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“Agriculture is high-tech” Interview with Cathrina Claas-Mühlhäuser

Lateral thinkingLeft-field vision for heavy-duty farm vehicles

One for allSingle-cylinder test benches in engine development

The magazine of the MTU and MTU Onsite Energy brands I Issue 03 I 2011 I www.mtu-online.com

A tognum group BrAnD

MTUreport

2 I MTU Report 03/11

Joachim Coers, Chairman and CEO of Tognum AG and Chairman of MTU Friedrichshafen GmbH

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On 1. October I took over as Chairman of the Executive Board at Tognum and I now wel-come this opportunity to be able to address you personally as an MTU Report reader. As always, a change in the boardroom raises questions – and all the more so in this case when the company has also just had a change of ownership. What will remain the same, what changes are on the way? I would like to emphasize that continuity is important to me. I intend to continue along the path of growth which we have followed over recent years be-cause, as Deputy Chairman of the Executive Board, I worked with Volker Heuer to develop that strategy. We intend to continue in our role as the preferred partner offering the best solutions and that will remain unreservedly so. As we move forward, our propulsion sys-tems and power generation solutions will continue to set the benchmarks for the market.

I am equally committed to getting to know our customers even better and, at the same time, to finding out how they utilize our propulsion and power generation plants. That was why I spent my first week as CEO in the USA. In Mankato, we celebrated our ‘Onsite-En-ergy Oktoberfest’ as we do every year and I used the opportunity to meet as many of our customers and distributors as possible in person. It was important for me to listen to them and to find out what their requirements are. My colleagues and I will continue to place a great deal of emphasis on this exchange of ideas and information in the future.

Obviously, the same holds true when it comes to the development of our engines. We work hard to make sure that we are always able to offer you the best solutions in the propulsion and power generation sectors. The success we have achieved here is demonstrated by the engines which we are showcasing this year at Agritechnica, the world’s biggest exhibition for agricultural machinery. These engines achieve emissions targets set for 2014 and they do it using SCR catalyzer technology only. Our customers will not need to introduce diesel particulate filters. The engines can be used to power applications from combine harvesters to smaller mine vehicles and excavators. The wide versatility of our engines across the application range never fails to fascinate me. This issue of MTU Report shows how our propulsion systems power the most spectacular megayachts, how they play a leading role at Europe’s biggest marshaling yard and how our engines bring reliable power to the most remote areas of Indonesia. Fascinating reading! I am sure that you too will find fasci-nating stories in the articles about our propulsion and power generation systems and the roles they play throughout the world and I trust that you will greatly enjoy this latest edi-tion of MTU Report.

Joachim Coers

Dear Reader,

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Interested in a particular topic and want to find out more about it? Then use the black-and-white code patterns at the end of some of the articles. They conceal details of a website with more information, images or a video clip. To be able to read the codes, all you need is a Java-enabled mobile phone with camera function, internet access and the code-reader software installed. The soft-ware differs according to the type of mobile and can be downloaded free from the web.

How it works1 Photograph the code with your smart-phone.2 The code-reader software deciphers the information contained in the code. As soon as the application has recognized the image, the content (video clip, website, images) is displayed directly on your smartphone.

More on this…

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02 Editorial

C&I04 “Agricultureishigh-tech”

Claas supervisory board chair and grand-daughter of the company founder talks about combine harvesters, changes in farming and MTU engines.

10 LateralthinkingAre combine harvesters that look like science-fiction creations the future? Designer Dominic Schindler firmly believes so.

14 News

Technology18 Oneforall

The combustion process of diesel engines is investigated on single-cylinder test benches.

Marine22 Meetingofthemegayachts

The Principality of Monaco is not just the playground of the rich and famous, it is also the stage for a yacht show of super-latives.

30 DeepdreamsFurther developments in charging genera-tor tehnology mean that submarines will soon be able to remain submerged for even longer.

Marine34 IcebergExpress

The natural landscape of Prince William Sound is even more impressive from a ship powered by quiet and clean MTU engines.

After-sales36 Theyonlylivetwice

Remanufactured engines prove them-selves on fracking trucks in the tough world of oil and gas extraction.

Energy40 Villageworld

Power generators driven by MTU engines bring people in the remotest parts of In-donesia closer to the rest of the world.

46 TheVaubanQuarterIn Freiburg’s model district, Vauban, people live ecologically and sustainably. A modular combined heat and power plant supplied by MTU Onsite Energy helps them do so.

Rail52 Kingofthehill

In the space of 24 hours, 4,000 goods wagons roll down a hill five meters high watched by a hill supervisor. It is one of the fascinating features of Europe’s big-gest marshaling yard.

Technology58 Secretsunlocked

MTU experts open the lid on key engine development technologies in technical articles.

59 Talking of…


Cathrina Claas-Mühlhäuser on the latest developments in agriculture

Agriculture is going through a process of change – as the sta-tistics show. At the start of the 20th century, nearly two thirds of Germans worked on the land. Today only three percent of the population are farmers. In the USA too, the figure has dropped from a good half of the population in 1920 to only one percent today. On the other side of the coin, the average size of a farm in the USA tripled between 1935 and 1985.

Mechanization fundamentally changed agriculture. It is more effective to work large fields when using machinery, so small fields were merged. Larger operations were better able to afford the machines, so smaller holdings disappeared. The dis-tinctive features of farming are no longer horses or the small tractors that followed them but gigantic harvesters. Combine harvesters are the size of a small house and can gather as much grain in an hour as would be needed to supply a whole city with bread. A beet harvester not only harvests the sugar beets, it cleans them on the move and loads them directly into a trailer ready for immediate transportation. Engines made by MTU make sure that such agricultural equipment is reliably powered. Their performance and reputation have remained undiminished over many years, but what has declined in that time is the amount of fuel they consume and the emissions they produce.

In this interview, Cathrina Claas-Mühlhäuser tells us what fascinates her about combine harvesters, how Claas is responding to the changes in agriculture and what she values about MTU engines. She is not only the granddaughter of the company founder, August Claas, she is also head of the super-visory board of the world's fourth-largest agricultural machin-ery producer.

C&I

”Agriculture is high-tech“

Claas mostly makes harvesters and tractors. Do you have a favorite vehicle?My parents' house is right on the factory grounds at Claas company headquarters in Harsewinkel. I grew up there in the middle of combine harvesters. So I suppose that would answer your question.

What fascinates you about them?A combine harvester is a factory on wheels. Our top-of-the-range model harvests enough wheat grain in half an hour to supply a city the size of Frankfurt with bread for a day. That is certainly something to marvel at.

Your grandfather founded the company, your father followed him into the business, and now you sit at the head of the supervisory board. Did you actually have any choice as to whether you wanted to follow that path?Yes, of course. My father asked me, but never put pressure on me. You can only take on the responsibility for 9,000 employees if it is your own choice and you enjoy the job.

We know that you find the subject of women's issues rather tiresome. So we'll keep it to just two questions, and then it's dealt with. What does it feel like being a woman in a business making products that really only appeal to men?Doing a good job has to do with a good edu-cation, capability, experience and the willingness to take on responsibility. It's not connected to

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Cathrina Claas-Mühlhäuser

Cathrina Claas-Mühlhäuser is the only child of 85-year-old Helmut Claas. She was born in Harsewinkel in 1975. Af-ter graduating in industrial economics, she studied business management in St. Gallen (Switzerland) and complet-ed a traineeship at ABB. As the age of 25, she was given a seat on the Claas supervisory board and shareholders' committee, the most important execu-tive board of the family business. Three years later, in 2004, she moved up to the position of deputy to her father. In 2010 she succeeded him as chair of the supervisory board.

She grew up with combine harvesters and for the last year she has headed the Claas Supervisory Board: In an interview, Cathrina Claas-Mühlhäuser talked about her role in the company.


«We will see increasingly powerful, intelligent and coordinated machinery.» Cathrina Claas-Mühlhäuser

“A factory on wheels,” is how Cathrina Claas-Mühlhäuser describes a combine harvester. In just half an hour one of these machines can thresh enough wheat to bake enough bread for the entire population of a large town.

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gender in any way. And, apart from that, many women are interested in agricultural machines.

Your image – fresh, bright, feminine – is cer-tainly unusual in this line of business. Don't you often worry that it might suddenly be turned around into ”too young, too naive, too feminine“?No, that has never been the case.

You didn't choose the traditional route – work-ing your way up from the bottom – but went straight onto the Claas supervisory board. A position that other people only achieve after proving themselves in business over many years. What qualifies you for the role?You can say that I have been with Claas for over 30 years, simply because I grew up with the busi-ness. I learned how to think and act like an entre-preneur from my father, who always encouraged and extended me.

Which markets are especially of interest to Claas in the future?As well as our established markets, Asia is com-ing increasingly to the fore. We have had our own production facility in India for many years.

Your vehicles are used in many countries of the world, and their duty profiles must vary greatly in all the different places they are used. How do you adapt to that?We make machines for professionals. And the product portfolio for combine harvesters, for-

agers, tractors, presses and feed harvesters always covers the full range of customer require-ments from small farms to large-scale agricul-tural operations that maintain complete fleets. In the case of tractors, for example, the power out-puts range from 70 to 526 hp.

Agriculture is in a process of change. From our childhoods we remember the large num-ber of smallholdings with a few cows in the meadow and the farmer selling the milk local-ly. Today there are much fewer farms and they are mostly large-scale operations. How have you responded to those changes at Claas?We are part of the lives of our customers and develop our products for them. It is less a case of reacting than of anticipating definitive trends and developing solutions for present and future scenarios. We have succeeded in that so far and are confident of continuing to do so in the future.

What are the requirements your customers demand of you?Our buyers want solutions for the tasks they set themselves. And increasingly it is becoming more a case of complete processes and less to do with the performance capabilities of individual machines. That is why electronics and network-ing are taking up more of our time.

What role is played by advanced technology in agriculture?Professional agriculture is high-tech today. Land as a resource is not multipliable. As more and

“There are a lot of women who find agricultural machines fascinating,” said Cathrina Claas-Mühlhäuser. Doing a good job, she says, has nothing to do with gender and everything to do with good education, capability, experi-ence and a willingness to take on responsibility.


more people have to be fed, agriculture has to deliver maximum yields and do so sustainably. That only works with modern scientific and tech-nical methods.

What kinds of innovation should we prepare ourselves for in the future?We will see increasingly powerful, intelligent and coordinated machinery. Most machines will not really get any bigger because, especially in the case of self-drive vehicles, they could not be cer-tain of being approved for road use.

And what role does the design of your vehicles play? An Austrian designer has produced concepts for how future combine harvesters might look. They are more like spacecraft than agricultural machines. Could you imagine such a design? Design is not about making an object look good but about combining form and function. So de-sign is very important to us because Claas ma-chines are distinguished by ease of use and outstanding functionality.

How important is the engine in the design of heavy-duty agricultural machinery?Well, combine harvesters illustrate the point well: they are only in use for a few weeks a year, which means they must prove themselves extremely reliable, durable and powerful during those short harvesting periods. Long downtimes in the mid-dle of the harvest are not acceptable. The engine drives all the combine harvester's mechanisms. Consequently it is a key component right from the earliest design phase.

Is it important to your customers what make of engine powers their vehicles?Yes, clients obviously want to know what compo-nents we fit. For Claas Power Systems, or CPS for short, we integrate complete powertrains in-cluding engines in our machines. So it is impor-tant to have renowned partners such as MTU.

What do you value about MTU engines?Well, basically, I have already mentioned the most important criteria. Obviously very impor-tant are economy and good service backup along with fast and reliable spare parts supply. In that regard, MTU is in the Premier League.

In future, the smaller engines in the MTU range will no longer be called Mercedes-Benz but MTU. Nevertheless, they will still be based on Mercedes-Benz technology. How important is that to your customers?Both names have a solid reputation. So it will be more a case of the appropriate communication.

What are the challenges in the integration of future power systems that will require an SCR system to meet the statutory emission limits?There are undoubtedly technical challenges to overcome because the emission control systems take up space, so design modifications will be required. And then there is the question of cost

– because exhaust treatment systems cost money.

