou-
pling between motor and flanged
marine gearbox. The blind assembly
coupling has an inbuilt fail-safe
device.
INDUSTRY
2/2010 | Voith Turbo | News
The new M-coupling from Voith Turbo for marine applications ensures availability andhigher comfort both above and below deck.
INDUSTRY
2/2010 | Voith Turbo | News54
In order to compensate load variations more efficiently, Gersteinwerk power station (Werne) is relying on state-
of-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 tempera-
ture 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 sup-
plied by the gas turbine to the boiler
is also utilized as useful heat in the
steam generator. This technology
enables at least 42 percent effi -
ciency. 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-
Voith Turbine Protection and Control in Gersteinwerk (RWE)
New Voith Turbine HydraulicsMake Power Station SafeRWE power stationGersteinwerk inWerne, fitted with Voithcontrol technology.
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 moderniz-
ing the turbines and replaced the
previously purely hydraulic protec-
tion 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 complet-
ed 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 success -
ful projects, we have even intensi-
fied our cooperation with Voith in
recent years.”
Each of the high-performance tur-
bines 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 shut-
off module has been installed to
protect the turbine. The TSM supple-
ments the electronic speed control
with a triple redundancy. The appli-
cation 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
INDUSTRY
2/2010 | Voith Turbo | News 55
Product: actuator, trip shut-offmodule
Application: turbine protection and control in a combined cyclepower station
Technical features: high dynamics,almost no hysteresis, resolutionbetter than 0.1%, outlet pressureadjustable with XO and X1 potentio-meters: 2 out of 3 selection in thehydraulic actuation of the trip valve
Info
Voith Control Technology and TSM 2oo3
Guodian and LEC
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 China’s
largest energy producer, and
Lanzhou Electric Corporation
(LEC) is one of the leading man-
ufacturers 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 world’s biggest on -
shore 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. Along side
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 pro-
duction of the high-performance
wind turbine with Voith drive
technology begins in 2012; initial
production plans aim at 100 units
per year.
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 com-
plete 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.
Shanghai – at the Pulse of the Growth Boom
Heart of the ChineseEconomic Miracle
From fishing village to world metro -
polis 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 sky-
scrapers 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, moderni-
ty 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” Shang -
hai. Its districts include the historic
Huangpu, famous for its stylish
pedestrian precinct Bund. In the
heart of the city there are still
CULTURE REPORT
2/2010 | Voith Turbo | News56
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.
traces of wooden houses and
backyards, as well as dark and
narrow alleyways. Right in the mid-
dle 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 Shanghai’s
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 Shanghai’s
financial center. It is also possible
to cross the river on foot across the
world’s longest suspended bridge.
CULTURE REPORT
2/2010 | Voith Turbo | News 57
The Huangpu is winding its way throughthe city and divides it into the “old” and the “new” Shanghai. Center of picture: theskyline of Pudong with its landmark, theOriental Pearl Tower. The lower edge ofthe picture shows Puxi, the “old” Shanghaiwith the famous Bund boulevard.
October, Pudong is also showing
what the future will be like. According
to the latest estimates, Expo 2010
will have attracted 100 million visi-
tors 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.
Voith in Shanghai – an Alliancefor Nearly 75 Years
In the birthplace of paper, Voith
Paper, like Voith Turbo a Group
Division of Voith AG, has been estab-
lished since 1936. At the time,
Voith delivered the first paper ma -
chine 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 Scharfen -
berg couplers for the first metro lines
in China. In 2001, Voith Turbo set
up its own subsidiary in Shanghai.
Voith Turbo equips ferries, water
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
world’s second-highest building is
under construction there. After com-
pletion, the Shanghai Tower will stand
632 meters high with 128 floors.
People who want to monitor the
continuous expansion of the metro -
polis 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
CULTURE REPORT
The construction of Pudong started as late as 1990 (left). Today, the district is an important financial center. Puxi has kept some of thefew green spaces of the growing metropolis (right).
A special group photo: all of the employees of Voith Turbo in China.
