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EDITORIAL
2/2010 | Voith Turbo | News 3
Dear Customers,
Dear Readers,
Throughout the centuries, the human desire for mobility
has never ceased. The only thing that has drastically
changed are the technologies that help us to get from
one place to another. Over the last few years it was
mainly the demand for increasingly faster, quieter and
eco-friendlier transport systems that has resulted in
numerous technological innovations.
This poses the question: Where do we go from here?
In our main topic Mobility of the Future we are trying
to find answers to this question. On the following pages
you can therefore read about future scenarios of traffic
planning, as well as concrete measures introduced by
different countries and cities, which address the chal-
lenges of increasing mobility already today.
Mobile societies need a variety of different transport
systems depending on the travel destination and the
purpose of the journey. With a wide range of develop-
ments for conventional and future drive systems, Voith
Turbo is contributing to ever more efficient and, aboveall, eco-compliant vehicles. At this years key trade
shows SMM, InnoTrans and IAA we are, for example,
presenting the first Voith diesel engine for rail vehicles
developed in co-operation with MAN (page 32), the
new DIWA.6 transmission generation for citybuses
(page 22), new front modules and crash buffers (pages
34, 36), a new design for tugs (page 40) and a coupling
for marine applications (page 52).
Drive concepts leading to lower fuel consumption and
reduced emissions are the focal theme of this issue.
But reports about special vessels for setting up offshore
wind power plans, retarders for extra vehicle safety in
India and Tunisia or the worlds largest universal joint
shaft for a giant steel mill in South America are certainly
also worth a look. And this time, our Culture Report
will be taking you to the pulse of the growth boom
to Shanghai.
I hope you enjoy this issue of News!
Yours sincerely,
Peter Edelmann
Peter Edelmann,
Board Member
of Voith AG,
Chairman of the
Board of Voith Turbo
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2/2010 | Voith Turbo | News4
CONTENTS
Exhibition News
RoadDIWA.6 Bus Transmission of the New Generation 22Less noise and lower fuel consumption
RailConcept Study for Cooling Systems 30Efficiency increase for locomotives
Presentation of Gravita 15 BB 30The fourth Voith locomotive has been completed
First Voith Engine for Rail Vehicles 32Rail engine undercuts Stage IIIB emission limits
Undisturbed Communication on the Train 33Train Line Modem for data exchange
Higher Safety with Light Heads 34Voith Turbo develops front modules made from fiber
compound plastics
Fast Return to the Rails after a Collision 36Voith Turbo Scharfenberg presents new crash buffer
MarineVoith Turbo with New Tug Design 40Two VSP in LongitudinalArrangement for
MoreSteering Force
In Focus: Mobility
Making Traffic Faster, Cleaner and More Effective 06Growing mobility calls for new traffic technologies
Figures, Data, Facts 18
Motorization is Going to Rise on a Global Scale 19Interview with Prof. Dr.-Ing. Kay W. Axhausen
Road
Close to Series Production 24Turbocharged air compressors in field service
VW Takes VR 123 Retarder to Tunisia 25First order from Volkswagen
New Retarder to Brake First in India 26Production of VR 119 launched at Voith in Hyderabad
Ex Works in the Mercedes-Benz Atego 28Voith Magnetarder ready for series production
Rail
Lostr Builds and Sells Maxima 30 CC from 2011 37Agreement with Czech rail vehicle manufacturer
20 Diesel Railcars with Voith Powerpacks 37Supply for Tunisian State Railways
Motorization Is Going to Rise on a Global Scale
Prof. Dr.-Ing. Kay W. Axhausen on appropriate
ways of public transport in the future.
Voith Engine for Rail Vehicles
The first Voith diesel engine is a V8 and
undercuts Stage IIIB emission limits.
19 32
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2/2010 | Voith Turbo | News 5
CONTENTS
New Super High-Speed Train Gets a Nose from Voith 38CRH 1 ZEFIRO 380 with Scharfenberg Couplers,
front ends and final drives
20 Turbo Reversing Transmissions for Vossloh 39Verkehrsbetriebe Peine-Salzgitter purchase new
shunting locomotives
Marine
First Design Contract for Marine Engineering 41Haifa Port Authority orders VWT
Saturation Diving Down to 200 Meters 42First Diving Support Vessel with VSP
Two Jackup Vessels for the First Time with VSP Drive 44Voith equips special vessels for the construction
of offshore wind energy plants
Natural Gas Pipeline Laid Using Voith Technology 461 220-kilometer direct connection between Russia
and Germany
Industry
Steel Mill Increases Output and Protects Resources 50Largest universal joint shaft in South America
Comfort Plus on the Waters 52New highly flexible coupling for marine applications
Voith Turbine Hydraulics Make Power Station Safe 54Voith turbine protection and control in Gersteinwerk
Decision for Voith WinDrive 55Guodian and LEC
Culture Report
Shanghai at the Pulse of the Growth Boom 56Heart of the Chinese Economic Miracle
News
Personalia 60
News From the Voith Group 61
Regulars
Editorial 03Exhibitions and Events 62Imprint 64
Special Vessel for Offshore Divers
Voith Schneider Propeller for the first Diving
Support Vessel Windermere by Hallin.
Comfort Plus on the Waters
Highly flexible coupling for marine
applications ensures undiluted sailing fun.
42 52
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Growing Mobility Calls for New Traffic Technologies
Making Traffic Faster,Cleaner and More Effective
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With 10 million inhabitants, Moscow is
Europes largest city and the most important
hub of Russias road, rail, marine and inter-
national air traffic. In order to cope with this
traffic volume, Russia is investing primarily
in rail infrastructures.
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2/2010 | Voith Turbo | News8
N FOCUS MOBILITY
Tailbacks measuring several kilometers, excessive noise development and severe
pollution are typical of the traffic situation in many cities all over the world. Mankindsinherent desire for mobility has become a basic necessity. Mobility is now a necessity.
The expansion of cities, economic growth and the ensuing higher spending power, par-
ticularly in growth nations such as Brazil, Russia, India and China (BRIC), call for
sustainable mobility concepts. A number of measures to secure mobility by 2030 and
make it comfortable have already been introduced.
Rush hour in China the mega-cities are threatened by a total traffic collapse by 2030. New traffic concepts and technologies
are therefore a must.
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IN FOCUS MOBILITY
On land, at sea and in the air
in many countries, mobility has
become a basic prerequisite for
people to participate in social life.
Mobility is a fundamental humanneed, because not being spatially
restricted equals freedom and a
slice of independence, from child-
hood onwards. Later, it also means
getting to a workplace that is fur-
ther afield, receiving foods and
other goods from faraway places,
communicating, making new con-
tacts and gathering experience
when traveling.
At the same time, mobility is a
prerequisite for economic growth
and the development of infrastruc-
tures. There is indeed a connection
between spending power and mobil-ity, especially in industrial and BRIC
states, as attested by the Center
of International Business Relations
(ZIW). In its latest study, the ZIW out-
lines how the trend for higher mobility
might continue in an economic
growth environment. In Germany, for
example, only every tenth person
will be without a vehicle by 2025. In
China or India, this development is
quite extreme. The number of
cars in China is growing annually
by 23 percent.
Growth Needs Mobilityand Flexibility
The rapid growth of the conurba-
tions in emerging markets calls for
changes in traffic planning. Growth
prognoses, among them those of
the German government, reveal a
trend towards mega-cities by 2030.
This term applies to cities with more
than 10 million inhabitants. More
The metro system of Indias second largest metropolis Delhi is one of the latest public
transport systems in Asia. In order to move the growing population also in the future, the
metro network is to be expanded from 96 to 240 kilometers by 2021.
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BRT systems excel due to high bus
frequency, improved transport capaci-
ties, flexibility and lower infrastructure
costs for the bus network. A charac-teristic feature of most BRT systems
is a separate, dedicated bus lane,
allowing free and unrestricted travel,
which consequently increases trans-
port speeds. In practice, the daily travel
time for passengers in Bogot could
be reduced by more than 30 percent,
making BRT systems a true alternative
to cars. The market share of DIWA
transmissions in Bogot, the world-
00 2/2010 | Voith Turbo | News
wide pioneer for many new BRT systems,
amounts to over 80 percent. Applications
in cities such as Curitiba and So Paulo
(Brazil) Quito (Ecuador) or Santiagode Chile, as well as recent systems in
Hangzhou, Dalian, Jinan (China) and
Indonesia, highlight the capabilities
of DIWA automatic transmissions in a
wide variety of BRT systems. The major-
ity of new BRT systems are currently
being set up in South Africa. In cities
like Cape Town and Port Elizabeth, they
are meant to sustainably improve the
often chaotic traffic conditions.