Not only the engines but the vehicles as a whole are becoming more and more complex. How do you respond to that so as to offer your clients the best possible service?We have actually helped to drive the develop-ments forward. And, of course, we have con-stantly adapted our service and logistics systems and networks. With harvesters especially, fast and reliable service is the most important selling point alongside the quality of the machines. We are in a strong position in the sector and always working at being even better.

Interview: Lucie DammannPictures: Claas, Tognum Corporate Archive

To find out more, contact:Frank Bühl, [email protected]. +49 7541 90-8742

C&I

«The engine drives all the combine harvester's mechanisms. Consequently it is a key component right from the earliest design phase.»

Cathrina Claas-Mühlhäuser

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New engines for high-tech vehicles

At the world's largest agricultural technology show, the Agritechnica, MTU presented its new agricultural engines that meet the EU Stage IV and US EPA Tier 4 final emission standards applicable from 2014. The new-design Series 1000, 1100, 1300 and 1500 engines require only an SCR exhaust treatment system to com-ply with the tighter emission limits. They do not need a diesel particulate filter. These en-gines cover the range of power outputs below 560 kilowatts. For power ratings up to 730 kilo-watts, the Series 1600 engines for agricultural applications will be introduced from 2014. They will need neither an SCR system nor a diesel particulate filter. "We are proud to be able to continue to offer our customers engines with-out diesel particulate filters for all agricultural applications in the future. They are cleaner than ever before and use even less fuel than the present engines," indicates CTO Dr. Ulrich Dohle.

From 2014 MTU is introducing the new Series 1000, 1100, 1300 and 1500 engines with pow-er outputs from 100 to 460 kilowatts. These models have been specially developed for off-highway applications in the construction, in-dustrial and agricultural sectors and are based on Mercedes-Benz technology. They will meet the extremely low nitrogen oxide and particu-late limits imposed by the EU Stage IV and EPA Tier 4 final emissions standards with the aid of an SCR exhaust treatment system. MTU be-came one of the first engine manufacturers to present its entire industrial engine family in the power range under 560 kilowatts for the emis-sions legislation applicable from 2014 when it did so in 2010. Compared with the engines for EU Stage IIIB/EPA Tier 4 interim, end users benefit from up to 5 percent lower fuel con-sumption, up to 20 percent longer service life, higher torque at low engine speeds, a more powerful engine brake and quicker and easier maintenance.

From 2014, the Series 1600 engines will extend the power range up to 730 kilowatts. These off-highway units can be used in applications such as forage harvesters or other agricultural vehicles and machinery with high power re-quirements. They comply with EPA Tier 4 final by virtue of internal exhaust recirculation and a diesel oxidation catalytic converter. To minimize fuel consumption, MTU has paid special atten-tion to optimizing the combustion process. All in all, buyers will gain from an integrated sys-tem with low conversion and operating costs.

Series 1000 engines producing between 100 and 260 kW will be available from 2014.

In 2014, Series 1600 engines will also be available for agricultural applications. The 10 or 12-cylinder units will produce up to 730 kW of power.

Series 1500 engines will generate up to 460 kW.

The Series 1100 6-cylinder in-line engine will be available to cover the 280 to 320 kW power range.

Series 1300 engines will cover the 340 to 380 kW range.


Dominic Schindler is a designer. His aim is to give commercial vehicles a makeover.


Product design in the investment goods industry

Combine harvesters that look like science-fiction creations and dump trucks that bear no resemblance to heavy industrial plant. Welcome to Dominic Schindler’s world. He designs investment goods. And he isn’t only concerned about the aesthetics. Functional-ity is just as important to him.

Why does a combine harvester look the way it does? Big, angular – a gigantic box with a long rotating contraption at the front and a rather in-conspicuous opening at the back. Certainly not a candidate for a beauty contest. But it drives and harvests reliably, and that is what mat-ters. “No,” says Dominic Schindler. And as he says it he appears thoroughly indignant. As if you had suggested he should wear a black suit and tie instead of his blue jeans and fluorescent green belt. Dominic Schindler is product design-er and managing director of the Austrian agency Dominic Schindler Creations. He and his team have set themselves the task of giving industrial goods a makeover. He is convinced that a prod-uct – be it a mobile phone, a sat nav or a com-bine harvester – must not only function properly, it has to look good as well.

Spacecraft on the corn fieldSo he and his team have produced proposals as to how combine harvesters could be designed. Gigantic tracks replace wheels that appear flim-sy by comparison. And the large windows of the cab give the driver a starring role in this singu-lar carriage. There are virtually no straight lines any more; everything is curvaceous and col-ored. Space Ship Enterprise on the corn field! All that is missing is for Captain Kirk to step out

and stride across the ground. And this machine is supposed to be able to harvest grain crops?

“Yes,” says Dominic Schindler. He is certain that this combine harvester will be produced one day. Because it doesn’t just look better than existing models. He considers it to be a superior prod-uct. The tracks distribute the weight of the ve-hicle over a larger area. That means the ground is not compacted as much and the harvester can also drive over sandy surfaces more eas-ily. Dominic Schindler also directs a critical eye at established conventions: the steering is not at the back as is usually the case. Steerable front axles give the science-fiction combine a smaller turning circle and better steering characteristics on the road. The massive cab windows give the driver a much better view as well.

Patent collector“Our primary aim is to improve the aesthetic de-sign of a vehicle. But at the same time, we always have an eye on function,” the designer explains. Although he prefers not to be called a designer.

“We do more than just design,” he emphasizes. And relates with pride how, last year, his agency was granted more than a dozen patents – not design patents, function patents.

Teams composed of differing skillsYes, Schindler is a lateral thinker. Someone you could easily underestimate on first impression. With his jeans, luminous green belt and gaudy shoes he could easily pass for a student or a life-style guru. But behind the creative exterior there is much more. After attending the famous Par-sons School of Design in New York and Paris, Dominic Schindler went on to study econom-

ics at the Harvard Business School. “Beauty is always subjective, of course, so I don’t want to judge my products purely on their appearance,” he expounds. And adds, “When I have designed a product, it also has to be better than it was be-fore.” The 30-year-old entrepreneur now employs 20 people at his agency. Many are designers – some of them have a very artistic background, while others are more like engineers – but there are psychologists and anthropologists among them too. He brings together different areas of expertise in his teams according to the nature of the project.

From fantasy to production modelWhen they get started, they are allowed to be extremely creative. “In the first phase of a proj-ect, we produce a fantasy,” Schindler states with a mischievous laugh and produces two exam-ples – an open-top car with a transparent bon-

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Lateral thinking

From fantasy to production model: Dominic Schindler starts by producing creative concepts as the basis for development of the final product design.


net and oversized wheels, and a dump truck with ginormous air scoops and fog lights integrated in the body panels. “And we know it will never be built like that. But it enables us to determine the direction in which it should go,” he explains. Then the “donkey work” begins, as Schindler re-fers to the second phase. He sits down around a table with the client’s developers and engineers to adapt the new design to the technical require-ments. On the one side, the creative artists with lots of crazy ideas. On the other side, the engi-neers – the realists – who are only convinced by hard facts. It isn’t difficult to imagine what those meetings are like. “The discussions are not al-ways easy, but we benefit from one another – re-ally.” Schindler believes that his mad ideas often take the engineers forward and motivate them to venture into areas that have hardly interested them before. While, for his part, he is reliant on their expert knowledge. “In the end, through our romantic world of design, we want to create a product with a high-end image that also serves its purpose even better than before,” he summa-rizes. But the product doesn’t necessarily have to be more expensive than before. “Often, we even manage to reduce the production costs by using new materials,” he recounts, so challenging the preconception that good-looking products are usually more expensive than others.

Investment goods as niche market for designersWhy combine harvesters in particular? As a designer, does he not dream of creating prod-ucts that interest more people? Mobile phones, watches, cars? “No,” he replies with a laugh.

Dominic Schindler looks for challenges. Not surprising, given his family history. His great grandfather invented the world’s first fully elec-tric kitchen and his grandfather developed the sun cream “Piz Buin”. Being merely a designer among many others would have been nothing for him. Dominic Schindler looked for a niche – and found it in the investment goods industry. He was certain there was a lot he could achieve there when he took on his first contracts five years ago. He has already designed massive ma-chine tools and a tablet press. His vehicle con-cepts do not yet exist in physical form. “But that will change,” he states with such certainty that you have to believe him. A survey conducted at the “Emo” show, the world’s largest mechanical engineering fair, found that 80 percent of buyers take account of design in their choice of product.

“They do so consciously, the other 20 percent do so unconsciously,” he asserts.

Car makers lead the wayThe automotive industry pioneered the approach.

“Hardly anyone thought about design 20 years ago. Today, it is a decisive selling point.” As an example he cites BMW or Mercedes-Benz, two major German car makers. In the past, their cars were simply technically superior to their competi-tors. But that has now changed. “A company like Toyota makes cars that are technically at least as good as a BMW,” Schindler maintains. “Despite that, people are prepared to pay much more money for a BMW.” Why? Because, he argues, BMW has succeeded in creating a high-end im-age for its cars – with the aid of top-quality de-sign. And that trend would be unstoppable in the

commercial vehicle industry too. “Products are becoming increasingly similar there as well. But manufacturers can still set themselves apart by appealing to emotions and projecting values,” the designer illuminates.

Those values were not the same everywhere in the world, he pointed out. In Asia, for example, people tended to prefer smaller and more finely detailed products. Americans, on the other hand, loved big, bulky design. Europeans were differ-ent yet again. “They are very traditional and their taste is often based on what they have learned from when they were children,” Schindler says. But what does that mean as far as vehicle de-sign is concerned? Do they have to be designed differently in every country? “Not necessarily,” maintains Schindler. He said that the automotive industry did it to a certain extent by selling differ-ent cars in Asia than in Europe. But the example of Apple showed that it didn’t always apply. Their products sell successfully all over the world with the same design. And as he is saying that, he takes out his Blackberry. A designer with a Black-berry instead of a trendy iPhone? Unusual, but it fits the picture perfectly. Dominic Schindler goes his own way – along which he aims to revolu-tionize the design of combine harvesters, dump trucks, plant and machinery. “Every time I see functional products presented in the proper de-sign, I get a real feeling of pleasure and satisfac-tion all over again,” reveals the lateral-thinking designer.

Words: Lucie DammannPictures: Robert Hack

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Dominic Schindler has already produced concepts for dump trucks, convertible cars and engines.

«Through our romantic world of design, we want to create a product with a high-end image that also serves its purpose even better than before.» Dominic Schindler, designer


“Hardly anyone thought about design in the auto-motive industry 20 years ago. Today, it is a deci-sive selling point,” ar-gues Dominic Schindler.

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More than 2,000 kilometers of track, rocky mountains and temperatures well below freezing – those will be the conditions in which two MTU rail engines will be operating from spring 2012. MTU Friedrichshafen is supplying two traction gensets each consisting of a Type 20V 4000 R43 rail engine with a flange-mounted traction and auxiliary generator and bespoke automation system. The CaPoS and Powerline automation systems have been specially adapted to the conditions in Siberia. The contract is the first fruit from the joint venture between Tognum and the Russian rolling-stock producer Transmashholding that the two companies signed in July 2011.

The MTU engines will power a dual-section locomotive operating on the Bai-kal-Amur mainline that runs parallel to the Trans-Siberian Railway. It pulls trains carrying coal and other raw materials from Neryungri in eastern Siberia to Sovets-kaya and Vladivostok on the Pacific coast. The Class 2TE25A locomotive is the first Russian AC/AC locomotive and up to now has been powered by a 2,500-kilo-watt Kolomna engine and a Russian generator. After repowering with MTU en-gines, which is due to be completed by the end of 2011, the locomotive will be driven by twin 2,700-kilowatt units. Because of the long and partially mountain-ous routes, the locomotive, like many Russian designs, consists of two sections each containing an engine, traction generator, auxiliary generator and power con-verter. MTU will be supplying more locomotives of this type with engines in 2012.

Siberian twinMTU engines are to drive trains that carry coal in Siberia.

The engines have to be able to withstand the severest conditions including temperatures well below freezing.


