· pdf file38 carrying the hopes of a nation ... read the full story here. mining ... strength...

MTUreportThe magazine of the MTU and MTU Onsite Energy brands I Rolls-Royce Power Systems brands Issue 01 I 2015 I www.mtu-report.com

The “city life” editionMiami or Norderstedt makes no difference–MTU engines and energy modules can be found in cities right across the globe

Under the cityMTU emergency power gensets for the Vienna underground

Carrying the hopes of a nationTransnet–a large-scale rail project that is changing South Africa

MTUreport

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www.mtu-online.com/parts

Trust MTU ValueSpares.

Never compromise.

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2 I MTU Report 01/15

Dr Ulrich Dohle is Chairman of the Executive Board of Rolls-Royce Power Systems AG and Chairman of the Board of Management of MTU Friedrichshafen GmbH.

As long ago as the 1920s, Karl Maybach had the vision of powering vehicles "in the air, on the water and on land" with his engines. The documents recording the founding of our parent company Rolls-Royce in 1904 also contain that same vision. Today, the motto "on land and on water" still expresses the symbol of our work. Diesel and gas engines made by MTU and Bergen Engines, and energy plants supplied by MTU Onsite Energy can be found right across the globe. Our three issues of MTU Report in 2015 will clearly bring that out. In the town, in the country and on the water–each of the three issues focuses on a particular theme. This issue focuses on urban life. What added value do our engines and energy systems offer towns and cities and their populations? How will urban areas develop in the future? Those are some of the questions we provide answers to in this issue.

When I think about the city, I think of lots of buildings, crowds of people and the fast pace of life. But what happens, for example, if the power supply for the Vienna underground fails? Fortunately, it would not be an unsolvable problem because the MTU emergency backup gensets would immediately take over. An MTU Onsite Energy combined heat and power module supplies part of the town of Norderstedt with district heating for residential homes. Or have you ever been to Miami? Our editors took a trip to many countries and found out how many end products contain MTU.

I hope you enjoy discovering all the hidden places in a city where you can find MTU products.

With kindest regards,

Ulrich Dohle

Dear Readers

Edito

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The “city life” edition

Energy16 Under the city As many as 1.5 million people travel on the Vienna underground every day. Four MTU emergency backup gensets make sure that safety is maintained in the event of a power grid failure.

24 Heartbeat of the cityThe mega-metropolis Miami never sleeps. Come with us on a journey through the city to see how many MTU engines and gensets are hidden away here.

Future30 The city of the future

A lot will be different in the cities of the future. Here you can find out precisely what to expect.

Energy32 Made-up town

An MTU Onsite Energy CHP plant helps the town of Norderstedt supply its population with heating.

36 The town mouse and the country mouseComic strip story of when the country mouse visited his cousin in the city.

37 Out of the oil pan

Rail38 Carrying the hopes of a nation

South Africa is investing in rail transport and in MTU. Read the full story here.

Mining44 Golden opportunity

Every year the Wharf mine extracts as much as 2,500kg of pure gold. The process requires continuous use of a blast hole drill driven by MTU engines.

Energy48 Glues, dyes and fragrances

Road markings, glues and scents, serviettes and wallpaper coatings–all ways in which the chemical company Follmann makes our everyday lives a little more colorful, fragrant and cohesive.

Rail54 Martina in a man's world

Pulling trains weighing as much as 3,000 tonnes demands strength and durability from shunting locomotive Martina and her MTU Series 1600 rail engine.

Service60 Speedy spares

Taking parts around the world. Not a problem thanks to MTU΄s three large logistics centers.

Technology64 How do we make... contact

Wiring up electricity generator sets is no simple undertaking.

Apropos66 Afterthoughts

The things that particularly impressed our reporters.

The year of the town, country and water

The structures of cities, countryside and waterways could not be more different. And yet they all require drive systems. MTU engines and energy plants are found all over the world–in urban areas, in the country and on the water. Come with us on a journey around the globe looking at life in the city in this first issue of our trilogy.

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The legend cleans up

Whereas it ferried children to and from school and took families on holiday in 1962, it now keeps the tracks clear of snow in the winter–though the line it works on remains the same. A Deutsche Bahn (DB) Class V 200 serves as a track snowplow in southern Germany and is powered by two V12 MTU Series 4000 engines. Fifty DB Class V 200.1 locomotives, later re-designated Class 221, were built in the early 1960s. For railway enthusiasts it is something special because the V 200 brings a little nostalgia into the Allgäu region. Between 1962 and 1975 there were 16 of the locomotives based in Kempten and in service on the local rail system. In the 1960s, the locomotives of this class symbolized the changeover from steam to diesel traction on West Germany's railways. On the Allgäu and Black Forest railways, the difficult topography demanded the use of the locomotives powered by the 4-stroke Daimler-Benz engines, which became the MTU Series 652 when MTU was established. Only a few locomotives still have the original Daimler-Benz V12 Series 652 engines, but all of them have the original Maybach Mekydro transmission.

The dark-gray and red locomotive pushes a snowplow that cleared snow from the lines in the Allgäu region this winter. The push/pull locomotive works out of the Kempten depot and mostly on the lines to Pfronten, Füssen, Oberstdorf and Lindau. Clearing work starts as soon as the snow is 15 to 20cm (6-8in) above the top edge of the rails. This winter the Allgäu snowplow train was only called out on a few occasions. It was at work for ten to twelve hours on no more than five or six days. Today, the 16 remaining DB Class V 200.1 (221) locomotives are scattered right across Germany, some of them still working and others on show in museums.

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Soaring Condor

Skimming over the waves at up to 70 kph – something almost taken for granted by modern motor yacht owners – can now be experienced by holidaymakers visiting the UK. The new trimaran Condor Liberation takes travelers at high speed from southern England across the English Channel to the Channel Islands and back. In service with British operator Condor Ferries, the ship can accommodate as many as 245 cars and 880 passengers per crossing. The high-speed trimaran represents a further development of the Benchijigua-Express, the ferry also built by Australian shipyard Austal in 2005 that shuttles between Tenerife and La Gomera in the Canaries. The new 102m trimaran has various features in common with its older sister, the Benchijigua-Express. Both are capable of speeds up to 40 knots (roughly 70 km/h), making them faster than many a superyacht. The only real difference lies in propulsion, with three 10,000kW, 20-cylinder Series 8000 M71L units used to power Condor Liberation, while four Series 8000 units from MTU are needed for Benchijigua-Express. Condor Liberation is also equipped with four gensets based on Series 60 engines, each of which delivers 270kW for on-board power. To ensure absolutely hitch-free service, Condor Ferries has also signed an all-inclusive maintenance agreement with MTU. This covers all preventive maintenance and repairs over the next five years. With British subsidiary MTU-UK, service personnel can also be made available immediately.


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Elephant's trunk

How about this for a look? Not the distinctive US-flag design. No, the front-discharge configuration is a concrete-mixer arrangement rarely seen around the world outside the USA. Elsewhere, the cement trucks with the mixer at the back are a much more common sight. But in America, front-discharge types like the Terex are not at all unusual. The concrete mixer sits right behind the cab and the discharge chute is directly above the driver's head. Although rear-discharge mixers are cheaper, front-discharge designs offer a number of advantages. The concrete mix is made up of Portland cement, water and aggregate as usual and delivered ready-mixed to the building site. The biggest difference is that the discharge spout is longer than on a conventional rear-discharge mixer. That means the driver is able to drive right up to where the concrete is needed. And the concrete can be deposited in exactly the right place with the aid of the hydraulically controlled chute. That saves a lot of time. So that the Terex front-discharge concrete mixers are able to deliver the durability demanded, they are powered by MTU Series 1300 engines with a power output of 260 to 335kW. On these models, the engines are rear-mounted so as to balance out the weight and prevent the vehicle tipping forwards. Front-discharge concrete mixers are used in such situations as the construction of houses, schools, hospitals, dams, motorways and railway systems, for example.


In brief:

MTU Middle East established

MTU eReport subscribers pass 10,000 mark

MTU Report receives two nominations

32 gas gensets safeguard power supply in MyanmarGas generator sets from the MTU Onsite Energy brand are the power underlying Myanmar’s national grid. VPower Group, a leading global onsite energy OEM, has entered into an agreement with Myanmar Electric Power Enterprise (MEPE) to support the country with a gas-fired interim power station. Located near the upcoming special economic zone of Kyauk Phyu, VPower is the first company to supply, build and operate a gas-fired power plant that will connect directly to the country’s 230kV transmission grid. In most cases, temporary power plants are connected to the 33kV transmission lines.

In order to attract foreign investors to Myanmar, a reliable electricity supply is essential. The power sector is Myanmar’s second largest foreign direct investment (FDI), with investments of $13.29 billion as of December 2014, and over the next few years, the International Monetary Fund predicts Myanmar’s economy will grow at an average rate of 8.25 percent.

VPower is relying on advanced engine technology from MTU Onsite Energy to secure a fast, reliable supply of electricity to Myanmar. VPower’s Build-Own-Operate (BOO) project selected MTU Onsite Energy to supply 32 gas generator sets to the interim power station. The VPower fleet will

VPower is the first company to supply, build and operate a gas-fired power plant that will connect directly to the country’s 230kV transmission grid.

MTU is to supply a total of at least 252 PowerPacks®, for powering the IEP trains.Express delivery for England

The first Class 800 pre-series train for the British Intercity Express Programme (IEP) arrived in England in the middle of March. An MTU PowerPack®, with 700kW output, powers the vehicle. In January of this year the train left the Hitachi works in Kasado, Japan, destined for Europe. Since April it has been completing test runs for various measuring instruments near Nottingham. The British Ministry for Transport ordered 122 trains with about 866 cars from British consortium Agility Trains for its Intercity

MTU Turkey wins major order for supply of 46 engines to Turkish shi-pyard Ares.

MTU Turkey has secured a contract with Turkish shipyard Ares for the supply of 46 engines. These are to be installed in 17 patrol vessels currently being built for the coast guard of Qatar, the Arabian desert state. The shipyard is currently building two 47 meter fast patrol boats, which will each be powered by three MTU Series 4000

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Qatar coast guard uses MTU engines

produce over 45MW of power to the transmission grid. The MTU Series 4000 natural gas system engines incorporate more than 100 years of MTU’s extensive experience in engine development and manufacturing. The 16-cylinder MTU Series 4000 L32 engines, with a power rating of 1.560kW (e), 400V and 50Hz, set the standard with maximum performance, efficiency and low emissions ratings.

“The latest generation of MTU Onsite Energy gas generating sets went into this milestone power project," said Mr. Heinz Bruckmann, Sales Director of MTU Asia Pte Ltd. “This is one of the upcoming collaborations with VPower Group and an important step forward to bring advanced powering technology into Myanmar.”

The interim power station, which took under four months to complete, will start generating power in early February. Hong Kong-based VPower is focused on bringing fast and cost-effective power solutions to the market. MTU Onsite Energy and VPower were involved in another groundbreaking project – Indonesia’s largest power station. Along with Bergen gas generator sets from Rolls-Royce, the plant generates a total of 81MW from a single place in Indonesia.

Express Programme (IEP). MTU is to supply a total of at least 252 PowerPacks®, for powering the vehicles. At the heart of each drive unit is an MTU 12V Series 1600 R80L engine. In 2017 the trains will enter service on the Great Western Main Line between London and Bristol. A year later they will start running on the East Coast Main Line between London and Edinburgh. The final delivery of all trains for the Great Western and East Coast Main Lines will be completed by 2020.

engines. In addition, MTU 12V 2000 M84 diesel engines will be fitted in five Ares 75 Hercules Class patrol boats, which are 24 meters long, and in ten 34 meter Ares 110 Hercules Class vessels. All these craft will be constructed using special high-performance plastics, which makes them even more robust.

Over 10,000 subscribers worldwide now regularly receive the MTU eReport online newsletter. The web publication was introduced five years ago and has plenty to offer. Readers can select the topics that interest them, and the newsletter automatically adapts to any terminal device. It is also linked to the web version of MTU Report, which contains the articles from the print issue along with other additional material.To subscribe, go to: http://www.mtu-report.com/Newsletter

Rolls-Royce Power Systems AG has received two nominations this year for the Best of Corporate Publishing Award 2015 (BCP). The first is for the web magazine MTU Report (www.mtu-report.com) in the category Digital Media – Microsite/Website/B2B. And the second is for the print and web magazine MTU Report, the customer newsletter MTU eReport and social media activities, in the category Best Crossmedia Solution/Industry. The printed version of MTU Report has picked up silver in the contest several times in recent years.