BRT Systems Against Urban Traffic Chaos
Getting Past Traffic Jams in aHigh-Speed BusBus Rapid Transit (BRT) systems are a solution for counteracting
the daily collapse of traffic and serious environmental pollution.
In metropolises such as Istanbul, Jakarta, Bogot or Mexico City, and
also in smaller cities like Nantes, they have become indispensable.
With more than 3 200 DIWA automatic transmissions in BRT systems
worldwide, Voith has gained wide-ranging experience in this field.
With the BRT system Metrobs as a traffic solution, the public transport authorityof the Turkish capital is counteracting the population boom and a disproportionate
rise in car registrations.
than half of the worlds population,
approximately 3.3 billion people,
already live in such conurbations.
It is estimated that by 2030, the
large cities will accommodate five
billion people and that there will beover 30 such mega-cities by then.
According to the Institute for Mobility
Research (Ifmo), similar concentra-
tions are also predicted for Middle
Europe, which will have an impact
on traffic planning although the
population will continues to develop
at a relatively constant rate. Con-
urbations with strong economies
will continue to grow, while weaker
regions will deplete. Coupled with
further growth in the service sector,
this will lead to a structural change
characterized by increasing mobility
and flexibility and not only because
of rising distances between home
and workplace.
Billions in Investmentsfor Global Rail Traffic
But how are the most affected
countries and regions reacting to
these prognoses? Russia records
higher economic growth than the
rest of Europe, which, above all else,
has resulted in a disproportionate
growth of border-crossing traffic.
While the degree of motorization of
Russias private households is on
the rise, the actual car density inRussia is still quite low, and the rails
carry the main burden of traffic.
For this reason, Russia is making
long-term investments into rail
infrastructures. By 2030, Russian
State Railways intend to completely
renew the current fleet that dates
back to the days of the former Soviet
Union. 23400 new locomotives,
30 000 passenger trains and
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996 000 freight cars are to be
procured.
The USA, too, intend to go for a
sustainable modernization of their
railway systems. Concrete plansinclude the government allocating
eight billion dollars for the expan-
sion of its high-speed network from
its transportation budget in 2010.
Over the next five years, another
billion dollars will be provided. Our
highways are hopelessly congested.
Production losses caused by traffic
jams cost us 80 billion dollar every
year, explained Barack Obama in
front of journalists in a recent BBC
interview. An effective transporta-
tion system based on the European
model is overdue, and this is now
being initiated by investments in
public transport. Two key factors are
playing an ever more important role
in this context: ongoing raw material
and hence fuel shortages, as well
as the indispensable reduction of
CO2 emissions.
High-Speed Trains RelieveRoad and Air Traffic
In the USA, it will be primarily a
matter of overcoming the long dis-
tances between the large economic
centers in a more eco-friendly man-
ner and taking load off the roads.
To achieve this, the US government
banks on strengthening rail traffic.
The introduction of high-speed
routes is therefore a focal point of
the future American transportation
program. Over the next few years,
13 new lines for high-speed trains
are scheduled, among others,
Traveling fast and comfortably European high-speed trains act as role models for the USA.
Journeys between metropolises that were previously only possible by air are to be madeby high-speed train in future.
IN FOCUS MOBILITY
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2/2010 | Voith Turbo | News
between the US metropolises of
New York, Los Angeles, San Fran -
cisco, Chicago and Detroit. With
speeds of at least 290 kilometers
per hour, the new trains would have
a chance as an optional transpor-
tation medium.
China has already taken this route
and is in the process of establishing
high-speed trains as an alternative
to flying, which is more fuel-intensive.
More and more super high-speed
trains are put into service and new
high-speed routes are opened up.
On the soon-to-be fastest route in
the world between Wuhan in central
China and Guang, which is 1000
kilometers away, the train is meant
to reach a speed of 394 kilometers
per hour (average speed 350 km/h).
The journey will then take only
three hours. In China with its popu-
lation of 1.3 billion people, the rea-
sons for this development are, how-
ever, different from those in the
USA or in Europe continents that
already have a good infrastructure
and a high level of motorization.Chinas mobility is currently devel-
oping in parallel to its economic
growth, which goes hand in hand
with a substantial rise in income
and increasing spending power.
The countrys infrastructure finds it
difficult to keep up with the required
expansion and adaptation caused
by an increasingly mobile society:
within only three years, the number
Chinese rail vehicle manufacturers want to utilize experiences from the construction of Tibetan railways for high-speed routes in Russia.
In future, the CRH3 (China Railway
Highspeed) will cover the 1318 km route
between Beijing and Shanghai in about
four hours.
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of registered passenger cars rose
by 60 percent, leading to congestion
on Chinas roads. Even on the
eight-lane super highways in theChinese mega-cities, the traffic
has become almost stagnant. Yet a
key problem is the continuously
rising goods traffic which is increas-
ing by an annual rate of 10 percent.
China Plans SuperHigh-Speed Train FromCanada to Las Vegas
Since 2006, the Chinese govern-ment has been investing 350 billion
euros in roads, railway lines and
harbors. The first concrete meas-
ures are already visible: between
2006 and 2010, 17 000 kilometers
or new rail networks have been built.
By 2020, another 16 000 are to be
laid. A first stretch of 6 552 kilome-
ters for the new high-speed train
network has been completed. Apart
from relieving passenger traffic, it
will also be used for relieving goods
traffic an important infrastructure
task for the country, which was
declared the worlds largest export
nation last year. There are also
solid goals for road traffic. By 2020,
the 65000-kilometer road network
is to widen by another 20000 km.
In terms of high-speed technologies,China has meanwhile become quite
self-assured. The state-owned
company CRS is even considering
building a high-speed railway line
from Canada to Las Vegas.
Russia, a state with a vast territory,
has also shown an interest in
Chinese high-speed trains. During
the construction of the Tibetan
Nearly 60 percent of Indias goods
transports are performed on the road,
the countrys most important carrier
of traffic. The problem is that goods
transports by truck are too slow, the
few existing highways are overcrowd-
ed. On average, a truck needs five
days to complete 1500 kilometers a
third of the harvest decays on route.
As road expansions are progressingvery slowly, transport must in future
take place by rail. The course for this
has been set. Out of the 64000-kilo-
meter rail network the fourth largest
in the world only few routes are
suitable for goods trains. This is
meant to change with the moderniza-
tion of the railway network. In its five-
year plan up to 2012, India is invest-
ing 514 billion dollars in the
construction and the improvement
of the public transport network.
The ensuing five-year infrastructure
budget will be ramped up to 1 billion
dollars. At the same time, the Indian
government is planning special relief
packages for private operators in the
form of tax-deductible infrastructure
loans. These investments present an
enormous potential for drive compo-nents from Voith Turbo. Established
in India for over 20 years with a site in
Hyderabad, Voith Turbo is delivering
final drives and Scharfenberg couplers
for the Metro in Mumbai. Further poten-
tial lies in the planned route expan-
sions of the mega-cities of Kolkata,
Benga Iuru and Hyderabad, as well as
the construction of S-Bahn systems
for smaller cities.
Voith Turbo Equips Vehicles for Number One Growth Market
Strengthening Rail TrafficMeans Higher Growth
IN FOCUS MOBILITY
Indias mega-cities plan
to significantly increase
their metro lines.
Indias economy could grow at an even faster rate, if the country had a
better infrastructure. According to economic analyses, sluggish goods
transports are costing India 2 percent of economic growth every year. The
government is therefore investing billions in the expansion of road and rail
networks and promotes goods and short-range passenger transportation.
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railway the Chinese rail vehicle man-
ufacturers have already gained
experience with permafrost a
typical occurrence in Russia.
Mumbais CommutersOnly Travel by Rail
The future of mobility does, how-
ever, not develop by overcoming
large distances or creating better
connections between economic
centers, but by mastering urban
traffic an area where pollution and
noise are particularly intensive.
The Indian financial center Mumbai
according to prognoses the second-largest mega-city in the world by
2030 has therefore decided to build
a monorail system. This new rail-
way line, which is scheduled to
enter service at the end of this year,
will be able to handle 300000 pas-
sengers every day.
