the m a ga zine for p ower tra ns m is s ion

PERSPECTIVES#2 | 2012german Port Metropolis Hamburg

In Constant
Flux
Voith SteamTrac

Heat with added value
COMPLETE CONTROL FOR SHIPS

Voith on the bridge
US headquarters York

Homebase with history

Editorial

Voith moves people, also in
Hamburg – on the water, on theroads and on the rails.

future perspectives

Fascinating
technology

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

Dear Readers, I am very pleased to be able to present
you with the latest issue of our customer magazine
PERSPECTIVES as the new Chairman of the Management Board of Voith Turbo.

Editorial head office:Sebastian Busch
Telephone: +49 7321 37-8661
Fax: +49 7321 37-7110
sebastian.busch@voith.com
www.voith.com

Our main feature looks at Hamburg. The metropolis
is constantly changing and, with one of the world’s
largest container ports, represents an important central
hub in a globally networked economy. We are partof this with our drive solutions for ferries, tugs andshunting locomotives.

Text, layout and graphics:
KircherBurkhardt Stuttgart GmbH
Printing:
C. Maurer Druck und Verlag GmbH & Co. KG
Photographs:
All photographs by Voith Turbo unless otherwise
stated.

As far as the future is concerned, we are well preparedwith the SteamTrac. A product that utilizes the exhaust
heat of diesel and gas motors in order to enhancethe efficiency of railcars, ships, sewage and biogas
plants at low energy consumption. We also report on
our activities in the USA. Our location in York, Pennsylvania, is set to expand the position of Voith Turboin the important North American market.

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.

Join me on a journey through the fascinating worldof Voith Turbo drive solutions. I hope you enjoy thetrip. Yours sincerely,

PR 0029 © 2/2012

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

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

Carsten J. Reinhardt
Member of the Management Board of Voith GmbH.
Chairman of the Management Board of Voith Turbo.

Focus

Photo: Dennis Williamson

powering
the Future
global expertise

generating excellencecase studies

Full-line service
technology

harnessing the ocean’s energy

Report
The Magazine for
Voithians

Hypower
The Magazine for
Hydropower Technology

Twogether
The Magazine forPaper Technology

Contents

page 20

page 10

Edition2 /2012PERSPECTIVES
The Magazine for Power Transmission

THE MAGA Z INE FOR POWER TRANSMISSIONPERSPECTIVES#2 | 2012

Destination
Hamburg

10 everything in flux
Hamburg grows and grows.
At the moment, one of Europe’s
largest urban development projects is underway in HafenCity.

Panorama
Voith Turbo News

28
30
33
36

Industry
Marinerail
road

VOITH STEAMTRAC

HEAT WITH ADDED VALUECOMPLETE CONTROL FOR SHIPS

VOITH ON THE BRIDGEUS HEADQUARTERS YORKHOMEBASE WITH HISTORY

19 traces in the sand80 tons – this is the weightof a Voith locomotive operatingin Maschen shunting yard.

20 great view
Five million people visit Hamburg
every year – and many of them set
out on a city sightseeing tour.
features

06
26
48
51

Take-Off
History
Sightseeing
Worldwide

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

Expedition
SteamTrac

39 heat with added value
A kind of mini steam power plantfrom Voith now ensures that exhaust heat can be reutilized.

page 49PERSPECTIVES
Multimedia… and this is how it works
PERSPECTIVES now also provides multimedia content to be explored bylittle squares on certain pages – so-called QR codes. With a smartphone
and the appropriate program, glossy photographs can now be turned into
moving images. Follow the instructions and see for yourself.

45 how the system works

GERMAN PORT METROPOLIS HAMBURG

IN CONSTANT
FLUX

page 4225 getting stuck in on site
Being close to the customer –this is the goal of the Business
Division Marine. An interview
with Dr. Martin Füllenbach fromthe Voith Turbo Management Board.

A vehicle head for the train –Galea consists almost
completely of fiber composite materials.

A graph explains in detail how theexhaust heat of engines is recuperated with the Voith SteamTrac.

APP APPAPP

46 Green energy
How to save energy: A sewage
plant in Mergelstetten is hometo the prototype of the new
SteamTrac.

1
Choose a suitable app(QR reader) on yourusual platform anddownload it onto yoursmartphone (there arefree reader apps, forexample i-nigma).

2
Open the application
on your smartphone
and move the camera
directly over the QR
code on the magazine
page. Many cell phone
cameras still lack certain macro functions.
This is why the picture
may not be sharp. In
this case, scan thecode from a distance;
this often helps.

3
Once the QR code
has been recognized,
your smartphone
opens the connection to the relevant
multimedia content.
You can now get
started! Please note:
You should have aflat rate, otherwise
videos might be very
expensive.

P er s pect ives 2/2012 | 5

Take-Off

Take-Offturbo coupling

giantswithfeeling
When the 480 kW (653 hp) engine of the
Mercedes-Benz Actros SLT 4165 runs up
to its full torque of 3 000 Nm, the couplingis under extreme stress. The conventional
friction coupling of a normal 40-ton truck
would simply end up in smoke on one ofthese giants of the road weighing up to
250 tons – no chance of transporting theload safely. This is where the fill-controlled
VIAB turbo coupling from Voith comes tothe rescue. With this system, subtle starting and shunting is possible even withhigh tonnages. When high tractive efforts
are required, the VIAB can also effectively
employ the maximum torque of the engine. High speeds are not required. Andeven during shunting it remains thermallyabsolutely stable. With its integrated retarder, the VIAB also allows safe braking.
And this occurs wear-free. For the driver,this means: Bye-bye stress.

A heavy load for the MercedesBenz Actros SLT 4165
with VIAB turbo coupling.

6 | P e r spe ctive s 2/20 1 2P er spec tives 2/2012 | 7

Take-Off

Take-off

Profile ventilation
Allows the turbo coupling tobreathe: During filling with oil, air isdisplaced from the hydrodynamic
circuit and flows to the outside via
the profile ventilation. When thehydrodynamic circuit is drained, air
returns into the turbo coupling.
Hydrodynamic circuit
The heart of the VIAB. By varying
the oil filling – up to complete drainage – the torque transmitted fromthe pump wheel to the turbine wheel
can be controlled very dynamically
but also with extreme subtlety.

“The VIAB turbo coupling allows wearfree starting, shunting and positioning with
pinpoint precision”, says Martin Becke.
“And all this even at full load, when 250
tons have to be moved in a tough terrain. In
addition, the VIAB also acts as a powerfulretarder. Thanks to the patented linking
structure, the hydrodynamic circuit unites
the functions starting and braking in one
single component. It could not be morecompact. And the drivers are thrilled.” //OverrunTransmits torque from the turbine
wheel to the transmission input shaft
during starting. During braking it
enables the standstill of the turbine
wheel and thus allows braking.

Turbine brake
When the turbine brake is switchedon, the turbine wheel is stationary
at the housing. The hydrodynamic
circuit now acts as a retarder.

System view:
Scan here and see
in moving images
how the VIAB turbo
coupling works.
Instructions on how
to activate a QR
code can be foundon page 5.

Heat exchanger
During braking, kinetic energy isconverted into heat and the oiltemperature in the hydrodynamic
circuit rises. The heat exchanger
dissipates this energy from the oil
into the coolant of the vehicle.

Martin Becke
The 49-year-old has beenheading the Startup Systems
Development team at Voith since2007, and, since 2009, is also incharge of the product line. The
engineer and automotive technician joined Voith in 1989.

voith.com /viab /en

8 | P e r spe ctiv e s 2/20 1 2P er spec tives 2/2012 | 9

Destination | Hamburg

Destination | Hamburg

Port Metropolis

IN CONSTANT FLUX
Hamburg is the gate to the world. The
city in the north of Germany is definitely inbusiness. Because the metropolison the Elbe never sleeps – and has
always allowed room for dreams.
Text: Valerie Höhne
Photo: Dennis Williamson

Welcome to the Hanseatic City of Hamburg.
There’s no getting aroundthe landing bridges.

P e r s pe ct iv e s 2/2012 | 11

Destination | Hamburg

Destination | Hamburg

AmHamburg’s
BurchardkaiinAt
Burchard
Quay,
Hamburg
more thanwerden
5 000 ships aremehr als
5 000 Schiffe
being
handledevery year.
im Jahr abgefertigt.

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

P e r s pe ct iv e s 2/2012 | 13

Destination | Hamburg

The magic starts at dawn. When the morning mist dissipates and the sun takes its firstpeek above the Elbe, the glass front reflects
a magic hue of red. Initially quite weak. A
faint spark, leaping from window to window,
but captured by the east wing within minutes
and setting the building aflame. Majestically,
dramatically.
A unique spectacle that silences the manymoaners at this early hour and accentuates what shines so brightly here: The
Elbphilharmonie, Hamburg’s concert hall,
ungallantly also referred to as “Germany’s
chaotic construction site” is the city’s new
landmark. Weighing 200 000 tons, carriedby 1 761 concrete pillars and, at a cost of
currently EUR 503 million, way over budget,
but undoubtedly a resounding architecturalfeat. And a new building that reflects the soulof this city and its inhabitants like no otherstructure: old, new, tradition and vision. An
old quay warehouse is being crowned witha glass construction that gives the future
concert hall wings. Bold. And, if you want,
the accumulation of business sense and risk
awareness, which has been characterizing
Hamburg from time immemorial.
It is the city of ship owners and merchants
who have been putting their stamp on architecture, business and society for centuries. No frigidly calculating bean counters,
as many might want to believe, but rather
liberal-minded adventurers with an infallible
sense for a good deal. With their tea clippers
they set off to unknown shores 250 years
ago and brought Shanghai, Zanzibar andthe whole wide world back to Hamburg.
Including their goods that filled an entire
warehouse district. Trading houses and colonnades were built. Shrines to consumerism

Insight and outlook:
construction of theElbphilharmonie behind
the warehouse district.

