1751 e Vt News 2 10 Englisch

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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, aboveall, eco-compliant vehicles. At this years key trade

shows SMM, InnoTrans and IAA we are, for example,

presenting the first Voith diesel engine for rail vehicles

developed in co-operation with MAN (page 32), the

new DIWA.6 transmission generation for citybuses

(page 22), new front modules and crash buffers (pages

34, 36), a new design for tugs (page 40) and a coupling

for marine applications (page 52).

Drive concepts leading to lower fuel consumption and

reduced emissions are the focal theme of this issue.

But reports about special vessels for setting up offshore

wind power plans, retarders for extra vehicle safety in

India and Tunisia or the worlds largest universal joint

shaft for a giant steel mill in South America are certainly

also worth a look. And this time, our Culture Report

will be taking you to the pulse of the growth boom

to Shanghai.

I hope you enjoy this issue of News!

Yours sincerely,

Peter Edelmann

Peter Edelmann,

Board Member

of Voith AG,

Chairman of the

Board of Voith Turbo


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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 fiber

compound 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 LongitudinalArrangement for

MoreSteering Force

In Focus: Mobility

Making 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

Road

Close 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

Rail

Lostr 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 Vehicles

The first Voith diesel engine is a V8 and

undercuts Stage IIIB emission limits.

19 32


5/64


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

Marine

First 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

Industry

Steel 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 Report

Shanghai at the Pulse of the Growth Boom 56Heart of the Chinese Economic Miracle

News

Personalia 60

News From the Voith Group 61

Regulars

Editorial 03Exhibitions and Events 62Imprint 64

Special Vessel for Offshore Divers

Voith Schneider Propeller for the first Diving

Support Vessel Windermere by Hallin.

Comfort Plus on the Waters

Highly flexible coupling for marine

applications ensures undiluted sailing fun.

42 52


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Growing Mobility Calls for New Traffic Technologies

Making Traffic Faster,Cleaner and More Effective


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With 10 million inhabitants, Moscow is

Europes largest city and the most important

hub of Russias road, rail, marine and inter-

national air traffic. In order to cope with this

traffic volume, Russia is investing primarily

in rail infrastructures.


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N 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. Mankindsinherent 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 and

make 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.


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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 humanneed, 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 Mobilityand 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 Indias second largest metropolis Delhi is one of the latest public

transport systems in Asia. In order to move the growing population also in the future, the

metro network is to be expanded from 96 to 240 kilometers by 2021.


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BRT systems excel due to high bus

frequency, improved transport capaci-

ties, flexibility and lower infrastructure

costs for the bus network. A charac-teristic feature of most BRT systems

is a separate, dedicated bus lane,

allowing free and unrestricted travel,

which consequently increases trans-

port speeds. In practice, the daily travel

time for passengers in Bogot could

be reduced by more than 30 percent,

making BRT systems a true alternative

to cars. The market share of DIWA

transmissions in Bogot, the world-

00 2/2010 | Voith Turbo | News

wide pioneer for many new BRT systems,

amounts to over 80 percent. Applications

in cities such as Curitiba and So Paulo

(Brazil) Quito (Ecuador) or Santiagode Chile, as well as recent systems in

Hangzhou, Dalian, Jinan (China) and

Indonesia, highlight the capabilities

of DIWA automatic transmissions in a

wide variety of BRT systems. The major-

ity of new BRT systems are currently

being set up in South Africa. In cities

like Cape Town and Port Elizabeth, they

are meant to sustainably improve the

often chaotic traffic conditions.

BRT Systems Against Urban Traffic Chaos

Getting Past Traffic Jams in aHigh-Speed BusBus Rapid Transit (BRT) systems are a solution for counteracting

the daily collapse of traffic and serious environmental pollution.

In metropolises such as Istanbul, Jakarta, Bogot or Mexico City, and

also in smaller cities like Nantes, they have become indispensable.

With more than 3 200 DIWA automatic transmissions in BRT systems

worldwide, Voith has gained wide-ranging experience in this field.

With the BRT system Metrobs as a traffic solution, the public transport authorityof the Turkish capital is counteracting the population boom and a disproportionate

rise in car registrations.

than half of the worlds population,

approximately 3.3 billion people,

already live in such conurbations.

