December 2001 forumTechnische Mitteilungen ThyssenKrupp English Edition

TK 02

Published by Cover

ThyssenKrupp AG Corporate Department Technology Long proven in general engineering, August-Thyssen-Strasse 1 handling and mining equipment, cranes 40211 Düsseldorf, Germany and earthmoving machinery, large- Postfach 10 10 10 40001 Düsseldorf, Germany diameter bearings are now also a key Phone +49/2 11/8 24-3 62 91 component of many new technologies, Fax +49/2 11/8 24-3 62 85 such as wind turbines, offshore facilities,

“forum – Technische Mitteilungen communications engineering and ThyssenKrupp” appears once or aerospace equipment. twice a year in German and English. Hoesch Rothe Erde has earned Reprints with the permission of the international recognition as a producer of publisher only. Photomechanical reproduction of high-quality, dependable large-diameter individual papers permitted. bearings, with an extensive range covering “forum – Technische Mitteilungen a wide variety of applications. ThyssenKrupp” is distributed The cover picture shows a three-row roller according to an address file maintained using an automated bearing with the third ring not yet data processing system. mounted, revealing the radial and support races. The bearing is of special-purpose ISSN 1438-9754 design as it has steel cages with bronze runners, a complex configuration which is used when temperatures exceed 80 °C (e.g. foundry, steel mill) or for continuous operation (e.g. tunnel boring machine).

forum ThyssenKrupp 2/2001 03 Foreword

Prof. Dr.-Ing. Ekkehard D. Schulz, Chairman of the Executive Board of ThyssenKrupp AG

Dear Readers, Shipbuilding is another area of activity. We have a range extending from special- Many people still associate ThyssenKrupp purpose merchant vessels and mega- only with steel. But this fails to do justice to yachts through naval shipbuilding to all the Group‘s wide range of products and kinds of ship repair work. Prof. Dr.-Ing. services. ThyssenKrupp enjoys success in In mechanical and plant engineering we Ekkehard D. Schulz, Chairman of the many other areas, such as automotive specialize in the production of complex Executive Board of ThyssenKrupp AG supply, services, materials trading, and capital goods, special-purpose machines capital goods for the mechanical and plant as well as engineering systems and engineering and transportation sectors. components. Our expertise focuses on the Selected examples from the latter area are development of processing technologies, presented in this issue of “forum – Tech- the efficient design of production processes nische Mitteilungen ThyssenKrupp”. and design engineering, and is thus the The transportation of people and freight key to producing highly efficient plants, takes many forms. We have elevator machinery and equipment tailored to activities around the globe providing individual customer specifications. From products and services in close proximity to machine tools and conveyor systems to markets. Our range takes in not only chemical and cement plants, the com- passenger and freight elevators, but also panies of the ThyssenKrupp Group display escalators, moving walks, aircraft outstanding capabilities in their respective passenger boarding bridges and stair lifts. fields and hold leading world market In addition to meeting the most stringent positions. safety specifications, these products also satisfy ever increasing esthetic and Yours, economic requirements. An order from China has provided the breakthrough for the Transrapid magnetic train. ThyssenKrupp plays a major part in Ekkehard Schulz this as an exclusive supplier of key Transrapid components.

forum ThyssenKrupp 2/2001 04 Contents

Almudena Sainz, Marketing Department, Dipl.-Ing. Hans-F. Frhr. v. Scholley, Dipl.-Ing. Dagmar Euler-Schreiter, José R. Magallón, Head of Engineering Development, Head of Düsseldorf Airport project, Sales Department Director, Thyssen Aufzugswerke GmbH, Neuhausen a.d.F. Thyssen Aufzüge Düsseldorf GmbH, Düsseldorf Thyssen Henschel S.A., Mieres, Spain Page 9 Page 13 Page 18

The EVOLUTION® traffic elevator Innovative elevators and escala- ThyssenKrupp Airport Systems for railroad station platforms from tors for a safe future passenger boarding bridges at Thyssen Aufzugswerke Düsseldorf International Airport

As part of a nationwide project to specify With their state-of-the-art elevators, Passenger boarding bridges from Thys- a standard elevator for railroad station escalators and passenger conveyors, senKrupp Airport Systems are the result of platforms, a joint project team from Deut- Thyssen Aufzugswerke GmbH and Thys- decades of experience in the airport equip- sche Bahn and Thyssen Aufzugswerke sen Fahrtreppen GmbH hold leading natio- ment sector. More than 1,300 units have developed the machine-room-less nal and international market positions. been installed worldwide. EVOLUTION® traffic platform elevator. This is clearly reflected in the moderniza- ThyssenKrupp Airport Systems has been Disabled access and security against tion and reconstruction work being carried supplying passenger boarding bridges to vandalism were key factors determining out at Düsseldorf Airport under the “air- Düsseldorf Airport since 1972 – 46 units the size and equipment of the elevator car. port 2000 plus” project. had been installed by mid-2000 – and is Disabled accessibility was achieved by Alongside hydraulic and traction units, also involved in the “airport 2000 plus” designing the elevator car big enough to the 50 elevators installed also included the reconstruction and expansion project facilitate wheelchair users and with con- new Evolution® model, which saves costs started in 1997. trols at a reachable height, providing audio and space by dispensing with the machine The telescopic apron drive bridges announcement modules and ensuring room. used offer greater maneuverability than high-precision stopping regardless of load. The 31 passenger escalators installed in the alternative T-bridge and noseloader The use of a glass-paneled car allowing Pier B and Hall C have rises of up to 7.52 m designs. good visibility from outside helps dissuade and fit in ideally with the architectural The apron drive bridge made by Thys- vandals and gives passengers a feeling of design of the new airport. senKrupp Airport Systems differs from added security. A monitoring system developed by competing products through the use of hot Limiting the nominal travel speed and Thyssen Aufzugswerke and specially adap- dip galvanized steel sheets for the struc- hoisting height made it possible to increa- ted to airport requirements has been set ture of the tunnel – guaranteeing a mini- se the maximum permissible elevator car up in the security control center. Alongside mum 20-year lifespan – and the use of a weight without the need for special techni- status and fault message displays, the hydraulic elevating system which provides cal support solutions, allowing the princi- monitoring system can also be used to superior control and reliability compared ple of a machine-room-less standard ele- perform specific switching commands. Fire with electromechanical systems. vator despite the high weight of the fully protection equipment has been integrated In 2000, ThyssenKrupp Airport Systems glazed car. to identify fires anywhere in the airport at started production at a new passenger The design of the EVOLUTION® traffic an early stage; the control system auto- boarding bridge production facility in convinced Deutsche Bahn to such an matically initiates the required actions – from Mieres, Spain. This new factory raises the extent that they awarded Thyssen Auf- deactivating the escalators to dynamic annual production capacity of the two zugswerke a framework supply agreement. elevator evacuation runs. manufacturing centers in Mieres and Fort Worth, USA, to 300 passenger boarding bridges.

forum ThyssenKrupp 2/2001 05 Contents

Dipl.-Ing. Jörg-Peter Körner, Managing Director, Dr.-Ing. Robert J. Bartels, Dipl.-Ing. Michael Bork, Senior Process Engineer, Managing Director Hüller Hille GmbH / Sales Dipl.-Ing. Heribert Dierkes, Senior Sales Engineer, Cross Hüller, Dipl.-Chem. Dr. Peter Nünnerich, R&D Manager, Dipl.-Ing. Friedhelm Worpenberg, Dr.-Ing. Manfred Berger, Dipl.-Ing. Volkmar Steinhagen, Head of Research and Development, Senior Sales Manager Cross Hüller, Process Engineer, Thyssen Henschel S.A., Mieres, Spain Hüller Hille GmbH, Ludwigsburg Uhde Hochdrucktechnik GmbH, Hagen Page 22 Page 26 Page 31