MTU Middle East is a new regional sales and service subsidiary with a head office in Dubai. The company is to support distributors and business partners of MTU, MTU Onsite Energy and Bergen Engines in 21 countries in the Middle East and North Africa. There are MTU service technicians at disposal locally. Its warehouse with spare parts store also facilitates fast reaction times and high availability.

Official opening of MTU Middle East in 2015.



News

In brief:

MTU Turkey celebrates 25 years MTU Turkey started out in 1990 with a liaison office in Etiler on the Bosporus, and later on a small workshop in Samandira, Istanbul. In 2002 the firm moved to new premises in Hadimköy. The production line for Series 4000 cylinder liners was officially opened in autumn 2009. In 2014, the new "Sales, Marketing and Service Center" was opened in Kartal, Istanbul.

150,000th Reman injectorFebruary 5, 2015, saw completion of the 150,000th reman fuel injector. The unit concerned was a common-rail injector for the MTU Series 4000.01 engine. L'Orange has offered the remanufacturing of used injectors since 1999. Reman injectors require roughly 25% fewer resources than new products. The injectors go through a three-stage remanufacturing process at the Glatten factory comprising examination, reconditioning and quality-testing.

New MTU yacht serviceThe new MTU Premium Yacht Service offers clients in the luxury yacht sector an expanded global support service for the full life of the engine. That includes an extended warranty for up to eleven years, warranty renewal for used MTU engines, transmissions and automation systems, individually configurable maintenance contracts, a 24/7 hotline and MTU training courses adapted specifically to the client's needs.

A new fuel filter kit system for retrofitting to MTU Series 4000 mining engines has been available since April. The MTU Fuel Filtration Upgrade Kit enables graduated optimization of fuel filtration when running on contaminated fuel. As a result, overall filtration by the primary and secondary filtration stages can be increased to 99.97% and 99.9% (4µm) respectively. That extends the life of the injectors and reduces operating costs for the client. With the optional MTU Duplex Primary and Pre-filtration supplementary upgrade kit systems, further optimization levels for extending fuel filter life and filter replacement intervals can be achieved.

The Lake Constance water company takes delivery of the most powerful electricity generator set ever built by MTU.Safe waters for four

million peopleIn March, a special haulage truck brought a brand new MTU Onsite Energy genset to the premises of the Lake Constance Water Supply Authority. The genset is to extend the Authority's existing emergency power plant, whose job it is to safeguard the drinking water supply to the four million inhabitants of Baden-Württemberg should a power outage occur. The genset, which is 9m long, is capable of 6,500kW mechanical output and it is the most powerful ever to have been built by MTU. The emergency power genset is based on a high-speed 20V Series 956 TB34

diesel engine from MTU whose power output is almost 5% higher than its forerunners. A mobile crane lifted it off the truck and onto air cushion units from which it was moved into the new building using winches. Following installation, the genset is scheduled to go into service in mid-May, 2015. The Lake Constance Water Supply Authority has had an emergency power plant in place since 1986. The existing plant on the Sipplinger Berg is based on two MTU gensets. The genset will raise the available emergency power to 15.3MW.

MTU Turkey in Istanbul.

Whether faced with a steep mountain incline along Switzerland's 2.000m high Bernina pass, or one of its icy plateaus, no challenge is too big

for the two railway snowblowers deployed by Rhaetian Railways in the canton of Grisons

in northeast Switzerland. It is the job of the snowblowers in the tough

winter months to clear snow from the tracks,

making way for the famous

Bernina

Bernina snowblowersExpress panoramic trains that travel through the pass. Each vehicle is able to clear up to 8000 tons of snow in just one hour – an absolutely world-class performance – and is powered by twin Series 500 engines from MTU. These are Mercedes-Benz derivate engines that deliver a total of 880kW for setting the snowblowers four massive cutters and two impellers into motion. These blow the snow up to 40m away from the track. The snow blowers are special vehicles built by Swiss manufacturer Zaugg, and not having their own traction motors, are propelled by a locomotive. MTU also supplies its very powerful Series 4000 units for the new diesel-electric service locomotives operated by Rhaetian Railways.

The railway snowblowers operated by the Swiss railway company

Rhätische Bahn keep the tracks clear for the famous Bernina Panorama trains. The

snowblower wagon (yellow) is moved by a locomotive (not shown).

New filter kit system for mining engines

The MTU ValueCare service portfolio now offers a new retrofit filter system for Series 4000 mining engines.


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Living in a cityOur “city life” edition is the first of the new MTU Report trilogy of “city life”, “country life” and “life on water.” We know many different types of urban settlement: mega-cities, towns, metropolitan areas, cities with suburbs or a focal city center. Will that picture stay the same? If not, what will the towns and cities of the future look like? And what is it like to live in a city with an unmistakable skyline like Miami? In urban areas, supplying energy to the residents' homes is always a major consideration, as our article on the town of Norderstedt shows. In many large cities the underground railway is the primary mode of transport. We explain what would happen if the power supply were to fail.

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1-4 World-famous Vienna sights: the Ferris Wheel in the Prater park, the Vienna Opera and the Kärntner Strasse shopping boulevard.

Under the city

Emergency power gensets for the Vienna underground

What makes the city with the best lifestyle in the world so good to live in? In the Austrian capital, Vienna, simply everything is perfect. The historic city

center with its old sand-colored buildings, the Vienna Hofburg, the Opera, the Ferris Wheel and the Stephansdom cathedral is a World Heritage

Site. The cultural amenities, the open and friendly people and the cleanliness make everybody feel good. And then there are the

public transport services operated by Wiener Linien-underground, trams and buses to take you to every

corner of the conurbation. To make sure the lights never go out on the underground in particular,

the complete underground railway system is protected by four MTU emergency

backup gensets.

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The Vienna underground is very well connected. The trains call at up to 104 different stations. One of them is directly on the Stephansplatz square with a view of the Stephansdom cathedral.


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Reinhard Glaser (Wiener Linien) and Michael Tomes (K&W) inspect one of the MTU Series 956 engines in use.

Marble floors, modern art and wood-effect columns–the underground stations such as Karlsplatz seen here are clean and inviting.

«Up to one and a half million people–and rising–use the underground every day.»

Reinhard Glaser, Wiener Linien

For the seventh time in succession, the Austrian capital was this year voted the best city in the world to live in. Anyone who has been there will not be surprised by that result. Around half of the city is made up of green spaces, the old buildings tempt you to take a stroll, the Danube offers

swimming, and epicurean delights are in plentiful supply. No visitor leaves without sampling a genuine Wiener schnitzel and a slice of Sachertorte. The Stephansdom cathedral decoratively dominates the city center. Along the shopping mile, the Kärntner Strasse, the pavement teems with

people. On many of the street corners are big blue cubes displaying a large letter 'U'. You do not need to go far to find an underground station in this city. The public transport connections make Vienna one of the best places to live for people of all ages. The 1.8 million Viennese at present have a total of five underground lines at their disposal, comprising the U1, U2, U3, U4 and U6. So far the system extends to 79km of track, but that figure is set to grow once the U5 is added. Vienna's underground is a relatively new arrival. It was not built until 1978 and so is not quite 40 years old. By comparison, the four oldest European underground systems in London, Budapest, Glasgow and Paris started service between 1860 and 1896.

The silver arrowsThe underground is operated by Wiener Linien. "The Vienna underground is the city's favorite mode of transport," Reinhard Glaser, technical consultant at Wiener Linien, is pleased to pronounce. "Up to one and a half million people–and rising–use it every day." On their way to work, to school, to see the sights or on an excursion from the kindergarten–you see people of every age on the Vienna underground. Large entrance halls, marble flooring and modern art are what strikes you on entering the stations. Escalators take you from bright daylight into the equally light neon-illuminated underground stations and onto the platforms. Every few minutes, the "silver arrows"–as they are called by the locals–whizz in and out of the underground stations. First of all, you

Historic Jugendstil buildings are no rarity in Vienna. Like the former entrance hall of the Vienna urban railway seen here. Map of the Vienna underground: the various colors indicate the different lines, the U1, U2, U3, U4 and U6.

MTU in Vienna

In Vienna you can find yourself strolling by a surprising number of MTU engines. For example, there are more emergency backup gensets to be found in the hospital, power plants and data centers. Some of the river vessels on the Danube are MTU-powered, and at the airport, the railway station and various radio stations, gensets provide electricity and heat when required. Even on the up-market shopping boulevard, the Kärntner Strasse, there is a Series 2000 emergency backup genset in one of the malls.

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Thanks to MTU emergency backup gensets, the passengers can leave the underground stations safely even if there is a power failure.

hear a thunderous rumbling emanating from the dark tunnels, and then the rattling of the rails. The silver trains shoot into the station accompanied by a quite noticeable rush of air and squealing brakes. The doors open, a swarm of passengers spills out and at least as many take their places from the platform. The underground trains travel at up to 80kph. It is rush hour–people are hurrying to work. A mad scramble from one train to another. The myriad shoe soles clap and clatter on the floor and the cacophony of voices continually reverberates, with the announcer on the PA system mixed in for good measure. Clunk – the doors close, there is a loud hiss and the train disappears into the dark tunnel as quickly as it emerged. And if you miss your train, the next one will be along in just a couple of minutes. "What is special about the Vienna underground are the clean stations, the frequency of the trains and the reliability of the service," Glaser explains. "So passengers get around the city very quickly." The stations also have much to offer the traveler. Karlsplatz underground station is decorated with marble floors. Illuminated signs show the way to the various lines and city sights. There is even classical opera music playing in the restrooms. Brightly lit advertisement hoardings, giant screens showing breaking news from around the world, neon signs on the floor–electricity is important here.

"Normally power is supplied by a main feed and can be switched over to a reserve feed," elucidates Glaser. But so that everything carries on working even if there is a power outage, there are four MTU emergency backup gensets for supplying the underground stations with electricity. "If there

«Once a month there is a test run to simulate an emergency.» Michael Tomes, K&W Drive Systems

is a power failure, the emergency backup gensets would take over the power supply. That means that the lighting systems, escalators, control systems, signaling systems and public address systems for announcements from the main control center would still function," Glaser expounds. So, for example, lifts move to a predefined level, automatically open their doors and allow the passengers to get out. The station lighting would also remain fully functional. That ensures that people could be safely evacuated from the stations and the stations then closed. To supply the individual underground stations with enough electricity, about 2MW of power per underground line is required. That would be insufficient for the trains themselves. They simply come to a standstill if the power goes down.

Engines on the spotMTU emergency backup gensets have been providing power security for the underground since 2003. The first three MTU 20V 956 TB32 engines were installed in 2003. They are actually inside the stations at Karlsplatz, Schottenring and Praterstern. Each of those engines produces 4,400kW of mechanical power. They are housed in underground generator rooms, while the silencer and filter systems are accommodated in beautifully designed buildings outside. Like the one on the Karlsplatz, one of Vienna's main transport interchanges. No passerby would think that hidden here somewhere below ground there is a massive blue MTU monster weighing 21.5t. Thanks to the insulation the engines are inaudible even when they are running. "Once a month there is a test run to simulate an emergency," explains Michael Tomes, who is in charge of project handling at MTU

K&W service mechanic Lukas Sajdak is especially impressed by the size of the Series 956 engine with its height of 3m.Passengers wait for the next underground service. If there is a power outage the trains simply come to a halt as the emergency supply would be insufficient to keep them running.

distributors K&W. "The engines are run at 80% capacity during the test run." Luckily there has not been a power failure so far, but the engines would do their job if they were

needed. In 2013 the original three engines were followed by one of the new-generation 16V 956 TB33 models with an output of 5,000kW. It is located at the Wasserleitungswiesen underground depot. All four together currently cover Vienna's entire underground network.

A Series 956 oddityMTU distributor K&W installs and maintains the engines. "When the engines are first installed, we have a five-year maintenance contract with Wiener Linien," Tomes recounts. "After that, the contract is put out to tender on a yearly basis." The K&W fitters are given special training for the Series 956. "What is special about these engines is their impressive size," states K&W service mechanic Lukas Sajdak with obvious pleasure. "Technically the engine has a lot to offer. It is monitored and controlled by MTU's own ADEC-Uni engine management system, it has eight integrated turbochargers and an air starter system that starts the installation in under ten seconds." For MTU the engines for the Vienna underground were a new challenge. "It was the first time we had technically configured the engines for such a backup power application," relates project coordinator Giovanni

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Roughly 440 million journeys are made on the Vienna underground every year. At rush hour especially, large numbers of people use the underground to get to work or school.