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

hiding exotic treasures behind their discreet
facades – and bringing prosperity to the city.
No doubt, Hamburg was and still is welloff. Even at times when the flow of successat the “Waterkant” seemed to subside – forexample during the economic crisis three
years ago. “Not much going on on the Elbe.
Half-empty freight liners, slow traffic. But
I did not worry too much. My boat doesn’tsink that fast”, says a smiling Gerd Schmehrsal. The technician has been looking after the
crane systems of the logistics giant Hamburger Hafen und Logistik AG (HHLA) for
38 years. His “boat” is actually the entire
harbor. With a surface area of 74.4 square
kilometers, the famous “gate to the world”
is Europe’s second-largest port. And for
823 years the untiring pulse of the city.
Ships are arriving round the clock; over
10 000 of them in 2011. The crisis which
Schmehrsal remembers has been overcome.
The tide of the economy is rising again.
113 ship owners are located here, with a fleetof 1 663 ships and a gross register tonnageof 55 million. In the container business, theHanseatic city is the world’s number one,a hub in the globally networked economy.
By 2017, Hamburg will have increased its
economic output by nearly 14 percent andtherefore pushed the Bavarian boomtown
Munich off the top spot.
“Slow traffic” – a thing of the past. By now,
Hamburg’s 1.8 million inhabitants and nearlyfive million visitors per year once again marvel at the hectic bustle of barges, freightersand cruise liners, which offer employment
to some 150 000 people in the metropolitan
region and allow harbor worker Schmersahl to dream happily of his retirement.

Tradition and vision belong together
Every year, the city of shipowners and shopkeepers attracts
nearly five million visitors to Germany’s far north.
P er s pec tives 2/2012 | 15

Destination | Hamburg

The air is filled with a permanent cacophony of tooting, squeaking and humming sounds. And above all this is a hintof seaweed and ship’s diesel, the smell of
the close North Sea, of freedom, which
can enclose the entire city, depending on
the weather. A sense of life. A Hamburgprom-ise. The (almost) ubiquitous water also
contributes to this sensual illusion.
Not only the Elbe and its canals, but also
the river Alster flush maritime wanderlust
right through the city. The canals or “fleets”
permeate upmarket neighborhoods such as
Harvestehude and Uhlenhorst, whose banks
are lined by urban villas and glass palaces.
Yet the waterways also cross through workingclass districts like Barmbek und Eilbek andrevitalize areas with redbrick industrial plants
and allotments. Everything seems to be inmotion, everything is in flux. A visual mantrathat tirelessly enters the Hamburg psyche andkeeps driving the city’s inhabitants.
2 500 bridges span these countless canals.
And this makes – no sailor’s yarn – the Nordic boomtown Europe’s city with the mostbridges, more than Venice, London and
Amsterdam together. The most important

View to the Deichtor Square: Hamburg’s road
network is continuously optimized.

Destination | Hamburglink alongside the Elbtunnel is therefore
built on stilts: The new bridges across theElbe, connecting the southern Elbe region with the city center. Every day, some
140 000 commuters flood into Hamburg. For
this reason, the A1 motorway is currently
being extended to six lanes. The influx into
the city is thus ensured also in the future.
And there are other parallels with the Italian “city of canals”. Not many people know
this: After a catastrophic city fire in 1842
the burghers of Hamburg erected their city
hall in the marshes on 4 000 wooden pikes,
following the example of St. Mark’s Square.
Hanseatic lagoon romanticism truly exists.
But the (maritime) romanticism on the Reeperbahn has long been thrown overboard.
The times when sailors and rope makers
dominated the streets of St. Pauli have longgone. Although the world-famous mile of sin
is still an attraction. More than ever. This
alluring mix of smutty fantasies and demimonde rough trade, between Hans Albers,“La Paloma”, the FC St. Pauli and the birthplace of the Beatles. All this is concentrated
on a stretch of 930 meters. So far. But the unstoppable Hamburg drive has also left some
painful scars here. Alongside the red-light
district and the harbor inns, luxury hotels
and business apartments keep springing up.
“Come and visit the Kiez (the nightlife district) while it is still there” shouts one of thebouncers along the Große Freiheit. Haven’t
we heard this sentence before – in Venice?
Only a few kilometers further down, between Elbe and city center, Hamburg’s urge
to move on is culminating in a feat of reinvention. This is the place where HafenCity is
to be built by 2020, one of the largest urban
development projects in Europe.

2 500 bridges across Hamburg’s canals
The Hanseatic City has more bridges than Venice, London
and Amsterdam combined.

City of bridges:
Hamburg is Europe’s
number one also inthis respect.

16 | P e r spe cti v es 2/20 1 2

P e r s pe ct iv e s 2/2012 | 17

Destination | Hamburg

Destination | Hamburg

shunting yard

TRACKSIN THE SAND

Life’s a beach – evenin the city: For example
at the Außenalster.

The shunting yard in Maschen is the largest one
in Europe and the second-largest in the world.
Every day, the wagons on the tracks are moved
around by Gravita locomotives from Voith.

Nothing but track. Kilometer after kilometer. Maschen shunting yard is enormous – and literally built on sand. As
the area south of Hamburg is situatedon peat lands, three million cubic meters of peat had to be cleared away andreplaced by ten million cubic meters ofsand as a foundation before building
work could start.

To the tune of EUR eight billion, land isbeing reclaimed and 6 000 apartments for
12 000 Hamburgers are jump-started – atsquare meter prices of up to EUR 10 000.
An expensive, extravagant design doradothat will soon contribute to Hamburg’sskyline. “Buildings, ships and the water

are so tightly woven together here that nocomponent must be missing in this image
to make sure that the appeal never ends”,
explains Hadi Teherani, the architect who
has shaped Hamburg’s image in recent
decades like no other – and who createdthe entrée to HafenCity with the Deichtor

Mammoth project in island position.
45 000 people are to find work in Hamburg’s new
HafenCity by 2020.
18 | P e r spe cti v es 2/20 1 2Center. With a bit of luck, Hamburg might
now also visually become the gate to theworld, he says.
Over the last nine years, the old harbor area
has seen futuristic glass towers springing
up into the sky. Shops, offices, gastro andentertainment complexes to provide jobs
for 45 000 people. A mammoth project that
presents special challenges because of its
insular location. The connections inside thetrendy quarter and the city center have tobe established via 25 refurbished and new
bridges. And the road network also had tobe redesigned – and evokes the first large
sea trips of the shipowners.

By now, up to 150 trains with about
3 500 wagons are being put together into
new formations every day, which thenleave the plant on their way to a total of
30 destinations. In the language of therailway people, the labyrinth of tracks istherefore not simply referred to as “station” but as “train formation depot.” And in
the depot, the traffic rages, controlled bypoints and signals. Part of the scene are
Gravita 10 BB locomotives from Voith(DB series 261), untiring helpers pullingthe wagons from A to B. Each locomotive

weighs 80 tons and has a 1 000-kilowatt
diesel engine fitted with a modern sootparticle filter, which removes 97 percentof the dirt particles from the vehicle emissions. Over the next few years, DB German Railways intends to put 130 Gravita
10 BB locos in service. 20 of them are tooperate in Maschen, and another seven
will pull freights in Hamburg harbor. The
harbor is also the place where the firstof the new, fire-red locomotives can actually be seen. In Maschen, loco-viewing
calls for binoculars. Because the scene
is optically dominated by track. //Eco-conscious:
Scan here andview the newlocomotives from
Voith. Instructions
for activating a
QR code can befound on page 5.
voith.com /gravita /en

Here, Shanghai Alley meets Korea Street,
there is an Osaka Alley and a Singapore Street.
A historically loaded labyrinth of roads, a total
work of art from the drawing board that isslowly beginning to fill with life in contrast
to the fast-paced building activities.
The citizens of Hamburg react to this tornup city center in the making with their typical composure. And their confidence in their“nose” for success and good business –In Maschen near Hamburg, the yard is called “train formation depot”.

P er s pec tives 2/2012 | 19

Destination | Hamburg

Destination | Hamburg

exercised over centuries. Especially here
in HafenCity – with the Elbphilharmonie as
its symbolic masthead – the city is opening
up. And so do the souls of the Hanseaticresidents.
Suit wearer or shipyard worker, be it at abusiness meeting or a ferry crossing, fromthe warehouse district to Finkenwerder – thepeople just let their heads get cleared by
the stiff breeze and watch the river flowing.
Because, viewed from the banks there arethousands of perspectives for discovering thehorizon. Especially one’s own. By watching
the long-drawn wash of the waves on theElbe and daydreaming about the massive
ships. Or by listening to the crazy laughter ofthe seagulls, which make you look upwards
and evoke the nearby sea. Yes, this is theplace where the light is a little bit brighterand the sky a little bit wider than anywhere else in Germany. Anything seems to bepossible. And the mind wanders. This is thetrue secret of success in this city. //Valerie Höhne lives and works in Hamburg
as a writer and journalist.

One of the tourist attractions: The harbor trip starts
at the landing bridges.

New residences near
the water: The HafenCity
is very modern.

Tourism

Nostalgia with a view – if the weather
is right. Be it from the jetties to the fish
market or during a nighttime tour throughthe glittering lights of the harbor – whoever
approaches Hamburg as a tourist will sooner or later find himself sitting in one of thebright-red double-decker buses offering an
exclusive view of Hamburg’s landmarks.

