THE M A GA ZINE FOR P OWER TRA NS M IS S IONPERSPECTIVES#1 | 2012

METROPOLITAN REGION Delhi

Making Way For
Public Transport
MINING

POWER IN THE DARK
Voith Aquatarder SWR

Test RideSÂo Paulo

German Hotspot with Potential

Editorial

A colorful mix of traditionaland modern transport gets
people on the move in India’s
mega-metropolis Delhi.

high-end technology from voith

PARTNER FoR
MEGATRENDS

Publisher:
Voith Turbo GmbH & Co. KG
Alexanderstraße 289522 Heidenheim, Germany
Responsible:
Marion Jooss

Dear Readers, mobility, urbanization,
resource protection and renewableenergies are the most pressing global
megatrends for the next few decades.
With our products and services, we areresponding to issues that affect people
worldwide. For example with our drive
solutions for rail and road vehicles aswell as ships, which ensure that millions
of people all over the world can traveleco-friendly and safely, and that goods
reach their destination efficiently.

Editorial Head Office:Maria Arbogast
Telephone: +49 7321 37-2802
Fax: +49 7321 37-7110
Maria.Arbogast@voith.com
www.voith.com
Text, Layout and Graphics:
KircherBurkhardt Stuttgart GmbH
Printing:
C. Maurer Druck und Verlag GmbH & Co. KG
Photos:All photographs by Voith Turbo unless otherwise
stated.

This also applies to the growth region
India, where Voith has been active formore than 100 years with a variety of
projects. This year, our Group Division
Voith Turbo is celebrating the 25th anniversary of its location in Hyderabad.

Copyright:
No part of this publication may be reproduced orprocessed in any other form without the express
authorization of the publisher. It is also not permitted to use the contents of this publication or parts
thereof in whatever format in other publications
without the approval of the publisher.

The main theme of this issue
of Perspectives
is the Indian
metropolis Delhi. This city
region is grow-PR 0021 © 1/2012

Would you like to learn more about Voith?
www.voith.com

THE MAGAZINE FOR VOITHIANSREPORT#1 | 2012

ing rapidly, and the traffic reaches its
limits day after day. Read how our
products contribute to improving thesituation.
Voith technologies are also in demand inanother growth region, i.e. Brazil, which
is currently exploiting new oil fields andworking on the improvement of its infrastructure for the Football World Cup in2014 and the Olympic Games 2016.
Every day, three million people are using
the São Paulo metro fitted with technology from Voith. And Voith will deliver
60 Vorecon gear units during the initialstage of the new oil fields.
You can also learn why it pays off tochange to the Aquatarder – for the environment, but also for safety and ecofriendly operation – and why this innovative Voith product has been awarded
the European Transport Sustainability
Prize.
So let me take you on a literary journey
through the fascinating world of Voith.

hypower
Ma gaZine For hydro poWer technology# 2 0 | s u m m e r 2 0 11

INSIGHTBETTER SAFETY FOR HIGHER QUALITY
FOCUS

A GOOD YEARMILESTONESVALUABLE WASTE

Yours sincerely,

Focus

powering
the Future

ON SITETHE FUTURE IS HYBRID

global expertise

generating excellencecase studies

Full-line service
technology

PHoto: gettyimages

harnessing the ocean’s energy

Report
The Magazine for
Voithians

Hypower
The Magazine for
Hydropower Technology

Twogether
The Magazine forPaper Technology

DR. HUBERT LIENHARD
President and CEO of the Management Board of Voith GmbH,
Chairman of the Management Board of Voith Turbo.

P erspectives 1/2012 | 3

Contents

Contents

page 24

page 10

Edition
1/2012PERSPECTIVES
The Magazine for Power Transmission

T H E M A G A Z IN E F O R P O W E R T R A N S M I S S I O NPERSPECTIVES#1 | 2012

METROPOLITAN REGION DELHI

MAKING WAY FOR
PUBLIC TRANSPORTMINING

POWER IN THE DARKVOITH AQUATARDER SWRTEST RIDESÂO PAULOGERMAN HOTSPOT WITH POTENTIAL

Destinationdelhi

10 making way for
public Transport
Driving in Delhi is not for thoseof a nervous disposition. The hornreplaces any traffic rules. A trip
through the metropolis that is
growing so fast that the infrastructure can’t keep up.

23 countless opportunities

Features

06
26
48
51

Take-Off
History
Sightseeing
Worldwide

4 | P e r s pe cti ve s 1/20 1 2

For the future, Debashis Basu,Managing Director of Voith Turboin India, banks primarily on increased local production.

24 getting closer
Voith presents itself on site during
the German-Indian Year.

Expedition
RetarderPanorama
Voith Turbo News

28
30
32
36

Industry
Marinerail
road

39 test Ride
The development of modern truck
braking systems started on therails. Today, Voith Aquatarders set
new standards.

page 48PERSPECTIVES
Multimedia… and this is how it works
PERSPECTIVES also provides a selection of multimedia content to be
explored through little squares on some of the pages – so-called
QR codes. With a smartphone and the appropriate app, beautiful photographs turn into moving images. Follow the instructions and try it out.

45 Strong facts
Modern retarders increase safety
and cut down on fuel consumption.

22 worth knowing
Per-capita income, climate, history –facts and figures of the businessregion Delhi and Voith Turbo in India.

page 39

46
Different dimensions:
The world’s largest
Voith Inline Thruster.

“faster on the road”
In an interview, the expert
Holger Günther talks about practicalexperiences with the continuous
brake. His verdict: “Once withretarder, always with retarder.”APP APPAPP

1
On your chosen platform, please select asuitable app (QR Reader) and load it to yoursmartphone (there arefree reader apps, forexample 1-nigma).

2
Open the application
on your smartphone
and move the camera
across the QR code in
the magazine. Somemobile phone cameras still have no macrofunction. The picture
might therefore be alittle blurred. In thiscase, scan the codefrom a distance – thisoften helps.

3
Once the QR code
has been identified,your smartphone will
open the connection to the respective
multimedia contents.
Get going! But please
note: You should havea flat rate, otherwise,
videos might result inhigh charges.

P er s pec tives 1/2012 | 5

Take-offTake-Offarmored-face conveyor

power inthe dark
This is a place where most people would
rather not go, unless they really had to. We
are visiting a mine, hundreds of meters
below the surface. It is hot, sticky and theartificial light is diffused by the coal dust.
Our ears are booming with the noise of
the machines. Down here, coal is extracted. Mighty armored-face conveyors tearthrough the coal seam. The motors neversleep; standstill means loss of earnings.
All sections of the conveyor and the drive
have to work reliably despite the extreme
conditions.
Another conveyor has just started andthe shearer with its many chisels begins
to rip coal from the longwall, accompanied by thunderous noise. Lumps of all
sizes incessantly crash on the conveyor,
which moves the “harvest” away from theseam. Again and again, chunks of coal get
dumped on the chain, but the plant neverblocks. Yet blockages can occur, for example if the conveyor is overloaded. In sucha case, the plant stops and then restarts.
This calls for enormous and precisely dosed
torques to ensure that the chains are notoverstrained. The Voith CPC 1 600 coupling
limits and safely transmits maximum allowable torques from motor to drive system.

Lots of underground work:
An armored-face conveyor tears
coal off the seam – relentlessly.

6 | P e r s pe c tiv e s 1/20 1 2P er s pectives 1/2012 | 7

Take-offTake-OffXL profile
A quantum leap inhydrodynamics: Newly
developed, highly efficientrotor geometries withnearly identical outer dimensions transmit twice
the output – with further
optimized starting andoverload behavior.

Double circuit
Two couplings in one:
Compact unit with twice
the output but with thesame diameter. The hydraulic axial thrust is largely
mutually compensated.

Water-fill operation
An eco-friendly and sustainable solution. It provides
highly efficient cooling
during operation, as hot
water is instantly replacedby cold water.

Maximum torque
Precise settings andexact repeatability acrossthe diameter of thethrottle plate. Maximum
torque is always available for start-ups and overloads during operation.

“I don’t know any armored-face conveyor drive system in the world that comeseven close to the start-up capacity andmaximum chain protection of our fill-controlled water couplings. We launched thistechnology in the market as early as 1990,
with an output of 314 kilowatt. Over theyears, this rating has been continuously
increased, until we arrived at 1 000 kilowatt in 2005. Due to the introduction of
our newly developed XL technology, wereached another milestone: Doubling thehydrodynamic output, but retaining theoriginal size. In this way we were able to set
new standards for armored-face conveyors
with a nominal output of 1 600 kilowatt.” //Mass separation
The mass inertia of thehigh-voltage motor does
not affect the transmission
side. Rapidly occurring
blockages and jolts
are dampened more effectively than with rigidly
coupled motors.

Motor start-up
The multi-motor drives
run-up consecutively while
the coupling is empty. As
a result, robust squirrelcage motors can beused without having tooverdimension the grid forstarting current.

Bernhard Schust
The Sales Manager Industry has
been with Voith since 1979. The
58-year-old graduate engineer
has more than 30 years of experience with drive technology forunderground mines, and he looks
after the Voith equipment in minesin overseas continents like Asia,
Australia and North America.

8 | P e r s pe ctive s 1/20 1 2P er s pectives 1/2012 | 9

Destination | Delhi

Destination | Delhi

mobility in india’s capital

Making Way for
public transport
India’s metropolis grows and grows – and so does the traffic. In their searchfor possible solutions, the city leaders focus more and more on public transport.
Anybody who has spent a day in the streets of Delhi longs for the modern,fast and, most of all, reliable metro.
Text: Christine Möllhoff

Modern buildings in
Delhi: Okhla Railway
Station and the Lotus
Temple are symbols of modern India.