To supply the individual underground stations with enough electricity, about 2MW of power per underground line is required.

Information boards provide passengers with useful information about the next trains.

More on that...

Coiro of MTU Friedrichshafen. "Before then, the Series 956 engines were only used in ships and nuclear power plants. Here, entirely different demands are required." In particular, the engines' self-monitoring systems played a major role in this case, as previously the controller was connected to an

external source. "With the help of the new ADEC-Uni control unit, the engine was designed to be able to analyze the signals immediately and respond accordingly." So Wiener Linien received one of the first Series 956 engines to be used for such an emergency-backup application. "Especially in this emergency power sector, every engine is a one-off," Coiro points out. "In contrast with standard production units, for this type of application every engine has to be specially adapted to the client's requirements." In the case of the Vienna underground, those requirements were clear. The power has to stay on to ensure all the people can safely get out of the stations.

Shape of things to comeTo make Vienna an even better place to live, the underground will be further expanded in the future. The U2 line is to be extended in the coming years and the U5 line is currently at the planning stage. The extension of the U1 line is already under construction so that the Viennese will be able to travel

« In this emergency power sector, every engine is a specially customized one-off.»

Giovanni Coiro, MTU Friedrichshafen

to the Vienna spa for a spot of R&R and the residents in the south of the city can enjoy better connections to the center. This summer, a new MTU emergency backup genset is due to go into service at Neulaa station on the same line. This latest 16V 956 TB33 unit also conceals its 5,000kW of mechanical power below ground. The generator room constructed specially for Wiener Linien is already finished. Now all it is waiting for is its big blue heart of steel.

Words: Yvonne WirthPictures: Robert Hack

To find out more, contact: Giovanni [email protected]. +49 7541 90-3275

Energy

A video about the emergency backup gensets on the Vienna underground.Don't have a QR code reader? Go to http://bit.ly/1afEIaW

Project coordinator Giovanni Coiro looks after MTU distributors K&W for the Wiener Linien project.

They are one of the things that remain illuminated even if the main power goes down.




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Heartbeat of the cityMiami–supercity with style

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Miami became a major metropolitan city in less than a century. A railroad into an old Indian trading post gave the city early momentum. The city was officially incorporated in 1896, with about 300 residents. Miami Beach became a sudden hotspot in the 1920s. In 1940, Miami was booming with nearly 200,000 residents. The city grew even more once Fidel Castro came to power in Cuba in 1959. His communist regime prompted hundreds of thousands of Cubans to flee to Miami.

The influx of Cuban refugees had a great impact on the city’s personality, which has a vibrant mix of cultural influences. In the 1960s, over 500,000 Cuban-Americans settled in an area called Little Havana. Today, immigrants from all of Latin America and the Caribbean live in Miami, and the majority of residents speak Spanish at home. Miami is truly a melting pot, an energetic blend of sights, sounds and flavors from all over the world.

The city experienced growing pains through the 1980s and '90s, which included riots and Hurricane Andrew. However, Miami continued to prosper, becoming a major U.S. hub for business culture and entertainment. In only 110 years, the city’s population has increased to more than five million. Miami’s rapid growth has led to its nickname, “The Magic City”. Visitors who returned to Miami every winter would be amazed how much the city had grown year to year, saying it was like “magic”.

Reaching new heightsSince 2001, Miami’s skyline has undergone a huge transformation. Giant construction cranes, many powered by MTU diesel engines, are constantly in motion, creating towering new additions to the city’s downtown area. More than 50 new skyscrapers rising over 120m (400 feet) have been built or are currently under construction. The city has the eight tallest

With its palm-lined streets, white sand beaches and exotic nightlife, Miami is one of the world’s most popular vacation destinations. Supermodels and celebrities frequent the trendy clubs of South Beach. Sleek power-boats glide through the teal waters of Biscayne Bay. Luxurious high-rise condos sparkle in the Florida sun. But behind all the glitz and glamour, you’ll find that it takes a lot of heavy-duty machinery—and MTU power—to make the good life possible.

The Magic City is continually expanding. But in doing so it is losing nothing of its typical Miami flair.


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1 When we think of Miami, we imagine palm-lined avenues and sandy beaches. A city to relax in.

2 Miami International Airport is the second most important air travel destination for visitors from abroad – bettered only by John F. Kennedy International Airport in New York.

skyscrapers in the state of Florida, including Miami’s tallest building, the 789 foot Four Seasons Hotel & Tower. In the United States, only New York City and Chicago have a more towering skyline.

Downtown Miami is home to the largest concentration of international banks in the United States, along with many large national and international companies. With all of Miami’s commercial and residential growth comes the need for additional infrastructure, such as hospitals, municipal buildings and water treatment plants. All of these facilities need emergency backup power. And that’s where MTU Onsite Energy comes in.

Powering the Sunshine StateFlorida Detroit-Diesel Allison (FDDA) is the authorized distributor for MTU Onsite Energy power generators and MTU engines in the state of Florida. FDDA has over 200 employees and nine branches, including one in Miami. In 2013, FDDA was acquired by one of the largest MTU distributors in the nation, Stewart & Stevenson. With the added support, FDDA can handle just about anything that comes its way. This includes products, parts and service for generators ranging from 30kW to 3,250kW.

Miami’s tropical climate presents a critical need for emergency backup power. The city is located near the southern tip of Florida, the Sunshine State. The summers are hot and humid. Air conditioners hum most of the year. If a power outage lasts too long, building temperatures

can quickly become sweltering. At medical centers, a power interruption also puts human lives in jeopardy. For airports and data centers, the ramifications of a power outage can also be disastrous.

During Florida’s hurricane season, violent thunderstorms and utility power outages are common. The season officially runs from June 1 through November 30, although hurricanes can develop beyond those dates. Headquartered in Miami, the National Hurricane Center keeps an eye out for tropical storms in the United States. On average, two major hurricanes strike the United States every three years.

Shelter from the stormIn 1992, Hurricane Andrew struck Florida and devastated Miami with winds of over 155 miles per hour. The estimated damage was $26.5 billion. This was the costliest natural disaster in U.S. history until Hurricane Katrina struck the Gulf region in 2005. Since Hurricane Andrew, construction standards have changed considerably. Facilities must endure the heavy winds, flooding and catastrophic damage commonly associated with severe storm systems, including major hurricanes. And generator sets must meet strict Florida building codes.

In Miami, leasing prices are at a premium. This means many developers save interior space by placing the building’s generator set outdoors, where it is susceptible to the area’s tropical storms. “Florida building code is very tough when it comes to generator requirements,” says Len

Hernandez, manager, generator sales at FDDA. “Enclosures have to be hurricane-rated. There are also high velocity hurricane zones where generator sets have special dome enclosures to withstand those high winds.”

MTU Onsite Energy has increased the strength of the standard enclosures used in South Florida from 150mph to 190mph windload following recent changes of Florida Building Code. Power generators in the Florida Keys, located just south of Miami, feature custom enclosures built to withstand 200mph winds. A storm that size would be catastrophic. Sustained winds above 157mph are considered Category 5 hurricanes—the highest hurricane classification that exists. To withstand prolonged power outages, generator sets in Florida often feature huge fuel tanks. “In other states, emergency generator sets only need several hours of fuel for backup power. That’s a relatively small fuel tank. In Florida, most buildings need backup power that can last up to seven days,” says Hernandez. “For a 1,000kW generator, you can have a 10,000 gallon tank. That’s another reason why gensets in Miami are located on the ground. It’s very different than the rooftop generators you’d find in New York City.”

Every building needs a backup planWith 30 years of power generation expertise, FDDA supplies MTU Onsite Energy generator sets to numerous buildings all over Miami. Generators range from the traditional standby generator sets found in high-rise condominiums, universities and municipal public works to robust uninterruptible

3 More than five million people live in the Miami metropolitan area.

4 Extensive shopping boulevards tempt the visitor to tarry. The city is a prime location for spotting celebs and models.

And there is plenty going on after the sun sets. The pulsating nightlife turns night into day.


Energy

power supplies required by data centers, hospitals, airports and federal facilities.

Wherever there’s a need for reliable standby power, you’ll find MTU Onsite Energy. FDDA has provided six MTU Onsite Energy generator sets to Miami International Airport. As one of the busiest international airports in the world, the airport welcomes more than 40 million passengers a year. The airport is the United States' second-largest international port of entry for foreign air passengers behind only New York's John F. Kennedy International Airport.

Terremark Worldwide, a subsidiary of Verizon Communications, also depends on MTU Onsite Energy generator sets for critical backup power in its six-story building, one of the world’s largest data centers. An MTU Onsite Energy generator set can also be found at American Airlines Arena, the home of the NBA’s Miami Heat. Other notable installations include Pérez Art Museum Miami, City of Miami Gardens City Hall, Leon Medical Center and Hialeah Park Flamingo Casino.

“Our customers have been happy with our products and service. A big selling point is our 85 percent average load factor, which is the best in the business. Other companies are at 70%,” says Hernandez. For FDDA customers large and small, it’s all about peace of mind that comes from reliable gensets backed by an experienced MTU distributor. “We’re an insurance policy. That’s basically what we sell,” says Hernandez.

Making wavesIn the marina located in the shadows of American Airlines Arena, you’ll find rows of luxury yachts gleaming in the sun. Here the legend of MTU also lives on—in the form of powerful marine engines. In Miami, boating is a passion. MTU engines are highly regarded in shipyards, as well as among

owners and crew. MTU powers luxury vessels of all sizes, including 400-foot megayachts. Sportfishing yachts also use MTU engines, racing to prime fishing grounds for swordfish and marlin, located many miles offshore.

The area’s love for boating is on full display at the Miami International Boat Show. Florida’s largest boating event features more than 3,000 boats and exhibitors from all over the globe. At the recent 2015 show, MTU showcased several innovations for the pleasure craft market, including the recently unveiled MTU Series 2000 M96 pleasure craft engine, a newly available Joystick System and Premium Yacht Service, a global, 24/7 support offering provided under the MTU ValueCare brand.

Not all MTU marine engines are built for the sheer pleasure of Miami’s billionaires. They also power commercial vessels that haul tons of cargo in one of the largest and busiest ports in the United States. The Port of Miami imports more than 7 million tons of cargo a year. Tugboats use MTU engines to push giant freighters into port.

Patrolling Miami’s coastline Whether at work or at play, marine vessels will inevitably encounter rough seas. When trouble arises, the U.S. Coast Guard is ready to come to the rescue. MTU is the largest supplier of propulsion engines and systems to the Coast Guard. At the Coast Guard’s base station at Miami Beach, MTU engines power a fleet that includes motor lifeboats, coastal patrol boats, national security cutters and fast response cutters.

In April 2012, the Coast Guard commissioned its first fast response cutter (FRC) in Miami, Florida. FRC missions include search and rescue, coastal security, fishery patrols, drug and illegal migrant

law enforcement and national defense. Powered by two MTU 20V 4000 diesel engines, the 154-foot FRC can achieve speeds of up to 28 knots. Each engine produces 5,095 horsepower—a high output relative to the engine’s compact size.

The FRC patrols many nautical miles around Miami, including the Florida Keys, Bahamas and soon, Puerto Rico. According to Cesar Sordo, manager, government service support at FDDA, the FRC is extremely well equipped to execute its missions. “The FRC is the thoroughbred of the Coast Guard fleet,” he says. “It’s very fast for its size and handles heavy seas very well. The cutters have already made an impact on the drug traffic.”

Just like the Coast Guard, FDDA is always on call in South Florida. Engine support, parts and service are readily available — wherever and whenever they’re needed. “We go above and beyond quite often,” Sordo says. “We’ve provided service at customers’ private homes, the Coast Guard base and at our Miami River facility. We’ve also made repairs to auxiliary engines on research vessels and fishing ships while the vessels were at sea.”

The city of Miami is constantly in motion. Every day, the city pulses with life. Whether it’s under Florida’s trademark sunny skies, or when the sky darkens from a looming tropical storm, MTU and MTU Onsite Energy are always there.

Words: Chuck MahnkenPictures: iStock, Getty Images

To find out more, contact: Bryan [email protected]. +1 248 560 8484

"The response boat is the racing thoroughbred in the Coast Guard fleet," relates Cesar Sordo. The vessel is powered by two MTU Series 4000 diesel engines.

Hurricanes are nothing unusual in Miami. So gensets have to be especially tough and durable.

The Pérez Art Museum in Miami is another amenity that relies on backup power from MTU Onsite Energy in an emergency.