Every day, bright-red nostalgic doubledecker buses take tourists to Hamburg’s
most beautiful spots. Ample comfort
during the journey is ensured by the Voith
DIWA automatic transmission, with which
the engines are combined.

The red buses are meanwhile almost as
famous as the sightseeing spots along
their routes. Außenalster, Goose Market,
Warehouse District, St. Michaelis Church,
Jungfernstieg shopping mall or the Reeperbahn – get on board and enjoy a rollingseat with a view.

great
view
From the Goose Market to the Reeperbahn – with the red double-decker.

20 | P e r spe cti v es 2/20 1 2

Yet the trips in the red originals were seriously threatened. The Hamburg authorities
no longer wanted to see the buses with
their sometimes 30-year-old engines on
the roads. The reason was obvious. The
elderly vehicles were spitting dirt and had
exhaust values that were nowhere near
the current limits. The engines were producing big trouble – and not only on theroads. The proprietors of the tour company
Hamburger Stadtrundfahrt GmbH decided
to invest in the fleet.
Twelve buses are now fitted with modern
engines, which, alongside the Euro 5 exhaust norm for commercial vehicles, also

meet the European EEV (Enhanced Environmentally Friendly Vehicle) standard.
Reds with a clean bill of health, whose
particle emissions have been reduced by
95 percent, while the nitrogen oxide output
is now 90 percent lower than before. And,
what’s more, they use 15 percent less fuel.
The institution has thus been kept alive,
and about 250 000 passengers per year
can continue to enjoy viewing Hamburgfrom above. The new engines are combined with Voith DIWA automatic transmissions, capable of almost unnoticeable
gearshifts. Which means that the on-board
coffee stays firmly in its cup. //P er s pec tives 2/2012 | 21

Othmarschen

Neustadt

ST. PAULIALTONAOTTENSEN

historic city

Landing bridges
Elb

Elbe

ne

l
O

Sewage plant

ffs

ho

re

te

Container terminal

Nord
al

erelb

e

Overseas
centertfinkenwerder

Waltershofen
port railway
station

Wa
lt

ers

ho

fH

Kleinergrasbrook
arb

Ha

or

Roßhafen
Terminal

WALTERSHOF

Köra n d b r ü c k e
Hansa
Terminal

Fruit center
ah

af

en

Hamburg-Süd
port railway
stationafen
SpreehnSewage plant

h lb

ns

Sea cargo turnover in Hamburg harbor

Hansaport

Turnover since 1975 in million tons
150

Re

A7

th
e
100

logisticslb

ALTENWERDERe

Hohe
Schaar port
railway station

50
0
1975

1980

1985

1990

1995

2000

2005

2010

Largest container harbors in 2011

her

Turnover in million TEU *

stie

31.5

Singapore

29.9

Hong Kong (China)

24.4

Shenzhen (China)

22.6

Busan (South Korea)

16.8

Ningbo (China)

14.7

Guangzhou (China)

14.5

Qingdao (China)

13.0

Dubai (UAE)

13.0

Rotterdam (Netherlands)

11.9

Tianjin (China)

11.5

Free port border

Kaohsiung (Taiwan)

9.6

Bulk goods/container
terminals

Port Klang (Malaysia)

9.6

Tank depot

Hamburg (Germany)

9.0

Antwerp (Netherlands)

8.7

gShanghai (China)
A1

MOORBURG

Sü
Shipping lane
Deepwater level 13.5 m

der

elb

e

Quay sheds,
warehouses
500 m

HARBURG
22 | P e r specti v es 2/20 1 2

WILHELMSBURG

Rei

over in Hamburg’s universal harbor amounted to nearly 114.4 million tons in 2011. Twothirds of this volume are bulk goods that are
mainly loaded on containers, while one-third
consists of mass products. These include
coal, ores, mineral oil, grain products andferti-lizers. Where ships are, there are also
people. Hamburg harbor provides some
150 000 jobs. There is an ever growing
demand for specialists, needed, for example,
to steer the complex container goods-handling procedures via data communication. //reThe harbor is the heart of Hamburg. It is amajor guarantor for prosperity and growth.
As a connection to the markets in North,Central and Eastern Europe and a bridge
between the continent and overseas, theharbor also represents a vital economic
factor. The most important overseas trade
partner is North-East Asia. It’s always rushhour on the shipping channels, but everything runs in an orderly fashion. In 2011, a
total of 10 106 ships arrived here, 5 430 ofthem container vessels. The sea cargo turn-deHamburg is Germany’s largest seaport and also oneof the world’s leading container ports. Its success is notleast due to its sophisticated logistics. An overview.

Container
Terminal
Altenwerder(CTA)

Wilhelmsburg
shunting yard

Sügate tothe world

Alte Süderelbe
port railway
stationA1

source: Hafen hamburg marketingeein

To Maschen
shunting yard

* TEU (Twenty-foot Equivalent Unit) is an international standard unit for containers.
One TEU represents the cargo capacity of a standard container: 6 meters long, 2.6 meters highand 2.4 meters wide.

P er spectives 2/2012 | 23

source: Hafen hamburg marketing

hlfl

rm

hafe

Kö

HafenCity

Logistics center

Trave

Pilot stationtun

DESTINATION | HAmBurg

DestInAtIon | HAMBurg

WOrTH kNOWINGIntervIew

Harbor History

Hamburg’s population

Figures all around the harbor

The harbor gets its first mention in the
9th century. Hamburg has 200 inhabitants.

population development since1890 in million

7 May 1189 – official birth of the harbor. In acharter, Emperor Friedrich Barbarossa grants
the people of Hamburg privileges such as
exemption from duty and market rights.

2.0

7 241

The years 1881–1888 mark the birth of thefree harbor and the warehouse district as theworld’s largest storage area.
1910 inauguration of the landing bridges
on floating pontoons. They can compensate
a tidal range of up to four meters.
1911 sees the opening of the Elbtunnel.
The tunnel is 426.5 meters long and features
two tiled lanes decorated with reliefs.

1.5

1.0

0.5

1890

1910

1930

1950

1970

1990

2010

In World War II, 80 percent of the harbor
complex is destroyed.
1967 marks the start of the container age.

Sea Cargo Handling 2011

In 2002 the world’s most advanced container
terminal is opened in Altenwerder.

goods handled in Hamburg
harbor, by cargo type

In 2006 the volume of sea cargo handled reached a new record with nearly
135 million tons.

liquid cargo
10.5 %In 2007 Europe’s most modern harborrailway station “Alte Süderelbe” is re-opened.
The harbor railway sets a new record in container handling: Some 1.83 million containers.

Suction cargo 4.7 %hectares is the total area of the harbor,of which 2 987 hectares are covered bywater. The actual operative surface ofthe harbor measures 6 408 hectares. The
free harbor takes up 1 542 hectares,
i.e. 21 percent of the total harbor zone.

Voith has been active in Hamburg for quite some time. Dr. Martin Füllenbach,Executive Vice President of the Voith Turbo Business Division Marine
wants to strengthen the company’s activities in the Hanseatic city even further.

12.80

voith opened a sales office in Hamburg
for the Marine Division in spring 2012.
what are your expectations for this new
subsidiary?
First of all, we want to be closer to ourlarge number of established customers.
We have a very solid basis in Hamburg. In
the harbor, Voith propulsion systems havebeen used for decades for the tugboats.
From our new office we will be able to visit
customers straightaway and react to theirrequirements much faster. And we would
also like to set up a center of competencein Hamburg for all Voith drive systems usedin connection with offshore wind parks.
I am thinking especially of the design ofsupply and construction vessels.

meters of draught are allowed for ships
when they call at the port independent oftides. When utilizing high tide periods, thedraught can be as much as 15.10 meters.

320
sea ships can berth in the harbor. 41 kilometers of quay, four large container terminals (Waltershof, Burchardkai, Tollerort,
Altenwerder) and eight multipurpose
terminals are available for box handling.
Hamburg is the home port of half thegerman fleet.

generalcargo (mainlycontainers)
70 %grabbablecargo 14.8 %Voith Turbo in Germany
The headquarters of Voith are situated in
Heidenheim, Swabia.

Hamburg’s container trade by destination
Comparison of cargo volume 2010 with 2011 in million tonskiel

+9.8 %
2010
2011

3.5
3.0
2.5

+26.3 %

2.0
1.5
+3.0 %

1.0+10.3 %

+9.6%

0.5
0

NorthEast Asia

SouthEast Asia

Other
Asia

Baltic Sea

OtherEurope+47.4%

North
America+15.1%

Latin
America

+4.4%
Other
regions

SourCE For All grApHICS: HAFEn HAmBurg mArkETIng

4.0

GETTING STUCKIN ON SITE

Salzgitterrostock

magdeburg
gommern

Essen
Zschopau

Aachenunterwellenborn

Crailsheim
rutesheim

Heidenheim
garching

Sonthofen

24 | p E rS pE CT I V E S 2/20 1 2
50

0
0

50

100
100

150

200

150

200 Miles

250

300 Kilometres

Hamburg harbor is also referred to as
the “Gate to the world”. Is it also a gate
to the markets of tomorrow?
Hamburg is one of the largest harbors in
the world and is being monitored by its
worldwide competition. For this reason alone we have to be present on site. As for themarkets of tomorrow, we have our eyes on
the offshore oil and gas market. Apart frompropulsion technology for supply and construction vessels, we are focusing mainly
on drive systems for drilling vessels anddrilling platforms operating at depths ofmore than 500 meters.

why do you focus particularly on thesevessels?
Platforms operating at such depths are notfirmly connected to the seabed. And weat Voith have high competence in the design of drives that allow so-called dynamic
positioning. This means that a freely floating drilling platform can keep its aboveground position even if seas and currents
are rough – thanks to Voith technology. For
operators this is of course vital.
Is there also a market closer to Hamburg?
Apart from the harbor, market opportunities lie in the increasing number of ferry
systems at the nearby North Sea coast.
There are already some first concrete projects that we will handle from Hamburg.
the voith presence in Hamburg does
not only extend to the water. the famous red city tour double deckers are
driving with DIwA automatic transmissions. How do passengers benefit
from this?
Above all by more comfort. Our
automatic transmissions reducegear-shifting processes by up to
50 percent. As a result, the bus ismuch quieter on the road – and thepassengers can enjoy the view. //Dr. MArtIn FüllenbAcH
The 44-year-old has been working
at Voith since 2003. He is a memberof the Management Board of Voith
Turbo and in charge of the Business
Division Marine.