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
Schar fenberg KTK Coupler Techno -
logy. Voith Turbo final drives for the
fastest trains in the world are cur-
rently assembled at Voith Turbo in
China. Scharfenberg couplers and
final drives can be found on the city’s
metro systems. No metro net work
in the world is growing as fast as the
one in Shanghai – by 2020 it will
be 300 kilometers long.
CULTURE REPORT
Facts and Figures
China Capital Beijing Area 9 597 995 km2 Population 1.3 billion National language HighChinese (“Putonghua”), dialects, minority languages (Mongolian, Tibetan, Uighurian, Turkic,Korean) Religions Popular Religion, Buddhism, Daoism, Islam, Protestantism and CatholicismGDP $ 3,327 billion
Shanghai Area 6 340 km2 (divided into sections, 18 districts and a borough) Population18 884 600 Average temperature 17°C
A metro trip with laser show – only available in the Bund Sightseeing Tunnel (left). Nanjing Road (right) is one of the largest shoppingmalls in the world and famous for its colorful neon displays.
PERSONALIA
New Head of Voith TurboRepresentation in Moscow
Dr. Ing. Rainald Finzel is the new
head of the Voith Turbo representa-
tion in Moscow. Dr. Finzel studied
at Dresden University, where he
was awarded a PhD degree in ther-
mo-hydraulic mechanical engineer-
ing. 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.
New Leader for Bus Transmissions
Dr. Christian Jaufmann has been
appointed as the new Manager of
the Voith Turbo Product Group Bus
Transmissions. Dr. Jaufmann earned
a doctorate at Stuttgart University
with his thesis on “Splash lubrica-
tion of high-speed vehicle transmis-
sions.” 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.
Klaus Kerth to Head After Sales
The Voith Turbo Scharfenberg After
Sales Division is now headed by
Klaus Kerth. Kerth studied mechani-
cal engineering at Brunswick Techn -
ical University, as well as Diversity
Management at Port Elizabeth Uni -
versity in South Africa. After starting
out as a sales engineer with LuK
GmbH, he worked in various posi-
tions in the after sales management
division of the Volkswagen Group,
among them four years in the USA.
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
Voith Turbo in Crailsheim, gathering
experience in international sales. He
also looked after the sales of vari-
able-speed drives in Asia and then
changed to Voith Turbo in USA.
From 2001 he was in charge of
worldwide converter sales.
Management Change at BHS
Wolfgang Sautter has been appoint-
ed 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 post-
ing to Voith in USA. Prior to his
move to BHS, Sautter was in charge
of sales, marketing and project man-
agement for the Product Group
“Variable-Speed Drives.”
Dr.-Ing. Rainald Finzel
Dr. Christian Jaufmann
Klaus Kerth
Carsten Lenz
Wolfgang Sautter
PERSONALIA
2/2010 | Voith Turbo | News60
Dr. Christian Jaufmann
NEWS FROM THE VOITH GROUP
2/2010 | Voith Turbo | News 61
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 ques-
tion 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. Con -
vinced by these arguments, a Swiss
paper mill has just placed an order
with Voith Paper for a new paper
ma chine. The decisive factor for
this order was the overall energy-
optimized total concept, saving
the paper maker several million
euros every year.
New Pumped Storage Order forVoith Hydro in Austria
Voith Hydro will refurbish Rodund -
werk 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 gene-
rator 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 constel-
lation from 1976, only the power-
house, the spiral case, the draft
tube and some ancillary equipment
will be kept.
“The pump turbine for Rodundwerk
II is characterized by its quick start-
up, 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 Hydro’s Austrian
Operating Unit.
Voith Engineering ServicesInaugurates New Facility
Voith Engineering Services GmbH
in Chemnitz opened its new tech -
nical center on June 23, 2010. The
inauguration of the facility increas-
es the service portfolio for the auto-
motive and rail industry by proto-
type and mock-up production and
completes the process chain from
development to prototype manu -
facturing.
Ten people – engineers, technicians
and skilled workers – are currently
employed in the new “Technikum.”
Production focuses mainly on proto -
type 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 pro-
cessing stages on the basis of
CAD data for the production of tools,
shapes and parts up to in-house
measuring.