“DUAL” and “LOWRIDER”, two Manufacturing flexibility in power- New applications of high-pressure new passenger boarding bridges train production extraction for small and medium passenger aircraft

In recent years, the number of 20 to The Hüller Hille group is one of the Extraction with supercritical gases is a 120-seater commuter aircraft and regional world’s leading manufacturers of machine very important area of high-pressure tech- jets has increased rapidly. Embarking and tools. Its biggest customer group are nology. Uhde Hochdrucktechnik GmbH has disembarking for this aircraft category manufacturers from the engine/automotive developed many such applications since (with on-board stairs) still generally takes industry and their suppliers. 1980 and has filed or applied for world- place out on the apron with no protection Ever shorter strategy validity, the increas- wide patents for associated components from the elements. The idea of developing ing use of platforms, brand and company and processes. The company is also market a passenger boarding bridge for commuter consolidations, outsourcing decisions and leader in this field, supplying equipment to aircraft was born of the wish to offer pas- increasingly stringent emission regulations customers worldwide, particularly in Asia, sengers the level of comfort to which they give rise to a high degree of uncertainty Europe and the USA. are accustomed from larger aircraft. To when planning volumes and product vari- As part of a government-funded re- enable both first floor and ground floor ants. search project into the recycling of liquid- variants (depending on terminal type), In response to this there has been a sig- containing polymer components, Uhde is Thyssen Henschel has developed two new nificant increase in the demand in recent continuing its tradition as a leading innova- passenger boarding bridges – the “DUAL” years for flexible production systems to tor in the field of high-pressure extraction. and “LOWRIDER” models. allow for future changes in powertrain The special properties of liquid-contain- The DUAL bridge is connected to the ter- manufacture. ing polymer components, such as plastic minal at first floor level and can be docked Alongside classic transfer lines, which fuel tanks, call for new recycling methods. with the doors of all commercial commuter still offer the lowest unit costs for produ- This has become increasingly important to planes via two telescopic tunnels. The cing largely standardized parts in high the automobile industry, as the EC end-of- pendulum floor of the cabin can be shifted volumes, there is a growing use of agile life-vehicle directive and the German law laterally to allow docking with aircraft and flexible production systems. A general on scrapped vehicles (coming into force in whose on-board stairs do not have fold- distinction is made between sequential 2002) mandate rising recycling quotas for down railings. and parallel production together with the component materials and place limita- The LOWRIDER bridge is connected to hybrid systems, which comprise various tions on thermal recycling. the terminal at ground floor level. An espe- aspects of transfer lines and special-pur- cially low drive unit is provided to position pose machines. the cabin against the aircraft so as to allow A system producing cylinder heads for a virtually horizontal embarking/disembar- North American automaker is used as an king. example to show that demands for work- Both passenger boarding bridges are piece variation, output flexibility, system available in “steel” and “glass” versions, configurability and a production network differing only in the closed or open design comprising several plants can only be met of the tunnel side walls. by a fully flexible agile production system.

forum ThyssenKrupp 2/2001 06 Contents

Dipl.-Ing. Christof Brewka, Dipl.-Ing. Klaus Schneiders, Member of the Dipl.-Ing. Andreas Halbleib, Vice President Engineering – Structural & Executive Board, Technology, Project Leader, Raw Materials Processing, Mechanical, Dr.-Ing. Albert Zimmermann, Senior Sales Dr.-Ing. Uwe Maas, Krupp Robins Inc., Englewood, USA Manager, Project Leader, Clinker Production, Dipl.-Ing. Martina Shehata, MSc, P. Eng., Dipl.-Ing. Gerhard Henßen, Process Engineer Dipl.-Ing. Franz-Josef Zurhove, Vice President Engineering & Project Manage- Electrolysis, Product Manager, Cement Production, ment, Krupp Uhde GmbH, Dortmund Krupp Polysius AG, Beckum Krupp Canada Inc., Calgary, Canada Page 36 Page 41 Page 49

Membrane electrolysis – innovati- Developing the future in cement Krupp Canada supplies the on for the chlor-alkali industry manufacturing technology world’s largest downhill conveyor system

With its low energy, low pollution mem- Today cement is one of the most impor- Krupp Canada received an order to build brane technology, Krupp Uhde is an inter- tant building materials, and our modern a downhill conveyor for a Chilean copper national market leader in the construction world would be unthinkable without it. mine covering a length of 12.7 kilometers of chlorine and caustic soda production Worldwide cement consumption is current- and an elevation drop of 1,307 meters. plants. This is proven by the construction ly around 1.6 billion metric tons per year. To protect it against avalanche and of 78 new plants and 18 upgrade or Annual increases in demand of around 33 landslide hazards, the conveyor is routed revamping projects with a total capacity of million tons call both for new production through tunnels for almost its full length. almost 4.4 million metric tons of caustic plants and also for the modernization of As no conveyor belt of this length would soda. existing production units. be able to withstand the belt tensions The specific energy consumption of Cement plant construction today focuses generated in a single flight, the system chlor-alkali electrolysis plants is key to on reducing investment and operating consists of three sections. their economic efficiency. For this reason costs and improving environmental com- The drive units feature squirrel cage all components of the electrolysis cell are patibility. In this respect, the research and induction motors, two-stage helical bevel subject to ongoing optimization in terms of development department at Krupp Polysi- reducers and mechanical disc brakes. In energy requirements, durability and mate- us has an important role to play. the loaded condition, the drives act as rials. Krupp Uhde’s single cell element Strong competitive pressure on the generators and feed power back into the combines optimal material choice with international markets necessitates a high grid. The inverter drive system allows step- simple cell maintenance. Corrosion-proof degree of innovation at a high technical less, smooth adjustment of torque and materials guarantee maximum cell life. level. speed to minimize dynamic stresses. Continuous design improvements to the The company continually faces up to To prevent conveyor run-away under full current-conducting elements have minimi- this challenge and develops units and entire load on this downhill system, a sophistica- zed electrical losses. plants for all areas of cement production – ted control system was developed with five Older processes, such as the diaphragm from raw materials preparation to clinker levels of safety to bring the conveyor and amalgam methods, are being phased production to cement production – deliver- system to a controlled stop in any condi- out because of their high energy con- ing high flexibility, excellent quality control tions. sumption and low environmental friend- and a high degree of automation to meet Due to the high forces involved, a new liness. Krupp Uhde has already converted all requirements for economical and ecolo- approach had to be taken with regard to many of these plants to the new mem- gical cement production. belt design so as to ensure the strength of brane technology, and others will follow. the belt and splices and allow advance A new variant for further reductions in recognition of any impending splice failure. energy loss during chlor-alkali electrolysis is the use of gas-diffusion electrodes (GDE) as an oxygen-consuming cathode. In collaboration with a specialist company, Krupp Uhde has succeeded in producing silver GDEs with low PTFE content which have been successfully adapted to chlor- alkali technology in test cells.

forum ThyssenKrupp 2/2001 07 Contents

Burckhard Bussmann, Dipl.-Ing. Martin Braun, Product Manager, Energy Technology, Dr. jur. Reinhard Mehl, Object Manager FES, Dr.-Ing. Jürgen Schilling, Head of Marine Sales Germany / Project Leader Dipl.-Ing. Achim Hollung, Project Leader, Energy Technology, F124, Project Manager E-System FES, ThyssenKrupp EnCoke GmbH, Bochum Blohm + Voss GmbH, Hamburg Thyssen Nordseewerke GmbH, Emden Page 56 Page 63 Page 68

SVI Noord-Brabant sewage sludge The “Sachsen” – impressions Research and testing vessel from incineration plant, Netherlands from the sea trials Thyssen Nordseewerke