In India, the lack of infrastructure is
turning into a more and more serious
growth obstacle. While the forecasts
for Asias third-largest economic
power are good, the country is un-
able to keep up with the expansion
of its transport and traffic systems.
Kamal Nath, the Indian Minister
for Road Transport and Highways
recently complained that the exten-
sion of roads is not being sufficiently
pushed forward.
Economic experts estimate that the
inferior condition of the traffic net-
work hampers economic growth in
India by up to 2 percent every year.
The shake-up of rail traffic in India
is even more dramatic. Railway lines
and vehicles will be modernized by
2020 and all the principal tracks are
being electrified. With its electric
monorail, India is demonstrably
The Brazilians are frequent bus users,
and their goods are primarily trans-
ported by trucks. Endless lines of cars
are flooding the roads and cause
congestion every day. And even if the
Brazilians decided to take trains
instead they would not be able to
do so. The fifth largest country in
the world only has three major rail-
way routes.
A German-Brazilian study showed
that a high-speed line between Rio
de Janeiro, So Paulo und Campinas
would reduce the road traffic by
30 percent. In the meantime, Brazil,
too, has acknowledged that the mod-
ernization of the railway system would
substantially relieve the traffic on the
roads, and therefore gave the starting
signal for the construction of a new
high-speed route in 2009. The invest-
ment also initiated new traffic plan-
ning structures. In 2010, 32 billion
euros of the Brazilian growth program
have been dedicated to the logistics
sector and the upgrade of the rail-
ways. For the Brazilian transportation
fleet, the application of ICEs and
Cargo Express trains means a techno-logical leap of nearly 100 years.
Railways are one of several Brazilian
projects. By the 2014 Football
World Cup, the expansion of the major
metro lines in So Paulo is to be com-
pleted. Other large cities such as Rio
de Janeiro, Porto Alegre, Salvador,
Recife and Fortaleza are also planning
to extend their railway networks.
Brazil Sets Out Rail Expansion Plan
Technological Leap by Nearly100 YearsTraffic in Brazil takes place mainly on the roads. Nearly all con-
urbations have modern city highways, while the construction
of railway routes had to stay on the sideline. A new high-speed
route is now meant to relieve road traffic.
Not so rare in future: rail traffic in Brazil. The country is investing massively in the
modernization of its railways.
N FOCUS MOBILITY
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IN FOCUS MOBILITY
relying on eco-friendly solutions
for its future transport systems: the
monorails are expected to save
25 percent of energy every day and
cut down emissions by 2 000 tons
of CO2. (More on mobility in Indiaon page 26)
Sustainable Mobility ElectricCars as a Lifestyle Product
The enormous investments by
governments all over the world into
future mobility and the development
of new technologies for modern
traffic systems prove that the trans-
port industry is keenly aware of thesituation. Additional routes, new
vehicles and drive technologies, such
as various new hybrid systems
(more on page 17), will decide how
globally rising mobility is being han-
dled. One of the central questions
in this context is: How can we
make growing social mobility more
eco-friendly?
That current transport media are
still not environmentally sound in
some regions has been confirmedby the World Business Council for
Sustainable Development (WBCSD)
in its study Mobility 2030. The
seven key factors showcased by
the WBCSD on the basis of a study
for future transportation policies
focus on the long-term reduction of
emissions and the social importance
of guaranteeing access to mobility
for all people. Sustainable mobility
should be on the agenda of all
countries even beyond 2030. Similar
findings were also publicized by the
International Transport Forum: We
need competition for technically inno-
vative products that are eco-friendly
and protect the climate. Here, elec-
tric mobility might be a solution and
the start of a systems change.
As estimated by the International
Energy Agency IEA, the worldwide
energy requirements will double
by 2030. The demand for oil, whichcontinues to increase rapidly while
production quantities are dropping,
will culminate in a price explosion.
Here, E-mobility offers an important
alternative and the automobile indus-
try has already registered a chang-
ing trend. A study of the business
consultants Bain & Company shows
that there is meanwhile a market
for 100 000 electric cars in Europe
and 350 000 vehicles worldwide. In
ten years, half of all newly produced
cars will have an electric drive.
In some countries, plans and finan-
cial subsidies are already quite con-
crete. The German government claims
that by 2020 as many as one million
One of the options of inner city
mobility in Mumbai, India: the
Monorail as a CO2 and energy-
saving way of public transportation.
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Filling up with electricity and driving with lower emissions: the electric car.
manufacturer PSA, the Japanese
companies Mitsubishi and Nissan,
the Chinese carmaker BYD and the
American General Motors Group
have already planned high-volume
series. Initially, the electricity for
E-bikes or E-mobiles will still origi-
nate from conventional energy gen-
eration, as there is still not sufficient
green power. Yet in the medium
term, the key to the fact that elec-
tric cars will make an important
contribution toward CO2 reduction
lies in the combination of regenera-
tive energy, power generation and
electric mobility.
Such a technological systems
change does, of course, also require
a collective social rethink, which
appears to be developing quite
positively: according to survey, the
E-car enjoys a much higher hip-
factor than a few years ago. The
E-mobile has become a trendy
lifestyle product. This potential for
change provides real opportunity.
6 2/2010 | Voith Turbo | News
electric cars will be on the roads,
and the English authority Transport
for London has issued a detailed
Plan for the introduction of collec-
tive electric fleets, envisaging the
launch of 100000 vehicles. By con-
trast, conventional vehicles will be
subject to further restrictions. Paris
has publicized a bid for a first batch
of 3 000 electric vehicles, which are
to become part of the public
transport system.
Electric Mobility forEveryday Use
Some automotive manufacturers
have already cottoned on to this
trend and will be launching the first
E-cars still this year. The French
The future of city traffic with lower emissions lies in E-mobility, for example via E-bikes.
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17
IN FOCUS MOBILITY
2/2010 | Voith Turbo | News
Development work on hybrid systems
is running at full speed. Voith Turbo is
launching not one but two hybrid solu-
tions for city bus applications in the
market: the parallel DIWAhybrid and the
serial ElvoDrive. The DIWAhybrid is
suitable for operating profiles with high-
er average speeds. The first order came
from the American manufacturer Gillig.
At the moment, the operator Central
Contra Costa Transit Authority is testing
the first buses with DIWAhybrid in
everyday service. Other units are cur-
rently being delivered. In summary and
in combination with engine downsizing,
fuel reductions and therefore lower
CO2 emissions of up to 20 percent are
possible. At the same time, energy
generated during braking is stored andrecuperated for the next acceleration
process.
The ElvoDrive is ideally suited for routes
with lower average speeds and a higher
frequency of stops. Braking energy is
converted into electric energy and stored
in super capacitors. The ElvoDrive has
been tested in practical operation since
May 2009 in six vehicles from Scania in
Hybrid Technology from Voith Turbo
An Alternative to Conventional DrivesThe hour of hybrid technology has arrived. As announced by the Center of Automotive Research (CAR),
the classic combustion engine will be experiencing more serious competition over the next few years.
Stockholm. These tests were success-
fully concluded in summer 2010.
According to the manufacturer, fuel
savings of up to 30 percent were
realized. Since the vehicles are also
fitted with an engine on ethanol basis,
CO2 emissions can be improved by
up to 90 percent in combination with
the ElvoDrive.
The Solaris Urbino 18 on Germanys
roads with DIWAhybrid from autumn 2010.
DIWAhybrid
ElvoDrive
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Facts and Figures
World Population in 2050
9000000000PeopleEvery week, the worlds mega-cities are growing by
1 million people. UNO statistics predict that the
world will be inhabited by 8 billion people in 15 yearstime (currently 6.9 billion). By 2050, the anticipated
world population will be 9 billion.
Increasing Motorization
Four Times asMany CarsAt present, more than a billion cars and trucks are
on the roads, and motorization rates are rising in
Asia. By 2050, this figure will be 4.5 times higher
(UPI Institute). Without new technologies, this would
also mean a fourfold rise in CO2 emissions.
Calling for Public Transport
Role Model IndiaAccording to its five-year plan until 2012, India will be
investing 514 million euros in new roads, railway
tracks and harbors. The expansion and the improve-ment of public transport networks are intended to
give an extra boost to economic growth and enhance
the standard of living. This has model character:
9 out of 10 US citizens would like to see better
transportation infrastructures in future, especially
with a view to public transport systems in the USA.
The government has announced an 8 billion dollar
package for a new high-speed train network.