Voith Industrial Services Voith PaperVoith Hydro
EXHIBITIONS AND EVENTS
2/2010 | Voith Turbo | News62
07.09. – 10.09.2010
12.09. – 14.09.2010
13.09. – 16.09.2010
21.09. – 24.09.2010
21.09. – 25.09.2010
21.09. – 30.09.2010
27.09. – 29.09.2010
03.10. – 06.10.2010
05.10. – 07.10.2010
05.10. – 07.10.2010
06.10. – 08.10.2010
07.10.2010
13.10. – 14.10.2010
20.10. – 23.10.2010
26.10. – 30.10.2010
SMMHamburg, Germany
CORE 2010Wellington, New Zealand
Rio Oil & GasRio de Janeiro, Brazil
InnoTrans 2010Berlin, Germany
Husum Wind EnergyHusum, Germany
IAA Nutzfahrzeuge 2010Hanover, Germany
Hydro 2010Lisbon, Portugal
InterFerry 2010New York, USA
TurbomachineryHouston, Texas, USA
SAE BrasilSão Paulo, Brazil
TransexpoKielce, Poland
Offshore Energy 2010Den Helder, Netherlands
TRAKOGdańsk, Poland
Autocar ExpoNice, France
EuroBLECHHanover, Germany
www.hamburg-messe.de/smm
www.core2010.org.nz
www.riooilgas.com.br
www.innotrans.de
www.husumwindenergy.com
www.iaa.de
www.hydropower-dams.com
www.interferry.com/taxonomy/term/8
www.houstonconventionctr.com
www.saebrasil.org.br/eventos/
congresso2010/ingles
www.targikielce.pl
www.offshore-energy2010.com
www.bvents.com
www.autocar-expo.com
www.euroblech.com
Date Event Further information
EXHIBITIONS AND EVENTS
2/2010 | Voith Turbo | News 63
26.10. – 28.10.2010
02.11. – 04.11.2010
09.11. – 11.11.2010
10.11. – 12.11.2010
11.11. – 14.11.2010
23.11. – 24.11.2010
01.12. – 03.12.2010
08.12. – 11.12.2010
14.12. – 16.12.2010
03.02. – 06.02.2011
25.02. – 28.02.2011
27.02. – 02.03.2011
01.03. – 03.03.2011
10.04. – 14.04.2011
14.06. – 16.06.2011
PersontrafikStockholm, Sweden
Euro Bus ExpoBirmingham, United Kingdom
Business on RailsSão Paulo, Brazil
FetransrioRio de Janeiro, Brazil
Ankiros 2010Istanbul, Turkey
AusRailPerth, Australia
Intern. Workboat ShowNew Orleans, USA
MARITIMA 2010Paris, France
PowerGenOrlando, USA
WIN 2011 Phase 1Istanbul, Turkey
WIN 2011 Phase 2Istanbul, Turkey
SMEDenver, USA
Asian Shipping and Workboat 2011Singapore, Republic of Singapore
UITP World CongressDubai, United Arab Emirates
RailtexLondon, United Kingdom
www.persontrafik.se
www.eurobusexpo.com
www.businessonrails.com.br
www.ankiros.com
www.ausrail.com
www.workboatshow.com
www.salonmaritima.com
www.power-gen.com
www.win-fair.com
www.win-fair.com
www.smenet.org
www.bairdmaritime.com
www.uitpdubai2011.org
www.railtex.co.uk
Date Event Further information
News and Information forthe worldwide customers,partners and friends ofVoith Turbo
Publisher:Voith Turbo GmbH & Co. KGSeptember 2010
Editorial head office:Marion JoossVoith Turbo GmbH & Co. KGCorporate Marketing/PRP.O. Box 20 3089510 Heidenheim, Germany
Phone +49 7321 37 2802Fax +49 7321 37 7110
Text:ecomBETZ PR GmbH, Schwäbisch Gmünd
Layout:Eberle GmbH Werbeagentur GWA, Schwäbisch Gmünd
PR 0001 © September 2010Reproduction and copying aresubject to the express approvalof the editorial head office.