The Spanish train manufacturer Talgo is currently rebuilding 15 electric high-speed trains with MTU engines to make them suitable for diesel-electric operation. The Renfe class 130 power cars are each to be equipped with a 12V Series 4000 R43L diesel engine with traction generator. That will also make it possible for the trains to circulate on non-electrified track. With a power output of 3,600 kW, the trains are capable of top speeds of 180 kilometers per hour in diesel mode. Each train comprises two power cars and can accommodate 265 passengers. All 15 trains are to serve the Madrid-A Coruna line from the mid of 2012.

Diesel meets electric

Before now, the Talgo trains were all electric. Now an MTU engine helps out on unelectrified lines.

At over 30,000 square feet (2,800 square meters), Tognum America’s new training center in Canton, Michigan is almost four times the size of the old training center. According to senior manager Wolfgang Griener, “We expect that in this new center we’ll not only be hosting more than four times the number of guests, but that we’ll also see a mix of distributors, OEMs and end-users more reflective of our customer base.” The floor plan is modeled after Tognum’s training center in Friedrichshafen, Germany, and features an expansive shop floor, warehouse area, loading docks and classrooms.

More training space

Tognum has opened a new training center in Canton, Michigan.

Plans foresee the production of up to 7.8 million tons of liquefied natural gas a year on Curtis Island off the east coast of Australia. To facilitate development of the infrastruc-ture needed in the project, MTU Onsite Energy is supplying seven gensets each con-sisting of a 20V 4000 G63L engine and a 11kV Marathon generator. MTU will also be supplying nine 12V 2000 M61 main propulsion engines to power freighters on the route between Gladstone harbor and Curtis Island. The Gladstone Liquefied Natural Gas (GLNG) project involves the development of coal seam gas reserves in the Surat and Bowen Basins, a gas pipeline from the gas fields to Gladstone and two liquefied natu-ral gas trains on Curtis Island. Its relatively low carbon dioxide content makes liquefied natural gas one of the cleanest fossil fuels. Exporting the liquefied natural gas to Asia will help to replace environmentally damaging fuels used in the power generation sector there and to reduce CO

2.emissions.

Electricity for liquefied gas

Plans foresee the production of up to 7.8 million tons of liquefied natural gas a year on Curtis Island.


News

The Colombian Navy is repowering its four frigates, the Almirante Padilla, Caldas, Antioquia and Independiente. They have been successfully powered by MTU Series 1163 engines for 30 years, and that is to continue. As part of a comprehensive modernization program, the frigates are to be given new main propulsion engines, new electrical sys-tems and a new “Callosum” monitoring and control system tailored by MTU to their future deployment roles. Thanks to their compact design, the new 16-cylinder Type 1163 TB 73L engines fit perfectly in the engine room. “We wanted to get the most we possibly could out of the existing possi-bilities,” explains Javier Diaz, sea captain and project man-ager for the Colombian Navy. “The same engine type in a similar configuration represented the best solution for us.” Because of their reliability, high power density and fast acceleration, the engines in that series are the most widely used power units in naval shipping.

The Colombian Navy’s frigates have been powered by MTU Series 1163 engines for 30 years.

The frigates Almirante Padilla, Caldas, Antioquia and Independiente are being refitted with new MTU engines at the Colombian naval shipyard COTECMAR.

Four tough characters

Six of the seven platform tenders owned by Brazilian operator Starnav are driven by MTU engines.

Fair exchange

There few places in the world more beautiful to work in than where the catamarans “Perle Express” and “Liberty” oper-ate. Since October 2011, they have been plying between three of the idyllic Guadaloupe islands in the middle of the French Antilles in the Caribbean. Below decks they each conceal two 16-cylinder MTU Series 4000 engines capable of 2,465 kilowatts each. They provide the two 47-meter fer-ries with a top speed of 32 knots. The ships were built by the Austal shipyards in Henderson, Western Australia. The ferry operator, L’Express des Iles, awarded the contract to Austal in June 2010. The predecessors to these catamarans – the

“Opale Express” and “Jade Express” that have been in service since 1998, and the “Gold Express” and “Silver Express” com-missioned in 2005 – were also built by Austal.

Trip to paradise

Two catamarans powered by MTU engines will ply between the islands of Guadeloupe.

Brazilian shipyard Detroit Brasil Ltda purchased four addition-al 16V 4000 M63 engines rated at 2,000 kW at 1,800 rpm. The four Ironmen engines are the second lot of purchased engines by Detroit Brasil Ltda after bringing three similar Line Handling Tugs of 70 tons of bollard pull with the same engine type into the waters of the operator Starnav in Macae, state of Rio de Janeiro.


General Dynamics UK has contracted to supply the first ‘Scout SV’ armored reconnaissance vehicles to the British Army in 2015. The Scout SV’s 8V 199 TE21 engine is based on a Mercedes-Benz truck engine which was specifically adapted for defense applications by MTU. The special adaptations include a power upgrade to 600 kW (from the truck unit’s 480 kW) and an improved torque of 3,000 Nm achieved by precision alignment of the turbocharging, injection and electronic control systems. Further design refinements take the form of a 2-stage air-water charge-air cooler, two separate cooling circuits (high wand low temperature circuits) and a dry-sump lubrication system. This

state-of-the art technology makes it possible to reconcile the special-ized technical demands of defense vehicles such as high performance and compact design suitable for extreme operational conditions with the economic benefits of the basic commercial engine.

The airport at the Egyptian holiday paradise of Hurghada now has a new runway and an extra terminal building. MTU Onsite Energy will be working in cooperation with the Egyptian distributor MCV Egypt to supply twelve emergency power gensets for the facilities by the end of 2011. Four of the units are powered by Model 10V 1600 G20F engines and each generates an electrical output of 500 kVA. These cover the require-ments of the new runway and will ensure that planes will still be able to take off and land safely even if the public grid goes down. The remaining eight gensets are based on Series 2000 engines and produce 880 kVA (Model 12V 2000 G65TD) and 1,265 kVA (Model 18V 2000 G65TD). One of the units is housed in an acoustic container for mobile operation whilst the others will secure emergency power supplies to the new terminal building and the cooling plant.

Peak performance for the Royals

In the land of the Pharaohs

MTU is supplying the engines for new vehicles for the British Army.

Emergency power gensets supplied by MTU Onsite Energy safeguard operation of the new landing lights at Hurghada Airport.

New ownersDaimler AG and die Rolls-Royce Holding plc have obtained all relevant regulatory approvals from the authorities for the takeover of Tognum AG. That means that Tognum now has new owners who want to develop the company into a global market leader for industrial engines and energy systems.

As a joint subsidiary of Daimler and Rolls-Royce, Tognum is to enjoy continued growth.

Japanese extinguishing powerTokyo Fire Fighting Department has ordered a 42 meter firefighting vessel at Niigata shipbuilding & Repair Inc.. It will be the largest vessel in the fleet of nine fire boats and will operate within Tokyo Bay. The propulsion consists of a 12V 2000 M94 engine and two 12V 4000 M93L engines and is capable of delivering 6,500 kW. The free end PTO of the engines will be used to provide drive to the firefight-ing pump.

New executive teamSince 1. October, as scheduled, a new top management team has been in place at Tognum. Joachim Coers (45) has taken over the reins as CEO whilst Dieter Royal (47) has assumed the role of CFO. Coers succeeds Volker Heuer who retired on 30. September. Previously, Coers had simultaneously held positions as Deputy Chairman of the Tognum Executive Board, CFO with responsibility for the Corporate Services Division and Director of Industrial Relations. In a further move, the company consolidated full market responsibility for the two business units En-gines and Onsite Energy in a single board division.

In brief:


The combustion process of MTU diesel and gas engines is optimized on single-cylinder test benches in Magdeburg and Friedrichs-hafen.


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MTU engine developers increasingly rely on single-cylinder test benches

Combustion of the fuel is what drives the innermost workings of the diesel engine. It is and will remain the source and starting point for much important technological potential throughout the drive unit. That includes everything that is of interest to operators: economical consumption, low wear, long life and, not least, noise levels that are as low as possible. That is why the combustion process is subjected to particu-larly rigorous examination on MTU single-cylinder test benches. And with increasing resources. Since the middle of 2011, four new single-cylinder test benches at the Magde-burg plant have been added to the facilities already available in Friedrichshafen.

“Can you see the difference?” – test bench opera-tor Ivica Tolic holds two piston crowns under the neon light on single-cylinder test bench 112. The question is rhetorical because the two examples are indistinguishable to the naked eye. Such tiny differences on pistons, piston crowns, cylinder liners, fuel injectors and other cylinder compo-nents are bread and butter to the technicians working on the four single-cylinder test benches at the Tognum facility in Magdeburg. This is where cylinder design concepts, combustion pro-cesses and materials are examined in minutest detail under ideal testing conditions and innumerable variations of cylin der components tried out, the test data analyzed in real time in some cases and displayed on screens – a high-tech laboratory for diesel and gas engines.

As the name implies, single-cylinder test benches are used to test out engines with only one cylin-der. These engines are produced purely for test-ing purposes, as against the full-sized versions offered in the MTU product range, which always have at least six cylinders. The single-cylinder engines provide information for basic research

«Combustion is an essential element in optimi zing the design of the entire engine.»

Alexander Wasgindt,

Combustion Development Team Leader

in the pre-series development section as well as information on combustion processes for spe-cific series-production projects. They therefore make a significant contribution in the area of engine development. Later, the full-engine test stands in the series development section are used to take the engines through to series-pro-duction maturity.

Why do cylinder components in particular play such an important part in engine development?

“Combustion is an essential element in optimiz-ing the design of the entire engine,” elucidates Alexander Wasgindt, Combustion Development Team Leader. These days, it is generally a case of making the engines cleaner and more eco-nomical. And the engineer’s entire repertoire from fuel injection and combustion process, from pre-injection through to exhaust recircula-tion is put to use along the way. Not only all the

components but all parameters and settings are infinitely varied, be they cooling, turbocharging or lubrication. “If you are in control of the combus-tion,” says Alexander Wagsindt, “ultimately you can optimize the design of the whole engine.”

So why single-cylinder test benches? Wouldn’t it be better and, above all, more reliable in engineering terms, to test out the complete 8, 12 or 20- cylinder engine that will be used by the client? “With the large number of test series in combustion development, that is simply un-

The very latest test bench technology enables ultra-precise control and measurement sequences when testing combustion concepts.


Different variations of components such as pistons, often distinguished only by microscopic differences, are tested out on the MTU single- cylinder test benches.

economical, unecological and inefficient,” says Alexander Wasgindt. Because whether you are looking at a single cylinder or a complete en-gine, the same process is taking place. So single- cylinder test results are extensively rep-resentative of the combustion sequence in all cylinders of a complete engine. At the same time, the stripped-down version of the engine offers a number of advantages: quite obviously, it will use substantially less fuel during the tests and so have less impact on the environment. Another advantage lies in the far lower time, material and cost expenditure for running tests on a series of component variations.

Growing importance of single-cylinder test benchesThe importance of single-cylinder test benches has increased substantially in recent years. The

driving force behind that development is the con-stant tightening of the emission limits imposed by law. Measurement of emissions is continu-ally advancing along a path towards ever smaller quantities and ever greater accuracy. Until ten years ago, the figure for nitrogen oxide emis-sions was above ten grams per kilowatt-hour. Now, it has been tightened to less than one gram per kilowatt-hour. “Even just five years ago, that would have been inconceivable from a design and testing viewpoint,” stresses Dr. Michael Thoma of the Testing Systems Department.

With respect to the purely internal engine fea-tures of combustion chamber design and fuel in-jection technology configuration, the emissions can only be brought below the stricter limits by exploiting all technical possibilities and imple-menting them with ultra-high precision. The inter-


action of combustion chamber design with other technologies such as fuel injection, electronic management, exhaust recirculation and exter-nal engine features has enormously increased the number of variables in testing programs. All of those factors have to be taken into account on the single-cylinder test benches. “In practi-cal terms, that means we have to run far more test sequences than before,” Alexander Wasgindt underlines.