It is estimated that by 2030, the

large cities will accommodate five

billion people and that there will beover 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 Investmentsfor Global Rail Traffic

But how are the most affected

countries and regions reacting to

these prognoses? Russia records

higher economic growth than the

rest of Europe, which, above all else,

has resulted in a disproportionate

growth of border-crossing traffic.

While the degree of motorization of

Russias private households is on

the rise, the actual car density inRussia 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. 23400 new locomotives,

30 000 passenger trains and


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996 000 freight cars are to be

procured.

The USA, too, intend to go for a

sustainable modernization of their

railway systems. Concrete plansinclude 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


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2/2010 | Voith Turbo | News

between the US metropolises of

New York, Los Angeles, San Fran -

cisco, 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 1000

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.Chinas 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 countrys infrastructure finds it

difficult to keep up with the required

expansion and adaptation caused

by an increasingly mobile society:

within only three years, the number

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 Railway

Highspeed) will cover the 1318 km route

between Beijing and Shanghai in about

four hours.


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of registered passenger cars rose

by 60 percent, leading to congestion

on Chinas roads. Even on the

eight-lane super highways in theChinese 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 SuperHigh-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 worlds largest export

nation last year. There are also

solid goals for road traffic. By 2020,

the 65000-kilometer road network

is to widen by another 20000 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 Indias goods

transports are performed on the road,

the countrys most important carrier

of traffic. The problem is that goods

transports by truck are too slow, the

few existing highways are overcrowd-

ed. On average, a truck needs five

days to complete 1500 kilometers a

third of the harvest decays on route.

As road expansions are progressingvery slowly, transport must in future

take place by rail. The course for this

has been set. Out of the 64000-kilo-

meter rail network the fourth largest

in the world only few routes are

suitable for goods trains. This is

meant 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 infrastructure

budget will be ramped up to 1 billion

dollars. At the same time, the Indian

government is planning special relief

packages for private operators in the

form of tax-deductible infrastructure

loans. These investments present an

enormous potential for drive compo-nents from Voith Turbo. Established

in India for over 20 years with a site in

Hyderabad, Voith Turbo is delivering

final drives and Scharfenberg couplers

for the Metro in Mumbai. Further poten-

tial lies in the planned route expan-

sions of the mega-cities of Kolkata,

Benga Iuru and Hyderabad, as well as

the construction of S-Bahn systems

for smaller cities.

Voith Turbo Equips Vehicles for Number One Growth Market

Strengthening Rail TrafficMeans Higher Growth

IN FOCUS MOBILITY

Indias mega-cities plan

to significantly increase

their metro lines.

Indias economy could grow at an even faster rate, if the country had a

better infrastructure. According to economic analyses, sluggish goods

transports are costing India 2 percent of economic growth every year. The

government is therefore investing billions in the expansion of road and rail

networks and promotes goods and short-range passenger transportation.


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railway the Chinese rail vehicle man-

ufacturers have already gained

experience with permafrost a

typical occurrence in Russia.

Mumbais CommutersOnly 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 300000 pas-

sengers every day.

In India, the lack of infrastructure is

turning into a more and more serious

growth obstacle. While the forecasts

for Asias third-largest economic

power are good, the country is 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 cars

are flooding the roads and cause

congestion every day. And even if the

Brazilians decided to take trains

instead they would not be able to

do so. The fifth largest country in

the world only has three major rail-

way routes.

A German-Brazilian study showed

that a high-speed line between Rio

de Janeiro, So Paulo und Campinas

would reduce the road traffic by

30 percent. In the meantime, Brazil,

too, has acknowledged that the mod-

ernization of the railway system would

substantially relieve the traffic on the

roads, and therefore gave the starting

signal for the construction of a new

high-speed route in 2009. The invest-

ment also initiated new traffic plan-

ning structures. In 2010, 32 billion

euros of the Brazilian growth program

have been dedicated to the logistics

sector and the upgrade of the rail-

ways. For the Brazilian transportation

fleet, the application of ICEs and

Cargo Express trains means a techno-logical leap of nearly 100 years.

Railways are one of several Brazilian

projects. By the 2014 Football

World Cup, the expansion of the major

metro lines in So Paulo is to be com-

pleted. Other large cities such as Rio

de Janeiro, Porto Alegre, Salvador,

Recife and Fortaleza are also planning

to extend their railway networks.