The Miami Heat basketball team plays in the NBA (National Basketball Associa-tion). It ranks as the hardest and most popular basketball league in the world.

MTU exhibits its latest innovations at the Miami International Boat Show every year.


Upwards and onwards: skyscrapers and driverless cars could be key features of cities in the future.

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The city of the future

Factories coming back into the cities. Electrical equipment being recycled. Tomatoes instead of tulips growing in parks–for everyone to pick. The future of the city also has a little of the countryside about it. A lot of what we can expect to see in the next ten to 20 years is already in evidence in our towns and cities. Other aspects are still imaginary visions.

Driverless cars, new factories inside the city limits and the recycling of construction materials–according to researchers, the everyday life of many city dwellers will continue to change. Problems such as traffic jams, noise and exhaust fumes had increased to such a degree that new solutions were required in many instances. Car-sharing schemes in which vehicles are collectively used and hired instead of being individually owned have boomed in recent times. Electric transport is a much discussed topic. Alternative car technology"However, the future is not in car-free cities but rather in driverless cars that are both quiet and clean," believes architect Andreas Klok Pedersen. His idea is an intelligent road surface containing programmable sensors. The technology would help to guide driverless cars. At the same time, the surface will change from a car lane to a pedestrian footway–by changing color, for instance. Professor Hans-Jörg Bullinger of the Fraunhofer Society expects that the first step will be for cars to park themselves in car parks. In eight to ten years, predicts futurologist Sven Gabor Janszky, driverless cars would then initially replace taxis in large conurbations. In the intervening period there will be time to make networked robotic cars even safer than the experimental vehicles so far produced by Google and many of the established car makers.

But cities are not merely capable of consuming vast quantities of raw materials. Another trend in urban areas is the increased recycling of valuable materials from electrical devices to steel girders. Bullinger calls cities "raw material mines". "We want to get back the valuable materials, such as from cars. And that will be done close to the consumers and close to the cities," Bullinger states. He also believes that towns have to facilitate different changeovers between work and leisure time. One contribution towards that could be the return of factories into urban areas in his opinion. "In the past, we said that factories had to be moved out of the town because they were noisy, dirty and polluted the environment. Today, many of our factories make no noise and produce no harmful emissions." So then people would "figuratively speaking, go to work and back in their house slippers," Bullinger envisages.

Pick your own"Tomatoes instead of tulips in public green spaces"–that is a model that has made the town of Andernach in Germany's Rhineland Palatinate a model for others since 2010. The townspeople can help themselves free of charge not only to tomatoes but also potatoes, berries and fruit grown in municipal amenities. A website now lists several dozen "edible towns".

Alternative buildingEven if many cities seem to be positively sprouting with green space, many experts identify high-rise building as a trend in large conurbations. "Over-crowding and growth are becoming major issues. Our guess is that the consequence will be much more high-rise building. At the same time, the arguments over open spaces will become more strident," predicts Wolfram Putz and Thomas Willemeit, two directors of the Graft architectural practice in Berlin.

Alternative productionFish to the left, vegetables on the right. Nicolas Leschke walks through the greenhouse in hiking boots. Tomatoes, lettuce and paprika are to be farmed here under the same roof as perch. The 36-year-old speaks of electronically controlled systems for heat and water. Computer technology is to help combine the cultivation of organic vegetables and perch in such a way that produce can be farmed in the smallest possible space using as little water as possible and no soil. "We are not revolutionizing food production, but we will offer something that can complement traditional agriculture," prophesies the co-founder of the urban farm ECF. In a backyard in Berlin, the founders of Infarm are developing concepts for growing miniature vegetables and herbs in extremely limited spaces in urban buildings, be that in restaurants or even shower cubicles. Their model does without soil too. Other trend-setters in the urban farming movement use roof areas and disused land.

Basis for almost everything"In the city of the future, everyday life without intelligent information and communication technologies is inconceivable," emphasizes the Fraunhofer study. At the same time, many city dwellers value not only the lifestyle advantages of digital devices and online shopping but also a sort of village-style tranquility. "On the one hand, people want access to ultra-modern technology and progress but, on the other, want the micro-divisibility of a village within the big city," point out the Graft architects.

Words: Petra Kaminsky; Interview: Yvonne WirthPictures: Frauenhofer IBPTo find out more, contact: Jürgen Winterholler,[email protected], Tel. +49 7541 90-2180

It is expected that by 2050 roughly 80% of the world's population will be living in towns and cities. Concentrations of large numbers of people in relatively small areas also means that large amounts of energy will be required. The way in which energy is generated will also change as a result of renewable energies. So what will the supply of energy in the towns and cities of the future look like? To find out, we asked Jürgen Winterholler. He is in charge of energy system development at MTU.

What do you think the cities of the future will look like?Jürgen Winterholler: I believe that more and more people will have to live in smaller spaces. I can imagine that cars will drive as if on rails, everything will be interconnected and visually mapped and the demand for energy will continue to rise. To do justice to those requirements, energy generation, storage, retrieval and distribution will have to be a central part of the planning of new building complexes and industrial areas.

Do we already have products suitable for large conurbations?Jürgen Winterholler: If we are talking about energy, it is not just a case of generating electricity but also heat and cooling capacity. The expansion of large conurbations could mean a return to greater use of localized CHP generation. We already have very efficient products in that area. In addition, our emergency backup gensets provide security for the most critical electrical equipment. That is especially important for avoiding panic situations and maintaining convenience levels where large numbers of people are living together in a small space.

Sustainability will play an important role in cities of the future. What exactly will that be?Jürgen Winterholler: To help tackle climate change, we have to do more work on our gas products. As well as overall efficiency and emissions, flexibility plays an important part in this area. If we can succeed in transferring the positive characteristics of our diesel emergency backup gensets (fast startup and high load uptake) to our gas gensets (continuous duty, high efficiency, low emissions) then we will have taken a big step forwards. In the future we will also offer highly efficient exhaust gas aftertreatment systems for our gas and diesel gensets.

How will our products have to adapt in the future?Jürgen Winterholler: We have recognized that we have to combine the generation systems driven by our engines with other, new technologies in order to meet future requirements. In that respect there are three main issues that we have to work on in the future in my opinion. Firstly, we have to make our present products more flexible, more efficient and, at the same time, cleaner in terms of emissions. Secondly, we have to embrace trends such as electrification, hybridization and storage and combine them with our conventional products. Thirdly, intelligent interconnection and intercommunication between generator and consumer are important. That is where issues such as controls, remote functionality and big data come into the picture so that the information and data obtained can be used to make the systems even more efficient and flexible.

Jürgen WinterhollerJürgen Winterholler is in charge of energy system development at MTU.


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SUBURBMega-citiesNorderstedt goes green

Made-up townThe town of Norderstedt puts its faith in district heating when it comes to supplying its population with domestic heating and sees the development of decentralized combined heat and power (CHP) generation as a contribution to the energy revolution. A total of nine modular CHP plants are already in operation. The latest addition to the municipal power plant portfolio is a CHP module supplied by MTU Onsite Energy.

This story begins a good 45 years ago. It is January 1, 1970, when–a few kilometers north of Hamburg-the town of Norderstedt is officially born (see Info box) as an amalgamation of the communities of Friedrichsgabe, Garstedt, Harksheide and Glashütte. What is missing, however, is a geographical connection between the four parts of the town, a true center. In the years that follow, the town's founders draw up plans for the construction of a new district, Norderstedt-Mitte ("central Norderstedt"), which from 1978 are put into effect on the–until then–proverbial greenfield site. Among the developments created over time are around 4,100 centrally located homes accommodating 12,000 residents, all of whom need to be supplied with energy. And right in the middle of them is the Norderstedt municipal utility company, occupying head offices similarly erected in the new town center in 1983. Those responsible take the forward-thinking decision to supply Norderstedt-Mitte with district heating and have what at the time is Germany's largest modular CHP plant installed in the utility company building.

The original engines from that time no longer exist, but there is still a CHP plant in the functional clinker-brick structure in the town center. In the 1980s it became evident that further expansion of the district heating network was no longer economically viable. At the time there was no national energy strategy, while periodically falling oil and gas prices made conventional heating more attractive. It was not until the 1990s that Norderstedt experienced a renaissance in district heating due to an expansion in housing development. And now, in more recent times, the energy revolution has given combined heat and power generation new impetus because, in the future, an increasing proportion of electricity has to be generated locally so that carrying energy over large distances can be avoided wherever possible in order to relieve the burden on the grid. At the same time, the price of fossil fuels can be expected to rise because the global oil and gas supply capacity will have reached its maximum in a few years' time. In such times CHP becomes "a universal means of flexible energy generation" according to the latest edition of the Norderstedt Energy Manual. The municipal utility company now has nine CHP plants in operation spread right across the town's administrative area and producing a combined electrical output of 12MW and a thermal output of almost 12.5MW. That covers around 20% of the local power consumption.

CHP plant supplies new residential districtChange of scene. A few kilometers from the town center towards the southern end of the Friedrichsgaber Weg. On the eastern side of this street is a small mixed-use trading estate, while on the western side extensive agricultural land and paddocks can be seen. Right here is now a CHP plant made by MTU Onsite Energy. "The big city right next door and the countryside on your doorstep" is how a headline from the brochure "A Center for the Town" puts it. It describes the essence of Norderstedt very succinctly. It takes only 41 minutes on the underground from Norderstedt-Mitte to Hamburg's main railway station, but in spite of the town's location within the metropolitan area, its unusual origins mean that a good proportion of its administrative area still consists of green spaces and open

The CHP module from MTU Onsite Energy is based on a Series 4000 gas engine and generates almost 2MW of electrical and over 2.1MW of thermal power.

From the Nordport Towers on the Norderstedt trading estate there is a fantastic view of the Hamburg skyline and airport.

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Nico Schellmann has taken on the planning of all the compact cogeneration modules. By 2020, 25 to 30% of the city's power requirement is to be covered by them. 20% coverage has already been achieved.

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Rüdiger Hack in the service room of the local utility company–it is his job to make a daily check of the compact cogeneration modules.

The MTU Onsite Energy CHP will be able to cover the total power requirement of the new housing estate.

countryside. On one of those previously unused areas in the immediate vicinity of the Friedrichsgaber Weg a new housing estate is currently under construction. The expected energy demand from the new development provoked the municipal utility company to erect a new CHP plant on this site.

The MTU Onsite Energy CHP module is driven by a Series 4000 gas engine and produces nearly 2MW of electrical energy and a good 2.1MW of heat at an overall efficiency of 87.9%. "When the electricity prices were higher, we focused more on electricity generation," says Nico Schellmann, head of planning at the municipal utility. "But because the electricity prices have fallen, electricity and heat are now equal in value, so high levels of efficiency are important to us." While the electricity generated flows into the national grid so it is impossible to say exactly where it is ultimately used, the heat remains in the local area and supplies the connected homes via a piping system. As the transport of

heat over large distances is complex and cost-intensive, the utility company works with local standalone solutions. Each CHP installation serves as a standalone CHP plant that takes care of the heat supply in its immediate surrounding area. The individual piping systems are only interconnected if there are sufficient consumers between the power plants concerned and such an amalgamation is financially viable.

Contribution to energy revolution"For us, the CHP plants are a good opportunity to create added value here in Norderstedt that goes beyond the normal sale and distribution of energy," explains Schellmann. And he goes on to point out its profitability for the municipal utility with the added benefit of long-term customer loyalty. As well as making a substantial contribution to the energy revolution. "We are of the opinion that we have to actively contribute to the transformation of the energy system, and from our point of view the fundamental option available in the urban area is combined heat

Four into one

The creation of Norderstedt had become an inevitability in the preceding years. After the Second World War, large numbers of refugees, displaced people and those made homeless by bombing settled in the outskirts of German cities. The communities north of Hamburg were no exception. "Construction usually took place along existing roads or where there was a favorable development plot available," says the Norderstedt brochure "A Center for the Town" of the expansion at that time. "Urban sprawl and longer traveling distances are the consequence for the town's inhabitants." At the beginning of the 1960s, it became clear that properly planned and organized urban development would only be possible if the four communities of Friedrichsgabe, Garstedt, Harksheide and Glashütte joined together, and that is what ultimately happened in 1970. At a stroke, the new town of Norderstedt became the fifth largest municipality in Schleswig-Holstein and today has a good 75,000 inhabitants.

and power generation." In terms of the energy revolution, the emphasis was still primarily on electricity generation. In Norderstedt, on the other hand, they were generating heat and electricity at the same time, thereby increasing the overall efficiency. Added to that there was the aspect of load-balancing energy–i.e. the reserve generation capacity that the distribution grid operators require for times when demand exceeds supply. "We can use quickly adaptable CHP plants to supplement the volatile renewables, and are already doing so with our facilities," says Schellmann.