In view of the vastly larger quantity of tests, the new single-cylinder test benches installed at Tognum’s Magdeburg plant in the middle of 2011, have made the job distinctly easier. To add to the single-cylinder test bench for the Series 8000, four more single-cylinder test benches have been set up, one of which is for gas engines. By using a variable mixture of natural gas, carbon dioxide and propane, a vast diversity of gas quali-ties can be reproduced, from carbon-dioxide rich biogas to high-quality natural gas, and combus-tion thus optimized for a wide range of possible applications. “In particular we will be investigat-ing and improving gas-engine combustion pro-cesses here in Magdeburg in the future,” points out Dr. Jan Piatek, the man in charge of the single-cylinder test benches. And as the work is concerned with eco-friendly future technologies, the state of Saxony-Anhalt has helped finance the new test benches.

Computer simulationAn increasingly important role in combustion development is played by computer simulation of the combustion process. Bench-testing and computation – or simulation – are the classic pairing in the modern, scientific methodology of en gine development. Together, they deliver

quicker and more exact insights into combustion. Testing provides the real measured data. Simula-tion enables that information to be supplemented by computerized examination of the inner pro-cesses of combustion to improve understanding of the physical interrelationships that exist bet-ween the inaccessible proceedings in the engine and the measurable engine data. “In that way, the combustion engineers know precisely where they have to start to improve the combustion in the way demanded by the development aims,” explains Ralf Speetzen, Hydraulics and Combus-tion Analysis Team Leader.

The computation tasks involve complex physi-cal and mathematical models that can only be

As highly developed as combustion simulation now is, the measured data from the single- cylinder test benches is nevertheless frequently used to verify the computed results. How closely development test benches and computer simula-tion work together is clear when we take another look at the control stand of test bench 112. The current progression of combustion and temper-ature is calculated and displayed on two of the screens. The software for doing so was devel-oped and supplied by the IT Department. “In the past we had to very painstakingly document and prepare that data; now we can see the results in real time on the screen and so can assess the combustion process much faster,” Alexander Wasgindt relates.

Computer simulation provides a deeper understanding of combustion processes.

Technology

processed by very powerful computers. When the initial data is entered on the computer, a large number of factors are taken into account so as to be able to calculate pressure, heat and emissions within the combustion process. They include all key physical parameters such as com-position, density and other properties of the fuel, the sequence of the injection process, the geo-metry of the combustion chamber and the fuel-and-air mixture characteristics.

Words: Wolfgang StolbaPictures: Foto Fuchs, Robert Hack

To find out more, contact:Alexander [email protected]. +49 7541 90-3157

«In the past we had to very painstakingly docu-ment and prepare that data; now we can see the results in real time on the screen and so can assess the combustion process much faster.»

Alexander Wasgindt, Combustion Development

Team Leader


There are not many places in the world where a 40-meter yacht does not stand out. But Port Hercules marina in Monaco is one. The 43-meter El Sea can be seen there alongside the 37-meter Izumi. Not far from

those two is the Icon – all 62 meters of her. It’s showtime in Monaco. Every year in September,

the harbor is the backdrop to an exhibition of superlatives: the Monaco Yacht Show.

Meeting of the mega-yachts

Monaco Yacht Show

From 21st to 24th September 2011, Monaco harbor was the meeting place for the megayacht scene. Shipbuilders, architects, designers, consultants and suppliers all came to show off what they could offer the world of the rich and beautiful.

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The number of shoes left at the gangway tells you how popular a yacht is.

“I love my MTU engine,” announces yacht owner Frans Heesen (right, seen with Wouter Hoek of MTU Benelux, left).

How can you tell how popular a yacht is? By the number of decks? The length? The color? No, by how many pairs of shoes there are in the baskets by the gangway onto the yacht. That is because you don’t board a yacht in your out-door shoes; the furnishings are far too precious for that. You walk over the shining marble floors and deep-pile car-pets in your bare feet. And in the world of yachting super-latives things are altogether different from how you might think. The carpets running from one yacht to another are not red but blue – azure blue like the color of the water in the harbor. And along with sunglasses and iPhones, the most ubiquitous objects at the show appear to be polish-ing cloths. Everywhere you look someone is buffing and polishing; everything gleams and sparkles – including, of course, the MTU engine in the yacht My Petra. It is white with glittering chrome cylinder head covers.“I love my MTU engine,” announces its owner, Frans Heesen. Until recently, he owned the Heesen shipyards in the Netherlands but has now sold the business but remains its Chairman of Super-visory Board. He wants to sell the My Petra too and have another yacht built instead. In contrast with the My Petra, which is an all alu minium semi-displacement motor yacht, the new craft is to be tailored specifically for his family which is becoming more numerous: the Heesens now have seven grandchildren and need a more voluminous yacht, that’s why they chose a full displacement motor yacht.Though one feature will be the same: the new yacht will be driven by twin MTU Series 4000 engines as well. And just like her predecessor, she will be named after Mr. Heesen’s wife. She is to be called Lady Petra and presented as a gift on Petra Heesen’s birthday on 25th April.

Discretion the watchwordThe candor with which Frans Heesen speaks about his yacht is by no means the norm in the luxury yachts busi-ness. Discretion is the watchword. Admittance to the boats is by personal invitation only. Serious prospective buyers arrive incognito and closely shielded. Especially in these times of crisis and austerity measures, the yacht owners don’t want to be ostentatious with their wealth. Because there is probably very little in the world that compares with a megayacht for its combination of enormous expense and blatant luxury. Although the details of the prices are pro-tected by that well-observed discretion. At one time there was a general rule of thumb that every meter of a luxury yacht cost a million euro, but that is long since surpassed. Apparently the width, or beam, is important too, because it affects the amount of interior refinements that can be fit-ted in the yacht. So we are informed by Matthias Kundert, chief engineer on the My Petra. He is standing in the en-gine room of the yacht polishing the engine’s cylinder head covers. Everything has to be sparkling when potential buy-ers look round. “The engine is brilliant – 2,720 kilowatts of concentrated power. I have never had any problems with it,” he recounts in praise of his gleaming white charge. The question as to why it has to be polished, however, is some-

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1 The My Petra built by the Heesen shipyard in Hol-land is 44 meters long. That is roughly the average at the Monaco show. The longest yacht was 86.5 me-ters, the shortest 26.

2 Gleaming white with chrome cylinder head covers: yacht owners place great importance on the appear-ance of their engines.

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thing he hasn’t quite got an answer for. It was just how things should be done.

Trade only, no touristsJust as much the way things should be for Frans Heesen is to come to Monaco every year. He was at the very first Monaco Yacht Show 22 years ago and hasn’t missed one since. He recounts with a smile how once he missed appearing at the comparably large yacht show in Fort Lauderdale, USA. “People though I must be on my death-bed,” he says, drawing on his cigar with gus-to. Someone else for whom Monaco is the show highlight of the year is Francesco Ansole from shipbuilders Azimut.

“Everyone who is anyone in the industry meets here,” says the Italian. He uses the show to find out what buyers like. Another important feature for him is that there are virtually no sightseers at the event, just people in the trade. And no wonder – the ticket price of 65 euro puts people off, even though half of the takings from ticket sales are donated to the Monaco charity in aid of the muscular disease myopathy.

But you do get quite a lot for your money. For several days, the stars of the Principality are not Albert or Charlene but have names like Shooting Star, Triple Seven or Dou ble Shot. They all stand gleaming white in the water, their decks fes-tooned with flowers and the sofas invite you to sit and stay a while. But which one to buy? It’s a difficult decision. Of course, all the yachts on show are bespoke creations to suit the wishes of their owners. But the differences are not at all obvious. Standard features are a jacuzzi on the deck, massage chair, sauna, helipad and cocktail bar. There is hardly anything really brash or exaggeratedly lavish. Be-cause the owners rarely keep their yachts for long periods. They often sell them again after one or two years, so an over-the-top pink bathroom could put off potential buyers.

The unsung stars of the showThere is one thing many yacht owners agree on, however. They trust MTU engines. These unsung stars can be found hidden away in the engine rooms of many yachts at the show. The biggest seller is the 16-cylinder version of the Series 4000. It propels the Double Shot, for example, to a top speed of 32 knots. The five-man crew of the Mangusta T130 keep a careful eye on it even during the show. And the two largest yachts on show in Monaco, the Seven Seas and the Cakewalk, are powered by the same engine. Both craft attract visitors like magnets. The 85- meter Cakewalk boasts an impressive four sundecks, one on each level. The handrails are wooden and give the ship a homely feel. The Seven Seas is just one meter longer but quite different in other ways. With dark-tinted windows and angular lines, she looks more like a spacecraft on the sea. The rumor quickly spreads that the Seven Seas belongs to the famous film director, Steven Spielberg. Apparently you can charter her for a million euro a week. So what are we waiting for?

Swimming pools, jacuzzis, sundecks and cocktail bars are standard features of luxury yachts.


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Floating billionaires’ dreams on the Côte d’Azur: there were over 100 yachts to be marveled at in Monaco harbor. But to get on board you needed a personal invitation.

Admiring the yacht at least once from the outside is a must for every visitor to the show, “Have you seen the Seven Seas yet?” is a question frequently heard. And it is asked not only in French, but in English, Russian, Dutch and German too. This show is international. Though one group conspicuous by their absence are Asian buyers. Do they not have yachts? “The market there is only just getting established; it will take some time before it reaches a level similar to that in Europe and the USA,” explains Daniel Ramoli of MTU’s Yacht Sales Department. Of course, there was an increasing number of rich people in Asia, especial-ly in India and China, who could afford yachts. But as yet, the lifestyle and the associated infrastructure was missing. In the luxury yacht scene that means five-star restaurants and cafes, hidden bays with crystal-clear water, expensive luxury shops and palm-lined beaches – a deficiency in Asia at present but one that could be put right. Something many in the business are certain of is that there will soon be a lot more Asian yacht-builders and owners.

Interest in after-salesThe yacht sector is expanding, and it needs to. It has still not recovered from the downturn it suffered in the eco-nomic crisis of 2008. “It is improving slowly, but the Euro-pean shipyards in particular are facing a difficult coming year because of the debt crisis and financing problems,” Daniel Ramoli outlines. There is no sign of that at the show. The narrow gangplanks are crowded – 30,000 visitors came to the event over four days. The MTU stand – easily identifiable from a distance by its two flags – was always well frequented. As well as in the engines themselves, visitors were especially interested in the MTU Value Care products such as maintenance contracts and extended warranties. “They give owners and captains the certainty that their engines will always be in working order,” explains Stephan Knorr of MTU Marine Sales. “Which is why so many captains and chief engineers come here to find out about them,” he concludes. A cozy lounge area invited visitors to stay a while. The view of the harbor was magnificent. Almost like being on a yacht. Except that visitors were not required to take their shoes off.


To find out more, contact:Daniel [email protected]. +49 7541 90-7017

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More on this…Slide show of images with impressions of the showHow it works – see page 3 or log onto http://bit.ly/qCkkfJ

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1 Well frequented: not only the yachts drew a constant stream of visitors. The MTU stand was popular too. Among the exhibits was a model of the Series 4000 engine.

2 Biggest attraction: the Seven Seas was a magnet for visitors to Monaco. Undiluted luxury over every inch of her 86.5-meter length, 8,000 square meters of floor space and five deck levels.

3 The 85.6-meter Cakewalk is the biggest yacht ever built in America. 4 Attention-grabber: the Meteor is a sailing yacht whose classic

design stood out. A real head-turner among all the modern luxury yachts.

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Hartmut Manseck was commanding officer on two Class 206 submarines. Its propulsion was provided by two diesel generators each driven by a 600 hp, V12, 4-stroke MTU Series 396 diesel engine.

Deep dreams

Further developments in charging generator technologyM

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Diving below the waves in a submarine and exploring the world deep beneath the surface of the sea is something that many people dream of – among them former commanding officer Hartmut Manseck and rock musician Udo Lin-denberg. MTU has now further developed the battery-charging genset for these fascinating craft.