10 | P e r spe c tiv e s 1/20 1 2

P e r s pe ct iv e s 1/2012 | 11

Destination | Delhi

Destination | Delhi

A mix of cars, motorbikes, rickshaws andbuses characterizes
the Delhi cityscape.

12 | P e r spe c tiv e s 1/20 1 2

P e r s pe ct iv e s 1/2012 | 13

Destination | Delhi

Destination | Delhi

Viewed from above, the situation does notseem to be too bad. It is early in the morning. From his hotel window, the European
visitor to the Indian capital looks at a junction. While the traffic is already quite heavy
so shortly after dawn, the stream of buses,
trucks, bicycles, small vehicles, handcarts
and mopeds appears to run in an orderly
fashion. This is hardly surprising: Pulling inand out is difficult, because most of the time,
the commuters are gridlocked. Not reallyso different from the rush-hour traffic inother large cities. Why have Indian experts
warned that the many culture shocks on
the subcontinent also include highly erratic
traffic conditions?
And then the traffic lights turn green – andthe previously fairly uniform flow of vehicle begins to dance. Suddenly, the vehicles
criss-cross like goldfish in a bowl, turn-off
lanes are a matter of interpretation, nobody
sticks to any rules. Everybody just wants to
get ahead, the choreography is spontaneousand is redesigned every few seconds. Drivingin the Indian capital Delhi is not for people
with a nervous disposition, the horn replaces
any traffic regulations. The spectator highabove might even be quite amused, thinking that this is what the legendary “creativechaos” must look like. Then the traffic lights
change again – and the scene freezes once
more. This occurs virtually every few minutes,
and the viewer soon begins to realize the huge
contrast: India, one of the oldest democracies
in Asia, is leaping forward and conquers thedata highways of the world at breathtaking
speed. But in order to get the nation reallyrolling, sustainable traffic concepts are required, which can keep up with the rampant
growth and prevent frequent gridlocks. And
ideally, and most credibly, they should be in-

Photo: Ishan Tankha

The traffic is often
static, but life on theroadsides in Delhi
is definitely vibrating.

14 | P e r spe c tiv e s 1/20 1 2

troduced in the capital, where mobility is still
dominated by mopeds, often carrying entire
families through the traffic chaos. The latteris occasionally heightened by a cow peacefully trotting along in the middle of the road.
Vijay Singh has come to terms with themasses crowding the roads to the best of hisabilities. Stoically, he steers his way throughthe pandemonium. He has been a taxi driverin Delhi for 33 years. People in a hurry arelost here. Singh spends more time sitting in
traffic jams than actually driving. Like somany others in the capital he groans under
the daily deluge moving into the center inthe morning and back out in the evening.
Many Delhiites spend at least two hours ormore on the roads, and if they want to go to
the cinema or a restaurant, they have to fighttheir way through the traffic. Always on thego, many long for progress. Yet the 53-yearold Singh still loves his job and also his oldfashioned Ambassador limousine oozing
nostalgic charm.
But anybody who wants to get to his destination fast, safely and most of all reliably,
has long discovered the metro – the Delhi
Mass Rapid Transit System (DMRTS). Whatis taken for granted in other mega-cities, isstill being gazed at in Delhi, sometimes inwonder. The metro is indeed a highly acclaimed showpiece. The advantages of thisrail system were discovered fairly late, thefirst cut of the spade took place in October
1998. But by now line expansions are in fullswing; for the traffic planners the extensionof the network is the effective answer to easing the rush-hour worries. On December 24,
2002, the first route was opened by the thenPrime Minister Atal Behari Vajpayee, by 2016
the partly underground network is totraffic – a daily adventure
Driving a car in Delhi is not for those with a nervous disposition –the horn replaces all traffic regulations.
P er s pec tives 1/2012 | 15

Destination | Delhi
Iran

Afghanistan
Jammu andKashmir

Facts on India

China

Inhabitants
1.2 billion (world ranking 2)

Brahmaputra

PakistanArea
3.3 million km2 (world ranking 7)

Delhi
16.8 million

s
du

In

BhutanJaipur
3.0 million

Population density
365 inhabitants per km2(world ranking 19)

una

INDIA

Oman

BanglaDesh
da

Narma

Kolkata
14.1 million

Tapti

Surat
4.5 million

Mah

na

Bengaluru
8.4 million

Photo: Ishan Tankha

16 | P erspec t iv es 1/20 1 2

Laos

ThailandKrish

CAMBODIA

Chennai
8.7 million
Kave

ri

500 kmRight of way in Delhi: From high above, the traffic looks
a lot tidier than it actually is.

Sri
Lanka

Population of India

Inhabitants in 2010 and prognosis
for 2025 in million

in billion
1.17

1.2

36.7
37.1

Delhi
(India)22.2
28.6

São Paulo(Brazil)

20.3
21.7

Mumbai(India)20.0
25.8

Mexico City
(Mexico)

19.5
20.7

New York
(USA)

19.4
20.6

1.0
0.8
0.6
0.4

Kolkata(India)

0

1970

1980

1990

2000

Indira Gandhi
International Airport

2010

Population of Delhi

IndonesiA

10 km

in million
20

16.75

Facts on Delhi

16
12

16.6
20.0
15.6
20.1

1960

SOURCE: bpb

SOURCE: United Nations

0.2

Shanghai(China)Delhi

SOURCE: bpb

Tokyo(Japan)

Malaysia

una

Metropolitan Regions Worldwide

Yam

the city and trying to find their luck. Most of
the time they end up in the suburbs and become commuters. The metro also has a good
image because it conveys the flair of the big
wide world in emerging India. “It’s like in
New York,” says Kanupriya, although she has
never been there. The trains run every three
to four-and-a-half minutes.
The rapid growth presents huge challenges
to the politicians in general. The urban infrastructure has not been designed for such an
onrush. In addition, the capital is situated ina seismic zone, making the construction of
skyscrapers like in Dubai or Bangkok impossible. Settlements are spreading out by surface
area, which worsens the traffic crisis evenmore. It is a permanent race, especially outside
the tracks. While new roads and elevated highways are being built nonstop in and arounddi

Hyderabad
7.7 million

Comparison withGermany

The city administration, the operator and the
inhabitants are convinced by the concept.
“Whenever I have to get somewhere reallyquickly, I can rely on the metro – and expectthat I will arrive on time,” says student Kanupriya, “until recently, it was virtually impossible to plan anything in this city.” Delhi isindeed bursting at the seams. Only 20 years
ago, 9.4 million people lived in the metropolis. Today, with just under 17 million, thefigure has nearly doubled. And every year,
hundreds of thousands of people from thesurrounding rural areas are crowding into

Vietnam

Myanmar(Burma)ana

Godavari

Mumbai18.4 million
Pune
5.0 million

Yemen

cover 295 kilometers. Following an extension for the Commonwealth Games in 2010,it already measures 181.8 kilometers. So far,
Voith has delivered nearly 1 000 final drives
for the trains of the operator Delhi Metro
Railway Co.

GangesYam

Ahmadabad
5.6 million
Saudi
ArabiA

Nepal

8

2010
2025

4
0

1960

1970

1980

1990

2000

2010

Inhabitants
Area

16.75 million
491 km2

Population density 22  419 inhabitants per km2

P erspec tives 1/2012 | 17

Destination | Delhi

Destination | Delhi

traffic madness all year roundURBAN
BRAKE DANCE

Photo: Ishan Tankha

Heavy traffic and immense heat: A bus ride in
Delhi soon reveals the demands made on technicalsystems. But DIWA transmissions from Voith
help to make start-ups go as smoothly as possible.

A large proportion of the working day is spent waiting: Taxi driver Singh haslearned to be patient in his job.

Delhi, they are congested in no time. Not
really surprising, because 5.5 million cars areregistered in the city region; across the entire
catchment area, the figure even reaches 11.2
million. And every day, another 700 to 1 000
cars are added to the roads. In order to masterthe ensuing smog, Delhi began at the turn ofthe millennium to enforce a conversion to gas
for all auto-rickshaws, taxis and buses. Santosh
Kodukula knows how desperately the air quality needs to be improved. The 31-year-old
cycles to work. Something that otherwise only

the poorest people do – or crazy westerners.
But Santosh is neither poor nor suicidal. He
is an urban traffic expert and a passionate cyclist. He also rides against a tide of prejudices:“People think bikes are not fit for the road,there is no respect for cyclists.” The development of the metro can be regarded as an example for the overall development of the Indian rail market – which has grownenormously in recent years. Among industrial experts, the expansion in Delhi is seen asa starting signal for further metro projects ina touch of new york in delhi
The metro enjoys a positive image, not least because it
gives the city a truly metropolitan flair.
18 | P e r spe ct i v e s 1/20 1 2

India. Since October 2011 Bengaluru, too, has
its own metro network; in Mumbai, the firstline is to be completed still in 2012, and in
Hyderabad and Chennai construction work
is well underway.
At present, the metro in Delhi has 138 stations. “Next stop: Central Secretariat,” sounds
a recorded announcement, first in Hindi andthen in English. Most metro users are dressedmore fashionably and smartly than the bus
passengers. Many wear jeans and sweaters,others sport the salwar kameez, a tunic withtrousers, which is regarded as the classic outfit for the modern Indian woman. Prior to
the introduction of the metro, buses were theonly mass transport medium in the city. Only
20 years ago, they were the undisputed number one, the uncrowned kings of the road,and they took up over 60 percent of the public transport in Delhi. At the time, India was
economically isolated, there were threebrands of cars and only the upper ten thousand were able to buy their own vehicle.
People depended on buses. But then the
country slowly opened its doors at the endof the nineties, the economy began to rally
and cars and mopeds became affordable formore and more people. The share of busesin overall transport tumbled to about 40 percent, while the number of cars, mopeds andmotorbikes rose steeply to 35 percent.