French High-Speed Train
574,8 km/h
High-speed trains are increasingly competing with
planes not only in China. The fastest trip to
date was completed by the French TGV on the route
Paris to Strasbourg. The train achieved a record
574.8 km/h on the rails. In Europe, passengers can
travel by high-speed train on a total of 6 000 kilo-
meters. The network is to be expanded by nearly
three times its current size by 2020.
Electric Drives on the Increase
Every Second DriverFills up With ElectricityBain & Company find in their study: in ten years, half
of all newly produced cards will have an electric drive.
Picture:AndreasMack
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IN FOCUS MOBILITY
192/2010 | Voith Turbo | News
Interview With Prof. Dr.-Ing. Kay W. Axhausen, Institute for Traffic Planning
and Transport Systems at ETH Zurich
Motorization is Goingto Rise on a Global ScaleIs traffic going to increase in future? How is mobility changing in individual societies?
Is there a need for new drive technologies, means of transport or transportation
systems? Transport planning expert Prof. Kay Axhausen looks at these questions in a
scientific context and recognizes clear trends for the mobility of the future.
Professor Axhausen, forecasts
anticipate that mobility will increase
over the next few decades, especial-
ly in urban agglomerations. What
are the reasons for this?
If a city is able to offer high produc-
tivity resulting in wages that, inturn, ensure an agreeable standard
of living, it attracts people. As urban
space and the density of movement
in city centers are restricted, many
employees are forced to commute
into the cities and live in the out-
skirts. As a result, the density in the
conurbations increases, too, and
this also applies to traffic. In order to
keep cities attractive, investments
are made in S-Bahn and metro
systems as an alternative to indi-
vidual traffic.
Mumbai, Shanghai or Chennai, for
example, increase the accessibility
to the major cities in parallel to their
enormous economic growth and
thus also strengthen productivity.This closes the cycle.
This sounds as if all that is needed
is to invest into suitable transport
systems?
It is not quite as easy. Many cities
are already happy when they are
able to control the traffic density.
The real problem often lies else-
where. Public discussions about
suitable transport systems primarily
focus on energy and emission
reductions. In the process, it is often
neglected that in emerging markets
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N FOCUS MOBILITY
2/2010 | Voith Turbo | News
the actual affordability plays a role.
During their planning talks, the
authorities in Bogot have, for exam-
ple, established that a metro sys-
tem would not be financially feasi-
ble and therefore reverted to a BRTsystem. The latter is far more eco-
nomical in terms of initial investment
and operation, can be implemented
faster and offers high benefits.
Today, Bogot has an exemplary
bus transport network.
Buses, trains and cars are tradition-
al means of transport. Are we still
relying on the right transport systems
that are also suitable in the future,or do we have to consider a totally
different kind of mobility?
We are already on the move in all
areas on the waters, on land and
in the air. I do not see a gap in
the overall system that needs to be
filled. This means, in principle we
will stay with the current systems.
Technologically, there will, however,
be changes: progress in hybrid
technologies, control systems for
automatic and semi-automatic
driving, as well as noise reduction,
are important issues of the future.
I do not expect a systemic leap with-
in the next 50 years.
Will the course for growing mobility
be set against this background?
There are already trials and approa-
ches towards offering a maximum
variety of traffic systems. These
efforts will be successful, if the
implementation of a goal is secured.
Let me give you an example: every-
body is looking for a job that enables
him to earn money. At the same
time, employers are looking for the
best candidates for a vacancy.
Both are keen to ensure that gettingto this job is easy, affordable and
attractive.
This sounds so plausible that one
has to ask: have there been
changes to commuter behavior?
Yes. Many people try and this is a
growing trend not to move house,
when they want to reach a goal.
Look at couples where both partners
work. The probability that both of
them find a job at their place of
residence or nearby is low. An even
stronger aspect is that fewer and
fewer people dare to give up their
inclusion into social networks, i.e.
friendships. Here, it also plays a
role that building up new social con-
tacts is more difficult today than
in the past. Therefore, people rather
travel to their workplace with
corresponding strains on the trans-
port carriers.
Is this a European phenomenon or
is it likely to lead to traffic problems
in the inner cities on an international
level?
At the moment, this trend can be
observed primarily in Europe. InAsia and other growth regions such
as India and Brazil, migration is
much stronger. Not least, because
many people in these countries
cannot afford to use a transport
system and often do not have a car
of their own. It will take a while
before changes take hold here. In
the medium and long term, how-
ever, we are unable to put a stop to
Kay W. Axhausen is Professor for
Traffic Planning and Transport
Systems at the Confederate Tech-
nical University (ETH) in Zurich. Hisdoctorate at Karlsruhe Technical
University was followed by posts in
Oxford and London and a professor-
ship at the Institute of Road Const-
ruction and Traffic Planning at
Innsbruck University. Axhausen has
received numerous awards for his
research, among others from the
Gottlieb Daimler- and Karl Benz
Foundation or the Stinnes Foundation.
Personal Details
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IN FOCUS MOBILITY
2/2010 | Voith Turbo | News 21
these changes, and motorization
will globally increase.
Public discussions often take an
isolated view on the advantages
and disadvantages of individualtransport systems. Shouldnt there
be a stronger link-up between
transport systems?
Transport operators can undoubt-
edly work further on homogenization,
for example regarding timetables,
fare prices and uniform ticketing sys-
tems. Unlike in Japan, where every
transport operator wants an individ-
ual ticket, countries like Germanyand the Netherlands have introduced
transport compound systems. With
these link-up systems, you can
travel with different transport sys-
tems, for example to the airport
and the same applies to the desti-
nation. The real challenge in traffic
planning is to create and secure
accessibility by a stable transport
network.
This means, the decision and the
responsibility is ultimately down
to the individual? Which transport
regulations and regulatory meas-
ures do you regard as reasonable, in
order to master future traffic flows?
City councils can certainly exercise
an influence both for public trans-
port and individual traffic. And theyshould make use of this influence.
For example by traffic bans, which
are a matter of course for pedestrian
precincts in Europe. They can con-
trol vehicle access and traffic flow
by traffic lights and traffic light con-
trol circuits. London and Singapore
have demonstrated how congestion
charges can affect inner city traffic:
in London, the city traffic dropped
initially by 10 25 percent, in Singa-
pore it was even halved. There,
an effective toll fee has been in force
for a few years, and the Nether-
lands are now starting to follow suit.
There will be quite a few shake-ups
in this field in the forthcoming future.
In my opinion, a sensible thing
would be to charge a fee depend-ing on the time of day.
Everybody is talking about e-mobility
as a system for the future. Is this
going to be the key technology?
It is a technology. But it is still unclear
whether there is sufficient material
for the production of the necessary
vehicle batteries. I take a different
approach: I claim that most people
have the wrong car, or vehicles that
are far too big and heavy. Electric
vehicles will in future have sufficient
energy for everyday trips, but their
range is too limited for holidays and
long journeys. This means: the
demands on individual mobility can
no longer be accommodated byone single vehicle. Combined fleets
would be a solution. As a result,
households would have only one
permanent vehicle for their daily
needs and revert to a pool car from
a fleet operator when they want to go
on a special trip. For me, this would
also represent a challenge to the
automobile industry, as it would
then also become a service provider.
Most people have the wrong vehiclefor their everyday needs.
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Further Development of the Voith City Bus Transmission
DIWA.6 Reduces Consumptionand EmissionsWith DIWA.6, Voith Turbo is continuing the success story of its automatic city bus transmissions.
With its need-based control of auxiliary units and an intelligent start-up management, the new
transmission generation can reduce fuel consumption by up to 5%. Additionally, the newly designed
housing also contributes to meeting future noise regulations.
ROAD EXHIBITION NEWS
In Hong Kong, buses are among the
most popular means of transport, stop-
ping at virtually any place in and around
the city. Most of the buses used onpublic routes are double deckers, like
here at the Hong Kong Bus Terminal.
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The DIWA.6 transmission.
Modern combustion engines are
not only becoming more efficient,
but also cleaner. This trend is pre-
scribed by the Euro 6 standard,which will become effective in 2014.
With the DIWA.6 transmission,
Voith Turbo is reacting today to the
driveline requirements of tomorrow.
Lower Engine Speeds andReduced Fuel Consumption
A characteristic of modern trans-
missions is the need-based control
of auxiliary units. If, for example, theoil pump of a transmission gener-
ates just the output that is actually
needed, the overall transmission
efficiency can be again significantly
increased. The DIWA.6 therefore runs
with a reduced operating pressure.