Rain lashes over foaming spray while the storm whips up the waves several meters high. Slowly, the streamlined steel hull parts the dark waters and makes its way to its diving position ready to dive but still fully surfaced. Suddenly, there is a grinding and scraping sound distinct from the noise of the storm. “Alert!” – the command abruptly calls the 22-strong crew of the U25 to attention. It is now a matter of seconds. Seal the bulkhead doors, retract the masts and close the outboard valves. Over 30 years later, corvette captain Hartmut Manseck, then CO of the submarine, still recalls precisely the in-cident in the Skagerrak, that part of the North Sea bordered by Denmark in the south, Sweden in the east and Norway in the north. “It was the most dan-gerous situation I have ever had to deal with in my 46 years in the German Navy,” Manseck still says today. What had happened? When sailing on the surface to the diving point ready to dive, a routine maneuver, the massive submarine scraped along-side a fishing boat that was showing only a dim light. The crew member on watch hadn’t seen the fishing boat’s lights through the periscope and so couldn’t initiate evasive action. “Luckily, only minor damaged was suffered,” Manseck recalls, adding immediately,

“In spite of such risks, traveling in a submarine is fundamentally safe.”

From combat roles to reconnaissance and protection dutiesMaximum safety is ensured by three essential requirements: a thoroughly trained crew, modern technology and not least the fact that submarines have taken on peace-time roles since the end of the Cold War. “They help to reconnoiter coastal areas, patrol sea regions and protect sovereign waters and shipping routes,” Manseck explains. And that means submarines have to cover much greater dis-tances even than 20 years ago and, to do so, need more powerful batteries that can also be quickly recharged. The issue of emission levels from sub-marines has also become more important in recent years. For that reason, MTU has improved the de-sign of the gensets that charge the batteries for powering the submarines’ propulsion motors. They are based on MTU Series 4000 engines and are designed to meet the new demands of shipbuilders and navies.


The new roles have changed the size and characteris-tics of submarines but not what goes on inside them. Hartmut Manseck took part in around 25 nation-al exercises and roughly 30 NATO maneuvers. His longest deployment extended over six weeks in the straits between Iceland and the Faeroe Islands and involved a total of twelve submarines from five differ-ent nations as part of a NATO maneuver. That meant spending one and a half months in highly stressful conditions in close confinement with 21 other ma-rines. “The majority of the time spent 100 meters below the surface, in artificial light, with very little sleep and the so-called submarine spirit – a mixture of body, cooking, refuse, diesel and toilet odors that you couldn’t get rid of even after a lengthy shower back on dry land.” On board you had to make do with a seawater shower in a tiny cubicle. Room to turn around? No chance! It isn’t a case of just put-ting up with all that. You have to actually like it.

In Manseck’s case, the passion for that equally de-manding and unusual workplace runs in the family. His father was a submarine commander before him. He himself followed the classic training path be-fore first serving as watch and technical officer and then, in 1974 at the age of just 29, being entrusted with the command of the brand new U26. She was a Class 206 submarine, one of 18 such craft in the German Navy. Twelve of them were converted to Class 206A between 1987 and 1993. It was only in March this year that the last of them was decom-missioned and a piece of naval history thus brought to a close. With a length of 48.6 meters, a beam of 4.6 meters and a displacement of 500 tonnes, they were the smallest military submarines operating anywhere in the world. Propulsion was provided by two diesel generators each driven by a 600 hp, V12, 4-stroke MTU Series 396 diesel engine.

Propulsion, power generation and automationThe succeeding and currently most advanced and quietest submarine generation in the German and Italian navies, the Class 212A, can generate electri-cal energy using a fuel cell and can thus significant-ly increase the time it can remain submerged. But it still makes use of a 16-cylinder MTU engine, though

– as with all submarines – only when operating on the

“The deployment profiles of submarines have changed but not the camaraderie on board,” says commanding officer Manseck.

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More on this...…the complete interview with Hartmut ManseckHow does it work? – see page 3or http://bit.ly/vZJVVt

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surface or at periscope depth. That is because inter-nal combustion engines require air – a commodity in short supply under water. At shallow depths, the snorkels – retractable air-intake pipes – supply the diesel engines with air and also discharge their ex-haust. Diesel gensets in submarines are also used to charge the batteries which then supply the unaspi-rated electric propulsion motors and the vessel’s electrical system with power when diving below the surface.

The technical crew members from the mate, the low-est noncommissioned rank, to the master engineer and the technical officer know their way around all the systems with their eyes closed. To reach that level of familiarity they complete a demanding course of training at the Submarine Training Center at the naval base in the small North-German town of Eckernförde, where the inside of a submarine is completely reconstructed – including the propul-sion system, associated batteries and diesel engines. There are also simulators and a ship automation system available for instructing trainees in opera-tion and also troubleshooting and fault identification.

“Before the crew members board the submarine, they have practiced every conceivable procedure a hundred times over in the toughest conditions, to the point where every one of them knows the rou-tines inside out and can carry them out quickly and unerringly with their eyes closed,” Manseck illumi-nates, having also been responsible for training new recruits for the Class 206 submarines. “When the sub is in dock, they deal with the servicing work and battery maintenance. At sea, they take spare parts with them so as to be able to carry out any repairs required.”

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Ocean Eyes

Military journalist Christin-Désirée Rudolph has written a book depicting the everyday life of a submarine crew from first-hand experience. As part of her research, the author spent four weeks on the tender ship Main in the Skagerrak and two days under water on the U24. In easily readable prose illuminated by numerous illustra-tions, she takes the reader into the fas-cinating world of the submariner. In a historical outline, she traces the line from ancient visions to the ultra-modern subs of the present day. Technical details and information on training are not over-looked either.Christin-Désirée Rudolph: Ocean Eyes. Das U-Boot-Geschwader der Deutschen Marine. Motorbuch-Verlag, Stuttgart: 2010. 183 pages, €24.90.

The new-generation Series 4000 engines for submarinesTo lower the lifecycle costs of the engines at a time when defense budgets are being cut, the MTU developers are very conscious of the importance of low fuel consumption and long service intervals. An entirely new feature is the ability to choose between three operating modes for flexible adaptability to tactical demands. In standard mode, the engine is acoustically optimized. Because – how long a submarine can operate undetected under water depends on how quietly it moves. But when it is a case of covering long distances to the ultimate de-ployment zone, the fuel-saving mode with marginally higher acoustic signature comes into play. For sur-face operation, there is the option of a mode that meets the Stage 2 emissions requirements of the International Maritime Organization (IMO) without increased fuel consumption.

A close communityWhile the deployment profiles of submarines are changing and the technological innovations advance under that impetus, one thing remains constant: the close-knit crew on board distinguished by its great camaraderie and tolerance. And it is that aspect that still inspires Hartmut Manseck to speak enthusias-tically about his position as submarine command-er: “I am thankful for the fact that I and the men I was given charge of were able to grow creative-ly and responsibly into a community that not only accomplished great achievements and results but also made the unimaginable conditions and sacrifices bearable.” There were a number of things he thought up to maintain good spirits among his crew. When U26 headed out of port, she was accompanied by the strains of Udo Lindenberg singing “Alles klar auf der Andrea Doria” over the tannoy – from a recording, of course. But once, the rock musician himself was on board and so was able to fulfill a wish expressed in his song “Es ist alles im Lot auf dem Riverboat”. One of its lines goes “I always wanted to sail in a subma-rine”.

Words: Elke BrownPictures: Hartmut Manseck, DPA pictures alliance

To find out more, contact:Arndt von [email protected]. + 49 7541 90-3350

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Diving with more power

The new battery-charger gensets for submarines are driven by the proven Series 4000 engines. They have been specially modified for the job. Thanks to common-rail fuel injection with optimized combustion and modern engine manage ment electronics, the engines use as much as ten grams per kilowatt-hour less fuel than before, depending on operating mode. In addition, in a sub-marine with a typical load profile, a complete engine overhaul is only required after 20 years – in the past it was 12. With a mechanical output of 1,300 kilo-watts at a speed of 1,800 rpm, the gensets produce enough energy to quick-ly charge the lithiumion batteries for the electric propulsion motor. Integrated in the charger genset is an alternator. It allows the diesel engine to be started very quietly. Another important factor for low-noise operation are the special mountings for the charger genset, which minimize the structural vibration by means of rubber mounts and a shock absorber integrated in the engine base. The first units are due to be delivered in 2016.

Modified specially for use in submarines: the proven MTU Series 4000 is distinguished by low fuel consumption and maintenance costs.

The unbelievably cramped conditions on board a submarine were the most difficult part for Hartmut Manseck. Here: Duty officer on watch at the periscope and specialist sonar technician at the group listening device.

Torpedo handling at sea. The most important thing was the camaraderie on board. “There is no place for loners,” the captain asserts.


Iceberg express

Repowering a catamaran in Alaska

The Klondike Express, reportedly the largest and fastest passenger catamaran in Alaska, regularly plies the protected waters of Prince William Sound carrying tourists in search of migratory whales and breathtaking Alaska scenery. Designed as a high-speed tour boat with water jet propulsion, the 137-foot catamaran was originally construct-ed by Nichols Brothers Boat Builders in 1999. The vessel was recent-ly repowered by the vessel’s owner, Phillip’s Cruises and Tours, using two EPA Tier 2 emissions-compliant MTU 16V4000M63L engines. The new engines were manufactured by MTU for the boat’s owner and were supplied through local MTU distributor Pacific Power Products of Anchorage. Phillip’s Cruises was seeing increased operating and main-tenance costs due to the craft’s aging engines and gearboxes. Because the catamaran’s hull form is still efficient by present-day standards, the tour company considered repowering a viable option. Phillip’s engaged vessel designer Incat Crowther to perform a comprehensive study of repowering options: overhauling the existing engines, replacing the engines or even replacing the entire propulsion system. In the end, the owner decided to replace the engines with the latest generation of MTU 16V 4000 engines to provide comparable horsepower output and fuel burn along with lower life cycle costs and significantly lower ex-haust emissions. The transmissions also were changed out to optimize the engine-water jet match and obtain the best fuel consumption and boat performance.

“The two MTU 16V 4000 M63L engines produce a combined 6,004 horsepower (4,480 kW) at 1800 rpm. They propel the Klondike Express at speeds up to 36.2 knots (41.6 mph / 66.6 kph) with up to 342 pas-sengers on board,” says Gary Sommerfeld, captain and project manag-er for Phillip’s Cruises. “Compared with the previous engines, the new MTU Tier 2 engines will reduce nitrogen oxide emissions by about five million pounds annually. Other emissions such as visible smoke and sulfur dioxide are also greatly reduced.” In addition to reduced emis-sions, the new engines also deliver significant performance enhance-

ments. The manager of marine operations for Phillip’s Cruises reports, “The Klondike’s en-gine noise is half of what it was originally, and now she is the smoothest riding vessel I have ever been on—absolutely vibration free.”

Words: Bryan MangumPictures: Phillip’s Cruises

To find out more, contact:Jeff [email protected]. + 1 313 610-5405

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The Klondike Express is powered by MTU Series 4000 engines. Trippers on the catamaran can experience the imposing silence of Prince William Sound.



Remanufacturing engines for the oil and gas industry

They only live twice

After overhauling engines at its own remanufacturing centers, MTU offers the same warranty on fully recondi-tioned units as on new ones.

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Vast shale gas deposits are expected to help cover the growing energy demand in the com-ing decades. In America particularly, the deposits are extracted by means of hydraulic fracturing. The 1.000 bar pressure required for the process of cracking subterranean rock layers is provided not only by new engines but also by remanufactured MTU drive units.

Just a few days ago, the engine was literally in pieces – 300 dirty and worn pieces from the crankcase through the fuel injection system to the turbocharger. Now it stands in glittering silver livery in the dispatch area of the MTU remanu-facturing center in Magdeburg. In the intervening period it was taken apart down to the very last nut and bolt and fully remanufactured according to a standardized process. Customers do not have to wait for their original engine to complete the process, they are supplied with a previous-ly remanufactured unit in exchange. And rather than being scrapped at the end of their lives, the engines and components are ecologically re-conditioned and re-used. After that revitalizing course of treatment, the engine is fit again for a second life of exacting day-to-day duty on a frac-turing unit in the oil and gas industry.

The growing energy demand for oil and gas is pushing up prices and production volumes. Frac-turing units tirelessly extract shale gas in the USA and Canada especially. The grindingly tough duty conditions in the oil & natural gas extraction business inevitably take a toll after 9,000 hours of service. The performance capacity of the en-gines diminishes over time, while the running costs rise due to wear and higher fuel consump-tion. But by undergoing a complete overhaul as part of the Value Exchange remanufacturing pro-cess, they can be restored to as-new capability.