Panorama

history

Voith turbo

the Föttinger PrinciPle

the big bangof drivetechnology

worldwide

Voith has been using Hermann Föttinger’s hydrodynamic
findings for more than 80 years for the construction
and development of all types of drives. The future of Voith
has a basis – the Föttinger principle. Today, the principle
is combined with other technologies.

Modern drive technology is unthinkable
without hydrodynamics. From this aspect,
the work of Hermann Föttinger from over
100 years ago was a milestone in the development of Voith. Without the Föttinger principle, without the development of hydrodynamic drives, the technical world would
probably look quite different today. Voith has
expanded and refined the basic findings of theengineer and scholar, born in Nuremberg in
1877, for over 80 years.
At the beginning of the 20th century, Föttinger looked into the torque conversion of
steam turbines for ships. The industry waslooking for a transmission capable of converting the high speed of the turbine intoa lower speed to comply with the propeller.
At the time, it was technically impossible tobuild mechanical gears big enough for thehigh output of the turbines. Föttinger cameup with the idea of a hydrodynamic converter
that would couple the turbine and a pump.
The Föttinger principle was thus born, although the new development only functioned
satisfactorily when the graduate electric en-gineer combined the pump and the turbine
in a housing. Before that, the flow losses in
the lines between turbine and pump were
simply too high.

Voith is demonstrated by an impressive figure. Voith Turbo generates nearly two-thirdsof its sales with products featuring a hydrodynamic core component.

As early as 1906, Föttinger inquired at Voith
about the state of technology for water turbines. Yet it would take until 1927 before theVoith engineers and Föttinger finally set out
on joint project work. Voith had received anorder for the complete hydraulic equipment
for a pumped storage power plant in Herdecke. The technical challenge consisted of
the construction of the start-up coupling andthe clutch for storage operation. Föttinger
and his colleagues from Voith
decided to use a hydrodynamic
coupling. An idea that turned
out to be a huge success – formany decades, the pumped storage power plant in Herdecke
was the most advanced plant of
its kind in Germany and it took
until 1994 before it was closed
down. How important the Föttinger principle has become for

But Hermann Föttinger was not only anindustrial inventor. His life was primarily
dedicated to research. The university was
his home and also his fate. In the last daysof the war, in the afternoon of 28 April 1945,
he insisted on walking to his institute at theTechnical University in Berlin Charlottenburg against everybody else’s advice. On hisway, he was fatally hit by shrapnel. He was
68 years old. //the primary blade wheel(pump) of the start-up
coupling for herdecke pumped
storage power plant.

26 | P e r sPe cT iV e s 2/20 1 2

industry

Marine28 Lift me up!

30 Voith on
the bridge

The boat lift system at adam in China over-comes
113 meters in height. Voithdelivers the joint shafts.

29 the heightof cool
TurboCool is the nameof a new hydrodynamic
coupling from Voith.

29 the new way
Voith has further developed its WinDrive technology. AeroDrive now
proves itself in large windturbines.

New software allows propellers to be controlledfrom the bridge.

31 Stable Shiano

rail

33 light-headed
Galea is the lightest
vehicle head ever.
It is launched inautumn 2012.

34 featherweightWorldwide, there is only
one Water Tractor sailingwith fully electronic control – in Iwaki.

This year’s Composite
Innovation Award goesto Voith – for the newtransitional coupler.

31 quiet in the storm

34 one-stop shop
Voith is the only trans-

Never before could ships
be rotated by 360 degrees as precisely
as with the new Voith
Inline Thruster.

mission manufacturer tooffer complete wheelsets for rail vehicles.

road

36 Gasp of relief
ElvoDrive is a promisingconcept of technology
for alternative drive concepts.

37 1+1+1= saveBus drivers can savefuel, too – with the
DIWA.6 automatictransmission.

38 Deep breath
With the LP 725, Voith
offers a three-cylinder
compressor for high air
consumption in alu-lightweight construction.

Per sp ectives 2/2012 | 28

Panorama | Industry

Panorama | Industry

Gigantic detail:
Construction
site of the ship
lift – and hence
the operatingsite of theVoith universal
joint shafts.

Economical andreliable: The hydrodynamic coupling.

the height of cool

Hydro Power Station in China

3.5 meters weighs some 34 000 tons. In
comparison: An Airbus A380, the world’s
largest passenger plane, accounts for
560 tons. Four 169-meter-high reinforced
concrete pillars fixed to a concrete baseplate form the foundation of the ship lift.

Lift me up!
Voith delivers eight universal joint shafts for the
2 000-meter Three Gorges Dam.

How does one explain size? Perhaps
like this: It really has to be a very clear day
if one wants to see from one end of theThree Gorges Dam to the other end of
the Chinese prestige object. Being big isthe name of the game here. The outputof the hydropower station is measured ingigawatt: 18.2, once all the turbines are
running. Patience is needed by all who
want to overcome the difference in height of
113 meters. The trip through the lock with
its five stages takes nearly three and a half

hours. It was therefore decided at an earlystage to equip the project with a ship-lifting
system. A kind of elevator moves the vessels in a huge trough.
Technically, the plant is an enormous
challenge. With its maximum height of
113 meters, the ship lift is about three times
as big as the largest project realized so far
by German companies. The trough with
its usable surface of 120 meters in length,
18 meters in width and a water depth of

The trough is suspended between the pillars on 256 finger-thick steel ropes connected to counterweights and driven byelectric motors. Eight Voith universal joint
shafts transmit the output of the motors
to pinions. Theoretically, four shafts would
have been enough, but with a lift for passenger ships, the customer wanted to beon the safe side. The decision demonstrates how important quality and reliability
are to the operators. There is also technology from Voith for the power generation.
Voith has delivered six turbine units for the
power station. The final output of theseunits amounts to 700 megawatts. //Massive: A universal joint shaft
for the Three Gorges Dam.

In the USA, natural gas extraction stations are referred to as “gas plants.” Montana and also Wyoming are studded withsuch plants as these states are rich in gas
deposits. In order to make the gas flow
through the pipelines, it is pressurized andpre-compressed at special compressor
stations located at the start of the transport lines. The heat generated by the compressors is cooled down by huge fans withdiameters of up to 3.5 meters.
These fans are usually coupled directly tothe motor speed. This means: The motor speed determines the cooling outputof the fan. In thinly populated areas, thecompressor stations are often situatedat remote locations and difficult to reach.

the new way
How can we utilize wind effectively? Not
an easy question. Today, the industry applies two types of transmission concepts.
There is the direct drive of rotor to generator. But there are also wind power stations
with transmissions and smaller generators.
In both cases, frequency inverters are required, which are prone to failures. The
Voith WinDrive technology offers a totally
new approach. The hydrodynamic transmission allows the conversion of the vari-Compared with electric solutions, Voith
TurboCool offers enormous advantages
in these regions: It can be controlled even
without an external power supply.
The hydrodynamic coupling from Voith isinstalled to an auxiliary drive of the motor.
It allows control of the fan speed independently of the motor speed. As a result,
the reliability and production output of theplant are improved. The average fan speed
can thus be dropped quite drastically. Dueto the adapted cooling output, the motor
is subject to less load, which saves up
to 3.5 percent fuel. And the environment
benefits, too. A compressor station with
TurboCool emits nearly 500 kilograms ofcarbon dioxide less, reduces noise emissions – and is therefore much more thanjust cool. //able rotor speed into a constant speed forthe generator and therefore eliminates theneed for a frequency inverter. In cooperation with the Augsburg transmission specialist Renk, Voith developed the AeroDrive
as a concept study. In this project, theRenk Aerogear transmission is connectedwith the Voith WinDrive. Both components
are optimally adapted – to each other andalso to the special requirements of wind
power plants. The reliability of the plantincreases and cost-intensive downtimes
are thus minimized. The new AeroDrive will

Duality
Electric motor or gas drive? No
longer is it a case of “either – or”.
Modern reciprocating compressors in pipelines can be flexibly
operated with both energy sources. In the event of a power cut,the system simply switches overto the gas engine.
For SEC Energy Products & Services this is an important argument for the company’s patented Dual-Drive technology. The
US manufacturer has fitted its
Dual-Drive compressor and pumppackages with highly flexible couplings and Hy-Grip connecting couplings from Voith.
The Voith components protect thedriveline against torque peaks andtransient torques. This reduces therisk of damage and increases thereliability of the plant.
Thanks to the Dual-Drive technology it has been possible to prevent up to 99 percent of standstills. //run in offshore turbines with an output ofeight megawatt. //Strong performance: The new AeroDrive.