The automatic shift into neutral
ANS is inseparably linked with
the DIWA principle. When the vehicle
is at a halt, the ANS disconnects
not only the mechanical parts, but
also the converter from the com-
bustion engine. This is the only way
to allow minimized fuel consump-
tion during standstill. The DIWA.6
combines ANS with an intelligent
start-up management. In order to
ensure that the transmission stays
in ANS as long as possible, new
sensors have been installed, whichrecognize possible rolling back
during starting. Until the actual start-
up process kicks in, the transmission
remains in ANS mode without
the danger of the engine operating
against the still active brake, thus
consuming extra fuel.
For engines with higher torques
there is an additional converter
design for lower engine speeds.
Additionally, a newly configuredtorsional vibration damper makes
sure that resonances in the drive-
line are shifted into the lower speed
range. This results again in lower
gear-shifting points. All of which
results in lower engine speeds, lower
consumption and hence lower
CO2 emissions.
Fewer Vibrations
for Lower Noise Emissions
Apart from functional further devel-
opments for lower emissions, there
is also a new transmission housing,
which stands out by its new design
specifically at the input side. Targeted
ribbing makes the transmission
significantly stiffer, which reduces
vibrations and consequently noise
emissions. In combination with a
quieter oil pump, passenger com-
ROAD EXHIBITION NEWS
2/2010 | Voith Turbo | News 23
Product: DIWA.6 transmission
Application: city buses
Technical features: lower engine
speeds, lower gear-shifting points,
reduced operating pressure, ribbed
design for reduced vibrations,
quieter oil pump
Info
fort is thus improved and future
stricter noise regulations are already
taken into account.
Another advantage for bus manu-
facturers is that: the smaller
DIWA 854.6 can in future be used for
engine torques of up to 1250 Nm
the typical torque class of city buses,
which was previously the area of
the bigger DIWA 864.5. This means
less complexity and fewer costs.
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Charged Air Compressors Prove Themselves in Field Service
Close to SeriesProductionThe newly developed pre-charged two and three-cylinder air compres-
sors of the LP 490 and LP 700 class have passed their performance
test in a three-year field trial. Two renowned OEMs will in future install
Voith air compressors as series equipment.
Voith air compressors. In city buses,
fuel savings of up to 1.8 l/100 km
were achieved. Maintenance inter-
vals could be extended nearly
threefold. Voith compressors also
protect the pressurized air system
against contamination. An additional
advantage is the option of increas-
ing the pressure level to up to
15 bar and more. In braking and
coasting operation, energy can
be recuperated.
While the Voith air compressor
LP 700 has already been running
reliably in the Mercedes-Benz
Capacity with annual mileages of
up to 160000 kilometers, the two-
cylinder compressor range is close
to series production. Further types
are currently undergoing trials.
ROAD
2/2010 | Voith Turbo | News
Product: air compressors
Application: trucks, buses and
special vehicles
Technical features: higher energy
efficiency, low-pollution operation,
mass reduction and therefore extensi-
on of service intervals
Info
The new-generation of air compres-
sors stand out as they are pre-
charged. This offers several advan-
tages for trucks, buses and special
vehicles compared to conventional
compressors. Not only do they allow
fuel savings, they also enable more
Voith air compressors are alreadya series feature in the CapaCity.
Air Compressor LP 700
eco-friendly operation. Other bene-
fits include lower compressing
temperatures and therefore longer
duty cycles for the compressor.
Test customers both in Europe and
in South and Central America have
confirmed the positive features of
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First order from Volkswagen
VW Takes VR 123 Retarder
to Tunisia
Buses are a very popular transport
medium in Tunisia, as all places
in the country are connected with
each other by a well-developed
bus network. The routes are serviced
by air-conditioned buses from
SNTRI (Socit National de Trans -
port Rural et Interurban). They con-
nect the capital Tunis with all larger
Tunisian cities such as Sfax, Ariana,
Sousse or Gabs. Regional routes
use buses and coaches of SocitRgional des Transportes or vehi-
cles from private bus operators.
VW do Brasil (MAN Latin America)
have participated in a bid in Tunisia
and won an order for 150 long-dis-
tance coaches and 35 buses for the
Tunisian Ministry of Defence and
Education.
Voith Turbo convinced VW with
the VR 123, and the two companies
developed a new installation mode
for the Eaton FS6406 gearbox.
This transmission is, for example,
installed in the VW 17-260 E OT
chassis.
The Retarders Originatefrom So Paulo
The VW chassis and the retardersare produced in Brazil. Voith is
resorting to its production site in
So Paulo. VW supplies the com-
plete chassis to Tunisia, where they
are fitted with bodies by the local
body builder ICAR (Industrie de
Carosserie Automobile). Delivery of
the first VW coaches to the Ministry
of Education has already taken
Product: Voith Retarder VR 123
Application: trucks, city and
midibuses and coaches up to 18 t
Technical features: max. retarder
nominal braking torque 1500 Nm,
reduced application of foot brake,
fewer gearshifts, higher average
speeds.
Info
People who want to travel by public transport in Tunisia use the railways, (collective) taxis or buses.
Since 2007, all long-distance coaches with a length of more than twelve meters have to be fitted
with retarders. The Voith Retarder is already a well-known product in Tunisia. Luxury coaches, for example
from Mercedes-Benz and Volvo, have Voith Retarders on board.
Over 150 new long-distance coaches of
Tunisian transport operators will be fitted
with Voith Retarders.
place. From September 2010, these
vehicles can be seen on the roads,
where they make a substantial
contribution to traffic safety.
ROAD
2/2010 | Voith Turbo | News 25
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ROAD
2/2010 | Voith Turbo | News26
Production of VR 119 Launched at Voith Turbo in Hyderabad
New Retarder to Brake First in India
National Highways Development
Project this is the name of an
amalgamation of two major Indian
projects that will change the countrys
traffic infrastructure forever. On theone hand there is the North-South
and the West-East connection,
on the other hand there will be the
Golden Quadrilateral. The latter
is a four-lane highway covering a
total length of some 6000 kilometers.
It will connect the metropolises
New Delhi, Chennai, Mumbai and
Kolkata via a ring road. It is planned
to widen this highway to six lanes
by 2014. An additional road net-
work with a length of 32 000 kilo-
meters is meant to connect vast
parts of the country with the Golden
Quadrilateral.
Retarder Adapted toIndian Requirements
The new Indian highways will be
used, among other traffic types, by
buses, coaches and trucks following
a clear trend: the current focus is
on vehicles that are bigger, faster,
safer and more economical. This, in
turn, also increases the demand
for retarders as continuous brakes.
Apart from a plus in safety, they also
make vehicles more economical.
Until recently, Voith Retarders in
India were primarily installed in the
Volvo Premium coach segment,
after Volvo had been setting new
standards in comfort, faster travel-
ing and stronger motorization. In
order to be competitive against the
railways, further manufacturers
followed suit both with better bus
equipment and with the installation
The Indian road network is undergoing a massive expansion. Over 32 000 kilometers of new roadways are
being built, four-lane highways are receiving a fifth and sixth lane. At the same time, the demand for
faster and heavier vehicles is rising. Voiths response to these developments is the market launch of the
hydrodynamic VR 119 Retarder, which will be produced at the location Hyderabad.
The VR 119 offers more
safety, more driving comfort
and increases the vehicle
economy. Picture: Tata Motors
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ROAD
2/2010 | Voith Turbo | News 27
of Voith Retarders. As a result, the
Mercedes O500R is fitted with a
VR 120 as standard, and Voith is
also represented in Tata vehicles.
As the requirements on retarders
in India are different from those in
Europe, the VR 123, which is in
worldwide use, was adapted to
Indian conditions. The result of this
development is the VR 119 witha maximum nominal braking torque
of 1500 Nm.
This retarder for coaches and medi-
um performance class trucks will
be produced at the Voith production
site in Hyderabad from 2011. At the
site, a new retarder assembly line
with a full-load test stand is current-
ly under construction. The majority
of the components of the VR 119
will by supplied by Indian manufac-
turers.
The Appreciation ofRetarders is Growing
One of the customers of the new
retarder is Tata Motors. Indias
largest automotive manufacturer co-
developed the specification for theVR 119 and has a market share
of 55 percent. Meanwhile, there has
also been an increase in interest
from other customers, vehicle oper-
ators and end customers in India
for chassis with a hydrodynamic
retarder. MAN Force Motors will
offer its new coach with the VR 119
as standard equipment. At present,
Voith Turbo is engaged in talks
Product: Voith VR 119 Retarder
Application: Retarder for coaches
and trucks of the medium-heavy
performance class
Technical features: higher and more
even average speeds with increased
safety reserves. Protection of the
service brake and fuel and time
savings, increased vehicle availability.