Fountain of youth So they are taken apart at the MTU remanufac-turing centers in Magdeburg, Germany, or Tooele, Utah, in western USA – the fountains of youth for MTU engines, so to speak. The individual compo-nents are assessed, reconditioned and cleaned. And afterwards reassembled by MTU fitters. All components that can be restored to the original factory specifications and quality requirements are reconditioned. Worn, damaged or outdated components are replaced by genuine MTU spare parts. Those parts come with the same MTU warranty as new parts and engines. And there is another benefit for engine buyers: a com-plete overhaul not only saves the environment by reconditioning used engine parts, it is also kinder on the operator’s bank balance because it is less costly than a new engine. After being fully reconditioned at the reman center, the en-gines are recertified according to the emissions standards they were originally approved for and refitted on fracturing units.

Extreme conditions“The fully remanufactured engines run practi-cally non-stop at high power. And they have to withstand extreme operating temperatures at the same time,” explains Dave Sears of MTU After Sales. They are used to create fractures in subterranean rock strata. The pressurized fluid, a mixture of sand, water and other additives, is pumped into the artificially created fracture as far as 2,500 meters below ground so as to expose natural gas deposits. This deep drilling method is known as hydraulic fracturing or pres-sure pumping. It is used for extracting liquid or gaseous raw materials that are trapped below rock strata with minimal permeability. It involves the use of a hydraulic pump driven by an engine and mounted on a trailer. Usually, several trailers are connected up in series.

In the remanufacturing process, the engine is dis-mantled down its basic component, the crankcase, then cleaned and examined. Afterwards, it is fully remanufactured according to a standardized process. Clients can either have their own engine completely remanufactured or buy a reman exchange unit as an immediate replacement.

Mobile pumps driven by MTU Series 4000 engines deliver the power to force a mixture of sand, water and other additives into the rock layers as deep as 2,500 meters below ground.

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The pumping system composed of multiple trailers connected up together is started manually.

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Oil & natural gas deposits that are trapped by rock formations can be released by mobile high- pressure hydraulic fracturing pumps. Powerful MTU Series 4000 engines force a fluid mixture into those gas deposits at high pressure while propping agents keep the fractures stable.

1 High-pressure pump unit 2 Fluid tank3 Fracking fluid and propping agent pumped into

the bore hole under high pressure4 Factures created by high-pressure fluids 5 Product formation6 Propping agents (hard substances such as sand)

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The boom is also driving up the number of engine overhauls at the reman centers: “This year we have remanufactured around 30 MTU engines from fracturing distributors. Next year it will be a lot more,” Sears predicts. Before the en-gines leave the reman center for a new life on American fracturing units, they are tested to make sure they meet the original performance specifications. Re-mounted on the trucks they will then once again be able to roll up to the next well site in the dim light of dawn to set about cracking subterranean rock layers with new strength and more than 1,000 bar of pressure to expose new deposits of shale gas.

Words: Anika Kannler Pictures: Tognum Corporate Archive, Stewart & Stevenson

To find out more, contact:Dave Sears [email protected]. +1 313 592 5550

The revitalizing treatment for MTU engines is increasingly popular. Not only does distributor Stewart & Stevenson place their trust in fully re-conditioned MTU engines. The customers Hal-libutron, Cudd and Trican also use reincarnated MTU Series 4000 engines on their mobile stimu-lat fracturing units. “The tough Type 12V 4000 S81 units are specially designed for the oil & gas industry with their 2,250 hp or 1,678 kilo-watt power output. They are perfectly adapted for long periods of operation and rough ambient conditions. Our clients value that,” Sears relates. In addition, the second-gene ration common-rail fuel injection system developed and manu-factured by Tognum subsidiary L’Orange offers unbeatably precise fuel delivery and superior fuel-efficiency.

Shale gas extraction boomThe extraction of shale gas is a market that is set to boom in other countries too. According to the world shale gas report of the US Energy Information Agency (EIA), there are 163 billion cubic meters of technically extractable reserves in 14 areas distributed across 32 nations. Last year, the Massachusetts Institute of Technology predicted that the importance of natural gas would increase. The International Energy Agen-cy assumes that worldwide gas consumption will increase by more than half by 2035 and so over-take the use of coal as an energy source. Energy companies in the USA a re leaders in the exploi-tation of the gas reserves. And around 90 per-cent of gas wells utilize the fracturing method. Shale gas currently accounts for 14 per cent of the American gas market and the EIA estimates that figure will rise to 46 percent by 2035.

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Fit for US EPA Tier 4 i emissions requirements

Since the middle of 2011, MTU has offered the new-generation Series 4000 in the 1,678 to 1,864 kilowatt power range primarily for use in hydraulic fracturing pumps. The engines meet the US EPA Tier 4 interim emission standard currently in force without the use of exhaust treatment systems. They need as much as five percent less fuel than their predecessors and offer higher torque in the low rev band combined with an optimum power-to-weight ratio. These models form the basis for the engines that MTU is currently developing for the even stricter US Tier 4 final regu-lations that will come into force in 2015. For those units too, the MTU development engineers are aiming to achieve an internal engine design solution.

The new-generation Series 4000 engines meet the US Tier 4i emission standards by internal engine features alone.

More on this...A video illustrating the reman processHow it works – see page 3 or log onto http://bit.ly/pWq7ot

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Dimensions are checked to minute degrees of precision on all reworked components – such as this crankcase. Remanufactured parts come with the same MTU warranty as new parts.

“Something on the TV at last". Since the village of Air Besar has been connected to the public power grid, the children can do something that is taken for granted by millions of others. Watch the TV.

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Supplying electricity to a population of 238 Million spread across 17,500 islands is a challenge. But the government has set itself the task of overcoming it. The target is for all the nation’s homes to be connected to the power grid by 2020. Gensets powered by MTU engines supply electricity to two of the country’s remotest regions. And by doing so have fundamentally changed the lives of the people there.

March 2011. Japan has been struck by earthquakes and tsunamis. The news media are full of it. People struggle to grasp what has happened. Yulianus has heard nothing about it. Because he has no electricity at that time. Yulianus [Last name] lives in Air Besar, a small village in West Papua, Indonesia. This eastern part of the country is one of its most isolated. None of the big airlines flies to the little local airport in Fak Fak. Instead, you first have to fly to Ambon on the island of Maluku and then from there take a two-hour flight in a propeller-engined plane to Torea Airport at Fak Fak. After that, there is an hour’s drive by car along dirt roads through mountain-ous country – a genuinely adventurous outing. But Yulianus is happy in Air Besar. The 30-year-old lives there with his wife and their five children. His home is simple – two small rooms with a wooden floor. In the living room on a small table with a strikingly red cloth stands a television. He has only had it for a few months and it is his pride and joy.

Electricity has changed their livesSince April 2011 the village of Air Besar has been supplied with power by electricity generators. And a lot has changed as a result. The biggest differ-ence from before? Yulianus doesn’t have to think long for an answer. “It mo-tivates my children to learn.” Before, the amount of time they had to learn was limited. It was dark by 7:00 pm at the latest. Although he could light his oil lamp then, it hardly provided enough light to read by. Yulianus proud-ly relates that his two eldest sons go to high school. They already have a much higher level of education than he does. “I only went to school for a couple of years; then I had to help my parents with the nutmeg harvest,” he recounts. He looks across at his children with pride. They are sitting crowd-ed together in front of the television. They are excitedly following a football match. That is something new too, Yulianus explains. “My boys have be-come real football fans, they have even got Indonesian national team shirts.” Yes, the television really had changed their lives.

From developing country to the new star of AsiaYulianus’ neighbor, Yonas, can only agree. He is the chairman of the village council and a well-regarded community dignitary. Although he has had elec-tricity for a couple of years and become used to life with a TV, he remem-bers the time before very well. “We were simply isolated and didn’t get to know what was happening in the world.” And that was in a country that has advanced at a dizzying rate in recent years. From a developing country it

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«Without electricity we were simply isolated and didn’t get to know what was happening in the world.» Yulianus, local villager

1 Yulianus lives in Air Besar in West Papua, Indonesia, with his wife and children. Their home has been connected to public power grid for around a year now courtesy of gensets.

2 His neighbor Yonas feels more integrated and less isolated from the world since the arrival of electricity.

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has been transformed into a nation with a rapidly expanding economy and constantly growing middle class. The population has risen to nearly 238 mil-lion. Economics experts expect Indonesia to become the next “Asian star” to follow China and India. As yet the country’s demand for electricity is low. But the government expects it to increase to 80,000 megawatts by 2025. Because Indonesia is big. It consists of more than 17,500 islands. But whereas around the capital, Jakarta, the progress is visible on every street corner and power consumption is rising, other regions are still very remote

– and still have no elec tricity. But that is set to change. The state energy provider, Persusahaan Listrik Negara (PLN), wants electricity to be available everywhere in Indo nesia by 2020 – an enormous challenge.

MTU changes livesAir Besar, where Yulianus and Yonas live, is already connected to the power grid. Seven gensets driven by twelve-cylinder MTU Series 1600 engines have been in operation there for around a year now. Six of them run con-tinuously 24 hours a day while the seventh is on standby for emergencies. In the afternoons, when the demand for electricity is highest, they sup-ply 2.4 megawatts. They could produce a lot more, but as yet the need for elec tricity in Fak Fak is relatively low as there is little industry. So at the moment the electricity just lights up the small village homes and powers the television sets.

Sugiri, manager of the PLN substation in Fak Fak praises the user-friend-liness and fuel-efficiency of the gensets. But he particularly values the reliability and the long service intervals. “Delivering spare parts out here often takes as long as three months, so we can’t afford any breakdowns,” he explains, adding that the generators run perfectly 24 hours a day. “We only have to shut them down briefly for an oil change every 500 hours,” he relates.

But not all of the local people were immediately taken with the idea when electricity was brought to their village. Sugiri tells of the reservations that many villagers had in the beginning. “They were used to living in the dark before electricity entered their lives, and they still had to use wood to cook and oil lamp for lighting. However, everything began to change when elec-tricity entered the village, they no longer have to burn oil for lighting and they are now able to cook with electrical appliances. They now realize that electricity has become a huge part of their lives, and today, 95 percent of villagers in Fakfak are connected to the power grid that is supplied directly from PLTD Kebun Kapas Fakfak, where majority of the power is supplied by rental engines owned by PT Putra Persada Perkasa.”

Kiosk secures livelihoodIt is a different story in the village of Kuning Dua on the island of Suma-tra in the Kutacane archipelago. The village is a hard place to get to as well. From the capital of Sumatra, the journey takes seven hours and is not for the faint-hearted with its endless succession of tight bends. But

«Having electricity allows me to keep my kiosk open after sunset.» Lis, local villager

The Indonesian govern-ment wants all homes in the country to be con-nected to the national power grid by 2020.

MTU Onsite Energy generator modules sup-ply electricity in the country’s remotest areas.

Energy


Lis runs a kiosk in order to provide for her children.

Lis from the small village of Kuning Dua in Sumatra earns her money by running a small kiosk. The electricity generators mean she can advertise her business with illuminated signs at night and so increase her takings.


Courtesy of the power supply provided by the generator modules, the children in the villages of Air Besar and Kuning Dua can carry on learning when it’s dark outside.


while the village is not much bigger than Air Besar, it requires as much as 8.5 megawatts of electricity an hour during peak periods. Here, the people have had electricity for a number of years already, and they no longer use it just to power their lights and TVs. Here the locals run small businesses from which they earn their livelihoods. People like Lis. She lives in a small wooden house on the main street with palm leaves covering its roof. Since her husband died a few years ago, she has had to provide for her children alone. So she opened a kiosk right next door to her house. There, she cooks meals for people working in the area – and the money she earns, she saves for her children’s education. “Having electricity allows me to use rice cookers and so prepare the food much more quickly,” she recounts. And another advantage of electricity: “I can keep my kiosk open after sunset and even advertise it with illuminated signs. And the longer I keep my kiosk open, the more I can earn for my children,” the 40-year-old expands. But she is not only concerned with the financial security that the kiosk provides.