Beyond such more universal considerations, the residents of Norderstedt enjoy quite definite benefits from the expansion of the CHP network. They no longer need to keep oil or gas boilers and are provided with an economical "all-round peace-of-mind package". What is more, the supply security is greater because the utility company still keeps conventional boiler systems in reserve in case the worst should happen. By 2020, the local supplier is aiming to have installed a further five CHP plants in the outlying areas of the town, which together with the existing facilities will then provide a combined electrical output of 21MW and a thermal capacity of just about 21.7MW accounting for between 25 and 30% of the town's power consumptions. So it is entirely possible that MTU Onsite Energy will be called upon again at some time in the future.

Words: Anne-Katrin WehrmannPictures: Andreas Burmann

To find out more, contact: Marc Lü[email protected]. +49 40 2 5304 6420

The electrical power generated also keeps the Herold Center, the local shopping arcade, up and running.

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Small townSUBURB

The power behind the cityby Yvonne Wirth

Town, country and water–a trio of situations that is reflected in the engines made by MTU. Most of the power units originate from Friedrichshafen, a small town in a country setting. The production sheds are located right alongside Lake Constance. When you look around here you would not immediately imagine that precisely these provincial engines are in use in super-sized cities such as Miami or providing emergency power backup for the Eiffel Tower in Paris. In shopping malls, in public transport and in hospitals–I knew that our products could be found in all sorts of places but not to what extent. The next time I pass a building site I will be looking closely to see whether there is MTU-powered construction machinery in use–and thinking about whether there are emergency backup gensets in municipal amenities where safety and security are critical such as hospitals, airports and data centers. In situations where it is imperative that everything works properly when the situation demands, the gensets frequently come from MTU. When they are brought into the world, our products generally breathe country air. Whether in Aiken, Mankato or Friedrichshafen, the engines and gensets are mostly made in rural locations around the world. The only real townies are those from our plant in Suzhou on the edge of Singapore and from Augsburg in Bavaria. But be they small-town, big-city or country-born creations, the energy and power they deliver are in demand in urban areas right across the globe.


Pleased to meet you, I'm Captain Track! The TFR safety mascot appears in comics and school visits to explain to children how to behave near railway lines and trains.

South Africa wants as much freight as possible to be carried by rail rather than on the road in the future.

As yet, the Transnet Class 45 only exists as a computer visualization. The finished locomotives are to be painted red and yellow.

Large-scale contract for South Africa

Carrying the hopes of a nation

Chinese locomotives are set to reshape freight traffic in South Africa and put the nation on track for economic growth. They are driven by MTU’s most powerful rail engines.

He is without doubt the most extravagant employee at South African freight company Transnet Freight Rail (TFR): In his red superhero outfit with its distinctive yellow stripes across the breast plate and helmet, Captain Track is on a mission to make sure children know how to behave near railroads and trains. Arrayed in the same red livery with yellow stripes but significantly less ostentatious than TFR’s rail safety mascot is Transnet’s future Class 45 locomotive. The vehicle embodies one of the hopes cherished by the company and the entire nation: Built by Chinese manufacturer CNR, this vehicle is expected to do nothing less than to give the South African rail freight system a new thrust and thus help to alleviate some of the major problems currently plaguing South African society–unemployment, poverty and congestion of transportation infrastructure. That is obviously

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comes at a significant moment for the global rail market when Chinese locomotive builders CNR and CSR are about to merge. The resulting corporation China Railway Rolling Stock Corp (CRRC) would be far and away the world’s biggest manufacturer of rolling stock with the aim of developing an even stronger presence in the global marketplace. At the same time, MTU’s most powerful rail engine will celebrate its debut in the locomotives for Transnet–the advanced design 20V 4000 R63L fulfills the special requirements of freight traffic in South Africa with its power output of 3,300 kilowatts. And the production of the unit will mark the first time that MTU assembles its engines in South Africa–thus contributing to the empowerment of formerly disadvantaged black South African population groups and the strengthening of the country’s economy.

Creating conditions for growthThe modernization of the Transnet Freight Rail fleet is a prestige project directly linked to South African government policies. In 2010, the nation’s President Jacob Zuma promised five million new jobs over the next ten years as a result of his “New Growth Path”. At that time, the list of obstacles on that path was headed by “bottlenecks and backlogs in logistics, energy infrastructure and skills.” Even today, more than 20 years after the demise of apartheid, South Africa is still wrestling with a whole series of major challenges. Unemployment hovers around the 25% mark. Every second citizen between

an immense task, even for a superhero, but the locomotive will be able to rely on support from the most powerful rail engine currently available from MTU.

Project of superlativesThe fleet of 232 Class 45 locomotives is part of one of the largest investments ever undertaken in the history of South Africa. In March 2014, Transnet, the state-owned company responsible for rail freight and for the operation of ports and pipelines in South Africa, announced its order for 1064 locomotives worth a total of 50 billion SA Rand (approximately €3.8 billion). This is the country’s largest locomotive purchase ever and it is expected to bring about change in South Africa’s freight transport system within a very short time, making it possible to shift significant amounts of cargo from road to rail. Delivery of the 599 electric and 465 diesel locomotives is targeted for completion by 2018. This extremely tight schedule was one of the main reasons why Transnet distributed the order between four international manufacturers. The diesel locomotives are to be built by General Electric (233 units) and CNR Dalian. For its vehicles–the future Class 45–CNR has selected MTU engines, and for MTU this is in many ways a project of superlatives. For one thing, the contract’s volume of sales makes it one of the biggest rail contracts in the 90-plus years of MTU rail drives. On top of that, the order marks a breakthrough for MTU into the market for Chinese freight locomotives–and it

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The majority of the new locomotives will be assembled by a local consortium at one of Transnet Engineering's plants in South Africa.

Engines are being assembled at MTU South Africa for the first time. The company is training new staff for the job and modifying the existing plant and equipment to meet the new requirements.

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the ages of 15 and 24 has no job–and that’s despite the nation’s wealth in raw materials. The problem is that these riches cannot be exploited efficiently enough. Expensive transport and the fact that the current infrastructure is not adequate for current and future requirements are among the reasons why. The rail freight network in South Africa has received no upgrade since the 1980s. The government of the day abolished legislation protecting the railway from road competition. As a result, a high proportion of goods transport shifted away from the railways and onto the roads. What had at first seemed an economic solution eventually turned out to be a costly move for the national economy. Today, South Africa’s roads are choked with trucks. Articulated lorries weighing up to 58 tons are allowed to pound the country’s highways, and some of those are no longer able to take the strain. The resulting poor road conditions are partly responsible for a terrible set of statistics. In 2011 alone, almost 15,000 people were killed on South Africa’s roads. In terms of overall population, that means that the country, with its 53 million citizens, has one of the world’s worst road fatality records.

Bringing goods on trackIn 2012, with the improvement of this situation as one of its aims, Transnet initiated its “Market Demand Strategy” (MDS). In his State-of-the

Nation Address in February 2012, President Zuma announced that Transnet was to invest 300 billion Rand (around €23 billion) over the ensuing seven years. At the center of the program is the company’s rail freight division, Transnet Freight Rail (TFR). The rail sector is to receive around two-thirds of MDS investment funds with the lion’s share dedicated predominantly to new locomotives, modernization of the company’s freight rail network which encompasses a total of around 20,500 kilometers, and workforce skills training programs. Transnet currently employs around 55,000 people and the number is set to rise by 15,000 by 2019. Overall, the investment package aims to create 588,000 new jobs in

South Africa. Transnet itself is looking to almost triple its turnover from 46 billion Rand to 128 billion Rand and thus become one of the world’s Top 5 rail freight companies in terms of turnover. In all its six business divisions, TFR is planning to increase the volume of freight switched from road to rail, including agriculture and bulk liquids, containers and automotives, coal, iron ore and manganese, minerals mining and chrome, steel and cement. In addition, TFR plans to increase its freight volume from 201 million tons in 2012 to 350 million tons in 2019. In the future, the transport of goods both into and out of South Africa is to become significantly more efficient and reliable as well as cheaper with the country functioning as a hub for all freight destined for sub-Saharan countries.

Propulsion for extreme challengesTo achieve that, one needs powerful, modern locomotives. The tender for the contract specified operational capability at temperatures between -10°C and +50°C and at altitudes between 0m and 2095m coupled with the ability to haul extreme loads. South African trains are famous for their length and weight. They can consist of hundreds of cars stretching over several kilometers and weighing tens of thousands of tons. The six-axle Class 45 locomotives have an axle load of 22t and reach a top speed of 100km/h. The power they need

Around 55,000 people work for Transnet. As part of an ambitious investment project, the company is set to become one of the five largest rail freight companies in the world by 2019.


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is generated by the advanced-design MTU Type 20V 4000 R63L engine–the latest in the line of successful MTU Series 4000 rail engines. Since 1996, more than 2,500 MTU Series 4000 rail engines have been sold worldwide. The new engine is the latest crowning achievement in the series. Producing 3,300kW, the unit extends the power range previously available by 150kW–ensuring adequate reserves of power even under extreme operating conditions.

government’s strategy for readying the country for economic growth and future success in the global marketplace. Roughly half of the value added in the context of the diesel locomotive order has to be realized within the country. Consequently, CNR will build only the first 20 of the 232 locomotives in China. The remaining 212 vehicles will be assembled by a local consortium led by CNR in Durban, South Africa.

will include a new painting shop and updating of the existing test stand to meet the latest requirements. MTU regards this as a meaningful and relevant investment in the economic development of South Africa and hopes for further similar projects with Transnet. Thanks to the ambitious plans set in motion by Transnet, Captain Track can reckon on having more than enough to occupy his time in years to come.

Words: Rolf BehrensPictures: Transnet Freight Rail, Robert Hack, MTU Südafrika

To find out more, contact:Peter [email protected]. +49 7541 90-3186

MTU engineers used a range of technologies to enhance power capability. These included increasing peak combustion pressures and the use of reinforced components from other versions of the series which are designed for higher loads. The technology produced a further additional benefit in the form of reduced fuel consumption. The automation system “Powerline” which MTU has especially developed for use in locomotives is used as an electronic interface to the train control system.

Made in South AfricaHowever, Transnet specifications demand more than the ability to haul extreme loads under extreme conditions–the locomotives also have to be built in South Africa. Assembly of the vehicles within the country and transfer of the necessary know-how are key factors in the

The diesel engines themselves are not subject to the domestic value-added specification. Nevertheless, as part of its partnership with CNR, MTU will realize around 20 percent of the value of the order in South Africa with the company’s subsidiary MTU South Africa playing a key role in the process. “For us, this order is a game-changer,” said Andrea Möller, CEO of MTU South Africa. “This is the first time we will be assembling engines here. That means we need to develop the necessary infrastructure and train new employees.” In total, Friedrichshafen will supply about 200 engine kits to South Africa and the team at MTU South Africa in Cape Town will assemble, test, paint and commission them by the end of 2017. MTU will be investing several million euros in the Cape Town location and developments there

Locomotives with MTU engines could soon be heading into the sunset here. The Class 45 locomotives are to be used throughout the country.

Splashes of color in a sea of trucks: Transnet goods locomotives often haul several hundred wagons.

The first Type 20V 4000 R63L enhanced-design engines are currently being assembled in Friedrichshafen. They have a power output of 3,300kW.



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The Wharf mine in Lead is South Dakota’s only operating gold mine. Excavators are in constant motion. Large haul trucks rumble up and down the spiraling inclines of the open pit, transporting tons of rock to be processed to uncover tiny particles of gold. Overall mine production capacity is three million tons per year. All that hard work pays off in the end, however. For 2015, gold production at Wharf mine is estimated to be 90,000 ounces. At today’s gold prices, that adds up to millions of dollars in revenue.

A first for North AmericaWith so much important work to be done, every piece of mining equipment must be ready to perform. That includes the heavy-duty machinery that starts off the mining process at each new level of the pit—a blasthole drill rig. To get the job done, the Wharf mine counts on the Atlas Copco DM45, equipped with the first MTU Series 1600 mining engine put in service in North America.

The rugged Atlas Copco DM45 is used for blasthole drilling operations around the world. Equipped with crawler tracks, the mobile rig moves slowly but surely into position atop the mine’s face. A four-story-tall tower houses a carousel-type drill pipe changer that is designed to drill a hole to depths of up to 175 feet. With a bit load force of up to 45,000lbs., the DM45 produces a hole approximately nine inches wide. A sample of the earth is taken from each hole, to determine if any precious metals are present.