ThyssenKrupp Encoke emerged success- The Sachsen is a German navy frigate In December 2000, Thyssen Nordsee- ful from an international request for bids to class F124 vessel. Five years after the werke was awarded a contract to build a develop a central sewage sludge inciner- order was placed, in August 2001 the frig- research and testing vessel. ation plant for SVI Noord-Brabant. ate left the Blohm+Voss shipyards for sea The design of the SWATH vessel (Small With an installed capacity of 133,000 trials. Waterplane Area Twin Hull) is characterized metric tons of dry material per year, the The sea trials involve comprehensive by a relatively wide platform mounted on plant is the biggest of its kind in Europe. In tests with the focus on the vessel’s narrow struts ending underwater in two terms of volume and the properties of the systems and machinery. They provide the large hulls similar in shape to a sub- unavoidable waste products, the facility opportunity to optimize the ship’s systems marine. This design provides platform was designed to maximize the amount of under operational conditions and detect stability even in heavy seas and thus mini- recyclable residue and thus minimize the any faults in good time. mizes restrictions on research activities amount of waste to be disposed of. The main emphasis of the marine caused by bad weather. The dewatered sludge is transported systems trials is to test the combined The shape of the hulls has a key influ- to the plant by road and dumped in deep diesel and gas turbine propulsion system ence on resistance and damping. The storage bins. (CODAG), which compared with the pre- trapezoidal shape selected offers optimum After pre-drying in steam-heated disc vious vessel generation dispenses with a damping; the hull cross section tapers dryers, the sludge is incinerated without second turbine and markedly reduces op- continuously toward the stern and the bow any additional energy in a fluidized bed erating costs over the life of the frigate. to offer significantly lower resistance than incinerator using the ThyssenKrupp EnCoke Also on test is the newly developed data a cylindrical hull. process. bus-based integrated monitoring and con- The propulsion concept is also new: The flue gases exiting the fluidized bed trol system (IMCS), which monitors and The design of the power generation and incinerator are used to generate saturated controls all on-board marine systems via propulsion equipment is similar to that of steam for sludge drying and wastewater more than 7,000 monitoring stations dis- an all-electric vessel, with key components evaporation. The flue gases are dedusted tributed throughout the vessel. such as the propulsion motors and the in an electrostatic precipitator and then As major elements of the complete generators utilizing permanent magnet pass through a scrubbing process. system were developed in parallel with the technology. Propulsion is via four identical The incineration residues are mainly construction of the frigate, to minimize PM synchronous motors (2 per shaft); four recycled into building materials, a small development risks a risk management PM current generating units are powered amount of waste is disposed of ecologically. team was deployed to permanently moni- by diesel engines. Experience from four years of service tor all developments and ensure their sub- All the vessel’s systems are designed for has shown the plant to meet all expecta- sequent integratability. 24-hour unsupervised automatic operation. tions in full.

forum ThyssenKrupp 2/2001 08 Contents

Dipl.-Ing. Winfried Kracht, Chairman of the Management Board, Luitpold Miller, Member of the Management Board, Dr.-Ing. Jörg Rollmann, Dr.-Ing. Friedrich Löser, Wolfgang Schmidt, Head of Research & Testing, Chief Section Head Systems Technology, Managing Director, Hoesch Rothe Erde GmbH, Lippstadt ThyssenKrupp Transrapid GmbH, Kassel Hogema Maschinenhandel GmbH, Cologne Page 74 Page 79 Page 85

Environmentally friendly marine Transrapid – innovative rail tech- Certified pre-owned CNC propulsion systems rely on large- nology for the world market machines: The alternative to new diameter antifriction bearings equipment from Hoesch Rothe Erde

Large-diameter bearings are used in The Transrapid system was designed for Trading in used machine tools offers different forms in virtually every segment passenger transport at speeds of up to significant opportunities. Hogema Maschi- of mechanical engineering and transporta- 500 km/hour. The heart of the Transrapid nenhandel GmbH, a subsidiary of the tion. Since the early 1980s, these bearings technology is a non-contacting electro- Hommel Unverzagt group, has moved into have also been used in marine applica- magnetic levitation, guidance and propulsion this business and offers certified pre- tions for thruster systems on vessels whose system which replaces the functions of owned CNC machine tools along with the operation calls for high maneuverability, wheel and rail. same range of services available to new such as tugboats and ferries. The large- Propulsion is via a traveling magnetic equipment customers. Every year, around diameter bearings transmit forces and field generated in the guideway by a long- 100 machines change owners via existing moments from the thrust bearings of the stator linear motor, which propels the train customer relations with sister companies, ships’ propeller screws. synchronously via its support magnets. the company’s own website or internat- The development of pod propulsion The vehicle wraps around the guideway ional marketplaces. systems is now expanding the range of and is therefore prevented from derailing. The machines are inspected at in-house large-diameter bearings to include cruise Deformation elements arranged on the technical centers, overhauled and repair- ships with significantly higher propulsive levitation frame ensure operational safety ed. Customers can personally check out power. To eliminate the weak point of the in the event of collisions with stationary the excellent quality of the pre-owned Z-drive between the drive motor in the ship objects on the guideway. machines there before buying, and and the propeller screw on conventional The components of the long-stator linear demonstrations are also possible. thrusters, on pod units the motor and pro- motor responsible for the suspension, guid- Like its sister companies selling new peller screw are housed in a pod, mounted ance, propulsion and braking functions – machines, Hogema offers its customers with 360° rotation beneath the hull of the stator packs and long-stator windings – tailored purchasing and insurance models ship on a vertical shaft and a large-diame- are located in the guideway. The long- to ensure customers’ liquidity indepen- ter bearing (azimuth bearing). This solution stator winding is realized as a three-phase dently of banks. The extensive after-sales increases maneuverability and reduces traveling field winding, with each winding service offers not only classic services fuel consumption. strand created by means of meandering such as inspection, maintenance and Pod propulsion units are generally and bending of the traveling field wire and repair, but also a highly efficient service mounted on three-row roller-bearing slew- pressed into the slots of the stator packs hotline to ensure high machine availability. ing rings. As combined axial-radial roller by a mobile laying unit on the guideway bearings they can withstand high supports. moments of tilt and ensure the reliable Location reference flags attached to the functioning of the propulsion system. guideway allow the trains to be located using the operation control technology. The switches are of welded steel and are shifted and locked electrically.

forum ThyssenKrupp 2/2001 09

Dipl.-Ing. Hans-F. Frhr. v. Scholley

The EVOLUTION® traffic elevator for railroad station platforms from Thyssen Aufzugswerke

Elevator with kiosk and shaft (Fig. 1)

forum ThyssenKrupp 2/2001 10 The EVOLUTION® traffic elevator for railroad station platforms from Thyssen Aufzugswerke

1 Requirements A joint project team from Deutsche Bahn 2.1 Elevator car dimensions and Thyssen Aufzugswerke has now Elevators for railroad station platforms specified an elevator for railroad station The specifications for the dimensions have to fulfill special requirements. They platforms based on the EVOLUTION® range and outfitting of an elevator car are largely are often the only access to public of machine-room-less elevators. The influenced by suitability for the handi- transportation for the handicapped. These resulting design was so convincing that capped and security against vandalism. A elevators must therefore satisfy Thyssen Aufzugswerke was awarded a car suitable for the handicapped needs to requirements for barrier-free design framework contract for the delivery of be at least large enough to accommodate according to DIN 18024. Platform elevators machine-room-less elevators for railroad one individual in a wheelchair as well as in any public transportation system also platforms. This was how the EVOLUTION® one accompanying person. The DIN 18024 face a high degree of exposure to traffic was born – initially as a 3D CAD standard specifies a minimum width of vandalism. Meeting such demands needs a model (Fig. 2). 1,100 mm, a minimum depth of 1,400 mm transparent design that is also robust. and a minimum of 900 mm for the width of Standard machine-room-less elevators the doors. According to ISO 4190-1, these cannot fulfill these more demanding car dimensions correspond to an elevator requirements. The transparency required to deter vandalism can only be sensibly achieved by having an elevator car with glass on all sides. The weight of such a design has normally precluded its use for standard machine-room-less elevators (from all of volume manufacturers of whom we are currently aware).