“I don’t know what I would do all day otherwise,” she says. Just waiting for the children to come back from school just wasn’t enough.

Herizal Rusli, manager of the PLN substation in Kutacane, explains how the electricity demand can be used as a measure of the region’s level of de velopment. “In 2003 we only needed 2.5 megawatts at most, now it is often as much as 8.5,” he reveals. One reason for that were the genera-tor modules. Seven of them have been in operation in Sumatra since early 2011. “The twelve-cylinder MTU Series 1600 engines meet our requirements entirely,” Rusli confirms. “They run on a small amount of fuel, cost very little to maintain and the service team is always available,” he explains.

Closer to the worldBack to Fak Fak. Two time zones and 3,200 miles away. It is evening and Yulianus and Yonas are out walking in town with their families. The air is salty and smells of the sea. Street traders sell their wares and loud mu-sic fills the alleyways. They can see the street lamps from a good distance away. It is new. Fak Fak has entered the modern age. In a town where pre-viously bright daylight changed to dark night within a couple of minutes, as it does close to the Equator, the days have become longer. Young people sit around the harbor, chatting and playing guitar in the light of the street lamps.Electricity has brought them closer to the world. When something happens in the world today, they are no longer isolated. They can see the pictures immediately on the evening news on the television.

Words: Lucie DammannPictures: Ade Adhar, Nurogo Teguh

To find out more, contact:Chin Kheng Wah [email protected]. +65 6860-9931

Seven gensets powered by MTU engines supply up to 8.5 megawatts of electricity at peak periods on the Sumatra archipelago in Indonesia.

«The engines meet our requirements entirely. They run on a small amount of fuel, cost very little to maintain and the service team is always available.» Herizal Rusli, Persusahaan Listrik Negara (PLN)

Energy


The Vauban Quarter

Vauban is the model eco-district of the city of Freiburg. In the past 15 years, residents, archi-tects and housing cooperatives there have turned their ideas into a greener and more environmentally responsible urban dwelling reality. In doing so they have created a part of the city that attracts interest, media attention and experts from all over the world. And in April 2011, Vauban acquired another sustain-ability highlight: a modular combined heat and power plant supplied by MTU Onsite Energy.

Sustainable living in the Vauban district of Freiburg

In this model urban district, no house looks the same as another. But they do have one thing in common – they use very little energy and heat.

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The Vauban Quarter

1 Pippi Longstocking’s idea that “We are making the world the way we like it” is one that strikes a chord with many Vauban residents.

2 Vauban is like a world of its own within the city.

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Elsa Gheziel-Neumann used to live in a tower block in Paris but now she and her husband and their son Xander have moved to Vauban – sim-ply because there is a better quality of life there.

Energy


“I didn’t move to Freiburg, I moved to Vauban,” says Elsa Gheziel-Neumann. She is playing with her son Xander on the wooden floor of her living room. It is comfortable in her ter-raced house, not too warm and not too cold. The view from the glazed southern aspect looks onto the cheerfully colored neighboring houses.

Vauban is an eco-district. But how can you tell it is? The first thing you notice in Vauban are the trees. Big, old trees – oaks and chestnuts – right in the middle of a modern development. All around them are colorful houses. Not one is the same as another, either in color or design. Here an oriel, there a bal-cony. Wood paneling on the ground floor, black slate tiles on the first floor. At first sight, Vauban gives the impression of a new, modern residential area. And that is what it is. But it only on taking a second look that you discover the small de-tails that make Vauban a model for eco-housing design. Elsa Gheziel-Neumann lives on the solar estate. The houses there have photovoltaic solar panels covering their entire roof area and so produce more electricity than they actually need. The living spaces are arranged so as to make best use of the sun. In the winter they catch the sunlight and so gain extra warmth, while in the summer the roof blocks the sun and the living areas remain cool. “Last winter we only turned the heating on maybe seven or eight times,” Elsa Gheziel-Neumann recalls.

Andreas Delleske is another of the district’s residents. He knows Vauban better than anyone. He often takes groups of visitors on guided tours of Freiburg’s model eco-district. They want to see how sustainable homes can be built to-day and what else can be done to help the environment. And they come from all over the world to find out. “The Asians are especially interested and enthusiastic,” Andreas Delleske relates. Although he doesn’t know every one of the 5,300 resi-dents personally, he can tell you something about every house. And he knows what he is talking about because he lives in

one of Vauban’s typical homes himself. What is more, he is an energy efficiency consultant by profession.

CHP modules as energy suppliers of the futureThe city of Freiburg has adopted an energy standard for Vauban that requires all new-build homes to be at least low- energy rated and so only require small energy supplies. Some of the houses in Vauban are even energy-neutral or energy-surplus buildings that require no external energy supply or produce more than they need themselves. Simply by being constructed of wood and having their main aspect facing south, being very well insulated, having ventilation with heat recovery and triple-glazed windows, they satisfy the heat con-sumption requirements of less than 15 kilowatt-hours per square meter per annum.

The house in which Andreas Delleske lives – the first passive-energy apartment building – is made that way too. Like many other buildings here, it produces a proportion of its own elec-tricity from solar panels on the roof. Additional power and heat comes from the basement. Because the housing cooperative has its own combined heat and power module. “For me, com-bined heat and power generation is the biggest lever we still have at our disposal,” believes the energy consultant. In his view, no new apartment building should be built without con-nection to a CHP supply. Be that from their own micro-plant in the basement or a large-scale CHP plant supplying a whole district. Around 1,700 other homes in Vauban obtain their heat from a 14-kilometer district heating pipe from Vauban CHP plant supplied by MTU Onsite Energy.

An excellent CHP plantIn energy terms it is a real star performer. It has an overall energy efficiency of 96 percent – though it has only achieved those heights since the beginning of this year. Originally, the regional energy provider Badenova and its subsidiary Wärme-plus equipped the CHP plant with a woodchip boiler and a steam-engine/generator combination. “The steam engine soon ran out of puff,” relates Project Leader Klaus Schipek of Badenova Wärmeplus. By 2010, the energy supplier had had enough of the constantly failing steam engine and looked for a different solution. The answer was soon found: a new ener-gy concept based on a natural-gas modular CHP plant made by MTU Onsite Energy. The new natural-gas CHP module driven by an 8-cylinder Series 4000 engine produces around 850 kilowatts of electricity and 1,150 kilowatts of heat. Provid-

Andreas Delleske knows the Vauban better than anyone. He has lived in the first passive-energy apartment building since 1999.

The Vauban is home to many young families and students. The average age is just over 28.

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Where does the name Vauban come from?

Until 1992, the Vauban district of Freiburg was a barracks. After World War II, the French occupied the barracks and named it ‘Vauban Barracks’ after Sébastien Le Prestre de Vauban, a French general who built fortifications in the city. The name ‘Vauban’ was retained when the city authorities approved the development of a new municipal district on the site and the barracks became the ‘Quartier Vauban’.


ing 7,200 hours of full-power duty a year, it covers the base-load demand for heat and more than 50 percent of the annual heat requirement. During high-demand periods, the wood-chip boiler and a gas and an oil peak-demand boiler assist the natural-gas engine by providing an additional 2.5 megawatts of output each. The electricity produced by the CHP plant and fed into the Badenova network is sufficient to supply the needs of all the homes in Vauban all year round. The CHP plant achieves the overall efficiency rating of 96 percent by combining the MTU energy module and its three auxiliary boil-ers in an intelligent overall system. Its sophisticated multiple heat recovery outperforms conventional cogeneration plants. Two exhaust heat exchangers cool the engine exhaust gases in two stages from around 500°C to 65°C and in so doing, they heat the water first to 67°C and then to 90°C. In addition, the heat given off by the generator and the engine is not simply al-lowed to escape into the atmosphere but captured and reused by a heat pump. So the generator room is cooled and the heat supplied to the district heating system at the same time. So that the engine can run at full power even when the heat de-mand is low, Badenova has also installed a stratified thermal store with a capacity of 100,000 liters. The next step in the sustainability process that Badenova Wärmeplus is offering its consumers is the changeover from natural gas to bio-natural gas. The MTU engine is already set up for it.

With its orange window frames, the CHP plant is located on the fringe of Vauban. As we pass by, Andreas Dellekse points out another typically Vaubanesque peculiarity that you would surely only find here: a chicken run directly behind the CHP plant. “One cockerel and four hens produce original Vauban eggs that the locals can buy for a few cents,” relates the ener-gy consultant with a smile.

A green districtAndreas Delleske speaks calmly, like someone who knows his subject well and is certain of his knowledge. He is always waving or saying hello to someone. People here know each other. Then he points out something else that makes this part of town the eco-district. “There are only a few pointed rooves here,” he says, gesturing upwards. “Almost all of the houses have flat or single pitch rooves, and many of them are plant-ed with vegetation” If you look closely you can almost distin-guish some of the plants. The green roof retains as much 60 percent of the precipitation on the roof. And the rest of the water doesn’t just disappear into the drains, it trickles into special ditches or is stored in water butts. So the water stays within the district. Even more greenery is provided by the five

«For me, combined heat and power generation is the biggest lever we still have at our disposal.»

Andreas Delleske,

efficiency consultant

Vauban CHP plant has its own tenants: three hens.The MTU 8V 4000 engine forms the heart of the CHP plant and supplies Vauban with heat and power the whole year round.

green spaces between the housing developments. They were designed in workshops by the residents themselves. “There is a playground for small children, and one for bigger kids,” ex-plains Delleske. There is even a pizza oven. “Grown-ups can find a place for themselves, too – here, for example. You can bake bread or pizza here one a month.”

On our tour of the district, Delleske walks on the road. It is quiet. Not totally silent but quieter than in other big cities. There are some children playing outside and now and again the tram swishes by. There is no footpath. “Why would you need one?” Delleske asks. And yet again another unusual feature strikes you at second glance. A large part of Vauban is traffic-free or traffic-calmed. Residents only drive to their houses to load and unload. At other times, their cars are parked in one of the car parks on the edge of the district. There is no virtually no

traffic noise. “You don’t need a car here. I haven’t even got a driving license,” Delleske adds. He and Elsa Gheziel-Neumann do their shopping right here in the area. “I like the fact that everything is easily accessible on foot or by bicycle,” says Elsa.

“Going shopping in the car is a nightmare to me!” And for any-thing else that requires travel further afield outside the district, there are regular bus or tram services.

Elsa Gheziel-Neumann and Andreas Delleske are very hap-py living in Vauban. The geography graduate and energy- efficiency advisor live in modern, sustainable homes with their families. And you also have the feeling that everyone in Vau-ban is working towards the same goal – to live as sustainably as possible. “Not everyone has to live the way we do, only those who can and want to,” Delleske reassures, explaining that you didn’t have to move into a passive-energy house right away. It was enough to start on your own patch and take ac-tive steps by buying energy-saving appliances, using public transport or cycling.

Words: Katrin BeckPictures: Robert Hack

To find out more, contact:Peter Grüner, [email protected]. +49 6134-564860


Energy

In 2010, Freiburg was awarded the title “Climate Conservation Capital of Germany”. The Greencity Freiburg project cleverly markets everything to do with climate conservation in Freiburg. The Vauban quarter is only one of the projects by which the city in Germany’s southwestern corner has drawn attention to itself. Klaus Hoppe heads the Energy unit of the Environmental Protection Office in Freiburg. No building project gets past him without being thoroughly examined for energy economy and efficiency.

Mr. Hoppe, is the Vauban an exceptional case that the city makes use of for publicity or is it the future? Hoppe: Taken overall, what has been achieved in Vauban is certainly some-thing very special. It was achieved thanks to the far-sightedness of the local authorities and to the residents and their commitment. Without their participa-tion, the area would not have developed in its present form. Purely in terms of energy efficiency, Vauban is without doubt a model district. We are making use of the experience gained from Vauban in our new development area.

What role do CHP plants play in energy planning as far as you are concerned?Hoppe: At present we have about 180 CHP modules in Freiburg – and the number is rising. For me, combined heat and power is the energy of the future – for the next 15 years at least. But you also have to look at where CHP plants make sense and who is going to pay for them. I see the best opportuni-ties in older developments.