Brazil Sets Out Rail Expansion Plan

Technological Leap by Nearly100 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 the

modernization of its railways.

N FOCUS MOBILITY


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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 Indiaon page 26)

Sustainable Mobility ElectricCars 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 thesituation. 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 confirmedby 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, whichcontinues 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 city

mobility in Mumbai, India: the

Monorail as a CO2 and energy-

saving way of public transportation.


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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.

6 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 100000 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 forEveryday 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.


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17

IN FOCUS MOBILITY


Development work on hybrid systems

is running at full speed. Voith Turbo is

launching not one but two hybrid solu-

tions for city bus applications in the

market: the parallel DIWAhybrid and the

serial ElvoDrive. The DIWAhybrid is

suitable for operating profiles with high-

er average speeds. The first order came

from the American manufacturer Gillig.

At the moment, the operator Central

Contra Costa Transit Authority is testing

the first buses with DIWAhybrid in

everyday service. Other units are cur-

rently being delivered. In summary and

in combination with engine downsizing,

fuel reductions and therefore lower

CO2 emissions of up to 20 percent are

possible. At the same time, energy

generated during braking is stored andrecuperated for the next acceleration

process.

The ElvoDrive is ideally suited for routes

with lower average speeds and a higher

frequency of stops. Braking energy is

converted into electric energy and stored

in super capacitors. The ElvoDrive has

been tested in practical operation since

May 2009 in six vehicles from Scania in

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, fuel

savings of up to 30 percent were

realized. Since the vehicles are also

fitted with an engine on ethanol basis,

CO2 emissions can be improved by

up to 90 percent in combination with

the ElvoDrive.

The Solaris Urbino 18 on Germanys

roads with DIWAhybrid from autumn 2010.

DIWAhybrid

ElvoDrive


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N FOCUS MOBILITY


Facts and Figures

World Population in 2050

9000000000PeopleEvery week, the worlds mega-cities are growing by

1 million people. UNO statistics predict that the

world will be inhabited by 8 billion people in 15 yearstime (currently 6.9 billion). By 2050, the anticipated

world population will be 9 billion.

Increasing Motorization

Four Times asMany 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.

Picture:AndreasMack


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IN FOCUS MOBILITY


Interview With Prof. Dr.-Ing. Kay W. Axhausen, Institute for Traffic Planning

and Transport Systems at ETH Zurich

Motorization is Goingto Rise on a Global ScaleIs traffic going to increase in future? How is mobility changing in individual societies?

Is there a need for new drive technologies, means of transport or transportation

systems? Transport planning expert Prof. Kay Axhausen looks at these questions in a

scientific context and recognizes clear trends for the mobility of the future.

Professor Axhausen, forecasts

anticipate that mobility will increase

over the next few decades, 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, inturn, 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


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N FOCUS MOBILITY


the actual affordability plays a role.

During their planning talks, the

authorities in Bogot have, for exam-

ple, established that a metro sys-

tem would not be financially feasi-

ble and therefore reverted to a BRTsystem. The latter is far more eco-

nomical in terms of initial investment

and operation, can be implemented

faster and offers high benefits.

Today, Bogot has an exemplary

bus transport network.

Buses, trains and cars are 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 gettingto 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. InAsia 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 for

Traffic Planning and Transport

Systems at the Confederate Tech-

nical University (ETH) in Zurich. Hisdoctorate at Karlsruhe Technical

University was followed by posts in

Oxford and London and a professor-

ship at the Institute of Road Const-

ruction and Traffic Planning at

Innsbruck University. Axhausen has

received numerous awards for his

research, among others from the

Gottlieb Daimler- and Karl Benz

Foundation or the Stinnes Foundation.

Personal Details


21/64

IN FOCUS MOBILITY


these changes, and motorization

will globally increase.

Public discussions often take an

isolated view on the advantages

and disadvantages of individualtransport systems. Shouldnt 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 Germanyand 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 theyshould 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 byone 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 vehiclefor their everyday needs.


22/64

Further Development of the Voith City Bus Transmission

DIWA.6 Reduces Consumptionand EmissionsWith 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 the

most popular means of transport, stop-

ping at virtually any place in and around

the city. Most of the buses used onpublic routes are double deckers, like

here at the Hong Kong Bus Terminal.