2 The “Standard Railroad Station Platform Elevator” project

Up until now it has been common for elevators to platforms at railroad stations to be specially-built installations. In order to reduce the cost of such systems and of the difficult task of obtaining spare parts for them while simultaneously improving their quality, a nationwide project to specify a standard elevator for railroad station platforms was conducted by the German railway company Deutsche Bahn. The objective of the project involved offering framework contracts to manufacturers to develop largely standardized equipment with a good price/performance ratio and a secure supply of spare parts.

3D CAD animation of elevator car (Fig. 2)

forum ThyssenKrupp 2/2001 11 The EVOLUTION® traffic elevator for railroad station platforms from Thyssen Aufzugswerke

Handicapped-friendly, vandal-proof control panel (Fig. 3) Transparency inside and out (Fig. 4)

with a 630-kg nominal load. To comply allow less expensive solutions for elevators meet the demands both of a lower handrail with this, the EVOLUTION® traffic is to be with handicapped access that do not for the handicapped as well as one higher provided for nominal loads of 630 kg and incorporate operating panels, the up to prevent collisions with the glass 1,000 kg. The standard project plan EVOLUTION® traffic platform elevators will walls. The rounded ends reduce the risk of foresees a door width of 1,000 mm, with all be equipped with panels that comply injury from bumping into or being crushed either central or telescopic closing. There with DIN 18024-2. against the rails. Handicapped access has may be a single entrance or doors on The vandal-resistant operating panel been achieved without compromise. facing sides. features a stainless steel housing that matches the stainless steel and glass 2.3 Comfort and security 2.2 Operating controls design of the elevator cab (Fig. 3). All components are naturally resistant to The EVOLUTION® traffic elevators for One further aspect of suitability for vandalism and are suitable for use by the station platforms are all provided with an handicapped people is that controls to handicapped. The large aluminum buttons adjustment system by which the level at operate the elevator should be within measure 50 x 50 mm and comply with the which the car halts can be set accurately reach. A wheelchair user must be able to DIN 18024 and 18025 standards. They are to within a few millimeters, even if the operate all controls without having to turn tactile and are denoted in 30-mm high elevator is heavily laden or when a heavy around. DIN 18024-2 requires controls to lettering and Braille. load is removed. This considerably reduces be at a height of 850 mm and at least Handrails are also matched to the the likelihood of stumbling for partially 500 mm from the doors. The standard also stainless steel and glass design. A double sighted or blind people. It also benefits specifies a design for the operating panel. configuration with rails at heights of wheelchair users. The ease of use of the Although European draft standards do 850 mm and 1,100 mm above the floor elevators for blind and partially sighted

forum ThyssenKrupp 2/2001 12 The EVOLUTION® traffic elevator for railroad station platforms from Thyssen Aufzugswerke

people can also be increased by means of reduces feelings of claustrophobia and son the shaft doors have additional sealing an optional audio announcement module. allows them to avoid the direct gaze of fel- against rainwater and spray. The shaft The announcement can state the level low passengers. Being visible from outside doors are also equipped with sill heaters for where the car is halting or even give also reduces the fear of harassment by use in winter. information specific to the customer’s other passengers. The lower frame of the building. Calling the elevator is also made windows reaches to a height of 250 mm 2.4 Certification easier for wheelchair users by the provision which prevents the glass from being of free-standing columns at an appropriate damaged by luggage trolleys. In addition a Platform elevators need to fulfill not only distance from the doors. The height of the protective bumper strip runs around it. European elevator standards but also those controls on these columns and the controls Furthermore, the elevator cars are equip- of the Deutsche Bahn itself. This means themselves are also in accordance with the ped with stainless steel floor troughs to that glass shaft doors need to withstand DIN 18024 and 18025 standards. ensure resistance against corrosion even almost twice as much kinetic energy as The maximum permissible weight for the by highly corrosive fluids. The troughs can specified in European standards. This is elevator car is 1,900 kg, which permits a contain any of a wide variety of flooring tested for certification by means of a series fully glazed design with lavish interior materials, artificial stone for example. of tests involving pendulum strikes. outfitting. A transparent glass elevator The EVOLUTION® traffic can be fitted in a Thyssen Aufzugswerke’s self-produced, greatly reduces vandalism because its conventional concrete shaft or a shaft eighth-generation doors were able to pass interior is visible from outside (Fig. 4). But frame. The top-floor halt is often contained the certification tests at the first attempt being able to look out of the elevator car is in a kiosk on the platform standing directly with only minor modifications to the door also pleasing for passengers inside it. It in the open air (Figs 1 and 5). For this rea- leaf guides.

2.5 Design

The EVOLUTION® traffic’s technical specialty, however, is its cleverly engi- neered design. By limiting the nominal speed to 1.0 m/s and the hoisting height to 20 m, it was possible to raise the maximum weight of the elevator car by 400 kg without resorting to specialized solutions for supporting equipment. This limiting of speed and hoisting height has no adverse effect on the planning of plat- form elevators since they do not usually need to stop at more than three levels. In this way it was possible to meet the special demands on platform elevators without the need for any special technical solutions for the supporting equipment, enabling the flexible EVOLUTION® family to be used as a basis for a low-cost standard elevator for railroad platforms.

Engineering drawing of the EVOLUTION® traffic in the shaft (Fig. 5)

forum ThyssenKrupp 2/2001 13

Dipl.-Ing. Dagmar Euler-Schreiter

Innovative elevators and escalators for a safe future

Mobility provided by Thyssen elevators and escalators (Fig. 1)

forum ThyssenKrupp 2/2001 14 Innovative elevators and escalators for a safe future

1 Background the third largest in Germany. have been installed. The number of This project, the largest investment landings is between two and five, and one With the constantly growing demand for project in the history of Düsseldorf Airport, of the systems is an elevator without mobility, whether in the private or the has its origin in an architectural compe- machine room that has a travel height of professional sphere, people increasingly tition to rebuild the airport that was an- 2.18 meters – the smallest to date. Of the need ever better ways to get to their nounced after the fire of 1996. The task as 24 traction elevators used, seven are Evo- destinations even more quickly and com- a whole encompassed the demolition of lution-type elevators without machine fortably. Expectations are high, as modes parts of the main building and all of Pier B rooms. In 1997, Thyssen Aufzüge in Neu- of transportation with innovative engineer- and their reconstruction. An underground hausen introduced the Evolution, a com- ing and modern design should be available car park is also being created, and the pletely new machine-room-less elevator within a very short time. Despite all the existing Terminal C is being extended. design that has since become the trade- demands for innovation, aspects such as The full contract for this project went to mark of Thyssen Aufzüge. The absence of safety and reliability are among the top Thyssen Aufzüge Düsseldorf and included the machine room, which was previously priorities. supplying and installing 50 elevators and planned as a small “house” on buildings, In order to do justice to these criteria, the 31 escalators. The systems were delivered means that the client is spared high costs, companies Thyssen Aufzugswerke GmbH by Thyssen Aufzugswerke GmbH in and the architect can make better use of in Neuhausen, Germany, and Thyssen Neuhausen and Thyssen Fahrtreppen the often limiting building line with an addi- Fahrtreppen GmbH, Hamburg, began to GmbH in Hamburg. tional floor. In order to do justice to the adapt their manufacturing program to the future market requirements in this area as new market conditions early on. As a result 3 Elevators and escalators well, the Evolution was developed further. It of this new orientation, the two groups are now breaks down into seven different among the national and international Different versions of the elevator systems modules that can be used in accordance leaders in the market and have the most were installed depending on the location. with the type of building involved. modern assortment of intelligent elevator Twenty-four systems are operated by a In order to fit in harmoniously with the solutions, escalators and passenger hydraulic drive, and 26 traction elevators open and transparent design of the new conveyors. Thyssen Aufzüge and Thyssen Fahrtreppen achieved this status also by virtue of the high standard of quality met by their products, which are used in projects of all sizes.