It is therefore a blessing that 46 percent
of all trips are meanwhile carried out on
public transport systems. Many people

take the bus, because it is less expensive than a ride on the traditional rickshaws. The buses are still often stuck intraffic jams, but tests are underway witha new system called Bus Rapid Transit(BRT) with dedicated bus lanes and traffic lights with specific signal technology.
Voith products help to master the technological challenges. The robust DIWA
transmission allows smooth acceleration up to a speed range where othertransmissions need two, if not three
gearshifts. A plus in traveling comfort
for the passengers and an advantage
for bus operators, because fewer gearshifts mean less wear. The money thus
saved can then be invested in more carhorns. Or earplugs. //But despite this strong tendency towards
individual traffic, things are about to change
again. The city leaders have begun to modernize the bus fleet. The ancient monsters
are gradually being scrapped and replaced

Photo: Ishan Tankha

Please enter: The metro is one of the most important transport systems in Delhi

A typical day on Delhi’s roads: accelerate, brake, accelerate, roll for a
few seconds, and hit the brakes again.
A rhythm to which everybody has todance. And every day it seems to getworse, as the traffic increases at an
unstoppable rate. Delhi is growing at
breathtaking speed. But despite a massive construction program, the roads
to the satellite towns can’t cope withthis rapid progress. Many Indians try tomove on by honking their way throughthe traffic, making Delhi one of the noisiest cities in the world. An attempt to
introduce a “honk-free” day failed.

P er s pec tives 1/2012 | 19

Destination | Delhi

vers,” presumes Kodukula. He goes for a
two-way strategy. For him, the metro is aninvesment into the future: “Our children will
benefit from it.” On the other hand, the bus
network could be expanded much more
quickly – in order to avoid more and more
people opting for cars or mopeds. He suggests
interlinking the metro and the bus network,
integrating stops more efficiently and consistently pursuing the model project with dedicated bus lanes. Most Indians are not too
bothered by the daily hustle and bustle, due
to the population density they are used to it.
But most of them would certainly welcome
a little bit more elbow room in traffic. And
then really step on the gas. //Light relief for the
traffic chaos:
The metro in Delhi.

The German journalist Christine Möllhoff
lives in the metropolis Delhi and writes
from India for several German daily newspapers.

an investment in the future
During the rush hour, the trains are absolutely packed; over
1.8 million passengers use the metro every day.

Photo: Ishan Tankha

by modern low-floor versions. These modern vehicles are fitted with illuminated displays, which actually tell the passengers where
they are heading. The more expensive models even have air-conditioning and heating
systems to make the trip more pleasant during the cold winter and the hot summer
months. “The buses are good,” says commuter Lakshmi, a domestic worker. Most
people are unable to pay for a daily door-todoor service in an auto-rickshaw. At 30 rupees,
the journey costs twice as much as a bus
ticket. The people in charge in Delhi haverecognized that mobility must not remain aluxury. “The city is at a crossroads,” says traffic expert Santosh Kodukula. Delhi can either
go the “American way” and bank on cars. Or
it could follow the European model and try
to make public transport so attractive that it
can compete with the car. “Comfort, ticket
prices and traveling times are the crucial le-Destination | Delhi

Delhi’s new metro

elegancein silver
Gliding swiftly through the metropolis. Whatis nearly impossible on Delhi’s chronicallycongested roads, the metro can do it – andspreads itself out in the process.
Modern, stylish and rather new: The Delhi metro only opened in 2002,
but it is one of the most modern systems in Asia.

20 | P e r spe ct i v e s 1/20 1 2

Off to the platform – the metro is due!
But things still have to move a little bit
more slowly than the fast trains. First ofall, there is a security check at the station
entrance. A necessity in view of the many
people wishing to use the trains from six
in the morning to eleven at night. It is also
understandable that the city wants to protect the metro and its passengers. Ultramodern in appearance, the silver trains
are among Asia’s latest public transportsystems. After being opened at the endof 2002, the network now covers morethan 180 kilometers. The 138 stations
on the six lines are CCTV-monitored andindividually designed. Art students havedecorated the walls with paintings – Delhi
obviously wants to get its commuters intoa good mood. In some of the more rural
areas of the metropolitan region, the trains
still look like something from a science
fiction movie.
But even for Europeans the dimensionsof the metro are quite astonishing. The
wagons of the Delhi Mass Transit Systems
run on a 1 676 millimeter-wide gauge andare therefore also quite uncommonly spacious inside with a width of 3.20 meters.
Newly designed lines such as the Airport

Express run on normal gauge. Each train
has 240 seats and standing room for another 300 people. The compartments havea constant temperature of 29 degrees
Celsius, which is regarded as pleasantin Delhi.
More than 900 final drives, type SE-344
for broad and normal gauge systems,
have already been delivered by Voith
for the metro cars. Their special designmeans that the engine does not have tobe removed for maintenance work. The
Scharfenberg couplers type 330 have also
been supplied by Voith. For a safe trip. //P er s pec tives 1/2012 | 21

Destination | Delhi

Destination | Delhi

interesting facts

InterviewCountless
OPPORTUNITIESBusiness Region Delhi

Gross Domestic Product of India

Voith Turbo in India

2012 is the “Year of Germany” in India. In
seven megacities, the Federal Republic will
present itself as a partner of the country. The
trade volume between India and Germany
is to increase from 15 to 20 billion euros in2012. Germany will also be represented in
Delhi, one of India’s largest trade locations.
The heart of the region’s industry beats inCentral Delhi. Textiles, electrical and engineering goods are the pillars of the manufacturing industry in the metropolis, which has thethird-highest per-capita income in India. But
trade is even more important than industrial
production. India’s capital is a vital platform
for banks, and the telecommunications
market is also booming. At the same time,
traditional areas such as exports of arts andcrafts are another essential factor of thebusiness scene in Delhi.

Changes to pre-year quarterin percent
12

1968

10

coupling in India. It is still in service. Bysource: Trading Economics

8
6
4
2
0

2003

2005

2007

2009

2011

2010, another 1 800 geared variablespeed couplings were delivered to Indian
power stations.

1987

Start of production in Hyderabad, which
has been growing continuously ever since.

Per-capita income in India

It is centre for manufacturing of hydrodynamic couplings, retarders and metro

In US dollars, constant prices,on average.
History of Delhi

couplers. A business with a high potential,
because even the smaller cities in India havea population of three to five million – public

1 800
ActualPrognosis

1 400

source: IMF, TradingEconomics.com

Delhi was founded by the Pandavas ataround 1200 BC. In the middle of the 18th
century, the British East India Company
arrived at the city and founded a trade post.
After 1911, construction of today’s New
Delhi, a new town built from scratch byarchitects, began, originally initiated by the
English King George V. In 1932, New Delhi
was officially inaugurated and is now theseat of the Indian government.

1 200
800

15

10

20

05

20

00

20

95

20

90

19

85

19

19

19

80

200

220

Number of steady employees currently
working for Voith Turbo in India. Over thelast five years, sales have risen by nearly

Climate in Delhi

Locations of Voith in India

The average annual temperature is 25 degrees Celsius with an average
808 millimeters of rainfall per year.

Voith Turbo has a production site in Hyderabad, as well as four regional offices.

Feb

Daily temperature
in degrees C

Mär

Apr

Mai

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Voith
Voith Turbo

40
30
20
10

Faridabad200

Hours of sunshine/day

22 | P erspectives 1/20 1 2

8
6
4
2

Noida / Delhi

Vadodara

100source: Transasien

Rainfallin mm

Debashis Basu
The 58-year-old has been
Managing Director of Voith
Turbo in India since 2008
and is based in Hyderabad.

Mr. Basu, the Indian economy is growing
but the infrastructure can’t keep up.
Would you regard this as an opportunity
for Voith products, for example retarders?
Yes, the Indian automobile sector presents
excellent opportunities for Voith products,
as road construction is continuously being
stepped up. But we must make sure that
we are offering the right product at the righttime and at the right price.

transport systems are an absolute must.

400 percent.

Jan

India is one of the largest growth markets. For Debashis Basu,Managing Director of Voith Turbo in India, future success is
primarily dependent on increased local production.

Installation of the first Voith hydraulic

Pune
Bangaluru
1,000 km

Hyderabad
Chennai

Kolkata

Why does Voith Turbo have so many
good perspectives in India?
We have been enjoying an excellent reputation in India for many years as a company
offering high-quality products and services.
And Voith Turbo India, which is celebratingits 25th anniversary in 2012, operates at amodern production site in Hyderabad. In
view of this strong basis, there will be a highdegree of acceptance in the market when
new Voith products are being launched. In
addition, we will be able to increase ourmarket share even further if we focus evenmore consistently on our localization strategy. Moreover, Voith Turbo has also signed
up a few joint ventures in India.
Is there a Voith product that has been
specifically adapted to the Indian market?
Yes, the Voith Retarders VR 119 and 123+.
We have already adapted the VR 119 Retarder to the specific Indian requirements andintroduced it in the market. The VR 123+
model will follow soon. Further products are

currently under development with the help of
our engineering center in Hyderabad.
What is the reputation of “Made in Germany” engineering in India?
For Indian customers there are probably noengineering products that enjoy such a highreputation as those with the label “Made inGermany.”
The Delhi Metro runs with final drives
and Scharfenberg couplers from Voith.
Are there other Voith projects in India
with a similar magnitude?
Voith final drives and Scharfenberg couplers
have proven themselves in the Delhi Metro.
This is why we have received coupler orders
for the metro project in Bangalore, as well asorders for couplers and final drives for expansion projects in Delhi. At present we are indiscussions with the metro project contracting company M/S BEML regarding couplers
and final drives for the metro project in Jaipur.
What is your personal favorite among
the Voith products?
It is the geared variable-speed coupling,which is used in the drive-lines of boiler feedwater pumps in coal-fired power stations.
The first couplings of this type were delivered in 1968, and they still operate troublefree. The reputation of this product is sogood that Voith holds a market share ofnearly 100 percent in India. And this type of
coupling is also produced in Hyderabad. //P erspectives 1/2012 | 23

Destination | Delhi

Destination | Delhihydropower for india

IN FULL
FLOW
The mega-metropolis
Delhi: Combining tradition and modernity.