P erspectives 2/2012 | 29

Panorama | Marine

Panorama | Marine

CALM IN THE STORM
Rough seas, currents and wind: Keeping
a ship in position above ground on the highseas calls for sophisticated technologies.
With the Voith Schneider Propeller, the Voith
Radial Propeller, the Voith Inline Thruster andthe Voith Inline Propulsor (VIP), Voith has acatalogue of propulsion systems that also
excel by their outstanding features in termsof dynamic positioning. A new addition is
now the VIP Swing-Out Azimuth Thruster.
The latter is an internal propeller that can beextended from the vessel hull and rotatedthrough 360°. With this technology, ships
can be maneuvered with extreme precision.
The system is a so-called RIM Drive, whichmeans that the propeller is driven by a magnetic electric motor without a drive shaft.
This shaftless drive concept ensures low
vibrations and very quiet running. //COMPLETE CONTROLVOITH ON
THE BRIDGE
The latest addition to the Voith portfolio is a hardware andsoftware architecture for controlling the Voith Schneider Propeller
and the Voith Radial Propeller directly from the bridge.

The bridge is the command center ofa ship. It is the place where the captaindecides about course and speed. Exactmaneuvering and maximum safety havebeen the key characteristics of Voith Schneider Propellers for years. Voith Turbo Marine
is now offering in-house-developed control
and electronics systems for ships with Voith
Schneider Propellers (VSP) and Voith Radial
Propellers (VRP) – and thus closes a gap
in its product portfolio with elegant design
and modern electronics.
The new range includes a hardware andsoftware architecture for VSP and VRP.
This means that the entire delivery volume
will come from one single source in future.
In addition, the solution offers numerous

30 | P erspectives 2/20 1 2

control and assistance functions. The electronics system can, for example, provide
specific fuel-saving driving recommendations, which can be signaled to the captainon the bridge on a screen.
The hardware items – such as joystick,steering wheel or controller – were createdin coopera-tion with designers of Stuttgart
University under ergonomic and aesthetic
aspects. Head of R&D Dr. Dirk Jürgens: “Itis important to us that our new remote control on the bridge reflects the image of Voithand conveys our high quality standards.
Our propellers cannot be seen under thewater. Therefore, the control system is ourmost important ambassador.” Next year,
the Scottish shipyard Caledonian Maritime

Asset Ltd (CMAL) will launch two hybrid
ferries with the new Voith control system.
The advantages of this new development
are obvious: Voith will be able to react
more quickly to customer requirements,
and the costs for interface adaptation
during commissioning are significantly reduced. The control solution is thus also
more efficient.
In addition, there is a monitoring systemcollecting all relevant drive data. And last
but not least, the new control system is alsoeasy on the eye. An aspect that must not
be underestimated, because commando
systems are in the hands of the captainfor many hours. //The latter of the VIP Swing-Out Azimuth Thruster
can be extended and rotated through 360°.

ADRIA ON THE RHine
Anybody who wants to get to the “Blaue
Adria” from Mannheim has to cross theRhine. The “Blaue Adria” (Blue Adria) is
a vast recreational park south of Ludwigshafen near Altrip. The connection
to Mannheim is established by a doubleended ferry, which has been crossing theReady for service in Japan:
The Voith Water Tractor.

Japan

STABLE SHIANO
The harbor of Iwaki near Fukushima is home to the first
Voith Water Tractor in Japan – it is also the world’s first
VWT with fully electronic control.

The Land of the Rising Sun relies on
Voith. In Iwaki, 50 kilometers south of
Fukushima, the first Voith Water Tractor
on the Japanese market has just entered service. The vessel, which wasordered by the shipowner Fukushima
Kisen, has been designed specificallyfor harbor assistance and escort duties –in short for daily port routines. The
propulsion system of the vessel consists of two Voith Schneider Propellers.

river 80 times per day since 1991. Last
year, the owner decided to have the ferry
thoroughly modernized. For this purpose,
the two mid-ship installed Voith Schneider
Propellers were overhauled by a specialist
team after 120 000 operating hours, while
the ferry was extended by 3.5 meters at
both ends. Regular customers have highpraise to the fact that the ferry now glides

The overall space requirements for the
propulsion system and also the energy
requirements were reduced.
The Shiano is also the first Voith Water Tractor with fully electronic control.
Due to the direct actuation of the proportional valves, the ship can remain
stably in its longitudinal axis. The EC
control thus allows effective roll stabilization. //through the water even more smoothly.
Due to the extension it can now carry
21 cars, while there was only room for 18 in
the past. In addition, the larger distance of
the VSP from the ship ends makes mooringand departing significantly more comfortable. This applies especially in the low
waters on the Altrip side. Right beside theBlaue Adria. //P erspectives 2/2012 | 31

PANORAMA | MARINE

pAnOrAmA | rAIL

prODuct innOVAtiOn

not just a pretty head

OFFSHORE

HIGH WAVESThe new Galea vehicle head from Voith Turbo Scharfenberg is considerably lighter than previous versions.
It consists almost completely of fiber composite materials which make the train even safer.

Big vessel for big tasks: An
animation of the “Sea Installer”.

The “Sea Installer” is a special vessel for the installationof wind power stations.
It is driven by three Voith
Schneider Propellers (VSP).
Hard work on the high seas: Steel tubes
weighing 500 tons are being rammed into
the seabed up to 25 meters deep – for theconstruction of a wind power station. The
work is carried out by gigantic installation
vessels. Whatever the weather. And thismakes high demands on the maneuver-

FAIR FERRY
A ferry getting its power from a socket?
Not yet, but such a vessel is currently under construction and will enter service in2013. The Scottish shipowner Caledonian
Maritime Asset Ltd (CMAL) plans to launch
the world’s first hybrid ferries next year.
The two double-ended ferries will be able
to transport up to 150 passengers and23 cars. They will be the first ferries worldwide combining a conventional diesel drivewith lithium battery technology. CMAL

32 | PE RSPE CTI V E S 2/20 1 2

ability. The Danish ship owner A2SEA,
which specializes in offshore operations,will launch the “Sea Installer”, a 132-meterlong and 39-meter wide special vessel,over the next few months. It is built by
COSCO in Nantong/China and can anchor wind power stations safely up to adepth of 45 meters. The vessel is driven
by three VSP, each with an output of
3 800 kW. Together with the Voith Inline
Thruster (VIT) installed as a transverse
propulsion system they ensure safe navigation even if seas are rough. The type
VIT 2 300 -1 500 is the world’s largest bow
thruster in RIM technology. A2SEA has

now ordered a second, nearly identicalvessel from COSCO with a crane capacity that has been increased from 800 to
900 tons. The vessel is scheduled to enter
service in mid-2014. It also has a Voith
propulsion system. //would like to use this system to reduce
CO2 emissions by up to 20 percent. The
ferries are expected to use less diesel fueland to be much quieter, especially whenberthing and casting off. The batteries arerecharged overnight. Scotland has a roughclimate; strong winds can make the waters
quite turbulent, so that the ferries have to
be maneuvered with maximum accuracy.
As the vessels often dock straight at theconcrete ramps without being roped up,
the demands on propulsion and steering
are very high. For this reason the hybrid

ferries are driven and controlled by two
diagonally arranged Voith Schneider Propellers, each rated at 375 kW. As a result,the fair ferries can cross the waters fastand safely even if seas are rough. //A-pillars *Laminatedsafety glass

Alu-honeycombs structure

Shell *In action:
Scan here and viewthe installation of theVoith Inline Thruster
in moving images.
Instructions on how
to activate a QR code
can be found on
page 5.

Floor plate *Floor structure
Scharfenberg
couplervoith.com /vip /enPlanned for 2013:
The world’s firsthybrid ferry.

Front plate *Deformation tubes *Obstacle deflector *Smooth train journeys at high speeds.
Voith has been developing light, aerodynamic and safe vehicle heads for many
years. In autumn 2012, Voith Turbo Scharfenberg will be presenting the Galea vehicle
head, which consists almost completely offiber composite materials. The development also draws on the experience of theVoith specialists for crash energy systems.
Galea is interesting for smaller manufacturers who cannot fall back on large research
departments.

The new vehicle head is significantly lighter
than all previous steel constructions. This
reduces energy consumption and increases
economy. And the environment is protected,
too. In fact, fiber composite materials absorb the energy generated during a collisioneven better than steel constructions. All fiber
compound components can also be used
individually if required. The special structuraland energy absorption elements designedby the Voith experts increase passive safety
for driver and passengers. Galea is also ex-* Vehicle components
made from GFKemplary in terms of fire protection, as well
as noise and heat insulation.
Galea is suitable for trains with maximum
speeds of up to 200 km/h. The lightweight
construction allows individual designs also
in smaller quantities. The applied glassfiber reinforced materials can be easily
shaped, making even complex geometries and freeform designs possible. Smaller
operators can thus retain their identity anddiffer optically from their competitors. //P er S P ec TIVeS 2/2012 | 33

Panorama | Rail

Panorama | Rail

New tasks
Ulf Klaua is the new Manager ofthe Department Marketing andSales of Voith Turbo Lokomotivtechnik GmbH & Co. KG. Before
his appointment, the 43-year-old
was in charge of the Department
Construction and Prototype Design and also instrumental in building strategic partnerships as a
Sales Engineer. The father of twochildren studied rail engineering
at Dresden Technical University.
Over the last two years, he also
completed an extra-occupational
MBA degree at Steinbeis University Berlin. Prior to joining Voith,
the passionate volleyball player
worked for a number of othercompanies in the rail industry. //The locomotives and especially their cooling systems are exposed to high stresses
in the dusty and hot air in the mine, for example because the air flow to the coolingsystems is obstructed by steel wire grids
protecting the vehicles against rockfall.

Handy-sizedprize- winner: The
new transitional
coupler.