Then, using sophisticated GPS positioning, the DM45 moves on to the next hole, creating a grid-like pattern.

After the blastholes are drilled, it’s time for demolition work. When all equipment and people are a safe distance away, the holes are filled with explosive material and detonated. The blast causes the mine’s face to crumble away. Next, the excavators and haul trucks scoop up the rock and ore and transport it for processing. For the Atlas Copco DM45 blasthole drill rig, the hard work at Wharf mine never stops. The machine is in operation six days a week. Mine operators estimate that the machine will perform 6,000 hours of work this year.

Meeting tough standardsTo meet the extreme demands of surface mining, along with EPA Tier 4 emissions standards that went into effect in North America in January

In 1874, a rich gold deposit was discovered deep in the Black Hills of South Dakota. This led to one of the last major gold rushes in the United States. Prospectors flocked to the area and founded the legendary town of Deadwood. The town quickly attained notoriety for its lawlessness, attracting outlaws, gamblers and gunslingers in addition to gold seekers. When the gold rush subsided, Deadwood’s rowdy characters moved away. But hard rock mining in the area never stopped. Today, nine miles away from Deadwood in Lead, South Dakota, the quest for gold is still going strong.

The DM45 blast hole drill is driven by the first Series 1600 mining engine in North America.

Golden opportunity

Blast hole drill helps prospect for gold

Gold remains as desirable as ever today. The Wharf mine is expected to extract 2,500 kg of the prized metal in 2015.

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America. “In a drill operation, cost is measured in dollars per foot drilled at specific diameters. It’s extremely important to mine operations like Wharf that the engine stays productive.”

Uptime is crucial at the Wharf mine. Since these machines start the process on each new level of the mine, a problem brings the whole operation to a halt. For a mine like Wharf that produces one of the most precious metals on earth, downtime leads directly to lost revenue.

“Atlas Copco was drawn to MTU’s excellent track record of providing reliable engines,” says Bennett. “The Series 1600 was a perfect fit since it meets Tier 4 emissions requirements without exhaust gas aftertreatment.” Starting in January 2015, off-highway engines in North America are subject to EPA Tier 4 emissions standards.

High tech solution for lower emissionsThe Series 1600 is Atlas Copco’s first Tier 4 final engine. The Series 1600 engines meet Tier 4 regulations without exhaust gas aftertreatment. The innovative engine is designed for state-of-the-art diesel combustion. Its technology package includes exhaust gas recirculation (EGR), a high-pressure common rail fuel injection system and two-stage turbocharging, all of which enable combustion with very low oxides of nitrogen (NOx) and particulate matter.

As the industry’s only Tier 4-capable engine without aftertreatment in its class, the Series 1600 has no particulate filter, no diesel exhaust fluid, no SCR catalytic muffler. This makes the

maintenance needs lower compared to engines with aftertreatment systems. Installation is easier, as well. MTU has ensured that the engine’s EGR components are integrated in a very compact way so the size of the engine and the exhaust piping are not significantly affected.

Easy to work withThe compact size of the Series 1600 made it easier for Atlas Copco to integrate the engine into its blasthole drill rigs. “For Atlas Copco, no aftertreatment greatly reduces engineering costs. For the customer, it means lower operating costs and less downtime compared to engines that use aftertreatment,” says Bennett.

Fuel consumption is also optimized as a result of the Series 1600 technologies, such as common rail fuel injection and two-stage regulated turbocharging. While the engine is still in it’s testing phase, fuel economy statistics are not available yet.

The operators of the Series 1600-powered DM45 at Wharf mine are positive about the new engine, too. Considering the long hours the machine is in operation, engine noise can be an issue. Hydraulic pumps and air compressors run tirelessly. Fortunately, the advanced technology of the Series 1600, along with Atlas Copco’s

improved mount system, has made the cabin noticeably quieter.

Forging aheadThe Series 1600 represents the latest in MTU technology. Engineered for the future, the engine is ready to meet the demands of tighter emissions regulations without complicated modifications. Any operation that powers their machinery using these engines stands to benefit from MTU’s forward-thinking engine concept.

Atlas Copco has struck gold with the Tier 4-capable Series 1600. So far, the Wharf mine’s blasthole drill has reached 3,000 hours of operation and its still going strong. After a year of testing, updates and calibrations, the engine is ready for widespread production. In June 2015, the Wharf mine is scheduled to receive a second DM45 equipped with the Series 1600. Soon, other mining sites in North America will put the Series 1600 engines to work,

Wharf mine has big expectations for the future, and so does Atlas Copco. MTU is in the planning stages to equip more of it’s mining equipment with a wide range of Tier 4 engines. The Series 1600 is only the beginning. As early mining prospectors in the Old West said, “There’s gold in them thar hills.” Deep in the Black Hills of South

2015, Atlas Copco turned to MTU. “We teamed up with Atlas Copco and carefully reviewed the DM45’s performance requirements. It had to meet the most demanding loads – drilling large diameter, deep holes through hard rock at an extremely high rate,” says Roger Rymarz, application engineer, MTU America. “Performance requirements are only part of determining the ‘best fit’ MTU engine for a demanding application. Other factors also need to be considered – engine displacement, available options, time before overhaul, fuel burn, overall engine size and weight, to name a few.” The team decided the new 10V Series 1600 engine was the perfect fit for the DM45 blasthole drill. “We worked closely with Atlas Copco to assure a seamless installation, from the initial 3D design to final testing, ” says Rymarz.

The Series 1600 for power generation applications was introduced in 2009 and subsequently followed by versions for railcars, locomotives, agricultural and forestry vehicles, construction machinery, and now, mining machines. This marks the first time the mining engine has been used in North America. The implementation and testing of the new 10-cylinder Series 1600 mining engine took nearly a year to complete. The engine was installed in June 2014. After more testing, it was delivered to the Wharf mine site in July 2014.

“There are many advantages of the Series 1600 for mining—low lifecycle costs, fuel-efficiency, reliability and durability,” says Mark Bennett, senior manager of global mining accounts, MTU

The DM 45 can drill holes up to 53m deep. A core sample from the hole ultimately indicates whether precious metals are present.

To get to the gold, the holes are blasted using explosive charges. The force of the explosion shatters the surrounding layer of rock.

Dakota the search continues—with the Series 1600-powered Atlas Copco DM45 leading the charge.

Words: Chuck MahnkenPictures: iStock, Atlas Copco, Björn Schneider

To find out more, contact: Mark Bennett, [email protected]. +1 24 8560 8068

The DM45’s big brother The DM45 is just one of many blasthole drill rigs offered by Atlas Copco. At the larger end of the scale, you’ll find the Pit Viper 311. Capable of drilling a 65-foot clean hole in a single-pass, the powerful rig has a 110,000lb. bit load capacity. Three MTU Series 2000-powered Pit Viper 311s are currently in operation in the United States—at mining sites in Arizona, Utah and Wyoming. The Tier 4 compliant 16V 2000 C66 engine boosts productivity and drilling efficiencies, delivering 1,300hp/970kW @1,800rpm. Like the Series 1600-powered DM45, the Pit Viper 311 is manufactured in Garland, Texas.

After blasting, excavators and haul trucks come into action. They load up the rubble and ore and take it away for subsequent processing.

Mining


Glues, dyes and fragrances

1-9 All the products illustrated are common everyday items. But every oneof them contains a little part of the family business Follmann Chemie. Whether wood or paper glue, micro-encapsulated fragrances, road markings or wallpaper coatings–they are all things made by the Minden-based company that improve and enhance our everyday lives.

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and cooling by generating our own." The result is a shiny new energy station centered around two natural-gas fueled, heat-led combined heat and power (CHP) modules supplied by MTU Onsite Energy using Series 400 engines.

Fragrantly scented micro-capsulesOn a tour of the site it is noticeable that the smell in the air is remarkably neutral for a chemical facility. Outside there is almost no discernible odor and even inside the production buildings only a very understated aroma. In one of the units, it even smells very pleasantly of washing powder. This is where fragrances and other active ingredients are "packed" in microscopic capsules. Such micro-encapsulation is one of Follmann's high-tech specializations–measuring only 6 to 8 micrometers across, the micro-capsules are designed to make advertisements, mail shots or packaging smell nice in order to increase the sales of the products promoted. The active ingredients are released by physical action such as friction or pressure by the consumer. The capsules are also used in detergents, cleaners and cosmetics as well as in technical applications.

Not far away in units 42 to 44, a total of 47 different adhesives and binding agents are produced in what is known as the polymerization process. This is where the largest part of the steam produced by the CHP modules is used. To initiate the chemical reaction for polymerization, the raw materials first have to be heated by means of steam. In the case of adhesives, for instance, the production process starts with the creation of a preparatory solution consisting of water, defoamer and polyvinyl alcohol in a stainless steel container. When ready, the preparatory solution is pumped into a double-walled reactor where it is heated to the specified starting temperature before the additives and raw materials required for the reaction are introduced. Essentially, it is a case of turning monomers (small, highly reactive molecules) into polymers, i.e. long-chain compounds that ultimately form the basis for the adhesive. The reaction itself is exothermic, which means it releases energy. Therefore, the end product has to be cooled again afterwards, which is where the cooling function of the energy plant comes in. All in all, it takes around five to eight hours from the start of the process to the completion of polymerization.

Europe's biggest washing machineThe new high-pressure steam boiler system installed in the energy station directly adjacent to the two MTU CHP modules, and supplied partly by recovered heat from their exhausts,

Follmann Chemie is probably not a familiar name to many people, and yet almost everybody is likely to have come into contact with one product or another made by the family business in Minden. Every third serviette in Europe is printed with inks made by Follmann and innumerable items of furniture are held together by the glue produced here. Follmann's sister company Triflex also produces sealants for protecting roofs, balconies and multistory car parks, and contributes to greater safety on the roads with its marking systems. All of that requires energy–part of which is now supplied by two combined heat and power plants supplied by MTU Onsite Energy.

It all started from small beginnings when Heinrich Follmann and his son Dr. Rainer Follmann established what remains a proprietor-led company at the northern edge of eastern Westphalia initially specializing in products for the building industry. Today the Follmann Group, comprising the parent company, Follmann Chemie, and the two development and sales subsidiaries, Follmann and Triflex, employs a total of 600 people worldwide, of whom 460 work at the Minden facility. Be it printing inks for serviettes, plastisols for wallpaper compositions or wood and paper adhesives, Follmann's core skill is in special chemicals for decorative and functional design of surfaces and joints. In the six product groups of printing inks, wallpaper coatings, functional coatings, micro-encapsulation, adhesives and contract production, the chemical specialist now works with a total of 5,500 different formulations which are constantly enhanced and optimized.

The factory site, extending to nearly 100,000sqm in total and located directly adjacent to the Minden river port right by the Mittelland Canal and the River Weser, has undergone various expansion phases since it was first established. In recent years, for example, the rapid growth of the company has given rise to the construction of a new warehouse and logistics center and the inauguration of a new research and communications center. Overall output has continually increased and reached a provisional peak in 2014 of 60,000t. Higher output demands more energy. Short and sweet, that is the essential reason why the company ultimately opted for combined heat, cooling and power generation. "Our demand for steam, which we need for heating in certain production processes, has grown," explains Ralf Lücke, Technology Department Manager. "Added to that was the rise in energy prices–so we decided to cover some of our basic demand for steam, electricity, heat

Staff in discussion in production. Follmann's core skill is in special chemicals for decorative and functional design of surfaces and joints.

In the double-walled reactor, the finished preparatory solution consisting of water, defoamer and polyvinyl alcohol is heated to the required starting temperature. This process is essential for the production of adhesive.

A Follmann employee manually decanting in weld adhesive production.

«The two heat and power plants help to ensure that the steam we need is always available.»

Ralf Lücke, Follmann Chemie

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can produce up to 3,500kg of steam an hour. A smaller boiler system with a capacity of 1,000kg/h is on standby for backup in an emergency. The old and now decommissioned steam generator managed only 2,000kg/h – too little for present production at Follmann, which now demands 2,500kg/h at peak periods. The second steam consumer alongside the polymerization reactors is a cleaning plant – "the biggest washing machine in Europe" according to Ralf Lücke. Here the steam is used to heat a 3m high washer drum that restores the used production containers and receptacles to gleaming cleanliness using a cleaning solution. "The two heat and power plants help to ensure that the steam we need is always available," recounts Lücke, who has been with the company since 1996. "The new system allows us to produce better-quality steam, which ultimately increases the efficiency of the production processes."