Things work better together: In the production
hall in Hyderabad.

this reason, Voith will present itself at theroad show with its own 75-square-meter
pavilion. For Voith, the German-Indian Yearis the start of an even closer cooperationin the future. Voith would like to be seen
as a modern, forward-looking company.
In addition, Voith also strives to make ameasurable and, most of all, sustainable
contribution to India’s economic development. The company aims to become asocially committed and attractive employer
that is deeply rooted in the Indian market.

Germany and India 2012

Getting closer
Germany has been enjoying diplomatic relations with India for 60 years. The event“Germany and India 2011 – 2012” initiated by the federal government specifically for thispurpose is headed by the motto “Infinite Opportunities”. Voith is on board.

24 | P erspectives 1/20 1 2

mobile pavilions. Politically, the countries
have already formulated a common goal:
Both are in favor of an extension of theUnited Nations Security Council. Culturally,
the ties are also becoming closer: In February 2012, the Indian actor
Shah Rukh Khan added atouch of Bollywood to theBerlinale in the German capital with his film “Don – TheKing Is Back.” The cheers at
Khan’s appearance were so ecstatic thateven seasoned visitors of the renowned
film festival struggled to remember the lasttime when they had seen such ovations.
Things are also on the move on the economic front: In November 2011, the German government agreed to provide India

with a EU 50.5 million subsidy for cooperation and development. Supplemented byfunds from the Credit Institute for Reconstruction (KfW), some EU 255 million arethus available for new projects in the fieldof climate and environmental protection.
Voith, too, has a long tradition in India. The
company has been active in this market for
more than 100 years, and Voith India is celebrating its 25th anniversary this year. Voith
actively participates in the German-IndianYear and is a partner of the Indo-GermanUrban-Mela in New Delhi. The CitySpaces
project deals mainly with the ongoing urbanization in India. Here, products from Voith
make a valuable contribution to improving
transport infrastructures on roads and rail,
and also in the field of energy supplies. For

The perspectives for Voith in India are certainly promising. The country is growing
source: Directorate General Commercial intelligence and statistics

Angela Merkel paid a special visit. On
May 31, 2011, the German Chancellor gave
the official opening speech for the project“Germany and India,” which will deepen
the friendship between the two countries
through numerous eventsand campaigns and last until January 2013. India andGermany have been enjoying
diplomatic relations for 60
years. The Federal Republic will present itself in five cities under theheading “StadtRäume – CitySpaces” as aninnovator and sustainable partner. Relevant campaigns are planned for Mumbai,Bangalore, Chennai, New Delhi and Pune.
The centerpiece is the Indo-German-Urban
Mela, which will travel across the country
in the form of a road show with a set of

Hydropower is an infinite andalso reliable source for producing
renewable energy. Voith Hydro
has been a leading supplier of all
associated technologies from theearly days of power generationfrom hydropower.

fast and therefore needs efficient infrastructures. Delhi and Kolkata currently
have the most modern urban transportsystem on rails. Long-distance buses areto be increasingly modernized. And themining industry, too, is on the up, because
the country needs energy for its rapid development. The Voith portfolio covers allof the products needed for these plans.
The plant in Hyderabad already produces hydrodynamic couplings. Throughthe establishment of new contacts, theGerman-Indian Year can also be a platform for an even more successful future
for Voith in India. //India’s export trade with Germany
in billion US dollars
12
10
8

11.43

ImportExport
6.73

6
4
2
1988/
1989

1990/
1991

1992/
1993

1994/
1995

1996/
1997

1998/
1999

2000/
2001

2002/
2003

2004/
2005

2006/
2007

2008/
2009

2010/
2011

The first deliveries of Voith turbines
to India date back to as early as
1925 – for Talang hydropower station. In 2002, the company established Voith Hydro Private Limited
India. The goal: To harness hydropower in India, not least through astronger local presence.
In 2003, Voith Hydro received anorder for equipping one of thecountry’s largest hydropower
plants – Omkareshwar. The Voithdelivery covered the entire electromechanical equipment of the
520-megawatt power station. The
plant was connected to the gridin 2007 – just 48 months after thecontract had been signed.
In the German-Indian Year Voith
has received further orders from
India for the power stations Rongnichu, Sainj and Singoli Bhatwari.
Voith delivers turbines and generators, as well as electrical andmechanical components. Expectations in India are high. The clean
electricity is meant to help thecountry to produce much needed energy more and more from its
own sources. //P erspectives 1/2012 | 25

History

Panorama

VOITH SCHNEIDER PROPELLER

ingenious
turn

Voith turbo

worldwide

It was in 1923, when Ernst Schneider started to take a closer look at the developmentof propellers. Unfortunately, his first idea, a“screw propeller with a bird-wing profile”,
did not offer any advantages over existing
technologies. Yet anything but discouragedby this early failure, his creative spirits never stopped and, four years later, caused a
revolution in marine engineering with thebasic patent for the future Voith Schneider
Propeller (VSP).
Schneider, born in Gaya, Moravia, on June 18,
1894, studied engineering in Vienna. He wasregarded as a determined young man with aperfect grasp of the physical basics, whichgave him a solid foundation for his inventions. His most important goal for all his new
developments: Genuine practical usefulness.
The initial spark for the invention of the VSP
was an article, shown to Schneider in 1925,
dealing with the so-called Wels-Propeller

modeled on the movement of fish in water.
Schneider recognized the technical shortcomings of this system and was thus motivated to take a further pioneering step. Afterweeks of intensive work, the new propulsion
system was ready.
The inventor was lucky enough to be in close
personal contact with the Voith engineer
Ludwig Kober. Kober supported Schneider
both on the technical and the financial front.
Thanks to him, Schneider’s idea was taken
up by Voith and, backed by a team of dedicated Voith engineers, successfully launchedin the market.
Schneider had initially financed his early attempts by offering private tuition to his fellow
students. In the light of his success,his research soon had priority over his studies, andhe never finished his
degree. Yet in view of

The inventor (above) and his
first, hand-made model(right): Ernst Schneider is thetechnical father of the Voith
Schneider Propeller, whichradically transformed marine
propulsion systems.

26 | P e rspe ct i ve s 1/20 1 2

his achievements, he was always addressed as“Chief Engineer.” Starting out as a freelance
inventor, Schneider continued to improve thesystem, which serves as both drive and rudder,in cooperation with Voith: First with engineersfrom St. Pölten and later also with colleagues
from Heidenheim. In 1927, the first Voithfinanced test vessel “Torque” was launched andconvinced the onlookers because it managed
a full turn around its own longitudinal axis inten seconds.
Today the VSP is in operation in all situations where fast, accurate and efficientmaneuver-ability is required, for example
for offshore support vessel, tugs, doubleended ferries and many special vessels. To
date, 4 200 VSPs have been built, and theVoith Schneider Propeller has provenitself in practic-al applications
since 1927. Ernst Schneider died in Vienna on
June 1, 1975. //Photo: VOLVO

The development of the revolutionary marine drive took along way – a way on which the inventor Ernst Schneider
forgot to finish his engineering studies and eventuallyoriented himself on an example from nature. The cooperation with Voith enabled his breakthrough.

industry

28 Tamed
The new power distribution gear can transmit up
to 65 megawatts.

28 Innovative
New development with
future prospects: The
Voith CLPD linear drive
allows quick handling ofworkpieces.

29 changeover
Matthias Grawe hastaken over the Business
Division Industry. His
successor as Head of
the Product Group“Variable-Speed Drives”
is Martin Kaufmann.

Marine30 huge Project
For the “Sea Installer”
Voith delivers the largest
Voith Inline Thruster in theworld.

31 New size
Voith is expanding its
portfolio of Voith Radial
Propellers by a second,
more compact size.

31 worker bee
The Voith Schneider Propellers for the “SeabedWorker” are driven by
2 500-kilowatt motors.

rail

32 data flow
The Web-based tool
OPRA is the perfect companion for vehicle fleets.

34 engine packet
A newly developed diesel
engine turns the Voith
drive system Powerpack
into a complete solution.

35 directly on site
Up to 70 percent of the
production of semi-automatic couplers for São
Paulo metro takes place
directly in Brazil.

35 local production
China is a huge market
for turbo transmissions.
Voith produces on site.

road

36 less rattle
The hydrodamp vibration
damper ensures quieter
operation for diesel engines – in over one million
vehicles.

38 making way
Separate bus lines against
traffic gridlock: Voithtransmissions extend theservice life of buses.

38 flat rate
SensoTop reduces fuelconsumption – and not
only on mountainous
routes. Danish buses,
too, drive and save with
the Voith gearshifting
program.

P er spectives 1/2012 | 27

Panorama | Industrie

Panorama | Industriea strong
innovation

Reliable
power transmission.

With the development of the
CLDP (Closed Loop Differential
Pump) linear drive, Voith has entered new territory. The hydrauliclinear axis (see photograph) is acompletely new development. First
prototypes are already in operation
in forming and joining processes.
End users of the new drive are offered all the advantages of a hydraulic systems development. The
design is quite simple. At the heart
is an integrated servo pump. The
system has a closed oil circuit, cantherefore be easily integrated into
existing plants and is suitable forapplications requiring fast handlingof workpieces. //Product
Power distribution gear

applications
Especially for power transmission
from gas turbines to centrifugal
compressors

Technical Features
Outputs of up to 65 MW, speeds of
up to 100 000 min-1.

efficiency of 98.8 Percent

taming 65
Megawatt
The power distribution gear of Voith Turbo BHS Getriebe has beendeveloped specifically for high power densities and speed ranges.