Light but sturdy
A train breaks down between stations
and has to be towed. A case for a new
Voith-developed transitional coupler between Type 10 and draw-hook. Its special feature: The coupler is made fromcarbonfiber-reinforced plastics (CFK) andweighs only 23 kilograms – 50 percent
less than previous steel solutions. It canbe mounted by just one person. The concept also convinced the jury of the cov-

eted “Composite Innovation Award”,
which was presented to Voith in June2012 at the international CFK Valley Convention in Stade/Germany. Major criteria
for the evaluation were the technologicaldegree of innovation, the commercial potential as well as the benefits for industry
and environment. The coupler, which wasdeveloped in cooperation with TU Chemnitz and the company East4D asserted
itself against countless rivals in front of ajury of 420 experts. //Voith delivers the cooling systems for the
locomotives built by Schalker Eisenhütte.
The systems cool the diesel engine, thedrive motors, the inverters and the brake
resistors of the locos. All aluminum cooling elements are supplied by Voith with an
external coating system on a nano basis.

niente”, the world’s largest undergroundcopper ore mine, is situated right in the
middle of the Chilean Andes. In the up to
15-meter-high shafts, diesel-electric locomotives pull wagons with the precious
cargo out of the mountains.

This offers four advantages: The nanocoating ensures outstanding protection
against corrosion. As the surfaces are
dirt-repellent, maintenance intervals are
longer and smaller, allowing the installation of smaller and lighter units. This
reduces the total weight and hence thefuel consumption. The overall eco-balanceis also better, as Voith nano paints emit
less CO 2 than conventional lacquers,
both during production and in operation.
Nano paints also require fewer solventsand additives. //inverters and four energy storage units(Supercaps) are installed in each of the
five-car trains. Voith also delivers 80 KSH330 gear units for the project. Supercaps
are Voith-developed high-performancecondensers to be charged by the braking
energy of the railcar. This energy can beused for accelerating – or for bridging up
to 700-meter long non-electrified track
sections. //Coating on nano basis:
Locomotives of Schalker Eisenhütte.

cooling
coating system
2 400 kilometers of subterranean tunnels, shafts and galleries distributed over
14 floors so far. 25 are planned: “El Te-

Press underpressure

Ulf Klaua
The 43-year-old has
been put in chargeof the Department
Marketing andSales of Voith Turbo
LokomotivtechnikGmbH & Co. KG.

34 | P e r spe ctive s 2/20 1 2

One step less is sometimes a step forward: During the production of complete
wheelsets for rail vehicles Voith now combines two previously separate manufacturing stages and is thus the only transmission company capable of offering complete
wheelsets for rail vehicles. The new wheelset press, which joins the wheels to thewheelset shaft applying up to 315 tons ofpressure, makes it possible. In the past,
the pressing procedure had to be outsourced. Now the wheel sides are consecutively
joined together, and, after a period of rest,
tested and measured. And that’s it. For
the customer, this means shorter delivery
times, and the concept is definitely popular. Voith delivers a total of 522 complete

rather sporty
Complete wheelset forSouth-Korean Railways.

wheelsets to the vehicle manufacturer
Hyundai-Rotem, who is currently building
87 six-axle locomotives for South-Korean
State Railways. The plant in HeidenheimMergelstetten also produces 272 complete
wheelsets for the BEML-built Delhi metro
trains. For the metro in Jaipur, BEML has
ordered another 87 complete wheelsets.
Quite a lot of pressure for the new press. //Huge sports events are often the motor for infrastructural developments. Thisis also the case in Shenyang in China,
which got a new tram just in time forthe 12th National Games. The National
Games are some kind of inner-Chinese
Olympics. Sporty ambitions also apply
to Shenyang’s new city transport system:
The new electric tram built by Changchun
Railway Vehicles is meant to cover the
up to 700-meter long route without overhead wires. The technology is supplied byVoith. Four traction motors, two traction

Simulated reality of tomorrow: Electric tram in Shenyang.

P er spec tives 2/2012 | 35

Panorama | Road

Panorama | Road

Interview

cities canbreathe again
The share of alternative drive
concepts in public transport iscontinuously rising. Voith reacts
to this development with the
ElvoDrive technology concept.

Dr. ChristianJaufmann
The 47-year-old has
been heading the Voith
Product Group Bus Drives
in the Business DivisionRoad since 2010.

The traction unitof the ElvoDrive36 | P erspe ctives 2/20 1 2

Dr. Jaufmann, what is the basic idea
behind the ElvoDrive?
Initially, it is the same as for all hybrid drives:
Storing braking energy and releasing it again
during acceleration. This helps to save fueland reduces the emission of harmful carbon
dioxide. Yet the ElvoDrive takes one stepfurther, because it is configured as a series hybrid. The combustion engine can be
operated at the so-called point of lowest
specific consumption, which saves evenmore fuel. In addition, our ElvoDrive hasa modular design. In later stages, thisoffers a huge bandwidth frompure fuel savings to emissionfree driving.
What are the advantages
for bus operators andlocal authorities?
A town or city with a highquality of living needs anenvironment that stands
out by high air quality andlow noise pollution. Both canbe achieved with the ElvoDrive.
Here is a configuration example for the ElvoDrive: In the city
center, the bus drives purely
electrically and gets its energy
from the battery. Once the bus
is on a suburban route, thediesel generator can be started and recharge the energy
storage unit, so that the bus

can once again drive without emissions
when back in the city. In five years’ time,
this scenario might be the norm.
Are there any other development potentials for the ElvoDrive?
A possible option are electric buses with
fuel cells or batteries operating entirely
without a diesel generator. They are charged
overnight at the bus depot or at stations
along the route. On the drive side we havealready demonstrated what we can do inthis respect.
How does the ElvoDrive work in an inner city bus with a high-performancebattery?
In its drive configuration as a 100-percent
electric bus, the ElvoDrive has the following
components: The traction unit, consistingof an e-machine with storage system, automated gearbox and a power converter. The
concept of the ElvoDrive ensures that thebus can be operated with minimum losses
in the driveline. As a result, the battery is
fully utilized. However, as yet there are nobatteries with sufficient capacity for a city
bus to run for a whole day.
Which other applications are thinkablefor the ElvoDrive?
The drive might be an idea for refuse vehicles or distribution trucks driving throughthe cities every day. Any conversion to the
ElvoDrive will help the environment. //The Mercedes-Benz Citaro
already drives with the new
DIWA.6 automatic.

1+1+1= save
Saving fuel is simple – just take the footof the gas. In theory this might be true,
but everyday life is different. For example
for bus drivers: Starting, rolling for a few
meters, stopping. About three times per
kilometer. Bus drivers often apply the unsubtle method of full throttle followed by fullbrake. But money and energy can be saved
even in this case. Voith now offers its new
DIWA.6 automatic transmission combinedwith the topography-dependent SensoTop
gear-shifting program and the SmartNet

close contact
The times when we drove to the filling
station with a smile are long gone. Fuelprices are rising incessantly. For bus operators with heavy schedules, three percent less

Dialogue with customers: Service is the key.

telemetric system as a complete solution.
The goal: Five percent less consumption
and higher availability thanks to preventive
maintenance.
Five percent may be ambitious, but the
DIWA.6 features a few innovations to makeit possible. Measurements have shown thatcity buses are driven at full gas for only
ten percent of the time. Until recently, thetransmission was run at its full operatingpressure of 8.5 to 10 bar, a value that is
only required at full load. With DIWA.6, theoperating pressure is reduced to about 5

diesel consumption of the fleet would meana considerable saving: For 50 buses, eachdriving 50 000 kilometers per year and using
on average 45 liters per 100 kilometers,
this amounts to nearly 34 000 liters. With
the DIWA automatic transmission and theSensoTop gear-shifting program, Voith has
been supplying reliable and energy-efficientdrive components for many years. Under
the name DIWA Excellence, Voith also offersa service and maintenance program, which
reduces costs and increases vehicle availability. The goal: Being close to the customer – be it through preventive maintenance,
repairs, fuel optimization or service agree-

bar for most of the time. This measurealone can save up to three percent fuel.
And then there is the optimization of theperiods when the transmission is idling anddoes not have to be moved by the engine.
DIWA.6 saves about two seconds of load
operation per stop, which really adds up
over a year in the permanent stop-start
scenario of inner city traffic. About 100 extra hours in idling can thus be achieved –another energy saver. Just like the SensoTop gear-shifting program, which – combined with a new torsional vibration damper – shifts gears at even lower speeds andthus cuts down on consumption. At thebottom line this amounts to up to five percent less fuel. But bus operators can savecosts not only by lower fuel consumption.
As long as the bus runs, it earns mon-ey.
Is it in the workshop, it costs money. In
order to minimize downtimes, Voith relieson the SmartNet telemetric system: The
operating data of the bus are transmitted
to a server via GPRS. In the event of atransmission failure, the operator is informed and can react instantly. This formof preventive maintenance keeps buseson the road for longer and cuts down on
workshop stops. //ments. Voith utilizes its worldwide presenceeven more intensively in order to develop
individual DIWA Excellence solutions with
its customers. For buses that take passengers to their destination day and night – andbring back a smile when it’s time to refill
the tank. //In Action:
Scan here and experience the world of
DIWA automatic transmissions in moving
images. Instructions
on how to activate a
QR code can be foundon page 5.
voith.com /diwa-excellence /deP erspe c tives 2/2012 | 37

PanoraMa | ROAD

expedition | STeAmTrAc

take a DeeP Breathwith a gentle hiss, the bus kneels towards
the curbside. The doors open. People comfortably get off, others shove their way in.
The sliding doors close, the bus is liftedback into driving position and moves on to
the next stop. city buses need air, lots ofair. Not only for the doors and the “kneeling” – the little bow to the curbstone – but
also for the pneumatic suspension and thebrakes. Voith has been supplying two-stagecompressors for many years, which ensuresufficient pressure in the air system. compared to single-stage compressors, Voith

compressors have a higher specific delivery
volume and reach their desired final pressure at lower compression temperatures
thanks to interstage cooling.
With the LP 725 Voith now offers its threecylinder compressor also in alu-lightweight
construction. The previous grey cast ironLP 700 air compressor has been installedin the Mercedes-Benz capacity articulated
bus since 2008. With up to four doors, thisbus uses enormous amounts of air. From
2013, the LP 725 is intended for the newgeneration of Euro-6 engines in the citaro
articulated bus (also Mercedes-Benz). //Voith Steamtrac

he at withadded value
Made for high air consumption:
the lP 725 three-cylinder compressor.