2 Project example “airport 2000 plus”

This project name refers to a large construction site at Düsseldorf Airport whose objective is to complete moderni- zation and reconstruction activities at the airport without interrupting the overall course of operations. This is a special challenge for all the companies involved, considering that, at peak hours, there are as many as 800,000 people at this airport,

Terminal B at sundown (Fig. 2)

forum ThyssenKrupp 2/2001 15 Innovative elevators and escalators for a safe future

Thyssen escalators link arrivals and departures (Fig. 3) stainless steel outer cladding and glass balustrades, matching the architectural style of the new airport. Four more Velino FT 823 escalators are planned for Hall C. Visually, the design of the glass balustrade ensures that they fit in extremely well with the overall style of the departure hall, which is itself due for a redesign. The futuristic design aside, the products of Thyssen Fahrtreppen make it the acknowledged specialist in the field of transportation facilities. Thyssen escalators are particularly popular at airports, because of their smooth and reliable functionality. The technology of these systems is designed in such a way that it easily brings the huge number of persons to be found every day at an airport to airport terminals, 15 glass elevators were the three levels “Arrivals,” “Departures” their destinations. This flow of transport- installed. The expense of a glass elevator and the monorail. With rises of 2.18 to ation must be guaranteed, since a car of this sort is often underestimated, as 7.52 m, the Velino FT 823 are the longest stoppage of the systems or a holdup would a high transparency on the part of the cars escalators on the entire Düsseldorf Airport disrupt the entire course of a rapid entails a high dead weight. That results in site. These systems are furnished with connection. larger hydraulic units and the dissipation of larger amounts of heat. The 12 cars of the glass elevators that connect the multilevel parking garage P1 with the main building each have a dead weight of nearly 5 metric tons, and can handle a loading capacity of up to 2,450 kg. The cars of the other passenger elevators are equipped with stainless steel paneling, mirrors, stainless steel skirt- guards, handrails and stone flooring. The passenger-freight elevator is equipped with enameled paneling, guard strip, and Norament flooring. For the passenger transport in Pier B, 11 Tugela FT 845 escalators with rises of 6.62 to 7.04 m were used. In addition, 16 Velino FT 823 escalators were installed in the main building, where they connect Assembly of the two longest escalators in the new airport terminal (Fig. 4)

forum ThyssenKrupp 2/2001 16 Innovative elevators and escalators for a safe future

Faults are recognized immediately (Fig. 5)

Loudspeaker fire alarm triggered Stand-by power

The following fault messages for elevators are displayed in plain text or as pictographs:

Power failure Control and connection error Stop outside of a door zone Elevator car door not closed Landing door not closed Oil temperature over 70 degrees Oil level monitoring Safety circuit passive Collective fault message

Switching commands can be executed from the monitoring system:

4 Monitoring multiple fault message Remote disconnection (switching off Principal voltage monitoring controls and light at any stop) A monitoring system in the security Fire alarm Car command for a run to another floor control center at Düsseldorf Airport is avail- Fire emergency simulation able for monitoring the elevator systems In the case of elevators, the following Barring of landings and escalators. The system, which was status messages are shown in the overview Reading out of error stacks developed by Thyssen Aufzugswerke, was display: specially adapted to conform to the desires 5 Fire protection/Fire control of the airport company and was sold to it. Location at floor level Updates continue to be supplied by Door position – open Düsseldorf Airport has invested Thyssen. Direction approximately 100 million euros in fire The following status and fault messages Internal commands protection. There are 7,340 optical smoke are displayed concerning the escalators: Outside calls and heat detectors in the new terminal that Minimum load of 25 kg can identify fires anywhere at an early Direction – up – down Air passenger guidance system stage; individual areas can be sealed off Escalator stationary, moving activated (displayed on the monitoring with rolling doors. In the upper story of the Step chain monitoring screen of the individual elevator) main building, 26 large ventilating fans Comb plate monitoring Emergency call ensure that conflagration gases are extract- Step misalignment Out of service ed quickly. In addition to the new rolling Handrail inlet guides Maintenance and priority doors, there is also a new electro-acoustic Emergency push button Remote disconnection – off alarm system that uses 4,700 loud- Speed monitoring Case-of-fire message speakers to warn visitors quickly in case of Combination of individual messages as Case-of-fire detectors active per floor an emergency.

forum ThyssenKrupp 2/2001 17 Innovative elevators and escalators for a safe future

Intelligent passenger transport solutions (Fig. 6) 6 Outlook

Following a six-year construction phase, the project will be completed in 2003. By then, it is expected that over 600 million euros will have gone into the reconstruction of Düsseldorf International Airport. In terms of safety, it will be in the top class of international airports.

As regards the elevators and escalators, The elevator remains at the evacuation the airport fire alarm system sends a signal landing with the door open and shuts to the Thyssen control center in the event down. In conjunction with the system for of a fire, and the appropriate measures are automatic early fire detection, this dynamic then initiated. These measures are dis- elevator control system ensures that there played via the monitoring system in the can be no intentional or accidental security control center. movement of the elevator to areas affected In the event of a fire, the escalators shut by fire. down immediately. The elevators execute a All electrical lines to the controls are dynamic evacuation run. The goal of an designed to remain functional for at least evacuation run of this sort is an automatic, 30 minutes and to operate with stand-by secure movement of the elevators to a power. The principal power supply lines to pre-determined landing at which the per- the service room of the passenger sons in the elevators can reach a safe elevators are monitored at all points by stairwell or the outside via the shortest smoke detectors that likewise trigger an route. To assist them, an announcement is evacuation run, since interruption to the broadcast in German and English over the power supply would make an evacuation voice communication system in the ele- run impossible and the elevator could vator car. It informs them that there is a stop in the shaft between floors. failure and asks them to leave the elevator.

forum ThyssenKrupp 2/2001 18

Almudena Sainz, José R. Magallón ThyssenKrupp Airport Systems passenger boarding bridges at Düsseldorf International Airport

TKAS passenger boarding bridge at Düsseldorf International Airport ( Fig. 1)

forum ThyssenKrupp 2/2001 19 ThyssenKrupp Airport Systems passenger boarding bridges at Düsseldorf International Airport

Düsseldorf International Airport (Fig. 2) 1 Introduction

In August this year, Düsseldorf Airport awarded ThyssenKrupp Airport Systems (TKAS) a contract for the replacement of 5 passenger boarding bridges (from a total of 10) as part of the upgrading program (airport 2000 plus) started in 1997. This new order can be considered an- other chapter in the permanent boarding bridge supply project that ThyssenKrupp Airport Systems has been carrying out at this Airport since 1972. In Germany, Düsseldorf Airport ranks third after Frankfurt and Munich. It has been owned, since its privatization in 1997, by a consortium comprising Hochtief AG (25%), Aer Rianta International (25%) and when construction of Terminal C is comple- 7 model TB 35/21-2 units (35 m exten- the City of Düsseldorf (50%). ted, the airport’s capacity will be increased ded, 21 m retracted) The airport has 3 terminals (A, B and C). to 22 million passengers per year. 2 model TB 45/26.5 – 2 units (45 m It suffered a serious fire in 1996, giving rise extended and 26.5 m retracted) to a rehabilitation and extension project 2 Terminal B (airport 2000 plus) with a volume of over This last project, in contrast with pre- €400 million in 1997. The construction of ThyssenKrupp Airport Systems delivered vious ones, was totally supplied by the new the new Terminal (B) was entrusted to the the last passenger boarding bridges last manufacturing plant that ThyssenKrupp architects J.S.K. Perkins & Will. July: 46 units since 1972. inaugurated in Mieres, Asturias/Spain in The capacity of this terminal, officially 9 Apron Drive units (see point 3) were the year 2000. inaugurated in July 2001, is 16 million installed in gates B01 to B11 with the fol- The new plant has a useful manufactu- passengers per year. In the spring of 2003, lowing operating lengths: ring surface area of 10,800 m2 and a total surface area of 24,000 m2. The plant has the most modern equipment for manufac- turing boarding bridges. The pressurized painting cabins (35 x 6 m.) with the capa- city for fast heat drying (over 70º C) and collection of waste using a water curtain are worth mentioning as well as the specia- lized welding units designed specifically for welding the side panels (of galvanized plate) of the tunnels. This new ThyssenKrupp Airport Systems factory increases the Group’s manufactu- ring capacity to 300 boarding bridges per