Product
Closed loop differential pump

applications
Hydraulic linear axis

Technical features

Minimum throttle losses, highenergy efficiency due to high hydraulic efficiency, no need for valve
technology.

28 | P e r spectives 1/20 1 2

Reliable power transmission is thebe-all and end-all for gearboxes. Voith
has been supplying turbo transmissions
and high-performance gearboxes in theupper range for 80 years. The new power
distribution gear from Voith has been developed primarily for compressors driven
by gas turbines – to meet the increasing
demand for more efficient gearboxes
for high power densities and speed
ranges.
A practical example demonstrates how
it works: At a gas turbine ratio of 5 000

rotations to the 12 500 rotations of a compressor, the transmission capacity of aplanetary gear ends at 26 megawatts.
The reason: The circumferential speed
at the bearings and the gears cannot be
increased any further.
Using the load distribution principle, thenew power distribution gear from Voith
can transmit up to 65 megawatts in sucha speed range. This corresponds roughly
to the output of 650 mid-range cars. Evenin this borderline application, there is stilla 98.8 percent efficiency rating. //new manfor canada
Voith Turbo in Canada has a newpresident. January, 1, Andrew
Strudwicke took over at the helm ofVoith Turbo in Mississauga, Ontario.
From 1993, the 37-year-old graduate engineer and economist studied
mechanical engineering at Salford
University, UK, followed by a threeyear degree in manufacturing engineering and management at Loughborough University in Leicestershire,
UK. Andrew Strudwicke began his
professional career at the legendary
motorcycle manufacturer TriumphMotor Cycles in Hinckley, England.
In 1998, the passionate squash andrugby player changed to FKI Industries PLC. Five years later, in 2003,
Andrew Strudwicke’s career led him
to Canada where he worked for the
steel-forging company Crosby Canada in Ontario. His final position
there was Deputy Executive Vice
President. At Voith Turbo Strudwicke succeeds David Calveley. //Andrew
Strudwicke
He is the newpresident of Voith
Turbo in Canada.

martinKaufmann
The new head of
the product group“Variable-Speed Drives”
has been working
for Voith since 2005.

Matthias
Grawe
The 51-year-old internationally experienced
manager has been in
charge of the Business
Division Industry since
March 2012.

change at the top
New man in the executive chair of theBusiness Division Industry: On March1,
Matthias Grawe succeeded Dr. Jürgen
Zeschky as Executive Vice President. The
51-year-old graduate engineer has beenworking for Voith since 2000. Grawestudied process technology at Stuttgart
University and energy management at
Grenoble, France. He began his career atVoith in 2000 as Sales Manager “VariableSpeed Drives”. In 2003, the married father
of a son was appointed as head of the
product group. Matthias Grawe has beenon the Supervisory Board of Voith subsidiaries from an early stage – in the USA,
Canada, Mexico, Brazil, Chile, India, China,

Austria, the Netherlands and Belgium. Theinternationally experienced manager has
also been in charge of Voith Turbo Windand a member of the Advisory Board ofVoith Industrial Services “Energy Petro
Chemicals”.
Matthias Grawe’s successor as head of the
product group from April 1 is Martin Kaufmann. The 40-year-old has been working
for Voith since 2005. He studied physics
at Regensburg University and also Illinois
University, USA. After various stations within
Voith GmbH and Voith Paper, Martin Kaufmann joined Voith Turbo in Crailsheim in2009 as Commercial Manager of Industry. //P er spectives 1/2012 | 29

Panorama | Marine

Panorama | Marine

Calm inheavy seas

Voith Inline Thruster

halfway aroundthe world

Looking for new energy carriers is alabor-intensive business. The exploitationof oil and gas fields or the installation ofwind parks requires special vessels with reliable drive and positioning systems. Voith
has been gathering relevant experience
for more than 30 years on the “Castoro
Sei”, a semisubmersible platform for laying underwater pipelines. For future projects, Voith is expanding its range of Voith
Radial Propellers (VRP) by a second andmore compact size. The new VRP has adiameter of 3.80 meters and an output of
4 500 kilowatts. It is mainly used on drilling
platforms. Operation is possible in nearly
all weather conditions. The larger type witha diameter of 4.20 meters and outputsof up to 5 750 kilowatts has already been
produced. //Drive or steering system: Voith Inline Thrusters have made their mark in shipbuilding eversince they entered series production in 2008 – and they are about to set records. The world’s
largest Voith Inline Thruster is currently installed in China.

Nantong in China, COSCO shipyard, dry
docks: Every day, the “Sea Installer” grows
a little more in height. The jack-up vessel
for the construction of offshore wind plants
will be launched in 2012.
It will be operated by the Danish owner
A2SEA and help to set up European windparks. The “Sea Installer” can work in water
depths of up to 45 meters, and its maincrane can lift 900 tons. The 132-meter-longand nearly 40-meter-wide workhorse will
therefore have rather ample dimensions.
Voith supplies the three Voith Schneider
Propellers (VSP) in the stern of the vessel,
as well as the Voith Inline Thruster (VIT). The
VIT in question are unique worldwide: Built

by Voith with a diameter of 2 300 millimeters
and an output of 1 500 kilowatts, they are
the largest RIM Drive thrusters in the market.
Thrusters, which work completely maintenance-free thanks to seawater-lubricatedbearings, allowing the “Sea Installer” to perform fast and precise steering maneuvers.
Voith Inline Thrusters are so-called RIM
Drives. The system combines a permanent
magnet motor with the propeller into a powerful unit, which stands out by low noise andlow vibration levels. Since reaching series
maturity for the product in 2008, Voith has

sold more than 60 of these units. Yet the
VIT are also suitable for passenger vessels
or yachts – as main drives or as thrusters
like in the “Sea Installer”.
But before the construction vessel starts
its job in 2013, it has to perform its maiden
voyage from China to Europe – driven by
three Voith Schneider Propellers. //Voith Dimensions:This film shows
impressively how theVoith Inline Thruster
is installed in a ship.
For more information
on how the QR codeworks, please see
page 5.
www.voithturbo.com/applications/qr/vit_installation

A huge project: Employees in front of theVoith Inline Thruster
for the “Sea Installer”.

Practical test:
Scan the QR codeand see how andwhere the Voith Radial
Propeller is used.
For more details on
how the QR codeworks, please see
page 5.

Turning the great wheel: A Voith
Radial Propeller is being inspected.

maritime
worker bee
When a ship’s name includes the term
“worker,” it is pretty clear for which purpose
it has been built. The “Seabed Worker” isin worldwide operation for the Norwegian
Seabed Group as a supply, repair or inspection vessel. Measuring just under
90 meters in length and 16 meters in width,www.voithturbo.com/applications/qr/vrp/dethe ship offers room for a crew of 66. The
stern of the “Seabed Worker” features twoVoith Schneider Propellers (VSP) driven by
2 500-kilowatt electric motors. Thanks tothe excellent maneuverability of the VSP,
the maritime worker bee can operate safely, even if the seas are rough. The ship’s
solid position on the waters is enhancedby the Voith Roll Stabilization implemented
via the propellers. //Stable position thanks to the
VSP: The “Seabed Worker”.

P erspectives 1/2012 | 31Panorama | RAIL

Panorama | RAIL

A confederate Swiss madeby Voith: The locomotives of
the Swiss company Panlog
are used for steel transports.

Modern fleet management

a Datewith data
A fast and central computer – fed with information from allover the world – Voith has developed the Web-based tool OPRA
for optimum fleet monitoring.

A server is fed online with data from allover the world and processes this input ina user-friendly manner. This is the principleof OPRA, a Voith-developed tool. OPRA
stands for “Optimized Pro Active Life Cycle Approach” and us used for Web-based,
globally available monitoring of vehicle fleets.
This new tool allows effective screening of
locomotives or rail wagons across their entire service life. The system is so efficientthat availability, reliability and safety are increased, while costs are saved. The basis of
the tool is uninterrupted and comprehensive
information.
OPRA allows optimum vehicle life-cycle
management. An example: A modem in-

32 | P erspecti ves 1/20 1 2

stalled in a locomotive transmits all relevant data to a server at Voith. This serverthen makes this information available tothe customer via OPRA. Locomotive owners, who want to know the location of theirvehicle, in what condition it is or when
the next service is due, can access thisand other data wherever there is a network – of course also via smartphone ortablet.
An application example is the rail vehiclesof the Swiss transport company Panlog.
Three modern Voith locomotives built in2010 and used for steel transports are
fitted with OPRA modems, allowing optimum vehicle care through the OPRA portal.

The energy group RWE is also an OPRA
user. The electricity giant has integrated theprogram into its SAP system and uses it
for managing the maintenance of 950
locomotives and rail wagons. OPRA
makes service management more
efficient, user-friendly and effective.
This applies, for example, to data
integration, the avoidance of double input and the improvement ofdata quality. Beyond that, OPRA
can also be used for documenting maintenance stops andproving that official regulations
have been adhered to. Another
OPRA application is weakness
analysis. //OPRA allows monitoring with worldwide
availability.

P erspect ives 1/2012 | 33

Panorama | RAIL

Panorama | RAIL

On site – and on the ballcompletE drive system for polish regional trains

engine package
For the first time, Voith delivers complete drive systems forregional trains – complete with diesel engines.

Voith technology improves infrastructurein São Paulo.

Producta niche for turbo transmissions

Drive system with Voith diesel engine

applications
Rail vehicle drive systems

Technical features

The Voith R2876T3-390 R6 diesel
engine has a nominal output of 390 kW,
a nominal speed of 1 800 min-1 anda displacement of 12.9 l. Operation:
4-stroke diesel with exhaust turbocharger and SCR system.