23/64

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, theoil 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, whichrecognize 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 configuredtorsional 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 engine

speeds, lower gear-shifting points,

reduced operating pressure, ribbed

design 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.


24/64

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 performance

test in a three-year field trial. Two renowned OEMs will in future install

Voith 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 160000 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 energy

efficiency, 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


25/64

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 (Socit National de Trans -

port Rural et Interurban). They con-

nect the capital Tunis with all larger

Tunisian cities such as Sfax, Ariana,

Sousse or Gabs. Regional routes

use buses and coaches of SocitRgional 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 Originatefrom So Paulo

The VW chassis and the retardersare produced in Brazil. Voith is

resorting to its production site in

So 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. retarder

nominal braking torque 1500 Nm,

reduced application of foot brake,

fewer gearshifts, higher average

speeds.

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 of

Tunisian transport operators will be fitted

with Voith Retarders.

place. From September 2010, these

vehicles can be seen on the roads,

where they make a substantial

contribution to traffic safety.

ROAD



26/64

ROAD


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 countrys

traffic infrastructure forever. On theone 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 6000 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 toIndian 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. Voiths 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 more

safety, more driving comfort

and increases the vehicle

economy. Picture: Tata Motors


27/64

ROAD


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 witha 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 ofRetarders is Growing

One of the customers of the new

retarder is Tata Motors. Indias

largest automotive manufacturer co-

developed the specification for theVR 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

retarder. 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 coaches

and trucks of the medium-heavy

performance class

Technical features: higher and more

even average speeds with increased

safety reserves. Protection of the

service brake and fuel and time

savings, increased vehicle availability.

Cold and fully operational service

brakes in the event of an emergency,

higher driving comfort

Info

Busy bus and coach

traffic at the 56-meter-

high Charminar monu-

ment. It forms the heart

of the ancient town

center of Hyderabad.

with all major OEMs, in order topave 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 10000 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.


28/64

ROAD


The Magnetarder has successfully passed endurance runs on the test stand, winter trials in Norwayduring 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 worlds 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 withG60 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 of

the eddy-current principle and does not

require any auxiliary energy. For this pur-

pose, the stator contains a number of the

worlds most powerful permanent magnets.

1 cm of a flat magnet of this type is capa-

ble of carrying more than 10 kg. These

magnets are arranged in such a way that

the opposing poles face each other.

When the Magnetarder is switched off,

the magnets are bridged, so that magnetic

power flows through the poles. When

switched on, the magnets are positioned

by compressed air via an actuating cylin-

der to allow the magnetic forces to flow

through the poles to the rotor. During this

process, strong eddy currents are genera-

ted, which act against the rotary direction

of the rotor and thus slow the vehicle via

the 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 Nestl (Switzer-

land) and Spedition Schweikle

(Germany): Drivers and operatorswere equally impressed by the

additional braking power.

In the Appenzell region at Nestl

there were ongoing complaints

about excessive brake wear. The


29/64


ROAD

29

Product: Magnetarder (PermanentMagnet Retarder)

Application: secondary brake for

trucks and buses/coaches weighing

7.5 to 16 tons

Technical features: light and compact

design, braking after the eddy-current

principle without auxiliary energy, low

heat generation, maintenance-free

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

Nestl will in future be purchased

with Voith Magnetarders.

Spedition Schweikle, a haulage firm

based near Stuttgart, summarizes

the advantages of the Magnetarder:

Until recently, the high weight and

insufficient cooling outputs spoke

against the application of an 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


30/64

The Gravita with its central drivers

cabin is suitable for both shunting

and mainline service. The Gravita

15 BB to be presented at the show

is the universal locomotive per se:

universal, because its engine out-

put of 1500 kW (1 800 kW option-

al), a tank volume of 5000 litersand 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 of70 Percent 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 drivers cabin: the Gravita 15 BB. The

mainline locomotives Maxima 40 CC and Maxima 30 CC are already

an everyday appearance on the rails in Germany and Europe.