Apron drive bridge – side view (Fig. 3)

forum ThyssenKrupp 2/2001 20 ThyssenKrupp Airport Systems passenger boarding bridges at Düsseldorf International Airport

TKAS factory in Mieres, Spain (Fig. 4) Apron drive This is the most developed bridge con- cept and the one that allows the greatest number of movements for serving the aircraft. Horizontal movement is perfor- med by driving a traction block (bogie), which supports the structure of the bridge and which, under cabin control, allows movement in all directions. Vertical movement is achieved by means of an electro-mechanical or hydraulic elevating system.

An apron drive passenger boarding bridge (used in Düsseldorf) is made up of the following elements:

Rotunda This element forms the interface between the terminal building and the telescopic tunnels of the boarding annum, distributed between its two manu- From an operating point of view, passen- bridge. facturing centers in Europe (Mieres, Spain) ger boarding bridges have undergone con- and the U.S.A. (Fort Worth, Texas). stant evolution in design and, at present, are Column classified according to the following types: This is the fixed point on which the 3 Passenger boarding bridges boarding bridge is supported. Its height T-Bridge varies depending on the floor level of the For most airports, passenger boarding The oldest and simplest type of pas- terminal. bridges are no longer a system solely for senger boarding bridge comprises two the comfort of the passengers in transit rigid tunnels joined in a T-shape, in Tunnels through the terminal. This product is cur- which the longitudinal tunnel is provided Their length depends on the types of rently considered a key part in the design with vertical movement, while the trans- aircraft to be served. Their lateral walls, and operating of large airports and a stra- verse tunnel is provided with telescopic with two or three elements, tegic element for efficiency in boarding and movement until it reaches the aircraft can be manufactured in metal or disembarking operations for future large access door. glass. capacity aircraft (A –380 or Boeing 747 Stretch). Noseloader Cabin Moreover, the esthetic concept of pas- As an evolution of the previous concept The cabin, located at the airside end of senger boarding bridges, as an architectu- with regard to the transverse tunnel, the the boarding bridge, allows access to the ral element attached to the terminal buil- cabin is provided with limited movement. aircraft. It has a swivel-mounted floor ding, plays an increasingly relevant role in Approach to the aircraft is achieved by and includes the control and operating architectural studies for new airport means of telescoping and lifting the system. projects. longitudinal tunnel.

forum ThyssenKrupp 2/2001 21 ThyssenKrupp Airport Systems passenger boarding bridges at Düsseldorf International Airport

Apron drive bridge – frontal view (Fig. 5) Lifting unit This allows the vertical movement of the boarding bridge to adapt the cabin sill to the height of the docking door of the aircraft.

Driving unit This provides horizontal movement for the bridge. It includes A.C. motors with speed regulated by frequency conver- ters.

Safety devices These include all those elements that limit or control the movements of the boarding bridge to avoid collision with vehicles or the aircraft itself and to ensure the safety of both the operation personnel and the passengers. The product manufactured by Thyssen- On the other hand, the hydraulic system, Krupp Airport Systems is differentiated in contrast with the electromechanical ele- 4 TKAS boarding bridges from that offered by competitors by two vating system, provides superior control aspects proving the aforementioned con- and reliability in vertical movements. The TKAS boarding bridge is the result of cepts. On the one hand, the use of hot decades of experience in the airport equip- dip galvanized steel sheets for the struc- 5 Next project ment sector. The more than 1,300 units ture of the tunnels, offering reliability installed in airports worldwide are proof of against rust that guarantees a minimum The new project launched by Düsseldorf the market’s recognition of its superior 20-year life span under adequate mainten- Airport represents the supply of quality and technology. ance protocols. 5 new apron drive boarding bridges, in Terminals C (4 units) and A (1 unit), for ThyssenKrupp Airport Systems. This equipment will be manufactured and supplied by the new TKAS factory in Mieres, Spain, during the month of January 2002.

Apron drive bridge – general concept (Fig. 6)

forum ThyssenKrupp 2/2001 22

Dipl.-Ing. Friedhelm Worpenberg

“DUAL” and “LOWRIDER”, two new passenger boarding bridges for small and medium passenger aircraft

DUAL passenger boarding bridge in glass version (Fig. 1)

forum ThyssenKrupp 2/2001 23 “DUAL” and “LOWRIDER”, two new passenger boarding bridges for small and medium passenger aircraft

1 Introduction 3 Marginal conditions for parallel to the aircraft it must be possible to development adjust the cabin floor in the horizontal Thyssen Henschel is responsible for the plane. The passenger boarding bridge worldwide passenger boarding bridge At commuter terminals, access to the must have sufficient telescopic range to be activities within the ThyssenKrupp Group. rotunda can be via first floor or ground able to dock with the fore or aft doors of At our central plant in Mieres, Spain we floor level. the aircraft. develop new products for the demanding Commuter aircraft and regional jets are passenger boarding bridge market. equipped with on-board stairs. On some 4 The “DUAL” passenger Thyssen Henschel spearheads innovations aircraft of this kind the stair railing can be boarding bridge in this area and is investing increasing folded down (e.g. Canadair RJ) – on many amounts in research and development, in others, however, this is not possible (e.g. This newly developed bridge type is very line with rising demand and our growing ATR). On some propeller aircraft, the similar to the well-known classic Thyssen presence on the world market. propeller is very close to the door (e.g. Henschel Apron Drive bridge. Like the SAAB-340). In the USA in particular, Apron Drive model, the “DUAL” passenger 2 Background passenger boarding bridges have to satisfy boarding bridge (Figs 1 to 3) is provided the strict requirements of US fire protection with a rotunda on the terminal side. The Commuter aircraft or regional jets are standard NFPA 415. In the event of a fire swiveling range of the rotunda has been mainly used on short distance flights of on the apron (spillfire) the passenger limited to 90° and its diameter has also less then 1,000 km. Mostly used by boarding bridge must provide a safe been reduced considerably. The rotunda is business travelers, they connect both escape route for at least 5 minutes – i.e. it connected to the terminal at first floor level. smaller airports with a major airport (HUB) must remain smoke- and fire-resistant and The passenger boarding bridge is connect- and interlink regional airports. Boarding keep temperatures bearable. Wheelchair ed to the rotunda through the inner of two and disembarking of these aircraft still passengers should be able to negotiate telescoping tunnels via a swivel bearing. mainly takes place at a distance from the passenger boarding bridges easily and The aircraft-side outer tunnel features a terminal. without help (incline < 8.33%). If a fixed bridgehead on which a swiveling Passengers are transported to and from passenger boarding bridge is docked in cabin is mounted. The elevating leg is the commuter aircraft by buses and have to brave all weathers when embarking or disembarking via the on-board stairs. Handicapped passengers have to be carried on board or literally loaded using a special lifting device. Airlines and airports have long since realized that a fundamental change is needed here if they are not to lose out in the competition for business passengers, who are accustomed to more comfort. Separate terminals are now being planned and built for commuter aircraft and regional jets at which the aircraft can be positioned close to the building.