Powerpacks are compact units for underfloor installation in railcars, ready todrive the train. They consist of engine,
gear unit, cooling system, generator andelectronic control. All components are bolted together in a single frame. Worldwide,
Voith has sold more than 800 such drive
systems.
At the end of this year, four Arriva regional
trains will enter service in Szczecin, Poland.
They will be built by the Polish rail vehicle
manufacturer PESA with a new and unique

34 | P erspecti ves 1/20 1 2

São Paulo is buzzing. The city is constantly
growing and is preparing for a major event:The 2014 Football World Cup. This is whyhuge sums are being invested in traffic projects. For Line 11 of the rapid transit systemof the South American metropolis, Voith will
deliver 18 automatic couplers and 63 semiautomatic couplers for a total of nine Alstom
trains, each with eight cars. The operator“Companhia Paulista de Trens Metropolitanos” (CPTM) currently operates six lines
in the São Paulo region with a route lengthof 260 kilometers, serving 93 stations. Twofurther lines are planned and constructionis already under way. One of the new lines
will connect the international airport with the

One of three Powerpacks: Railpack with
V8 diesel engine.

feature: For the first time, all componentsof the Powerpack originate from Voith –including the engine.
The horizontal 6-cylinder Voith diesel
engine with an output of 390 kilowatts
ensures high displacement and allows
maximum speeds of 120 kilometers perhour. Outstanding performance without
negative impact on the environment: Voith
has ensured that the six-cylinder selfigniter is not only fuel-efficient but alsoclean. Single-stage turbocharging andChina continues to invest in the safety
and maintenance of its rail traffic. An opportunity for Voith to establish itself in thegrowth market of turbo transmissions for
special vehicles. Voith has, for instance,
localized a rail-grinding train in China with
the Swiss company SPENO and the Chinese manufacturer Beijing February 7th Railway Transportation Equipment (BRE). This
train will be used for servicing the Chinese
high-speed network. Within three years,

65 percent of the L520 turbo transmission
was localized at BRE. In order to ensure
quality and adherence to time-lines, BRE
attended several Voith training courses,
all parts are checked in accordance withGerman standards and a test stand has
been set up on site. The core components
for the hydrodynamic transmissions are still
supplied from Germany. After the first orderfor 20 turbo transmissions, a follow-on order
for another ten was placed in early 2012. //an SCR system effortlessly undercut all
current emission limits. The robustnessof the engine and the entire drive system
are guarantors for reliability, long service
life and low operating costs.
Voith offers horizontal six-cylinder engineswith outputs of 390, 353 and 294 kilowatts.
The catalogue of Voith rail engines also
includes a V8 with 500 kilowatts, as well
as a V12 series with ratings from 588 to
700 kilowatts. They are suitable for railcars,
locomotives and special rail vehicles. //Rail-grinding trains for the
Chinese high-speed network.

city center – an important project, especiallyin view of the forthcoming Football World
Cup. With the order for CPTM, Voith is exploring a new path. More than 70 percent of
the semiautomatic couplers are produced
directly in São Paulo, ensuring a drastic reduction of the high import taxes. The local
solution is also an important step towards
the internationalization of Voith’s production capacities in South America. A movethat is important for the company’s overall
development. Meeting local content requirements on the basis of European quality
standards will benefit all parties concernedand constitutes a milestone in know-how
transfer and globalization. //Voith technology for
new ICx trains
Starting signal for rail traffic of thenext generation. From 2016, 300
new long-distance trains of DB German Railways will be successively
replacing the old Intercity and Eurocity models. The new ICx will be built
by Siemens/Bombardier. Productionof the first lot of 130 trains is alreadyunder way. Voith will supply 260
front covers with roofs. This delivery includes 260 automatic couplersand 2 000 semiautomatic couplers.
The order is one of the largest in thehistory of Voith Turbo Scharfenberg.
The series will run from 2016 until
2020. The ICx will be the backboneof the future long-distance operations of DB German Railways. The
next ICx trains will eventually takeover about 70 percent of all longdistance traffic of DB. //P erspect ives 1/2012 | 35

Panorama | road

Panorama | roada vibration damper for all

lessrattleProduct

Hydrodamp vibration damper

Applications

Driving comfort is largely a matter of smooth running.
The Voith Hydrodamp removes undesirable vibrations from thedriveline. Be it tractors or special vehicles – the Hydrodamp
range covers all requirements.

Agricultural and construction
machinery, off-road vehicles

Technical Features

Covers engine torques up to 3 700 Nm.
Primary-side connection via the flywheel,secondary-side connection via tractor
transmissions. Damping is wear-free.

The Voith Hydrodamp torsional vibration damper has been on the market for
more than 25 years. And it has provenitself. While vibrations between engine

and transmission are unavoidable, theyshould be kept as low as possible. The
torsionally soft Voith damper is available for agricultural machinery and off-road vehicles with any engine output.
Meanwhile in four sizes.
A concept that has gone down well. At present, approximately 120 000 Hydrodamps
leave the production halls in Garching near
Munich every year. Tractor manufacturers
often have simulations and measurements
carried out by Voith during the project phaseto ensure that they always select the mostsuitable damper model. The reduction of
torsional vibrations in the driveline enables
the driver to save fuel at lower speeds. This
cuts down on costs and protects the environment. And, what’s more, the Hydrodamp
actually increases the driving comfort.
A fact that has also been utilized by the Brit
Andy Green. In 2006, the former Royal Air
Force pilot set the (still unbroken) speed
world record for diesel vehicles on a salt
flat in Utah, USA: He managed 563 kilo-

Triumph on the salt flats:
Andy Green and his crew
after his record-braking ride.

meters per hour. In order to ensure that his
cigar-shaped racing car ran more smoothly
during this hellish ride, the Hydrodamp wason board.
The Hydrodamp system with its unique
hydraulic damping has meanwhile beendeveloped so far that it has establisheditself in the market in numerous applications. While sizes and components haveremained unchanged, damping effectand spring characteristics can be adapted to individual customer requirements.
For less rattle. //More driving comfort
with the Hydrodamp:
For example in tractors.

And . . . action:
Scan the code andsee the Hydrodamp
in action in tractors
and commercial
vehicles. To learn
how the QR-code
works, please go to
page 5.
www.voithturbo.com/applications/qr/hydrodamp/de

36 | P e r spe cti ve s 1/20 1 2P er s pec tives 1/2012 | 37

Panorama | road

Expedition

combating gridlock

making way
Separate bus lines create mobility – and with DIWA, Voithdelivers the ideal automatic transmission.

model status worldwide. With the DIWA
automatic transmission, Voith delivers thematching technology. In the Colombian capital, Voith has a market share of 84 percent.
In total, more than 100 double-articulated
Volvo buses are in service. The operators,
with whom Voith has been enjoying many
years of excellent business partnership, areconvinced by the reliability, economy and the
local service. And the new buses will also be
fitted with DIWA automatics. //Photo: VOLVO

Far too many large cities know the problem: Rapid growth means that infrastructures often lag behind the increasing traffic
volume. The result: Perma-congestion –with a list of negative effects, such as lower
quality of life and rising air pollution. Oneof the solutions is called BRT (Bus Rapid
Transit). In concrete terms: Separate lanes,
exclusively reserved for buses. In 2000,
the so-called Transmilenio was installed in
Bogotá /Colombia. The system still has role

Hop on the bus: in Bogotá, the stops not only have an interesting design –the buses even have their own lane.

saving even on
the flat
Denmark is not exactly mountainous. But the Danish company
Busselskabet Århus still swears by
the SensoTop. Among other services, the operator runs the bus
lines in Aarhus.
Busselskabet Århus has ordered
the topography-dependent gearshifting program SensoTop for its
Solaris buses. SensoTop ensuresthat the gearshifting points automatically adapt to the load condition of the vehicle, the accelerationand the topography. During test
runs on mountainous routes, forexample in Brescia, Italy, the system saved up to seven percent
fuel.
But the SensoTop has also provenitself in the city of Aarhus. Throughoptimum adaptation of the gearshifting points, Busselskabet Århus was able to reduce its fuelconsumption by 200 000 liters per
year. This corresponds to savingsof about three percent, which also
benefit the environment by lower
CO2 emissions. A win-win situation –thanks to SensoTop. //Voith Aquatarder SWR – braking system with a future

test ride

Railways are the key inspiration. In the beginning, retarders were used for braking heavy
goods trains. Some 40 years ago, the system was introduced on the roads, marking the start ofa success story. Voith took a quantum leap with the development of the Voith Aquatarder SWR
with 700 hp continuous braking power.
Text: Jürgen Löhle

Safety on the roads:
The new Mercedes-Benz
Actros drives with theVoith Aquatarder SWR.

change at the top in ankara
Since March 1, 2012, Cem Binici has
been the new Executive Vice Presidentof Voith Turbo in Turkey. The 38-year-old
studied engineering sciences in Ankara(BSc) and then gained a Master’s degree inBusiness Administration (MBA). Cem Binici
has so far mainly worked in management

positions in the automobile industry. After
posts at Ford, Mercedes-Benz and Mazda
in Turkey, as well as at a business consultancy in Germany, Binici moved on to join
Voith. And now the passionate swimmer
and bridge player has returned to his old
university city Ankara. //P er s pec tives 1/2012 | 39

Expedition

A clean brake: Retardertechnology reduces
brake dust emissions by
up to 80 percent.

Expedition

Expedition

Expedition

They’ll always go down. The only question
is: How? This does not only apply to planes
but also to trains. This is why the birthplaceof the modern retarder was not so much on
the road but in the Rocky Mountains – on arailway system.
Dr. Tilman huth
The graduate engineer heads
the Engineering Departmentof the Business Unit Driveline
at Voith in Crailsheim.