Cold and fully operational service
brakes in the event of an emergency,
higher driving comfort
Info
Busy bus and coach
traffic at the 56-meter-
high Charminar monu-
ment. It forms the heart
of the ancient town
center of Hyderabad.
with all major OEMs, in order topave the way for series production
in India. The market is highly prom-
ising. Approximately 25 000 long-
distance coaches with a weight of
over 12 tons will be registered this
year. In the city bus segment, the
awareness of retarders is still at an
early development stage.
The new VR 119 has proven
itself excellently in practical tests:In the past, the service life of
brake linings in India amounted to
about 10000 kilometers. With
the Voith Retarder, this figure could
be increased more than tenfold.
On the route from Mumbai to Pune,
the test coach achieved average
speeds that were about 15 percent
higher. In order to achieve such
result, Voith has, over the last few
years, trained almost 1000 drivers
to use the Voith Retarder correctly.
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The Magnetarder has successfully passed endurance runs on the test stand, winter trials in Norwayduring the most adverse conditions with up to minus 35 degrees Celsius and summer tests in
sweltering Spain in the Sierra Nevada. From October 2010, the Magnetarder will be produced in the
Voith plant in Garching near Munich. After a development time of only two years, a product has
been created that excels due to its high braking power and low weight.
Voith Magnetarder Ready for Series Production
Ex Works in the Mercedes-Benz Atego
The Voith Turbo Magnetarder
brakes with the worlds most power-
ful permanent magnets. Weighing
only 39 kilograms, the Magnetarder
is the lightest secondary brake for
trucks in the 7.5 to 16 ton weight
range.
Daimler AG will present the Voith
Magnetarder in the Mercedes-Benz
Atego at the IAA Commercial
Vehicle Show in Hanover in 2010.
The Magnetarder will then be avail-
able as an option in virtually all
Mercedes-Benz Atego trucks withG60 and G85 transmissions.
At the IAA, a revolutionary installa-
tion principle that is unique in the
world market will be in special focus:
for the first time, the secondary
brake is integrated into the prop
shaft without a frame holding device.
This makes the Voith Magnetarder
ideal for easy and affordable retrofits.
In the past, retarders were either
fitted to the transmission or installed
directly into the vehicle prop shaft.
Prop shaft-integratedMagnetarder
As a result of the new free installa-
tion, the Magnetarder is directly
integrated into the prop shaft, which
does no longer require shortening.
The support of the braking torque
occurs via a connecting rod without
the need for additional frame hold-
ing devices and complicated enter-
ing angles. This patented principle
Operating Principle of the Magnetarder
The Magnetarder operates on the basis of
the eddy-current principle and does not
require any auxiliary energy. For this pur-
pose, the stator contains a number of the
worlds most powerful permanent magnets.
1 cm of a flat magnet of this type is capa-
ble of carrying more than 10 kg. These
magnets are arranged in such a way that
the opposing poles face each other.
When the Magnetarder is switched off,
the magnets are bridged, so that magnetic
power flows through the poles. When
switched on, the magnets are positioned
by compressed air via an actuating cylin-
der to allow the magnetic forces to flow
through the poles to the rotor. During this
process, strong eddy currents are genera-
ted, which act against the rotary direction
of the rotor and thus slow the vehicle via
the prop shaft.
can be universally applied, making
first installations and retrofits equally
attractive.
The Magnetarder gave a convinc-
ing performance during test runs
with a 16-ton tractor-trailer in the
Swiss Alps, on the Brenner Pass
and on the San Bernadino Pass
with extremely steep and long
descends. This was also the case
in practical tests with Atego cus-
tomer vehicles from Nestl (Switzer-
land) and Spedition Schweikle
(Germany): Drivers and operatorswere equally impressed by the
additional braking power.
In the Appenzell region at Nestl
there were ongoing complaints
about excessive brake wear. The
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2/2010 | Voith Turbo | News
ROAD
29
Product: Magnetarder (PermanentMagnet Retarder)
Application: secondary brake for
trucks and buses/coaches weighing
7.5 to 16 tons
Technical features: light and compact
design, braking after the eddy-current
principle without auxiliary energy, low
heat generation, maintenance-free
Info
to fewer gearshifts and tendentially
higher average speeds.
From October 2010, the
new Atego from Mercedes-
Benz will be braking with
the Voith Magnetarder.
brake linings of a test vehicle were
therefore particularly thoroughly
inspected after 10 000 kilometers.
The front linings still had the same
thickness as a new original set.
Further measurements showed that
the application of the service brake
could be reduced by more than
60 percent. All new Atego trucks for
Nestl will in future be purchased
with Voith Magnetarders.
Spedition Schweikle, a haulage firm
based near Stuttgart, summarizes
the advantages of the Magnetarder:
Until recently, the high weight and
insufficient cooling outputs spoke
against the application of an addi-
tional brake. The Voith Magnetarder
impresses due to its low weight,
excellent braking power with a brak-
ing torque of up to 650 Nm and
easy installation into the vehicle.
It supports the service brake in such
a way that up to 90 percent of all
braking operations can be performed
with the Magnetarder a significant
plus in safety.
Company director Schweikle and
his drivers also commented posi-
tively on the gain in comfort due
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The Gravita with its central drivers
cabin is suitable for both shunting
and mainline service. The Gravita
15 BB to be presented at the show
is the universal locomotive per se:
universal, because its engine out-
put of 1500 kW (1 800 kW option-
al), a tank volume of 5000 litersand a minimum unconstrained
curve radius of 80 meters make it
fit for dual service, meaning light
mainline duty and heavy shunting
operation.
Country-specific equipment, for
example radio systems or national
train protection systems, make the
Gravita suitable for international
usage and comply with the latest
noise emission limits (TSI Noise)
and exhaust regulations (Stage IIIA).
Parts Commonality of70 Percent Reduces Main-
tenance Times
For potential operators, two aspects
are probably of special importance.
Namely its easy handling for the
locomotive driver and economic
operation of the rail vehicle. Regard-
ing the operating functions, Voith
believes in identical concepts. In
plain language, this means: once a
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News30
It is only a few weeks ago that the youngest sister, the Gravita 10 BB,
was given approval by the German Railway Authorities. At InnoTrans
2010, Voith will be presenting the second locomotive of the Gravita
locomotive family with a central drivers cabin: the Gravita 15 BB. The
mainline locomotives Maxima 40 CC and Maxima 30 CC are already
an everyday appearance on the rails in Germany and Europe.
With a concept study for locomo-tive cooling systems, Voith is
demonstrating which technical
options there are for saving weight
and operating costs of cooling
systems, as well as increasing
their efficiency.
A sandwich design is meant to
achieve not only a high degree of
modularity and flexibility, but also
weight advantages through a self-
supporting housing structure. Voith
achieves further weight savings
by using glass-fiber-reinforced
compound materials, which can
amount to a total of 15 percent.
The housing is sound insulated
and protected against vibrations.
Owing to their nano paint coating,
the cooling elements are less
prone to pollution. The vehicle can
be operated more efficiently
and maintenance intervals can be
extended.
The concept study also includes
improvements to the axial and
diagonal fans, as well as the mod-
ular guide wheel, which is also
made from plastic materials. The
aerodynamic efficiency of the fancould be increased by up to 8 per-
cent. Shorter manufacturing times
of the steel fans as well as reduced
energy uptake and noise emission
are a positive result of these inno-
vations. Voith can implement the
features from the concept study
either individually or completely
in new cooling systems.
Efficiency Increase for Locomotives
Concept Study forCooling Systems
Fourth Voith Locomotive Now Complete
Presentation of
Gravita 15 BB
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RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News 31
Product: Gravita 15 BB diesel-
hydraulic locomotive with central
drivers cabin
Application: light mainline or
heavy shunting operation
Technical features: 1500 kW
(1800 kW optional) engine
output, 5 000 liters tank volume,
330371 kN maximum starting
tractive effort, compliance with
TSI Noise and EU Stage IIIA as
well as DIN EN-15227 (crash
behavior)
Infolocomotive driver has been trained
on a Gravita, he knows the operat-
ing philosophy of all Gravita loco-
motives. In the Gravita family it
does not matter whether the driver
steers a 10 BB or a 15 BB. The
arrangement and handling of the
instruments in the air-conditioneddrivers cabin is identical. The Gravita
sisters only differ in the engine
department, since the output of the
smaller 10 BB is only 1000 kW.