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 fancould 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


31/64



Product: Gravita 15 BB diesel-

hydraulic locomotive with central

drivers cabin

Application: light mainline or

heavy shunting operation

Technical features: 1500 kW

(1800 kW optional) engine

output, 5 000 liters tank volume,

330371 kN maximum starting

tractive effort, compliance with

TSI Noise and EU Stage IIIA as

well as DIN EN-15227 (crash

behavior)

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-conditioneddrivers cabin is identical. The Gravita

sisters only differ in the engine

department, since the output of the

smaller 10 BB is only 1000 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 has

been supplemented by the

Gravita 15 BB. It is the second

locomotive of this series after the

Gravita 10 BB (see picture).


32/64

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 featuresthat 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 anadditional fuel medium. Rail opera-

tors benefit from this with lower

fuel costs.

RemotorizationsPossible

With an output of 500 kW and a

maximum torque of 2 750 Nm, the

V8 diesel engine is not only suitable

Its official: as of March 2010, Voith Turbo is a recognized engine manufacturer. One and a half years of

development work in cooperation with MAN were crowned by the German Federal Motor Transport Authority

awarding them the official title of Engine Manufacturer. The first Voith diesel engine for rail vehicles is a

V8 and scheduled for entering service production in the middle of next year.

Product: Voith diesel engine

Application: rail vehicles

Technical features: V8 engine, out-

put 500 kW, max. torque 2750 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 arealready in service.


33/64



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 packagesbetween 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

ongoing 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 within

a trainset as a closed network

Technical features: transmission of

high data volumes or broadband

applications in rail vehicles, Ethernet

connection via existing cables, 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 or

broadband applications.


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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-fenberg 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 exchangeablecrash 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.


35/64

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,

lightweight 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 design

for the vehicle heads from Voith Turbo

Scharfenberg. They stand out by their high

individuality and high recognition value.

Composite Rail

Vehicle Heads of

GALEA 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 from

GFK and FVK fiber compounds

Application: vehicle heads for

multiple units, railcars and control

cars with operating speeds of up

to 200 km/h

Technical features: crash-proof

fiber compound heads, low weight,

special structural and energy absorp-

tion elements, anticlimbers

Info


36/64



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 car

body

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 hazardousgoods 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 TurboScharfenberg 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 absorption

element make locomotives and hazardous

goods tank cars safer.

Voith Turbo Scharfenberg Presents New Horizontal Crash Buffers

Fast Return to the Rails

After 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


37/64

RAIL


Chinese Vehicle Manufacturer

Supplies to Tunisian State Railways

20 Diesel Railcarswith Voith-Powerpacks

For China, the order represents a

milestone in the countrys export

business. In January 2010, the

Association of South-Chinese Rail

Vehicle Manufacturers China South

Locomotive & Rolling Stock (CSR),

which also includes Puzhen Rolling

Stock, received an order for 20diesel railcars from SNCFT Tunisian

State Railways. This is CSRs first

export order for diesel-electric

regional trains. For the project,

Voith Turbo will deliver 42 RailPacks

with T 212 bre turbo transmissions,

SK/KE-485 final drives, roof-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 Sell

Maxima 30 CC from 2011

The agreement covers the authori-

zation to sell the Maxima 30 CC ina 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 CCfrom 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 combines

high tractive effort with high

input power.

Voith Turbo Lokomotivtechnik (VTLT) has signed the

first licensing agreement for Voith locomotives with the

Czech company Lostr.


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CRH-1 ZEFIRO 380 with Scharfenberg Couplers, Front Ends and Final Drives

Chinas New Super High-Speed Train

Gets a Nose from Voith

RAIL

The ZEFIRO 380 high-speed train with

Voith components will be on Chinas rails

in 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 Chinas rails from 2012. Voith delivers couplers,

complete front ends and final drives for the ZEFIRO.


39/64

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 couplers

type 10 and type 15, semi-permanent

couplers, front ends and final drives

Application: high-speed trains

Technical features: fiber compound

components, reliable front hatch

kinematics

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 Vossloh locomotives of the

newly developed series G 6 C.

All turbo reversing transmissionsare 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 Reversing

Transmissions forVossloh Locomotives

The G-6-series from Vossloh is fitted with Voith turbo reversing transmissions.


40/64

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 maneuveringcharacteristics.

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 tractor

design envisages two VSP

one in the bow and one in

the stern.


41/64

Haifa Port Authority orders

Tug with VSP

First Design Orderfor 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 Israels biggest porthad 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

Documents

1751 e Vt News 2 10 Englisch