During the fifties, the USA experienced an
upswing, the economy was growing rapidly
and needed steel. Huge goods trains, fully laden with iron ore, rolled through themountains. Monsters with a length of up to
five kilometers struggled uphill to reach thefurnaces of the steel mills. But the problem
was not so much the power needed to pull
the trains across the mountains, despite theircargo of up to 10 000 tons. In the land ofunlimited opportunities, the operators justincreased the number of locomotives in frontof the wagons to reach the desired output.
But there is still no such thing as a land of
unbraked opportunities. And definitely not on
the rail tracks in the Rockies with gradients of
up to 30 per thousand. Conventional brakes
were no longer able to provide the required
retardation. They just got too hot, once theload became too heavy and the downhill routebecame too steep. At the time, Voith received
an order to develop a hydrodynamic brake. In
1959 engineers designed a clutch brake forlocomotives that acted upon the drive – theprecursor of today’s successful Voith Aquatarders SWR.
“Later on we were the first to offer a retarder for road vehicles,” says Dr. Tilman Huth,
Head of Engineering of the Business Unit
Driveline at Voith in Crailsheim. Today thecompany produces more than 60 000 retarders per year and delivers to renowned OEMs
all over the world. But it was a long way

until then, paved with numerous technicalinnovations and patents. After the braking
system for trains, it took until 1968 before
the retarder had its debut in road vehicles.
And the incentive once again came from therails. In early 1960, Otto Kässbohrer stood at
Ulm railway station, waiting for the fast train
from Stuttgart. As always, the Ulm-based entrepreneur and manufacturer of Setra coaches
expected the train to arrive with ear-splitting,metallic screeching noises and spark-emitting brake shoes. But the train hardly madea sound and came to a halt after a surprisingly
short distance. Kässbohrer was amazed andthe curiosity of the Swabian vehicle builder
was awakened. Always on the go, he inquired
about the braking system. Afterwards he went
to Voith in Heidenheim and asked whether
this braking principle could be transferred
to his coaches. Kässbohrer was aware of theshortcomings of traditional friction brakes
for wheels: Temperatures of more than 1 000
degrees and quickly-wearing linings in thedrums. Voith took up the idea and began along and successful venture. In 1968, the firstcoaches with the Voith Retarder B 180/B 190
entered service. By 1994, the 100 000th retarder had been delivered. In 2002, Voith finally
took the quantum leap. Until then, retardertechnologies relied on oil as the operating
medium. At the IAA in Hannover, Voith presented the Voith Aquatarder PWR (Primary
Water Retarder, installed at the engine frontend) which operated with the engine coolant.
“The innovative aspect was that we were able
to utilize a medium that was already available via the cooling system,” explains Tilman
Huth. A step that needed careful consideration. “Water has its problems,” says Huth.
But it also offers advantages: A modern Voith
Aquatarder SWR, like the one used in the new
Mercedes-Benz Actros, has a braking output

all water or what?
With the change from oil to water as the retarder medium,
Voith managed a technological quantum leap.
42 | P erspectives 1/20 1 2

Voith Aquatarder SWR
The hydrodynamic retarderconsists of the key components housing, rotor, statorand a control module. It is
installed at the rear of a vehicle transmission and connected with the propshaft of thedriveline via a gear stage. It
therefore belongs to the classof secondary retarders.

Retarder Control
Module (RCM)
The Retarder Control Module
is a solid and compact
system. The RCM communicates with the vehicle
braking management via the
CANBUS interface.

What is a retarder?
The word “Retarder” originates from theLatin verb “retardare”, which translates
as slowing down or stopping. The
subject is therefore a brake, but a very
special one. While the brakes of roadvehicles normally act straight on thewheels, the retarder, as a wear-freecontinuous brake, slows down thepropshaft. Retarders are differentiatedby the part of the drive which theyaffect. Primary retarders are arranged

before clutch and transmission andtherefore brake the engine. Secondary
retarders act on the propshaft behind
the transmission. In simple terms,
a retarder works like this: Inside theretarder are two bladed wheels – rotor
and stator. The rotor is driven by thepropshaft and accelerates the operating medium. Which is then decelerated in the stator. The rigid stator
brakes the rotor and thus the vehicle.

Rotor shift
After each braking process,the retarder circuit is drained
and a spring moves the rotor
back into idling position via ahelical gear. The rotor shift –away from the stator – reduces
power losses during idling.

P erspectives 1/2012 | 43

Expedition

The Voith Aquatarder SWR in the drive system
The Voith Aquatarder SWR is a so-called
secondary water retarder. It is installed at
the transmission and integrated into thecooling circuit (see graph). The SWR uses
the cooling agent of the engine
as operating medium and is lighter thanan the oil retarder. In the new MercedesBenz Actros, 35 kilograms are thus
saved. During braking, the Aquatarder
supports the water pump of the engine.
Heat generated in this process can be utilized for heating and keeps the engine at
an optimum operating temperature during
coasting, making sure that CO2 emissions are kept within prescribed limits.

Cooling agent

EngineTransmission
SWR

Driving faster and simultaneously protecting the brake liningsof 700 hp. Together with the engine brake,
as much as 1 200 hp is available. Compared
to an oil retarder, the system is 35 kilograms
lighter and saves six liters of oil per year. And
there is no need for maintenance or waste oil
disposal. But the environment benefits most:The retarder technology reduces brake dust
emissions by up to 80 percent. This corresponds to 50 kilograms of brake abrasion per
one million kilometers.
Impressive figures – for which the Voith
Aquatarder SWR was awarded the “European
Transport Sustainability Prize 2012” in thecommercial vehicle components category.

The jury lauds companies that combine economic success with exemplary social responsibility and ecological commitment. “To us,
this was both an honor and an affirmation,”says Tilman Huth.

the service brake 70 percent less than a truck
without retarder. This was added to by a third
fewer gearshifts and nearly six percent higher
average speeds. Retarders make driving not
only safer and faster, but also less expensive.

But the retarder proves its strength not onlyin terms of eco-benefits. The system alsooffers convincing commercial advantages.
With brake faster to your destination: Thismight sound slightly crazy, but it hits the
spot. Example – long-haul traffic: During
a test in long-distance goods traffic from
Italy to Germany over 3 200 kilometers, aheavy truck with a Voith Retarder needed

The calculation quickly works out. At apurchasing price of about EUR 4 000, theretarder usually pays for itself after two years.
The conquest of the wear-free continuous
brake is seemly unstoppable – the advantages are too irresistible. Therefore, truck
and coach manufacturers cooperate directlywith Voith. During the planning stage for the
new Mercedes-Benz Actros, for example, thecompany was involved right from the start.
The Aquatarder is usually installed directlyat the transmission and only needs half thespace of previous models. The future therefore lies in taking the retarder into accountalready during the vehicle development. If
plans have progressed too far and are too cast-clean and affordable solution
Driving with foresight and with a retarder saves fuel andCO2 emissions.
44 | P erspectives 1/20 1 2iron, subsequent retarder installation is still
not impossible, but a little more complicated.
The Voith experts are already working on
the further optimization of the Aquatarder
SWR. “Systems integration will be even better, and the unit will be even more efficientand lighter,” says Tilman Huth, yet he has toadmit that the conversion from oil to water
constituted a quantum leap that is not likely tobe repeated anytime soon. “I think that withthe development of the Aquatarder SWR wehave marketed a technology that will definitely assert itself.” //Live test ride:
Scan the code andsee how Voith Retard-ers are tested inpractice. To learn how
the QR code works,
please go to page 5.

With Retarder

1839

1890

70.4 74.5

-70%

-36%

627

1196

Operating theservice brake+5.9%

Numberof gearchanges

Average speed
km / hSpeed (km/h)

85

80

90

800
700

Aquatarder SWR and engine brake

600

+119%

500

+164%

400
300

Engine brakes

200
100
0
Engine speed (min-1)

www.voithturbo.com/applications/qr/voith_retarder/

Without Retarder

Higher braking outputs with Voith Aquatarder SWR and engine brake

Braking power ( kW )Effective technology: With the Voith Aquatarder, a truck on a long-distance routeneeds to use the service brake 70 percent less than a vehicle without it.

The test: On a route with a
total length of 3 164 kilometers
between Italy and Germany,a heavy truck comes into its
own in customer operation.
The result: In long-distancetraffic, too, the Voith Retarder
once again proves itself
through 70 percent less footbrake action, 36 percent fewer
gearshifts and 5.9 percent
increased average speeds.

1800

High-performance engine brake

2000
Standard engine brakeP erspectives 1/2012 | 45

Expedition

Expedition

offer enormous safety reserves and shorten
the braking distance. Today, retarders aremandatory in coaches, and 90 percent of
all long-distance trucks drive with a retarder on board.
I see – trucks have a range of braking
systems. How does this work?
In a modern heavy truck, the driver routinely uses the foot brake. The rest is done via
a control unit. This means: The on-board
computer selects the brake that handles
the prevailing situation most efficiently. The
wheels are braked only if the slow-down
effect of the retarder and the engine brakeis no longer sufficient. But the retarder canalso be activated manually via a hand lever.
What is the practical difference between slowing down the vehicle withthe retarder instead of simply braking
the wheels?
For buses in city traffic, the difference isstriking. Standard wheel-braking causes
the vehicle to tilt. This means the bus isslightly moving forwards. Passengers canfeel this, especially if the bus constantly
starts and then brakes again. In contrast,
the retarder brakes the propshaft at the rear.
This means that the bus stays horizontal –which is a lot more pleasant for the passengers, especially those who are standing. In
trucks, it is an advantage particularly during
animal transports.

The expert:
Holger Günther appreciates the practical benefits of Voith Retarders.