But the consistent family philosophy
does not end with the operating
concept. We have a parts common-
ality of 70 percent. This also reduces
maintenance times, as the work
content for the service personnel is
identical and thus commonly known,
says Daniel Brunkert, Product
Manager for Shunting Locomotives
at Voith Turbo Lokomotivtechnik. The
high number of identical components
also reduces parts inventories.
The automatic switch on/off facility
of the drive engine reduces fuel
consumption during idling and saves
maintenance costs for the drive
system. Two speed controls for
lower and higher speeds also help
the locomotive driver to select the
most economical driving mode.
The Voith locomotive family has
been supplemented by the
Gravita 15 BB. It is the second
locomotive of this series after the
Gravita 10 BB (see picture).
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Compact design in V-configuration
the Voith engine V2868 Rail for rail vehicles.
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News32
New V8 Rail Engine Already Undercuts Stage IIIB-Emission Limits
First Voith Engine for Rail Vehicles
A new engine series of MAN-Nutz-
fahrzeuge AG is the basis for this
joint development. Apart from robust-
ness, features such as reduced
emissions as well as high reliability
and economy are the key featuresthat make the new engine suitable
for rail applications. Voith adapted
the construction, the thermodynamics
and the combustion properties
of the basic engine to the specific
demands of rail traffic.
The new Voith V8 diesel engine
already undercuts the emission val-
ues prescribed as of 2012 (Stage
IIIB). This is made possible by two-
stage turbocharging, cooled exhaust
gas recirculation and the combina-
tion with a maintenance-free parti-
cle catalyzer. The Voith engine can
achieve this performance without anadditional fuel medium. Rail opera-
tors benefit from this with lower
fuel costs.
RemotorizationsPossible
With an output of 500 kW and a
maximum torque of 2 750 Nm, the
V8 diesel engine is not only suitable
Its official: as of March 2010, Voith Turbo is a recognized engine manufacturer. One and a half years of
development work in cooperation with MAN were crowned by the German Federal Motor Transport Authority
awarding them the official title of Engine Manufacturer. The first Voith diesel engine for rail vehicles is a
V8 and scheduled for entering service production in the middle of next year.
Product: Voith diesel engine
Application: rail vehicles
Technical features: V8 engine, out-
put 500 kW, max. torque 2750 Nm
Info
for powering new rail vehicles but
also for remotorizations. Especially
in view of the Stage IIIB regulation,
which will be applicable from 2012.
The engine is an alternative for
retrofits of rail vehicles that arealready in service.
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RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News 33
Train Line Modem for Data Exchange Between Rail Vehicles
Undisturbed Data
Transmission on the Train
In technical terms, the Train Line
Modem allows communication
between a trainset as a closed net-
work. To do this, the TLM establish-
es an Ethernet connection between
coupled rail vehicles. Data exchange
occurs via existing cables. Ethernet
is a standard for data networks,
where all devices are connected
by a communication line. This tech-
nology allows the exchange of
data in the form of data packagesbetween all connected devices.
Depending on how many carriages
are coupled to the train, the length
of the transmission cable can vary
between 16 and 200 meters. As a
result, the parameters of the rele-
vant cable also change, as does the
transmission behavior. Within a
defined frequency band, the new
modem always utilizes the optimum
frequency which means that the
ongoing transmission of data is not
interrupted, even if additional car-
riages are coupled to the train.
This Dynamic Line Management
is a special feature of the Train
Line Modem.
For uninterrupted data transmission
between the train sections, just one
TLM, connected by a common two-wire line, is needed. The modem
can transfer data both to the leading
vehicle and to other TLMs on the
train. By establishing a data trans-
mission hierarchy, it is ensured that
important control data can be for-
warded even if the line quality is
poor. Encryption via an AES system
(Advanced Encryption Standard)
guarantees tap-proof data transfer.
Video technology, infotainment,
operating terminals, or advertising
displays in rail vehicles are almost
taken for granted today. For inter-
com and public address systems,
the vehicles are often fitted with
lines that are normally not suited for
the transmission of high data volu-
mes or broadband applications. This
technical gap has now been closed
by the new Train Line Modem (TLM)
from Voith Turbo Scharfenberg. It
regulates the amount, the speed and
the quality of data transmission.
Product: Train Line Modem
Application: data transmission within
a trainset as a closed network
Technical features: transmission of
high data volumes or broadband
applications in rail vehicles, Ethernet
connection via existing cables, two-
wire transmission line (NF cable),
excellent transmission within a definedfrequency band, tap-proof data
transfer
Info
The TLM allows the transmis-
sion of high data volumes or
broadband applications.
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Voith Turbo Develops Front Modules Made from Fiber Compounds
High Safety with Light Heads
As part of the development project
Composite Rail Vehicle Heads of
GALEA Series, Voith Turbo Schar-fenberg is developing two proto-
types this year. The heads are
designed for multiple units, railcars
and control cars with operating
speeds of up to 200 km/h that are
used in regional and intercity traffic.
The project goal is the production
of collision-proof rail vehicle heads
that can be mounted and removed
with relatively low effort. In the
event of a collision, a multi-stage
crash concept and exchangeablecrash elements contribute to easy
repairs.
Vehicle heads from Voith Turbo
Scharfenberg are constructed in
compliance with the Crash Norm
EN 15227 and other requirements,
such as Fire Protection in Rail
Vehicles referring to prEN 45545.
As the frontend is subject to high
operating loads and, in the event of
a collision, maximum loads, special
structural and energy absorption
elements have to be used. This
ensures a higher level of passive
safety for the train driver and the
passengers: during a collision, the
energy absorption takes place
outside the survival space, and the
vehicles are prevented from over-
riding via anticlimbers.
The additional weight due to struc-
tural stiffness and additional energy
absorption systems can be com-
pensated by the utilization of fiber-
compound materials. These materi-
als excel by their energy absorption
properties, which are required for
light constructions. Complex geo-
metries and free-forming surfaces
RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News34
Voith Turbo Scharfenberg is developing rail vehicle heads for passenger
traffic that can be mounted to the carriage structure as fully self-supporting modules. They are made almost exclusively from fiber-
compound plastics, primarily from glass-fiber-reinforced plastics (GFK).
Owing to their lower weight, the new Composite Rail Vehicle Heads of
GALEA Series reduce energy consumption and vehicle wear and there-
fore contribute to more efficient rail operations.
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that are needed for modern designs
would be virtually impossible with-
out fiber-reinforced plastics. With
FVK materials, aerodynamic exter-
nal contours can be produced more
easily and at lower cost. Apart from
safety and design advantages,
lightweight fiber compound plastics
also have ecological advantages
over conventional materials.
The weight reduction per head
amounts to over 1000 kg. In a
RAIL EXHIBITION NEWS
35
TRICON Design AG developed the design
for the vehicle heads from Voith Turbo
Scharfenberg. They stand out by their high
individuality and high recognition value.
Composite Rail
Vehicle Heads of
GALEA Series.
three-car multiple unit (180 t) in
regional traffic at a mileage of
200 000 km per year, this results in
annual fuel savings of 4 848 liters
of diesel and 12 800 kg less CO2
every year.
Products: front modules made from
GFK and FVK fiber compounds
Application: vehicle heads for
multiple units, railcars and control
cars with operating speeds of up
to 200 km/h
Technical features: crash-proof
fiber compound heads, low weight,
special structural and energy absorp-
tion elements, anticlimbers
Info
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RAIL EXHIBITION NEWS
2/2010 | Voith Turbo | News36
Products: crash buffers
Application: freight cars, tank cars,
locomotives
Technical features: 100% installa-
tion space/interface compatibility,
reversible energy absorption per
Cat. A, no immersion into the car
body
Info
Crash buffers make the rail trans-
portation of chemicals and other
hazardous goods safer, as they
increase impact protection and help
to prevent derailing and overriding.