The exhaust heat of combustion engines can be turned into energy.
And this energy helps to save fuel consumption and reduce carbondioxide emissions. This is – in simple terms – the Voith SteamTrac.
text: Jürgen LöhLe

new at the toP
chrIstIan nykIel
The 51-year-old has
been heading the Business Divison Road
since 1 September 2012.

christian nykiel is the new Executive
Vice President of the Business DivisionRoad. The 51-year-old, who previously
worked as commercial Manager at Voith
Turbo Aufladungssysteme in Gommern
near Magdeburg, took over the Divisionper 1 September. christian Nykiel has beenwith Voith since May 2011. Before that,the graduate business administrator held
various functions at ABB in Germany and

Switzerland, as well as at Peguform GmbH.
At Peguform, he worked as Divisional Manager and was in charge of the optimiza-tionof business processes in all areas and also
IT. As Executive Vice President of the Division Road, Nykiel will be responsible for driveand braking systems for buses, trucks
and agricultural machinery. This includes
automatic bus transmissions, retarders, torsional vibration dampers and air
compressors. Nykiel is married and has
three children. //Photo: gettyimages

the lP 725 will be on the roads from 2013.

industry or traffic –the Steamtrac comesin wherever combustion
engines are used.

P e r s Pe ct iv e s 2/2012 | 39

Expedition | Steamtrac

Expedition | Steamtrac

Full steam ahead: The
Veerhaven takes six barges
to their destination withthe help of the SteamTrac.

P e r s pe ct iv e s 2/2012 | 41

Expedition | Steamtrac

Expedition | Steamtrac

Expander R2 /800

Traveling with SteamTrac:
Ne 81 railcar of Südwestdeutsche Verkehrs-Aktiengesellschaft in Lahr.

The expander is the heart of the SteamTrac. In simple terms, it is a“steam engine.”

Steam inlet
Piston for steam
operation
Steam outlet
to coolingsystemSmall vessel – big job: The push boat
Veerhaven is on its way from Duisburg toRotterdam. It has to push six barges in frontof it. Huge diesel engines rumble in the bellyof the ship. “The boat really has to struggle”,
says a man on the riverbank looking at the
Veerhaven with its load at the front. True,
but the floating workhorse needs less diesel
than assumed. A lot less.

Jürgen Berger
The 40-year-old
engineer is theManager SteamTracat Voith Turbo.

42 | P e r spe ctive s 2/20 1 2

For design engineers, this scenario is a challenge to squeeze as much usable energy as
possible from every drop of fossil fuel. Especially from combustion engines, where
60 percent of the total energy still blowsout in the form of heat. But heat can also
be turned into new energy – a fact to which
Voith takes a practical approach. The ideaof power from heat is not new, but first of
all it is necessary to develop a concept andthen a product that is suitable, practical andcommercially beneficial for the customer. “In
the past it simply was not worth it to think
for too long about waste heat recovery”, says
Jürgen Berger, Manager SteamTrac at Voith.

fuels, their finiteness plus rising eco-awareness acted as some kind of initial spark for amore intensive look at the energy efficiency
of combustion engines.

A situation that has drastically changed inrecent years. Incessantly rising costs for fossil

EXHAUST AS AN ENERGY SOURCE

But the findings are actually far from plain.
Of course the combustion heat warms up thecooling water, which can then be used for heating in winter. But while the heating system
keeps us warm, there is still a huge quantityof heat that escapes from the exhaust unused.

The heat from the exhaust warms up an operating
medium – usually distilled water.

This is where the Voith SteamTrac comes in:
The exhaust heat is used for heating up an

Until recently, energy in the form of fossil
fuel was just there. In abundance and affordable. Twenty years ago, a liter of super cost
DM 1.30, heating oil was about 20 pfennigs
per liter. But these days are long gone and especially oil has become very expensive, while
the associated CO2 emissions are among theworst culprits of climate change.

It was in 2006 when Voith set up its first“mini steam power plant that made waste heatreusable” (Berger). Voith has had complete
locomotive drive systems in its portfolio fora long time and was now wondering how
these drives could be made more energyefficient. “We threw virtually anything on
the test stand”, explains Berger, “and in theend, to say it quite plainly, we got stuck withthe hot exhaust”.

Input of regainedenergy into thevehicle driveline

Integrated
lube system

P er spec tives 2/2012 | 43

Expedition | Steamtrac

operating medium. This is usually distilledwater, but in cold regions it may also be alcohol or a mixture. The heat from the exhaustthen evaporates the water in a heat exchanger.
This steam then drives a motor, cools down
again, liquidizes and flows back into a tank.
From there, the operating medium is pumped
back into the heat exchanger. Energy recuperation in a closed system. If the Voith steam
engine is coupled to the motor and utilizes
its exhaust heat, the system is referred to as
Voith SteamTrac. This means that energy
gained from heat is directly used for forward
propulsion or tractive effort.

Expedition | Steamtrac

In cases where this is not possible, for example in a power station where a stationary
engine is installed too close to a wall or where the steam engine cannot be coupled tothe combustion unit for other reasons, the“steam engine” drives a fan or a generator
to produce electricity – becoming the Voith
SteamDrive. “Free energy” (Berger) for higher efficiency. But why did nobody thinkof this earlier? “The fundamental question
was – is the world ready for such ideas?”says Jürgen Berger, who is in charge of thedevelopment together with his 14-strong
team. And his spontaneous answer is: “It is

TECHNOLOGY AS ENERGY SAVER
And the actual benefits of the SteamTrac? Eight percent more
output at unchanged energy use are an impressive argument.

now.” The company thus hopes to attracta great deal of interest in Swabian energysaving technology à la Voith. In all applications with combustion engines, be it in
the belly of a ship, in a diesel locomotive, atruck, a biogas plant or in a combined-cycle
power station. In terms of function it does
not matter whether the engine is stationaryor mobile. In practice there is also a two-cylinder SteamTrac for flanging to combustion
engines rated from 300 to 500 kilowatt while
generating 40 kilowatt by it-self. The operating medium is heated up to 400 degrees
and directed to the engines at a maximum
pressure of 60 bar. “We started with a powerclass that allows different applications”, explains Jürgen Berger. “Combustion engineswith an output of up to 500 kilowatt can, forexample, be found in the railcars of regional
trains and in trucks or, like here, in vessels
such as the Veerhaven.“

Energy flow of a combustion engine

A six-cylinder with an output of 140 kilowatt
is under development for larger engines. And
what are the benefits of the technology? Eight
percent more output at unchanged energy
consumption are certainly an argument. Aneven more tangible result is the cut-down onfuel without negative impact on performance.
In the Veerhaven push boat, the SteamTrac
reduces the annual diesel consumption by
40 000 liters per engine and the carbon dioxide emissions by 106 tons. “With this technology”, so Jürgen Berger. “Voith is also making
a contribution to the energy shift.” //

~19 %

~5 %

Fuel
100 %

~36 %

CoolerConvection

Exhaust gas
Waste heatrecoveryUtilizing waste heat:
Scan here and learn
more about the Voith
SteamTrac and its
function. Instructions
on how to activatea QR code can befound on page 5.

~40 %VehicleThe efficiency of modern combustion engines is a mere 40 percent. Sixty percent of theenergy thus remains unused. It dissipates either as exhaust heat or via the cooling water. Someof this energy can be recuperated with the Voith-developed waste heat recovery system.

voith.com /steamtrac /en

Function of the SteamTrac system

CCPP plant control
ExpanderTotally natural: The Voith
SteamTrac can also
be used in biogas plants.

P

Condenser

Integration into
CCPP coolingsystemVoith Systems Control
Exhaust gas
Evaporator

Photo: Fotolia

Feed pump

Media tank

The operating medium is pressurized by a pump and forwarded into an evaporator (heatexchanger). This evaporator is a component of the silencer and thus integrated in the exhaustline. The operating medium is superheated by the exhaust gases of the combustion engine until
it evaporates. The superheated steam is then decompressed in the piston expansion machine.
Energy contained in the steam is converted into mechanical energy and forwarded to theengine drive shaft or the gearbox drive. The operating medium is liquidized in the condensation
heat exchanger and then stored in the media tank.

P er spec tives 2/2012 | 45

Expedition | Steamtrac

Expedition | Steamtrac

the rails. A push boat with a SteamTrac
operates on the Rhine between Rotterdam
and Duisburg (see pages 39–45). And at
the Kaiserstuhl, a rail bus is currently being
tested after getting approval for passenger
traffic by the Federal Office for Railways. On
the road, the innovative technology can beused in trucks and reduces consumption,
an interesting aspect in times of high fuelprices. Jens Grieser is out and about a loton these summer days. When he is not inMergelstetten, he can often be found on a
farm in his home community Söhnstetten.
Here, a farmer has been running a biogas plant since last year – with the Voith
SteamTrac. This plant was also launchedby Grieser. //Voith SteamTrac

SteamTrac in practice: Sewage plant inMergelstetten.

Prototype in the sewage plant:
The Voith SteamTrac is utilized
in Mergelstetten to reduceenergy costs with its ecofriendly technology.