Interview“faster on
the road”
Holger Günther works in the Voith Retarder Sales
Department. He frequently drives large trucks andappreciates the advantages offered by a retarder.
46 | P erspectives 1/20 1 2

Mr. Günther, what was it like to drivea heavy truck before the retarder wasdeveloped?
Totally different. The rule of thumb used to
be: The speed downhill is the same speed
managed by the vehicle during the previous
uphill stretch. Which means: If a fully loaded truck did 40 kilometers per hour on an
upward gradient, the speed downhill was
no faster with service and engine braking – in fact often less. Quite a few drivers
remember the warning signs, for example on the Aichelberg stretch along the A8

autobahn between Munich and Stuttgart,
which prompted them to shift back into
second gear. Consequently they crawled
down the valley at 20 or 30 kilometers perhour, frequently with red-hot braking discs.
Sounds dangerous?
Over prolonged periods, friction brakes canreach temperatures of up to 1 000 degrees
Celsius. By then, the braking power has
rapidly dropped, there might be cracks andthe brake linings wear down. Continuous
brakes such as hydrodynamic retarders

Does a retarder also offer more safety?
Yes. Engine outputs are getting higher andhigher, but engine brake capacities haveremained unchanged. Long downhill gradients can therefore produce overheateddiscs and linings, which can result in fading.
Fading means a dangerous drop in braking
power due to the heat development on thebrake linings and discs. But with a retarder,
a long-distance trucker can perform up to
90 percent of all braking operations without
using any other system. The service brakeis thus 100 percent available if serious braking is required, and the braking distance iscorrespondingly shorter. The same applies
to stopping. The retarder alone cannot do
this, because it only slows down the drive
shaft but never halts it completely.
But retarders are still an optional extra –they are not standard equipment. What
does the pro say?
It’s quite simple – once with a retarder,always with a retarder. I’m absolutely sure
about this. In long-distance traffic, in the
40-ton range, there is hardly any vehicle
without it. And the advantages of the retarder are obvious. Due to the fact that thedriver can go faster on downhill routes,
he also arrives earlier – and, at the sametime, travels much more safely. And theenvironment is also protected, because
there is less brake dust. This saves extra
money. The installation of a retarder therefore definitely pays off.
But first of all, you have to pay. A retarder costs about EUR 4 000.
That’s right, but when you consider that –without a retarder – the brake linings anddiscs have to be changed up to five times
more often, this outlay quickly pays for itself. With a retarder, brake discs last for up
to a million kilometers. Also, Aquatarders
do not require any maintenance. There aremodel calculations which demonstrate thatthe investment in a retarder pays off after
one to two years. But modern trucks run
a lot longer than that. Which means thata retarder actually helps to save money inthe long run. //P erspectives 1/2012 | 47

Sightseeing | SÃo Paulo

Sightseeing | SÃo Paulo

Voith Turbo in SÃo Paulo

German hot spotwith potential
São Paulo is the largest city on the southern hemisphere – and a huge industrial location, especially for German companies. Ralf Dreckmann, Executive Vice Presidentof Voith Turbo in Brazil, talks about living and working in a megacity in the subtropics.

Ralf Dreckmann ponders for a few seconds.
“Well, it’s really fifty-fifty” is his reply tothe question whether he feels more like a
German or a Brazilian. The mechanical engineer has been living in São Paulo for over
20 years. He arrived in South America withhis parents when he was still at school, andafter his high school graduation returned toGermany to go to university. Upon completion of his degree, Dreckmann went backto São Paulo, where he has been working
as a Voith Turbo Executive Vice President
since 2000. Two years ago, the 44-year-old
was also appointed Regional Director forSouth America.
Precise technology
made in Brazil: An
employee of Voith Turboworking at a DIWA
transmission.

48 | P e r spe c tiv e s 1/20 1 2

Lots of work in a city that is hot in every respect. What is regarded as a somewhat chillysummer in Germany, counts as deepest winterin the largest industrial location of the world’s
emerging markets. With just under 20 degrees
Celsius during the day, temperatures are attheir lowest in the subtropics. Once, in June
1918, there was even snow. A hot event is theannual Formula One race in Ayrton Senna’s
hometown. But what really brings the place
to boiling point – with nearly 20 million inhabitants the largest city in the southern hemisphere – is its industry. And especially when it
comes from Alemanha. “After Germany, SãoPaulo is the second-largest community ofGerman companies,” explains Dreckmann.
“More than 2 000 German companies havemeanwhile settled here.” A German hot spotin the southern hemisphere. “And it also
makes for easy living,” says Dreckmann who
is married to a Brazilian. Their two children
go to the same school that he once attended.
Sometimes, Dreckmann would like to see alittle less chaos in the streets, “but then again,
we live in a city with countless attractions andinteresting leisure time opportunities.” This
also has an impact on the local industry. Voith
holds a particularly strong position with thesales of DIWA automatics for the ever more
popular bus traffic in South America. In addition, every year, more than 5 000 retarders
are being sold. And the market opportunities
are on the increase. For the Football World
Cup in 2014 and the Olympic Games in Rio
in 2016, the country plans to invest about
27 billion euros in its public transport systems.
A traditional market for Voith. “We are
already working flat out with ourRoad and Rail sales teams in orderto fully exploit this potential,” says
Dreckmann. The metro in São
Paulo with its 75-kilometer network relies on Scharfenberg
couplers. Three million peo-ralf Dreckmann
has been Executive Vice
President of Voith Turbo in Brazil
since 2000. The 44-year-old
engineer has been living inSão Paulo for more than 20 years.

Sightseeing | SÃo Paulople use the system every day. Two new lines
are currently under construction. Every year,
eight kilometers of new routes are to be built.
For the extraction of iron ore, various Voith
mining couplings are used. Technology madein Germany can also be found in other places
in South America. An example: The train
taking tourists in the Peruvian Andes on the
traces of the Maya across spectacular ramps
to the ancient ruins of Machu Picchu situatedat an altitude of 2 400 meters. The locomotive of the train drives with a hydraulic transmission from Voith.
Ralf Dreckmann has his eye on the future ofVoith. New gas fields have been discovered
250 kilometers off the Brazilian coast at a
depth of 7 000 meters. During the preparatory phase, Voith will deliver 60 Vorecon
gears for the compressor drivelines of theoffshore oil platforms. For this purpose, aspecial assembly and test plant is to be built
by 2014. Voith technology will also be used
for the drilling vessels. The intention is tohave the Voith Radial Propellers for the dril-Worldwide

ling vessels exploiting the new oil fields produced at Voith in Brazil. The future therefore has lots of work in store for Dreckmann
who, together with his family, lives in a citythat enjoys the title “International Capital of
Gastronomy” alongside Paris, New York andTokyo. Another thing he really appreciates isthe friendliness of the Brazilians. “Wherever
you are, you are always welcome.” Welcome
and professionally respected. German engineering is rated highly in South America. But
Ralf Dreckmann has also observed that many
domestic engineers are meanwhile masters of
their trade. This development is promoted by
the long-standing relationships between German and Brazilian companies. With positive
consequences for the country. “At Voith inBrazil, nearly all key positions are held by
Brazilians,” states Dreckmann. In addition,
the company is also socially committed. Since
2004, Voith looks after the social and cultural
integration of young people living near theVoith headquarters in the district of Jaraguá.
Since 2007, 120 children play every year in a
Voith-sponsored classical orchestra. “Every

worth knowing

success figures
With its four divisions, Voith offers a broad spectrum of products and services – all aroundthe globe. The overriding goal for all divisions is to operate ecologically and responsibly.

São Paulo has nearly 20 million inhabitants –and the megacity keeps growing and growing.

year, we also offer opportunities for at least
20 particularly underprivileged children fromthe Voith environment to integrate themselves socially and professionally via concrete training programs,” says Dreckmann –once again demonstrating that he is German
and Brazilian in equal measures. //A bit of fun for the little
ones: The Voith Foundation has been established
to help disadvantaged
children in São Paulo.

30
5 965
… people worked for Voith Turbo at the 2010 / 2011 reporting day. About ten percent more thanin the previous year. And there were more than enough exciting tasks for the growing workforce:Engineers have, for example, developed an innovative propulsion system for ships. This time, theVoith Schneider Propellers are not only installed in the bow area, but also below bow and stern.
Supertankers and luxury cruisers can thus be steered safely also in narrow canals and sea straits.
Experts have proven it in the Heidenheim test tank: These sea giants can be maneuvered withcentimeter precision. In total, Voith has about 40 000 employees in more than 50 countries. //13.9 150… gigawatt hours of electricity will be produced every year by the new hydropower
station in Xiluodu, China, when it entersservice in 2013. In summer 2011, Voith
Hydro delivered the first turbine runner
for the mega project, which will become
the third most powerful hydropower plant in
the world. And the dimensions are gigantic,
too: In the 400-meter-deep gorge, even
Germany’s highest building, the 368-meter
Berlin television tower, would completely
disappear. Voith will install three 770-megawatt Francis units for Xiloudu from its plantin Shanghai. //50 | P erspectives 1/20 1 2

3… percent less fresh water is usedby the Swiss paper mill Perlen
Papier AG. The reason behind thisis a consistent water management
system from Voith Paper. It covers allareas from waste-paper processing
and the two paper machines to thewater treatment plant. This is not
only good for the environment but
also commercially advantageous forthe paper maker. //… members counts the team provided by Voith
to take on the facility management of a Ford plant inSão Paulo. Voith Industrial Services also looks after
the paint shop of KIA in Slovakia and handles themaintenance for BMW in Leipzig. //… core areas were identified by Voith for reducing
the eco-footprint of the company: Carbon dioxide
emissions, waste volume and fresh water use.
The management has defined concrete, salesbased targets. If possible, ecological measures
should also create added economic value. Voithis, for example. Pursuing the idea of a plant thatcovers its own energy requirements and continually reuses resources. In order to move closer
to this goal, employees analyze the manufacturing
processes of products and services under the
aspect of sustainability. In 2011, Voith publishedits first Sustainability Report. The second one
is to follow this year. //P erspectives 1/2012 | 51