As of 2005, crash buffers are com-
pulsory for all newly built hazardousgoods tank rail vehicles in line
with the UIC/RID Regulations for
Rail Vehicles. These include the
European norm 15227 with safety
regulations that alleviate the conse-
quences of collision accidents. The
buffer length with stroke is prescribed
per UIC 526-1. The Voith TurboScharfenberg buffers comply with
both regulations. The collapsible
element offers high energy absorp-
tion approximately 400 kJ per
horizontal buffer which prevents
overloads on the vehicle during
severe collisions. In the event of a
collision, the 130-kilogram crash
buffer does not immerse into the
car body and therefore saves on
repair costs after accidents. Other
advantages are less downtime and
fast re-availability of vehicles after
a collision.
Crash buffers with energy absorption
element make locomotives and hazardous
goods tank cars safer.
Voith Turbo Scharfenberg Presents New Horizontal Crash Buffers
Fast Return to the Rails
After a CollisionBy the end of 2010, all European tank cars carrying dangerous materials have to be fitted with crash buffers, in
order to comply with the regulations for the transport of hazardous goods. The new horizontal crash buffer
(SK400) developed by Voith Turbo Scharfenberg for locomotives, freight and tank cars consists of a spring and
an energy absorption element. Thanks to its compact design and compatible interfaces it is suitable for retrofits.
Voith Horizontal Crash Buffers
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RAIL
2/2010 | Voith Turbo | News 37
Chinese Vehicle Manufacturer
Supplies to Tunisian State Railways
20 Diesel Railcarswith Voith-Powerpacks
For China, the order represents a
milestone in the countrys export
business. In January 2010, the
Association of South-Chinese Rail
Vehicle Manufacturers China South
Locomotive & Rolling Stock (CSR),
which also includes Puzhen Rolling
Stock, received an order for 20diesel railcars from SNCFT Tunisian
State Railways. This is CSRs first
export order for diesel-electric
regional trains. For the project,
Voith Turbo will deliver 42 RailPacks
with T 212 bre turbo transmissions,
SK/KE-485 final drives, roof-mount-
ed cooling systems, cardan shafts
and Scharfenberg couplers. Each
vehicle features two Voith-Power-
packs rated at 530 kW to ensure
reliable drive power. SNCFT will
keep another two Voith-Powerpacks
for fast service. The vehicles are
produced in Nanjing China. The first
prototype vehicle is scheduled for
testing in Tunisia in the middle of
2011. Voith will therefore deliver the
first Voith-Powerpacks to China in
March 2011. Puzhen plans to deliv-
er all vehicles to Tunisia by 2012,where they will enter service on
two routes around the capital Tunis.
The cooling systems of the Voith-
Powerpacks have been noise-
optimized with a special technical
solution and they are designed for
50 degrees Celsius.
First Licensing Agreement with Czech Rail Vehicle Manufacturer
Lostr to Build and Sell
Maxima 30 CC from 2011
The agreement covers the authori-
zation to sell the Maxima 30 CC ina defined territory and to produce
it in Louny, the production site of
Lostr. It also specifies the delivery
of various components, for example
the bogie or the turbo transmission.
The first locomotives are to be
completed by 2011. For the agree-
ment, Lostr is investing in new
production halls and manufacturing
facilities. In June 2010, Lostr
purchased a Maxima 30 CCfrom VTLT, in order to show it to
the public and potential customers
at Czech Raildays in Ostrava
and InnoTrans in Berlin. The
Maxima 30 CC was given type
approval for the Czech Republic
in June, during the exhibition
in Ostrava.
The Maxima 30 CC combines
high tractive effort with high
input power.
Voith Turbo Lokomotivtechnik (VTLT) has signed the
first licensing agreement for Voith locomotives with the
Czech company Lostr.
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CRH-1 ZEFIRO 380 with Scharfenberg Couplers, Front Ends and Final Drives
Chinas New Super High-Speed Train
Gets a Nose from Voith
RAIL
The ZEFIRO 380 high-speed train with
Voith components will be on Chinas rails
in 2012. Picture: Bombardier
With an operating speed of 380 kilometers per hour, the ZEFIRO 380 will be the first super high-speed train
from Bombardier. The new high-speed train will enter service on Chinas rails from 2012. Voith delivers couplers,
complete front ends and final drives for the ZEFIRO.
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Some 6 000 rail kilometers in China
are currently opened up for new
high-speed routes. The ZEFIRO 380
will play a central role for the devel-
opment of the high-speed network.
The Chinese Ministry of Railways(MOR) therefore placed an order
with the joint venture Bombardier
Sifang Transportation (BST) for the
delivery of 80 ZEFIRO high-speed
trains (1120 carriages). Production
is fully localized and takes place
in China at BST in Qingdao. Voith
Turbo Scharfenberg participates
in the ZEFIRO 380 with automatic
Scharfenberg couplers and towing
couplers, as well as 2 080 semi-
permanent coupler halves as inter-
mediate couplers. Voith Turbo
Scharfenberg also delivers the auto-
matic front ends for the new Chinese
high-speed train. These front ends
are characterized by fiber compound
components designed for very high
speeds and reliable front hatch
kinematics. Voith therefore acts as
a systems supplier for the entire
vehicle front.
The ZEFIRO will also be fitted with
Voith final drives. They allow
speeds of 380 kilometers per hour
and more. For the first time, the
final drive was integrated in the
aerodynamic overall concept of
the vehicle.
RAIL
2/2010 | Voith Turbo | News 39
Products: Scharfenberg couplers
type 10 and type 15, semi-permanent
couplers, front ends and final drives
Application: high-speed trains
Technical features: fiber compound
components, reliable front hatch
kinematics
Info
Verkehrsbetriebe Peine-Salzgitter
is currently modernizing its loco-
motive fleet. From summer 2010
until spring 2012 Voith Turbo
will be delivering L 3r4 zseU2
turbo reversing transmissions for
20 Vossloh locomotives of the
newly developed series G 6 C.
All turbo reversing transmissionsare fitted with an integrated
range-change gear. Due to the
range-change gear the locomo-
tives have a very high tractive
effort and also stand out due to
their low fuel consumption within
a given operating profile.
The G-6-series depicts a range
of three-axle diesel-hydraulic
locomotives for heavy shunting
service. The Voith turbo transmis-
sion has proven itself as the ideal
shunting transmission in this loco-
motive class. The G 6 C is the first
three-axle locomotive to achieve
a traction speed of 80 km/h. The
electronic transmission control
ensures permanent monitoring and,if required, supplies the operator
with relevant data. Additionally,
Voith Turbo has optimized the
dynamic braking function even fur-
ther. Highly precise hydrodynamic
braking down to a complete halt
and/or turbo reversing without
stopping is possible without prob-
lems by filling the counter-rotating
converter during driving.
Verkehrsbetriebe Peine-Salzgitter Purchase New Shunting Locomotives
20 Turbo Reversing
Transmissions forVossloh Locomotives
The G-6-series from Vossloh is fitted with Voith turbo reversing transmissions.
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Together with Voith Turbo Schneider Propulsion, the renowned Canadian naval architecture firm Robert Allan Ltd.
unveiled a completely new tug design at the International Tug and Salvage Convention ITS 2010 held in
Vancouver. The most striking novelty of the vessel concept is the longitudinal arrangement of the two Voith
Schneider Propellers (VSP), one forward and one aft.
Voith Turbo and Robert Allan Ltd. present new tug design
Two longitudinally arranged
Voith Schneider Propellers offerhigher steering forces
While conventional Voith Water Trac-
tors are equipped with aft-mounted
Voith Schneider Propellers, the
RAVE (Robert Allan Voith Escort)
tug concept has one propeller each
mounted forward and aft, resulting
in even better tug maneuveringcharacteristics.
The new vessel design has been
the subject of considerable CFD
analyses and tank testing and offers
high direct and indirect steering
forces. These can be improved yet
more by installing an optional Voith
Turbo Fin (VTF). One of the key
advantages of the new design com-
MARINE EXHIBITION NEWS
2/2010 | Voith Turbo | News40
The new water tractor
design envisages two VSP
one in the bow and one in
the stern.
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Haifa Port Authority orders
Tug with VSP
First Design Orderfor Voith Turbo MarineEngineering
Voith Turbo Marine Engineering has
completed its first vessel design.
The Spanish Union Naval Valencia
shipyard is currently building a har-
bor tug to be equipped with Voith
Schneider Propellers (VSP). In
summer 2011, the tug will be deliv-
ered to the Haifa port authority.
The authority of Israels biggest porthad ordered a tug with a bollard pull
of 70 tons and main dimensions of
31.5 meters in length and 12.5 meters
in width that had been developed
by the ship yard together with Voith
Turbo Marine Engineering. The