A sewage plant in the country, surrounded by fields and forests – welcome toMergelstetten. Hot sunshine and a cloudless sky. The thermometer already shows
30 degrees at nine in the morning on this day
in July. Inside the engine room it is even a
few degrees hotter than outside. Since May,
Mergelstetten has a new combined-cycle
power plant fitted with the Voith SteamTrac.

46 | P erspe ctives 2/20 1 2

At the back of the room, Andreas Boschsits at a small desk. The Voith engineer has
opened his laptop and monitors the processes in the power station. For the last few
days, the staff of the sewage plant have reported a whistling noise. Yet everything runs
smoothly this morning while the cause of
the sound has not been found. But nobody
gets into a sweat about it. “The SteamTrac
is a highly innovative technology”, says Jens
Grieser, who participated in the development
and implementation of the system. He steps
behind his colleague and looks at the screen.
“There are still a few birth pangs, but we arevery proud of our baby.”
The baby referred to by the graduate engineer is two months old and a lot louder

than a normal infant: The Voith-developed
SteamTrac is a heat recovery system coupled to a combustion engine in the sewage
plant. The exhaust heat of the plant is used
for generating electricity. “The system has
been running continuously for about two
weeks”, says Torsten Lonsinger, Plant Manager in Mergelstetten.
The plant clarifies the waste water of sevenneighboring communities. In the interest ofwater conservation, several smaller sewage
plants in the adjacent villages have meanwhile been closed down. Together withJens Grieser, Lonsinger intently monitors
the practical progress of the new technology. And in this case, there is even an extra
level of excitement: “The sewage plant inMergelstetten is currently the only plant inGermany where the Voith technology is
being used. In fact, there is no other sewage
plant in the world with a SteamTrac”, says
Grieser. Mergelstetten is the prototype. The
31-year-old speaks of a flagship project for
Heidenheim. The engine of the combinedcycle power station of the sewage plant isdriven by digester gas and has an output
of 235 kilowatt. The Voith SteamTrac adds
another 16 kilowatt. The system heats water in a heat exchanger, evaporates it andsuperheats it. The steam is directed to an
expander with two pistons, and the energy
generated in the process can be fed into
the grid. “It is our goal to cover a large proportion of our energy requirements from ourown sources”, says Lonsinger. This helps

Photo: Sigfried geyer

Green energy
from thesewage plantJens Grieser
The 31-year-old
works at Voith in thedepartment Development, Applicationand Sales of SteamTrac/SteamDrive.

to save energy and reduces the operating
costs of the plant. “Today we are up to
50 percent self-sufficient, in the past thisfigure amounted to only 40 percent.”
The new technology also offers anotheradvantage: It is eco-friendly and nontoxic. “Our operating medium is water”,
says Grieser. “Just like with the good oldsteam engine.” The Mergelstetten plant
produces electricity with the SteamTrac
to the tune of EUR 1 000 per day, calculates the engineer. This green technology
is subsidized by the State of Baden-Württemberg. The sewage plant is not the only
place where the SteamTrac can be used.
The technology has also proven itself inpractical applications on the water and on

P erspe c tives 2/2012 | 47

Sightseeing | York

Sightseeing | York

Photo: York County Convention & Visitors Bureau

The historic center ofYork, the first capital of theUSA, is inviting for a stroll.

Keeping a keen eye: Ron
Wilhelm (left) and Lee Myers
are two of the 123 employees of Voith in York.

Voith in York

Homebasewith history
Voith Turbo has ambitious goals in the UnitedStates. 123 employees in York make sure that they
become reality. US CEO Normand Boisvert
also wants to score with sustainability themes.

48 | P e r spect i ves 2/20 1 2

Chicago, Philadelphia, or perhaps Washington D.C.? Normand Boisvert gracefully
declines. “Many people might like to live inlarge cities”, says the CEO of Voith Turboin the United States. “But just as many – meincluded – appreciate the atmosphere in asmall town.” A small town like York with its
population of about 45 000.
This is the location of the US headquarters
of Voith Turbo. Boisvert and his wife havebeen living in York for five years and enjoy
the pleasant climate, the special flair of the
trade center and last but not least the historic
heritage. “The people are particularly proudof the history of this town”, states the Voith

Manager. Because: York is also known as thefirst capital of the USA.
From September 1777 to June 1778 the heartof the founding state Pennsylvania was the
temporary seat of the “Continental Congress”.
During this time the North American colonies
referred to themselves for the first time as“United States of America”. York is also thevenue of the oldest exposition in the USA.
The York Fair has been running for 247 years.
But at Voith in York it is not only the pastthat is worth looking at. On the contrary.
The company chief has ambitious goals forthe future. In 2011 Boisvert announced at

the Voith head offices: “Over the next five
years we want to grow by 100 percent in theUSA.” And the chances that this plan willmaterialize are quite good. “2011/2012 wasan excellent year for us”, he says. “We are on
the right track to make our vision come true.”
As always, the performance of the workforce
is a key element for success. 170 men andwomen work at Voith Turbo in the USA, 123of them in York.
In total, Voith Turbo is represented in the
United States at four other locations apartfrom York. The colleagues in the distribution centers Sacramento, Cincinnati and
Houston ensure that the entire catalogueof Voith products – from Vorecon planetry
gears and DIWA automatic transmissions
to Voith Schneider Propellers – gets to thecustomers fast and reliably. The three distribution centers supply customers across theentire continent – from Oregon to Maine,from ­Texas to North Dakota. With its new
development center for hybrid technology in
San Diego, Voith also wants to take technological progress outside the US borders. “Wehave assembled some of the best engineers in
the USA in this center”, explains Normand
Boisvert. This team will work together withcolleagues from the German headquarters
on the development of superlative Voith
products.

P er spect ives 2/2012 | 49

SightSeeing | YOrk

CaNadaChicagoSacramento

USA

new York

York

Cincinnati

Washington

PHOTO: YOrk COUNTY CONVENTiON & ViSiTOrS BUrEaU

worldwide

Los Angeles

houston

MExiCO

Miami

headquarters Voith turbo
Locations of Voith turbo

York’s historic charm.

A topic for the future, which Boisvert willhandle from York, is sustainability. He haslaunched a number of programs to boost inhouse initiatives that are dedicated to thissubject. Not too long ago, a team of employees presented best-practice examples for sustainability at a symposium for health, safety
and environment in York.

norMAnd BoiSVert
The 61-year-old has been CEO
of Voith Turbo inc. since 2007 andresponsible for the US market.

Normand Boisvert and his colleagues in York
have their fingers firmly on the pulse of time.
And this pulse can sometimes beat quite
strongly. After all, the legendary motorbike
maker Harley-Davidson is also based in York.
Another brand with a rich history, founded
in 1903. A works tour at Harley-Davidson isan absolute must on the to-do list of every
self-respecting tourist. And, should anybody
be suddenly overcome by a longing for metropolitan flair, a well-established network of
highways offers fast connections to various
large cities. “In many of these cities you’llsoon come across products from Voith”, says
Boisvert. Voith experiences particularly strong
growth in the market for passenger trains. //worth knowing

success figures
With its four divisions, Voith offers a broad spectrum of products and services – all aroundthe globe. All divisions operate with the aim of acting successfully and eco-friendly.

860 3 000
. . . gigawatt hours of electricity are generated on average by the Piva hydropower
plant in the north of Montenegro. Voith has
modernized the high-voltage switchgear,
which ensures that the generated power
is reliably fed into the grid. The new unit
includes the control system and the protective gear, the equipment of the central
control room, as well as the modernizationof the direct current and emergency power
supply systems. The rehabilitation projectwill be completed in 2013. Voith Hydro isalso currently rehabilitating Saratov hydroelectric plant in Russia. Alongside the rebuildof the Kaplan turbines, which was orderedlast autumn, Voith Hydro will also carry out
the design, production and assembly of the
Kaplan unit configured as a residual water
turbine. The modernization is undertaken forthe plant owner RusHydro, the largest electricity company in Russia and the secondlargest in the world.

1. . . London underground trains drive with Wedgelock couplers from Voith Turbo. During the
Olympic Summer Games with 800 000 visitors per day and the subsequent Paralympics,
there were also 1 500 double deckers with DIWA transmissions on the road. Since last year,
Voith Industrial Services has been in charge of the availability and maintenance of 600 busesof the transport operator London United. And there is more: Three Thames ferries in London’ssouthern district of Woolwich are driven by Voith Schneider Propellers.

80. . . paint shops in the automotive industry are being looked
after by Voith Industrial Services worldwide. This makes
the company one of the international leaders in this area.
All large automobile manufacturers are on the customer
list. The services on offer range from technical cleaning andmaintenance to the full operation of the plants. Voith Industrial Services is continually expanding its service portfolio
and its own processes.

. . . million tons of fine paper per year are now being producedby the South Korean Moorim Paper Group on the company’s
new production line DongHae PM1 from Voith Paper at thelocation Bulsan, as well as on two other paper machines.
This makes the company the largest producer of fine paperin South Korea. DongHae is the first non-stop production linein the country and also excels by resource-sparing operation.
The PM1 mainly uses short fiber pulp, which is produced onsite. This material does not require drying but can be pumped
to the paper machine directly in liquid form. This saves hugeamounts of energy normally required for dewatering the pulp.
The close cooperation between the South Korean Moorim
Paper Group and Voith Paper continues in the form of service
agreements.

300. . . new long-distance trains of DB German
Railways are gradually to replace the oldIntercitys and Eurocitys from 2016. For the
first lot of 130 trains, Voith Turbo delivers
260 front ends with roof, 260 automatic
couplers and 2 000 semi-automatic couplers.

P ER S P EcTIVES 2/2012 | 51