Renewable building costs money. How do you get the local people to all support the same idea?Hoppe: It’s partly the mentality of the Freiburg people. As long ago as the 1970s, well before there was a green movement, they demonstrated against a planned nuclear power station. Many people are actively engaged in energy issues and environmental protection. It is also evident in the fact that the city mayor is a member of the Green Party. It’s more a case of the population put-ting pressure on us to keep doing things. For many people, what we are doing at the moment still isn’t enough. And then we also have the expertise here at the Ecological Institute and the Fraunhofer Institute for Solar Energy Systems.

Where do you see Freiburg in 20 years?Hoppe: Freiburg should continue on the path it has taken – seriously, but not dogmatically. II would like to see us playing an even more active role in energy as well as traffic issues in order to ensure that renewable energy is harnessed wherever it makes sense to use it.

Klaus Hoppe is Freiburg’s energy expert. No build-ing project is passed without his say-so.

”Combined heat and power is the energy of the future“

More on this......Impressions from Vauban

How it works – see page 3 or log onto http://bit.ly/o3EFh8

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Europe’s biggest marshaling yard

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The goods wagons roll down a slope five meters high towards the sorting sidings.

All processes at the marshaling yard are electronically controlled. Hill supervisor, Peter Bagdahn, only has to check that the trucks roll onto the right sorting tracks.

Maschen is actually a little known place. Hardly anyone stumbles across this small suburb of Hamburg with a popu-lation of 10,000 by chance. But there are very few railway goods wagons in Europe that have not passed through Maschen at some time. Because this is where Europe’s largest marshal-ing yard is located. Every day, between 3,500 and 4,000 wagons arrive here, are made up into new trains and set off again in a new direction.

What is a person whose job is a hill supervisor doing in the lowlands of northern Germany – a place where the locals use the term ‘hill’ when all they are talking about is a dyke or a bridge over a motorway? The answer is, he is supervising a hill. Peter Bagdahn is that sort of hill su-pervisor. And the hill he supervises is the sorting hump at the Maschen marshaling yard. It may be five meters high but it is still only a hill, even by north-German standards. It also has a decisive job. All trains that enter the yard from the south pass over it. Before they go over the hump, the wagons are individually

uncoupled on the approach track and then roll down the other side onto one of the sorting tracks to be joined up into new trains. Peter Bagdahn and his colleague watch to see that the trucks roll onto the right tracks. To do so, he sits high up above the yard in a room with gigantic panoramic windows. But his glance rarely strays across the marshaling yard. Most of the time, he is looking at his monitor screen. There he can see precisely which wagons have to be directed onto which tracks. The points are already set electrically. As the hill super-visor, he only has to check whether the trucks actually do roll onto the right tracks.

Trains from right across EuropeBy the time the trains get to Maschen, they have already trav-eled long distances. Most of them come straight from Hamburg har-bor, where the containers are load-ed from ships onto trains. Every day, 120 goods trains head for Maschen from there. If global trade contin-ues to expand at the present rate, it could be twice that figure by 2020. But freight trains arrive in Maschen from other parts of Germany and from right across Europe too. The problem is that the individual wagons are not arranged as they ought to be. A truck destined for Munich is coupled behind one car-rying goods to Paris or Rome. In

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Goods trains arriving from differ-ent places are re-sorted at the Maschen marshaling yard.


With 88 tracks, the Maschen marshaling yard (south of Hamburg) is the largest of its type in Europe and the second biggest in the world. Only Bailey Yard in the US state of Nebraska is larger.

Maschen, all the wagons with the same destination are hooked up to the same locomotive.

Timetabled changesAs soon as a train leaves its de-parture point, the staff in Maschen know exactly when it will arrive, how many trucks it has, what they are carrying and how heavy they are. That information is essential for planning the composition of the re-sorted trains, because a train must not be longer than 700 me-ters or – depending on the route

– weigh more than 1,600 tonnes. When a train arrives in Maschen, it is first of all parked on the ap-proach track. Then it is time for the uncouplers. Around 30 of them work at Maschen – in shifts around the clock. Working from a sorting list which precisely specifies which wagon is to continue its journey on which track, they uncouple the individual trucks from one another and release the brakes. Wagon 2, loaded with grain, has to go to sort-ing track 43 for the train to Prague. Wagons 3 to 6 are carrying timber and need to be sent to track num-ber 50 for the next stage of their journey. The locomotive is already there, waiting for all the wagons to be hitched up before departing for Munich. “Goods trains have an exact timetable too, stating when which train leaves here and when it reaches its destination,” relates Burkhard Nielsen. He is in charge of turnaround planning and coor-dinates the use of the 35 shunting locomotives at the Maschen yard

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1 Wolfgang Paul is a train driver. He knows the sound of his MTU engine well.

2 He drives as many as 20 trains over the sorting hump every day.

– and he is an “old-fashioned rail-wayman”. When he walks across the yard, cheerful calls of “Mornin’” come his way from all sides.

“I know the sound well”He directs a friendly greeting to train driver Wolfgang Paul as well. He is sitting in the cab of a red Class 296 shunter that is pushing the trucks unhitched by the uncou-plers up the famous five-meter-high hump. He watches, apparently dis-interested, as the locomotive push-es the long string of wagons in front of it. The train is so long he can hardly see the end of it. The shunter moves without Wolfgang Paul touch-ing any of the controls. It is con-troled remotely and the driver only has to intervene if something goes wrong. Isn’t that boring? Wolfgang Paul nods and admits, “Sometimes, yes”. But hill supervisor Peter Bag-dahn relieves the monotony. Wolf-gang Paul communicates with him by radio. “Clear to start,” crackles the message from the radio and the engine driver prepares to start mov-ing. The throaty sound of the diesel reverberates distinctively. He can tell it is an MTU engine just from its tone. “I know the sound well,” he says with a mischievous laugh. The locomotive pushes the goods wag-ons up the five-meter-high sorting hump at 2.2 to 2.9 meters per sec-ond. And then the big moment for the trucks arrives: one at a time and with their brakes off, they roll down the other side of the hump into an apparent confusion of tracks. It looks rather worrying and some-how uncontrolled. But seemingly

by magic, the wagons weave their way through numerous electrically controlled points and end up on the right one of the 88 tracks. Wagon after wagon rattles down the slope and through the tangle of tracks. The speed of the trucks is electroni-cally monitored. If a wagon is roll-ing too quickly, the jaws of the track retarders grip its wheels and slow it down. So it arrives on its intended track at exactly the right speed to join up with its new fellow travelers with whom it will be embarking on the next stage of its journey.

And then the coupler starts his work. He couples the wagons of the newly formed trains together and puts the brakes on – and he does it all by hand because there is no standardized system across Europe for railway wagon couplings. Once the inspector has checked the func-tion of the brakes and that the load is secure, the recompiled train leaves the Maschen marshaling yard. Behind, it leaves hill supervisor Peter Bagdahn high above the yard. On his monitor he can already see train driver Wolfgang Paul approach-ing the yard with the next train. He doesn’t actually need the monitor to do so, because real hills that might obscure his view don’t exist on the flat terrain of northern Germany.


To find out more, contact:Klaus [email protected]. +49 7541 90-7044

Burkhard Nielsen coordi-nates the use of the 35 shunting locomotives in Maschen.

More on this……a video in which train driver and hill supervisor explain their work at the yard.How it works – see page 3 or log onto http://bit.ly/ot0mTX

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The new star

The 261 Class shunting locomotive “Gravita” from Voith is the new star at the Maschen marshaling yard. There are already fifteen of this type in service in northern Germany for shunting and light mainline duties, and five of them are stationed in Maschen – but so far only for mainline service. They can’t be used for shunting in Maschen yet because they don’t yet have the necessary remote control equipment. Nevertheless, the anticipation on the part of the train drivers of soon being able to use the new shunter is great. “I’ve been a train driver for 30 years. And this is the first new shunting engine we have had in that time,” reveals Jens Wulff with a sparkle in his eye. He was one of the first to drive the new locomotive back in the summer of 2010. Generally when talking about his work, he doesn't display so much enthusiasm

– more north-German reserve. As a train driver, you have to be a bit of a loner, he says of his occupation, for example. But when he speaks of the new locomotive, then his eyes start to brighten. “It’s like getting out of a VW Beetle and getting into a modern Golf,” is how he compares the old shunters with the new one. “The old model has been around so long even my father used to drive it when he was a train driver.”

And it’s true: the “Gravita” does stand out. It is not only that she is finished in bright red livery and her sloping lines giver her a fresh, modern look. Hydrodynamic disc brakes also enable zero-wear braking. And the big plus for the train drivers is the spacious cab with seats facing in both directions. So the driver can sit comfortably at the control desk whatever direction the train is traveling in. Though one feature remains the same: the old and the new shunters are driven by an MTU Series 4000 en-gine. It develops 1,000 kilowatts of power and drives the loco at speeds up to 100 kilo-meters per hour. The shunter also features a diesel particulate filter. And especially important for train driver Jens Wulff is that, “The engine is much quieter than its predecessor and so it is just much more enjoyable to drive the ‘Gravita’”.

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Welcome sight for train drivers in Maschen: the 261 Class shunting engine “Gravita” from Voith.

Last summer, Jens Wulff became one of the first train drivers at on the German railways to drive the new locomotive. He sees the spacious cab with control panels facing in both directions as the biggest plus. He says the MTU engine that provides the 1,000 kilowatts of power to drive the shunter is much quieter than the ones in older locomotives. “It’s just much more enjoyable to drive this loco,” he states.


Secrets unlockedHow does exhaust recirculation work? What is the purpose of an SCR catalytic converter and why is turbocharging so important for develop-ing engines that emit as little harmful exhaust as possible? Engine development is a task that be-comes more complex with every passing year and every new requirement. Whereas, only a few years ago, it was sufficient to build engines that used as little fuel as possible while continu-ing to offer powerful performance, in more re-cent times a third component has been added to the mix: the emission of harmful substances. Engine manufacturers are constantly introduc-ing new technologies to keep emissions as low

1 Turbochargers compress the intake air so that more air enters the combustion chamber.

2 Common-rail fuel injection allows combustion to be improved so that emission levels and fuel consump-tion are lower.

3 To reduce the emission of nitrogen oxides, a propor-tion of the exhaust is cooled and fed back into the compressed intake air.

4 Diesel particulate filters remove soot from the die-sel exhaust.

5 An SCR catalytic converter converts the harmful nitrogen oxides in the exhaust into water and nitrogen by a chemical reaction.

Technology explained

as possible. How the various technologies work is now explained in technical articles on the MTU website. In the new informative content, experts from various MTU departments explain the key technologies of engine development in easily understandable language illustrated by illuminating graphics. The articles also describe how the technologies work together so that fu-ture engine generations will be even cleaner and more economical. “These articles are aimed at customers who are not engine experts but are nevertheless interested in the technical consid-erations,” explains Tognum trade press officer, Mirko Gutemann.

Download the technical articles

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MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Tognum AG; Publisher’s representative:

Wolfgang Boller EDITOR IN CHIEF Lucie Dammann, e-mail: lucie.dammann@ tognum.com, Tel. +49 7541 90-2974 EDITORS

Katrin Beck, e-mail: [email protected], Tel. +49 7541 90-6535; Anika Kannler, e-mail: [email protected];

Tel. +49 7541 90-7743 Wolfgang Stolba, e-mail: [email protected], Tel. +49 7541 90-3703; Bryan Mangum,

e-mail: [email protected], Tel. +1 313 592-5753 OTHER AUTHORS Katrin Hanger, Jenifer Riley, Helen Ye Shuqin

EDITOR’S ADDRESS Tognum AG, Maybachplatz 1, 88045 Friedrichshafen DESIGN AND PRODUCTION designmanufaktur|ries,

88214 Ravensburg PROOFREADING Sigrid Hartmann, 88697 Bermatingen ORIGINATION wagner …digitale medien,

88690 Uhldingen-Mühlhofen PRINTED BY EBERL PRINT GmbH, Immenstadt im Allgäu ISSN no. 09 42-82 59, Reproduction

quoting source permitted. WEBSITE ADDRESS http://www.mtu-online.com

MTU Report is available as a free downloadable version from:www.mtu-online.com,“AboutMTU”tab,“MTUReport”.

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