ECO7946 VoithReport L1 - Voith | Homevoith.com/br/1751_e_vt_news_2_10_englisch.pdf · Ex Works in the Mercedes-Benz Atego 28 ... 20 Turbo Reversing Transmissions for Vossloh 39 Verkehrsbetriebe

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

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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


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.


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.


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.


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.


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


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


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


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


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


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


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


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.

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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

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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.

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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


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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


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



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.



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.



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



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


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



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


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


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


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


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


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


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


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


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


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


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


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


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


The new M-coupling from Voith Turbo for marine applications ensures availability andhigher comfort both above and below deck.

INDUSTRY


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


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


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


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


Dr. Christian Jaufmann

NEWS FROM THE VOITH GROUP


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


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


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

[email protected]

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.

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