While the recovered heat from the CHP module exhausts is used to make steam, the heat from the engines is used to produce hot water for heating some of the buildings and industrial units on the factory site. The slightly larger of the two CHP modules has an electrical output of 357kW and produces 288kW of thermal energy just from the engine's cooling system (making of total of 529kW together with the recovered heat from the exhaust), resulting in an overall efficiency of 89.8%. The other MTU energy plant generates 240kW of electricity, has a thermal output of 220kW from the engine's cooling system (making of total of 370kW together with the recovered heat from the exhaust) and an overall efficiency of 91.1%. All of the electricity and heat is used for the chemical plant's own requirements. The peak electricity demand at Follmann is 1.8MW, which means that at certain times two-thirds of the requirements have to be supplied from the main power grid. And where steam and water for heating are concerned as well, only a proportion of the overall demand is supplied by the two CHP modules. "We have retained separate supplementary natural gas firing," explains Lücke. So the steam boiler system is designed as a five-channel boiler in which two channels are fed by the exhaust from the two CHP modules and the other three are fired by natural gas.

Building block for the futureFrom the earliest beginnings of the company, environmental awareness in its actions and responsible use of natural resources have been high on its list of priorities. And the construction of the energy plant fits perfectly with that philosophy. The installation reduces carbon dioxide emission by 40% and is seen as another

«The two CHP modules are a central part of our sustainability strategy.»

Ralf Lücke, Follmann Chemie

Dual use: the recovered heat from the CHP module exhaust is used to produce steam while the heat from the engine heats the water.

A third of the electricity demand at peak periods is provided by the two CHP modules.

Follmann employee Christian Miegel regularly checks the MTU Onsite Energy combined heat and power plant.

Ralf Lücke has worked for Follmann since 1996. He supervises commissioning of the two CHP modules and the complete energy plant.

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building block in the process of future-proofing the Follmann Group. The purpose-built generator block measuring roughly 30m in length and 15m across houses not only the CHP modules and steam boiler systems but also two thermal stores (one for heat and one for cold) and an absorption chiller. The latter uses thermal energy to create process chilling capacity for cooling the polymerization reactors. As the heat generated by the modular CHP plants can be completely utilized, the energy station is highly efficient and achieves an overall efficiency of more than 80%.

"The two CHP modules are an important part of our sustainability strategy," emphasizes Ralf Lücke.The 43-year-old process engineering graduate is grateful that MTU Onsite Energy was able to complete the installation very quickly. From the time construction work started on the energy station in March 2014 there were only a few months in which to complete the CHP plants in time before Germany's new Renewable Energy Act (EEG) came into force on August 1, 2014. The challenge was successfully overcome, meaning that the electricity produced for the chemical facility's own requirements is now exempt from the renewable energy duty under the new legislation. The energy station finally started service as a complete system in December 2014. "Both initial and final commissioning went without a hitch," Lücke recounts. "From our experience of operation to date, I can say that we are really very pleased with the heat and power modules."

Words: Anne-Katrin WehrmannPictures: Andreas Burmann, Follmann Chemie

To find out more, contact: Gerhard Klink, [email protected]. +49 20 3450 0431

Berlin


Rail


At the Voestalpine steelworks rail yard in the Austrian town of Linz on the River Danube they need powerful partners. Proper heavyweights like the Gmeinder shunting locomotives. They shift trains loaded with all sorts of goods and raw materials weighing up to 3,000t. Inside their engine bays are the hard-working MTU Series 1600 rail engines first introduced in 2013 and now playing a big part in the distribution of Voestalpine's products to end users all over the world. The shunters are operated by Voestalpine's own logistics provider, LogServ.

Heavy duty assignment for Series 1600 rail engine

Radio-control train driver Thomas Leitner and shunter Johann Ortner make the perfect team. A large part of their work is done outdoors. Thanks to the radio remote control system, they can stand outside the cab and so get a better view over the tracks.

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As many as 28 locomotives are in service at the Linz works of Austria's leading steelmaker, Voestalpine. The company produces 5.8 million tonnes of crude steel a year. One of the locomotives is called Martina. She and her sister shunting engines shift empty wagons as well as trains loaded with steel, scrap or iron ore.

Martina is also a declaration of true love. The first D60 C Class shunting locomotive produced by the South German train-maker Gmeinder, she was named after the wife of the company's owner. This small red-and-gray shunter now hauls around as much as 3,000t of steel on every trip. No mean feat for the petitely proportioned Martina, who measures only 10.76m long and 3.08m wide. And it is precisely because of her size that the three-axled locomotive is so well loved. "We need shunters that are shorter than the standard locomotives so that they can be used in the area of the blast furnaces where space is restricted," explains Thomas Leitner, radio-control engine driver at LogServ. He has been working as a train driver for two years and today is the first driver assigned to Martina. "As a supply driver, I am posted to a different part of the Voestalpine works every day," the young Austrian explains. "That means every day is always different and I have new challenges all the time." Leitner is driving Martina today, who–like the other identically powered Gmeinder locomotives–works every inch of track at the steelworks. They shunt fully laden and empty wagons back and forth between the various sheds for loading and unloading. All four of the shunting engines are decked out in the LogServ livery with just the cab and a few borders in red and the rest in gray. "The distinctive red-and-gray markings make them easily distinguishable from the Austrian Federal Railway locomotives," points out Dietmar Schall, Head of Design and Development at Gmeinder. The Voestalpine branch line in Linz has three connections to the national rail network–one heading towards Salzburg, one for Vienna and one to an Austrian Federal Railway marshalling yard.

Come rain or shineThomas Leitner has been working through the wide variety of tasks on his job schedule together with his shunter Johann Ortner and apprentice shunter Christian Mijokovic since 5:15 in the morning. Today they have been on the early shift. The Voestalpine steelworks is in operation 365 days a year with a four-shift working day. Despite their early start, the three are in good spirits. At 6°C the temperature is relatively warm on this particular morning. That is one thing they can be thankful for. "I have been standing on the footplate at minus 30°C with icicles hanging from my chin before now," recalls Johann Ortner. The three colleagues are all wearing conspicuously padded neon-yellow jackets and gloves. In the driver's cab the heating is on full blast. "Having to deal with all sorts of weather conditions, fog and the dark are the biggest challenges for us. We are often battling against poor visibility, Leitner recounts. "And the noise and the dirt are not to be underestimated either–but it's all part of the job."

Thomas Leitner already gives the impression of an old hand. Although, with his tattoos, he does not look like a typical train driver. He scrutinizes the small screen on the control panel. It shows the upcoming jobs. He can see precisely how many wagons need to be moved and how many of them are empty or loaded. That is important because the heavier the payload,

the longer the train's stopping distance. Leitner knows these tracks like the back of his hand. He skillfully moves Martina to the next group of empty wagons using his radio remote control. Very few of the train drivers at Voestalpine actually work from inside the cab. The remote control allows them to be mobile. That means they can stand outside the cab or even at the side of the track to getter a better view of the situation. Precisely what Leitner is now doing. Martina has to shunt a total of 13 empty wagons into a shed. The locomotives

A declaration of love to make the heart beat faster: Martina was named after the wife of her maker's owner.

Remote-control train driver Thomas Leitner and shunter Christian Mijokovic in the cab of the Gmeinder locomotive. They know the layout of the tracks at the steelworks like the back of their hands.

The Gmeinder locomotives shift trains loaded with all sorts of goods and raw materials weighing up to 3,000t. The wagons have to be shunted back and forth between various sheds for loading and unloading.

Shunter Johann Ortner's job is not without risks–he has to couple and uncouple the wagons on the tracks.

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« I have been standing on the footplate at minus 30°C with icicles hanging from my chin before now.» Johann Ortner, LogServ

Town within a town

The Voestalpine steelworks is almost a town in its own right within the city of Linz. With 160km of track, its railway system as large as in the whole of the state of Vorarlberg. Altogether there are 600 different loading points. Three-lane roads in the factory grounds, traffic lights and a factory gate like a motorway toll barrier in Italy are some of the more remarkable features. The 11,000 employees produce 5.8 million t of crude steel a year. As many as 265,000 railway trucks pass through the Voestalpine steelworks every year. That is 730 wagons in 24 hours.



The Voestalpine steelworks in Linz produces 5.8 million tonnes of crude steel a year. In the dock shed it is consigned for shipping by rail, river or road.

The Gmeinder locomotives are powered by an MTU Type 12V 1600 R50 rail engine.

Martina and her three siblings are on duty round the clock, 365 days a year. In the hours of darkness, the Voestalpine railway yard is illuminated by floodlights.

are allowed to travel at speeds of up to 40kph in the factory grounds. Shortly before they reach the empty wagons, Ortner gets off the locomotive. As shunter he has to couple and uncouple the wagons. Martina is hooked up to the wagons at the back. For this job, Johann Ortner stands on the track between the buffers of the leading wagon. Then everything happens very quickly. Thomas Leitner carefully drives Martina up to the buffers of the wagon and Johann Ortner couples the two together. The two trust each other almost blindly like an old married couple. "In the beginning you feel rather uneasy having to stand on the track, but eventually it becomes routine," Ortner reveals. "When you've being doing it for a few years you can judge quite well whether a locomotive is approaching too fast. If it is, you don't stand in between. Trust is very important." Added to that, all shunters and engine drivers have to be able to work together because they could be working with different people every day.

Enormous effort involvedIt is only when hooked up to a train that Martina is able to show her real strengths. "The engines play a big part in our work," explains Leitner. "It's like with cars. The more power they have, the more fun they are to drive." Large numbers of load changes and long hours of duty – those are precisely the conditions that the MTU Series 1600 was designed for, and that makes them ideal for shunting locomotives. So it is quite likely that in the coming years more of the Gmeinder locomotives at the Voestalpine works will be fitted out with MTU engines. To be passed for duty at the steelworks, all locomotives – and that means their engines as well – have to complete a load capacity test. "The tracks of the "iron ore elevated line" go right up to the blast furnace transfer bunkers. That is a 1 in 50 gradient, after all," illuminates Mario Pointner, the man in charge of works railway transport at LogServ. The

locomotives and engines are not allowed onto the rest of the rail system until they have passed that load capacity test.

Change of shiftIt is now 1:15 in the afternoon. Thomas Leitner and his two colleagues have reached the end of their shift. But not Martina. In the middle of the steelworks rail yard, surrounded by empty wagons and other locomotives, she is already waiting for her next two assistants. A couple of tracks over from Martina another red-and-gray Gmeinder locomotive is just passing. It is on its way into what is known as the dock shed to pick up a set of wagons loaded with steel. The special thing about this shed is that, trucks and even ships can be loaded here as well as trains. As the steelworks is right on the banks of the Danube, ships can sail straight into the shed from the river in a specially built dock. Variously sized rolls of thin sheet steel known as coils and steel plates are stored there.

Flying blindMartina is on her way again with her new shunting team, Markus Klopf and Andreas Müller. The first challenge is to move 30 wagons to the dock shed. With that many trucks the train is all of 400m long and so substantially bigger than the ones she was handling earlier this morning. The fastest runners in the world can cover that distance in about 45 seconds, whereas the man acting as shunter today, Andreas Müller, requires a little longer. From the locomotive cab, you cannot even see the end of the train. So Markus Klopf has to rely entirely on his colleague, who is now standing on the step of the leading wagon. Martina shunts the wagons from behind. "Because I have a remote control, I can step outside the cab," explains Markus Klopf. "So I can walk alongside the train to be able to see more." Andreas Müller issues instructions via walkie-talkie. Each two-man team has to pick a separate walkie-talkie channel so as not to get interference from other people's communications. "If I don't hear or don't follow the instructions from Andreas it could have dire consequences," Klopf consciously states. Instructions such as telling him when a signal is showing "shunting limit" or "shunting limit lifted"; or later on in the shed when the train has reached the end of the track. Teamwork is absolutely the top priority. The long shunting train moves carefully into the shed. For the last few centimeters very precise control is called for. Once the last wagons come to a halt, Martina is relieved of her heavy burden. Then it is off to her next assignment while her crew changes over again.

Words: Yvonne Wirth; Pictures: Robert Hack

To find out more, contact:Daniel Moosherr, [email protected]. +49 7541 90-2592

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«The engines play a big part in our work. It's like with cars. The more power they have, the more fun they are to drive.» Thomas Leitner, LogServ

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A video about MTU rail engines in use at Voestalpine. Don't have a QR code reader? Go to http://bit.ly/1PHFVsf

More on that...