DUAL passenger boarding bridge in glass version docked with a narrow body Boeing B 737 aircraft (Fig. 2)

forum ThyssenKrupp 2/2001 24 “DUAL” and “LOWRIDER”, two new passenger boarding bridges for small and medium passenger aircraft

DUAL passenger boarding bridge docking with a Fokker F-50 commuter aircraft with on-board stairs and upright railing (Fig. 3) stairs cannot be folded down (Fig. 3). In addition, the pendulum floor meets requirements specified in the marginal conditions for slope compensation on a “DUAL” passenger boarding bridge docking in parallel with the aircraft. A further very important advantage is that strict fire protection requirements (US standard NFPA 415) can be observed or met without any restrictions.

5 The “LOWRIDER” passenger boarding bridge

This Thyssen Henschel development is a variant on the “DUAL” passenger board- ing bridge (Fig. 4). The rotunda of the “LOWRIDER” passenger boarding bridge is connected to the terminal at almost ground floor level. The horizontal swivel bearing (ball fastened to the outer tunnel approximately diameter. The offset shape and off-center bearing slewing ring) is bolted directly to half way along. The elevating leg is rotation axis of the significantly lighter the anchor plate of the rotunda. Due to the supported via a central swivel joint on the cabin allow the “DUAL” passenger lower clearance under the bridge as rotatable drive unit which is fitted with boarding bridge to be positioned against compared with the “DUAL” passenger pneumatic or solid tires. The “DUAL” the nose door of commuter aircraft with boarding bridge, the hydraulic unit is passenger boarding bridge can be propeller drive (e.g. SAAB-340), which is installed at the side on the elevating leg. In accessed from the apron via service stairs. otherwise always a critical maneuver for addition, an especially low drive unit with The bridge is controlled from a control passenger boarding bridges. During solid tires is provided. Other than this, the panel installed in the swiveling part of the maneuvering the bridge driver has a good design of the “LOWRIDER” bridge is cabin. view both of the on-board stairs with identical with that of the “DUAL” bridge. What is really new about the “DUAL” railings and – thanks to the large window in The advantages described for the passenger boarding bridge – now largely the bridgehead – the propeller drive. “DUAL” bridge also apply to the “LOW- protected by pending and granted patents The biggest advantage of the “DUAL” RIDER” bridge. (PZ 13877/PCT and 13872/PCT) – is the passenger boarding bridge over rival fixed bridgehead which is offset by 35° to developments is its universal applicability the left and provided with a very large for all common commuter aircraft or window, as well as the laterally displace- regional jets as well as narrow body aircraft able pendulum floor in the swiveling including the Boeing 757 and the Airbus part of the cabin. A 321 – at either the fore or aft doors. The In comparison with standard cabins, the laterally displaceable pendulum floor also cabin of the “DUAL” passenger boarding allows risk-free docking with commuter bridge has a considerably smaller aircraft on which the railing of the on-board

forum ThyssenKrupp 2/2001 25 “DUAL” and “LOWRIDER”, two new passenger boarding bridges for small and medium passenger aircraft

6 “DUAL” and “LOWRIDER” Glass is permanently weather resistant 7 Final remarks passenger boarding bridges in and reliably protects the supporting “steel” and “glass” versions structure of the side walls against In collaboration with Thyssen Stearns, corrosion. Thyssen Henschel has made a series of As with all Thyssen Henschel passenger Glass is easy to clean and retains its proposals to the leading US commuter boarding bridges, each of the newly attractive appearance on a lasting basis. carrier (American Airlines) regarding the developed passenger boarding bridges is During daylight hours the bridge lighting servicing of commuter aircraft with available in a closed-design steel version remains switched off, saving energy, passenger boarding bridges. To date, the and an open-design glass version, i.e. with maintenance and spare part costs. two passenger boarding bridges described glassed tunnel side walls. Apart from the Handrails can be integrated in the above are the most successful outcome of tunnel side walls, both passenger boarding supporting structure. this process. bridges in the steel and glass versions are Problems of “tunnel claustrophobia” The development of the “DUAL” and virtually identical, permitting the full are eliminated as transparent glass walls “LOWRIDER” passenger boarding bridges compatibility of all relevant sub-assemb- replace the visible barrier of the tunnel has given Thyssen Henschel a leadership lies. Such uniformity in the steel and glass walls in the steel version. position in the commuter carrier market versions is unique in the passenger board- The transparency of the glass side walls segment. Launched in 1998, these ing bridge sector; on competitor bridges, considerably increases safety during passenger boarding bridges are now used the steel and glass versions differ to such refueling because ground staff on the at 12 airports worldwide. an extent that they have only very few apron can ensure that there are no more compatible components. On Thyssen passengers in the passenger boarding Henschel passenger boarding bridges, the bridge. steel version (Fig. 4) features hot-dip The appearance of glass passenger galvanized steel sheet panels welded boarding bridges fits in particularly well between the tunnel corner profiles, while a with the modern architecture of many framework construction is used on the airport buildings with glass facades. glass version (Figs 1 and 2). The type of glazing used on the outside tunnel side walls depends on the prevailing climatic conditions as well as on the safety specifications (e.g. US fire protection stand- ard NFPA 415). It may take the form of :

single glazing ISO double glazing fire protection glazing with panes of prestressed floatglass. The specific advantages of Thyssen Henschel passenger boarding bridges in glass version as listed below are an indication that airports are increasingly favoring the glass version when purchasing new passenger boarding bridges:

LOWRIDER passenger boarding bridge in steel version (Fig. 4)

forum ThyssenKrupp 2/2001 26

Dr.-Ing. Robert J. Bartels, Dr.-Ing. Manfred Berger Manufacturing flexibility in powertrain production

Flexible machining of a crankcase (Fig. 1)

forum ThyssenKrupp 2/2001 27 Manufacturing flexibility in powertrain production

1 Introduction Variable valve timing (VVT) led to substantial and unplanned fluctuat- Diesel direct injection (DID) ions in production volumes. The Hüller Hille Group is part of the Metal Gasoline direct injection (GDI) In addition, the demand for flexible Cutting business unit of TK Technologies Integrated starter/alternator/dampers production systems has also risen in and one of the world’s leading manufactur- (ISAD) response to the fact that manufacturers ers of machine tools. It produces standard (Electromechanical valve drive (EVA) today are producing fewer and fewer of the machining centers under the Diedesheim Cylinder cutout (CDA) individual components used in production. brand – as used for one-off and small- Alternative fuels (naturally occurring Indeed, in the majority of cases, manufac- batch production – as well as vertical gases, ethanol, methanol and propane) turers already buy in almost all of their turning machines (Hessapp), and transfer Strengthened transmission flange in pistons, connecting rods, crankshafts and lines and agile systems for large-batch response to increased torque camshafts from external suppliers, while production (Cross Hüller). some are already talking about outsourcing By far the biggest customer group are For example, the rapidly increasing use the manufacture of transmission housings, manufacturers from the engine/automotive of new high-performance diesel engines for cylinder heads and cylinder blocks. industry (OEM) and their suppliers. Recent passenger cars was greatly underestimat- In such an environment, it is crucial that years have seen substantial changes in the ed. This, coupled with a resulting lack of any investment decisions – which naturally economic conditions for the type of flexibility in production capacity, led to long have an impact for a large number of years production facility used in this sector. As waiting times. At the same time, the to come – should also be taken with a view such, the criteria used to decide upon new utilization of the production facilities for to ensuring the greatest possible degree of investment have shifted too.By looking at a gasoline engines of the same performance flexibility. When calculating unit costs, it is system used to produce cylinder heads for class fell in some cases way below planned therefore increasingly important to take into a well-known automobile manufacturer in capacity. Here, the use of agile production account not only the pure capital expend- North America, we will show what effect systems would have been able to cushion iture and productivity factors involved with these changes have had on production stra- the impact of such a shift in demand. investment in a new system but also its tegy and the choice of production system. At the same time, an increasing consol- ability to respond to future changes in idation in the automotive industry together production needs. Here, it must also be 2 Economic/operating conditions with a corresponding move toward a remembered that the more a production platform strategy has resulted in the amal- system is designed to handle different When making plans for future produc- gamation or even disappearance of certain applications, the higher the volume of the tion, our customers today find themselves model series and variants. In turn, this has initial investment and therefore the unit faced with a growing number of uncert- ainties. These concern factors such as output volumes, the number of production variants and their projected lifespan, the need to comply with emissions regulations that permanently change over time and from country to country and which have a considerable influence on engine design, and the ever shorter validity of their own corporate strategies (Fig. 2). When planning new engine production systems today, the following variables must be taken into account:

A market in transition (Fig. 2)

forum ThyssenKrupp 2/2001 28 Manufacturing flexibility in powertrain production

Transfer lines and agile systems: A comparison (Fig. 3) operations involved – although this also brings the disadvantage that when one machine stops, it brings the whole system to a halt. By contrast, parallel production not only features all the same advantages but also offers maximum availability. Should one manufacturing cell within the system go down, production can still continue. Finally, all the manufacturing systems offer optimal unit costs when operating under the appropriate conditions.