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Gmeinder – a long tradition

Gmeinder can trace its history all the way back to 1913. The first benzole-fueled locomotives were produced in 1919. And as early as 1925, Anton Gmeinder expanded the production of light-rail and standard-gage locomotives and pit locomotives with the assistance of Carl and Hermann Kaelble. Thus, in 1932, Gmeinder became a supplier of standard shunting locomotives to the German Imperial Railway. After the Second World War, it continued to supply shunters and gearing to Deutsche Bundesbahn. Following a number of name changes, the company joined up with Kaelble of Backnang in 1976. By that time Kaelble had been a shareholder for many years. From then on the company traded as Kaelble-Gmeinder GmbH. In 2004 the Gmeinder locomotive division became an independent business. Since 2012 it has been part of the Zagro Group.


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Speedy spares

Global spare parts logistics No matter how good support services are, they are of no use without an effective spare parts supply system. The new worldwide parts logistics organization of Rolls-Royce Power Systems has cranked up the availability of express spares to around 95%. The system revolves around three large logistics centers in Brownstown, Überlingen and Singapore and an integrated data system for planning and sales. The third of the logistics centers was inaugurated in Singapore in 2014.

A look at the everyday work of the Service Department reveals how closely support services are connected with the efficient supply of spare parts. On a Sunday afternoon in France, a combine harvester made by the German manufacturer Claas suffers an engine failure right in the middle of harvesting. A call by the harvester operator to the worldwide Customer Assistance Center is all that is required. The very next day a replacement engine arrives in France from the Logistics Center in Überlingen and the combine harvester is restored to working order and back in the fields just a few hours later. Or perhaps a river freighter on the Danube. Its engine needs a new freshwater sensor. The vessel is due to reach Vienna in two days so the sensor is sent out from Überlingen to the local agent there in time for the ship's arrival. Another example takes us to Miami. A luxury yacht's two Series 4000 engines need automation system parts. They are supplied within 24 hours by the local agent who receives them from the Logistics Center in Brownstown. The advantage of the USA-based hub is that the German-made parts have already gone through US customs and so can be quickly dispatched to anywhere in the USA. An example from Asia completes the picture. The Series 1600 engine in a continuous-duty genset in Indonesia needs a new water pump. In this case, the replacement part comes from the new Logistics Center in Singapore, which has consolidated spare parts supply right across Asia.

New logistics centers in Germany, the USA and SingaporeDue to the continuous growth in the number of distribution partners and the demands on logistics in recent years, there was a need to optimize the logistics structure. With the completion of the global spare parts logistics network, that structure is now supported by a sturdy spine. The Brownstown Logistics Center in the USA came on stream in 2011. As many as 1,500 order items a day are shipped out of the spacious warehouse facility to destinations in North and South America. The warehouse in Überlingen, which has been in operation since

From a simple washer to a complete engine (pictured), the new global spare parts logistics network delivers replacement parts precisely when and where they are required. Pictured: Service engineer Marcel Salomon.

The small parts warehouse in Überlingen carries around 250,000 replacement parts.

Goods receiving area at the Überlingen Logistics Center in Germany.

Combine harvesters, fast ferries, haul trucks and other MTU applications often have to keep working around the clock. MTU's new worldwide spare parts logistics organization with three logistics centers and a standardized data system has increased the availability of spare parts to 95%.


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GermanyUnited States

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The three logistics centers in Brownstown, Überlingen and Singapore are inter-connected by a standardized data system to form a single, virtual warehouse. That creates transparency and ensures a high level of parts availability.

More on that...A video about MTU's worldwide parts logistics organization.Don't have a QR code reader? Go to http://bit.ly/19LW3aL

2008, was incorporated in the global data system in 2012. It dispatches roughly 2,500 order items a day to its sales region, which extends from Africa across Europe to the Middle East and the countries of the former Soviet Union. "Überlingen is the main warehouse and stocks 85,000 different articles," explains Bernd Maurer, the manager of the Überlingen Logistics Center. The newest of the parts supply warehouses was inaugurated in Singapore in March 2014. Every day it distributes around 1,000 order items to the Asia region and in the future will serve the Australian market as well.

Three in one virtual logistics centerThe success in vastly increasing spare parts availability is not down solely to the three ultra-modern logistics centers. What brings them all together in an integrated network is the standardized SAP data system, PAS. It

interconnects the stock systems and processes of the three logistics centers so that they form a single, virtual warehouse. And that has substantial logistical and cost advantages. In particular, it introduces a high level of clarity and transparency into the worldwide parts planning and sales processes, which are the overall controllers and users of the three supply warehouses. It enables planning staff in Friedrichshafen, Brownstown and Singapore to immediately identify and collectively counterbalance stock shortages or surpluses. If one of the three logistics centers does not have a required part in stock, it can be obtained from one of the two other warehouses. Such drop shipments can also utilize time zone differences to gain time advantages. Both for Planning and Sales, the geographical locations of the logistics centers means that the sun never goes down on the supply of spare parts. "When it is night time

in Überlingen it is midday in Brownstown, and six hours later the sun rises in Singapore," illuminates Peter Posprich, Order Management Team Leader.

Words: Wolfgang StolbaPictures: Claas, Robert Hack, MTU America, MTU Asia

To find out more, contact:Berthold Steber, [email protected]. +49 7541 90-7301

High-rise racking at the Singapore Logistics Center. All three logistics centers are identically constructed.

The high-rise racking facility in Brownstown, USA, enjoys more space so it is a little more stretched out and not quite as high.

Alongside the small parts warehouse, the high-rise racking store forms the central core of the Überlingen depot and the other two logistics centers.

Stock replenishment and picking of parts at the spare parts warehouse in Brownstown.

Singapore Logistics CenterResponsible for Asia

Überlingen Logistics CenterResponsible for Europe, Africa, Middle East, CIS countries

Brownstown Logistics CenterResponsible for North and South America


Wiring up electricity gensets

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A gentle humming and then the powerful Series 4000 MTU gensets start up. They provide the emergency power supply for whole urban districts or hospitals, for example. Or even the onboard power on a luxury yacht. But for that to happen, a signal has to be sent at just the right moment to the engine that drives the generator to produce the electricity – in other words, the genset has to start up. To guarantee that, a whole lot of skill and precision is required, especially where the wiring of electricity generator sets is concerned.

The wiring is the nerve and motor control system of a genset. It connects control units and measurement systems on the engine to the engine management, the genset's temperature control systems or the fire extinguishing systems. And they have a lot to cope with: temperatures as high as 120°C, electric currents of as much as several hundred amperes and voltages up to 400V. To ensure they are able to do so, MTU wires up the units itself at the Friedrichshafen production plant.

Up to 350 working hoursIt takes three people from two to three weeks to get every wire in its rightful place and joined up with the right connectors. That can be as much as 350 working hours in total. One such person is Holger Erdle. Just now he is standing in front of his workbench, totally absorbed in the wiring diagram and surrounded by an apparent confusion of tangled wires. But when you talk to him it quickly

becomes clear that he is following a precise plan with that jumble of leads. He puts together the wiring harnesses that will subsequently be fitted to the genset, i.e. the engine and electricity generator set.

Wiring diagram is the basisThe basic guide for his work is a wiring diagram that is produced individually for each genset – because in project business no one genset is the same as another. Following the circuit diagram, Holger Erdle first cuts the wire to the required length and labels it with a wiring marker so that afterwards he will know precisely which wire goes where. "Most of our gensets are ordered with an acoustic enclosure that shuts out the engine noises as much as possible on a ship, for example," Erdle explains. "We install the electronics for all components – such as CO2 fire extinguishing systems, warning sirens, engine self-monitoring systems, engine management and pump control systems – in the empty enclosure."

Up to 800 cable cores per gensetBut Holger Erdle's job is not confined to the workbench. Once the wiring harnesses are fully assembled he attaches them to the genset and connects them up to the control cabinet. Every wire is connected to the relevant sensors on the genset and neatly routed to the control cabinet. Each cable contains several differently colored cores, each of which is connected to a separate terminal. The MTU electricians have to connect up as many as 800 such

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1-2 Holger Erdle is doing a worker self-check. That involves using a measuring device to check that all cables are functional. This is the very last step to be taken before the genset is shipped to the customer.3 It is a job that demands patience and a very fine touch, because each contact has to be pinned separately into the connecting plug.

colored cores on every genset – an exercise in painstaking patience in which they can allow themselves no mistakes. "With emergency backup gensets in particular, it could have serious consequences if there was a bad connection," relates Holger Erdle. "So our work has to be 100% accurate every time."

Metal marry-upOnce the electric systems in the acoustic enclosure are ready, the marry-up begins. The bride and groom – that is to say genset and enclosure – are pledged to follow a shared path. So the enclosure is lifted onto the baseframe of the genset and the two are joined as one. Once the engine and generator are inside the enclosure, the electricians only have 50 to 60cm of space to move in and connect the engine's electronics to the genset's electronics. That takes about another 70 hours in a very cramped and sweaty workspace. Afterwards, the interfaces with the customer's own electronic systems are constructed. And no sign of the original confusion of cabling remains.

Words: Yvonne WirthPictures: Robert Hack

To find out more, contact:Dominic [email protected]. +49 7541 90-3455



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Things our editors have been impressed by

AfterthoughtsNorderstedt's “Town Musician”Immersed in green, but still part of a busy metropolis–Norderstedt lies adjacent to the city of Hamburg and was formed in 1970 when four neighboring communities were joined together. I hadn’t actually given much thought to how an “artificial” town might look, but approaching it from the main road on which the combined heat and power module from MTU Onsite

Riding the footplate for realMy first reporting assignment for MTU Report took me to the Austrian city of Linz. Before then I knew the place only from its connection with the famous Linzertorte flan. I had no idea that the place concealed a steelworks as vast as Voestalpine. The industrial facility is like a small town in its own right – with multi-lane roads, miles of railway track and gigantic factory

Anne-Katrin Wehrmann is astonished how much green space can be found in a town such as Norderstedt.

Yvonne Wirth paid a visit to the Gmeinder locomotives at one of Austria's largest steelworks. "It was definitely a day I will never forget," she says.

Energy is located, it presented an unusual view: an industrial estate to my right and directly at the roadside on my left, horses grazing in a meadow. I know of no other city of this size that offers such a charming scene in the midst of an urban sprawl. And the little park in the city center had another surprise in store for me: born and bred in Bremen, I grew up with the famous sculpture of the Bremen Town Musicians. I didn’t know that Norderstedt also has its own “Town Musician”–a triangular structure fixed into the ground that forms part of the park's “sound tour”. Turn the “Town Musician” on its axis–and it plays deep, gong-like tones. A good idea and a very nice sound effect.

sheds. And right in the middle, the reason we were there: Martina. We were able to spend the whole day exploring the steelworks rail yard with the Gmeinder locomotive and finding out what her job entails. One of the most impressive facts was her pulling power. The trains she hauls can weigh as much as 3,000t. What made it all the more exciting was that until then I had never stood on the footplate of a locomotive. With my bright orange high-viz jacket I was at least kitted out as a radio control locomotive driver even if I didn't actually drive the train. The highlight of the day was when the tracks were closed for us so that we could get the best picture of Martina. It was a day that will stay long in my memory and taught me that Linz is a place with much more to offer than a famous cake.

MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Rolls-Royce Power Systems AG; Publishers representative: Wolfgang Boller EDITOR IN CHIEF Yvonne Wirth, e-mail: [email protected], Tel. +49 7541 90-6535 EDITORS Bryan Mangum, e-mail: [email protected], Tel. +1 248 560-8484; Wolfgang Stolba, e-mail: [email protected], Tel. +49 7541 90-3703 OTHER AUTHORS Caren-Malina Butscher, Petra Kaminsky, Chuck Mahnken, Anne-Katrin Wehrmann PICTURE CREDITS Ares, Condor Ferries, Felix Löffelholz, Hitachi, Terex, VPower EDITOR´S ADDRESS Rolls-Royce Power Systems AG, Maybachplatz 1, 88045 Friedrichshafen Design and Production Designmanufaktur|Ries, 88214 Ravensburg LITHOGRAPHY Wagner Medien UG, 88690 Uhldin gen-Mühlhofen PRINTED BY Druckerei Holzer, Weiler im Allgäu ISSN-Nr. 09 42-82 59, Reproduction only under indication of the source. Please forward a copy. INTERNET-ADDRESS www.mtu-report.com; www.mtu-online.com

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