4 The project

Flexibility is a major consideration not costs (Fig. 3). In order therefore to make a any changes to the manufactured part. In only when it comes to manufacturing non- sound business decision with regard to addition, such systems offer little flexibility standardized parts. Indeed, it can also be a investing in a flexible production system, with regard to output volumes and attain crucial feature of the systems used to make lifecycle costs must also be integrated into only average availability levels, as all the identical products, particularly when these the calculation. various manufacturing operations involved are manufactured within a production are linked to one another. Moreover, when network involving several plants, or e.g. 3 The different types setting up such a system, the investment different members of a product family that of production required has to be made all at once and are technically similar but may offer must be directly tailored to the maximum a market alternative to one another Alongside the classic transfer line, which planned production volume. The advantage (e.g. V6 and V8 engines). continues to represent the most economic of sequential flexible production, on the In the project for a North American way of manufacturing large numbers of other hand, is that it offers flexibility with customer referred to above, such criteria more or less standardized parts, we are respect to output volumes, a phased eventually led to a decision in favor of a witnessing a growing use of a variety of investment in line with a gradual build-up fully flexible production system. At the flexible production systems. of production (Fig. 5), and simpler linkage planning stage, it was already known that Here, there is a general distinction to be between the various manufacturing workpiece types for diesel engines, as well made between sequential and parallel production together with so-called hybrid systems, which comprise various aspects of the transfer lines as well as special machines (Fig. 4). The major advantage of the transfer line is that it comprises a special configuration of machinery designed for a specific manufacturing operation. The major disadvantage, however, is that modifi- cations are extremely costly if there are

The transfer line; flexible, sequential and parallel production systems (Fig. 4)

forum ThyssenKrupp 2/2001 29 Manufacturing flexibility in powertrain production

Phased investment in line with required output volume (Fig. 5) of manufacturing operation, as this ensu- res good access to the machinery as well as helping to keep the area clean. Gantry loaders or conveyor belts can also be used to link up the individual manufacturing cells within a module. Such a system must not only transport the workpieces but also provide a temporary storage facility should there be any minor disruptions (< 6-10 min) at an individual manufacturing cell. With the help of this technique, availability (80 – 90 percent) well above that of conventional production systems (60 – 75 percent) can be achieved. Moreover, use of a parallel production system ensures that as four-valve and twin spark plug tech- individual operations. In turn, this makes it manufacturing will still continue when a nology would possibly be required in the possible to use the machine tool best machine breaks down, which is not the foreseeable future. The only way of suited for the kind of machining required. case with conventional production systems achieving such manufacturing flexibility at This might involve a long or large machine employing a sequential approach. an acceptable cost was to install an agile tool, for example, or equipment for special Taking into account the complete system. processing. In order to achieve the workpiece logistics required and the cost of When a product family is manufactured requisite production volume, a number of the production equipment, the ideal within a production network involving identical machines are used in parallel for a capacity for a system of this kind lies several plants, the use of agile systems single operation. These parallel machines between 300,000 and 350,000 workpieces can generate substantial savings with are fed and discharged by the same per year. The actual size of the system regard to both the initial investment and production automation system, using depends on the requirements for auto- the space required to house the gantry loaders, conveyor belts or robots. mation (max. six machines per manufac- equipment. This presupposes that the only Experience has demonstrated the advan- turing cell), metal cutting, subsequent changes that need to be made to tages of using gantry loaders with this type assembly systems, and the machines production systems relate to the tools and the NC programs. Once the supplier has delivered the preprocessed workpiece, this is then fitted with an adapter plate (Fig. 6), which creates an identical interface to both the machine tools and the production auto- mation systems. In this way, the time and costs involved in integrating a similar work- piece into an existing production line can be kept to a marginal amount. In a flexible system, the manufacturing process required to produce a component ready for installation is broken down into

A cylinder head fitted with an adapter plate (Fig. 6)

forum ThyssenKrupp 2/2001 30 Manufacturing flexibility in powertrain production

Layout of a manufacturing module for 325,000 cylinder heads per year (Fig. 7) 5 Outlook

The same customer also simultaneously purchased a number of transfer lines for the manufacture of cylinder heads in its “bread-and-butter” program, where there are far fewer construction modifications to be expected in the course of the product cycle. However, when it came to the engi- nes for a new model series, the customer opted for an agile system to manufacture the cylinder blocks for the new V6 and V8 units. Behind this decision was an uncer- tainty as to customer preferences between the V6 and the V8 option. As such, it is dif- required to wash, assemble and leak-test completion of the machining work for the ficult to predict with any accuracy the capa- the workpieces at the metal-cutting stage. inlet and outlet valves as well as milling city required for either of the engine types. The manufacturing module shown of the workpiece on both the combustion Armed with such a flexible production produces 325,000 cylinder heads on 43 chamber and hood sides. The camshaft system, the customer is in an ideal position “SPECHT” machining centers every year bearing cap is then mounted. In the next to react to the current economic climate. (Fig. 7). A total of four such modules, manufacturing cell, the bore hole for the In Europe, the OEM industry currently which together generate an output of over camshaft is completed. favors hybrid systems, not least because 1.3 million cylinder heads a year, were After all mechanical machining has been this continues to represent the best invest- installed at the plant. finished, the workpiece is first separated ment of capital. However, should the trend Once the workpiece has left the first from the adapter plate before being toward outsourcing strengthen further, we manufacturing cell, it is then trued up in washed, fitted with a cap and tested for may well see manufacturers turning toward preparation for the adapter plate to be any leaks. The cylinder head is then fully flexible production systems as a way fitted. This is screwed onto the workpiece prepared for final assembly. Meanwhile, of increasing their options. The supply and remains attached until manufacturing the adapter plate is washed in preparation industry has always invested in production has been completed. A data-carrier on the for another production run. systems that are flexible, though with little adapter plate contains production infor- automation. Nevertheless, now that parts mation relating to the type of workpiece, with large and even very large production manufacturing specifications and geo- runs are being outsourced, the trend in the metrical data. The production system is supply industry is also moving toward controlled by the workpiece itself. As such, linked production systems. a supervisory computer function is not The final table (Fig. 8) provides an analy- required. sis of some of the criteria used to compare Following premachining of the work- transfer lines and agile systems. However, piece, the valve guides and seats are when making a decision in favor of one or mounted. The screws used to fasten the the other, these criteria must be individual- adapter are then released for a short ly weighted and, if necessary, supplemen- period so as to relieve stresses within the ted with further information. workpiece. The next stage involves

Criteria evaluated for production system concepts (Fig. 8)

forum ThyssenKrupp 2/2001 31

Dipl.-Ing. Jörg-Peter Körner, Dipl.-Chem. Dr. Peter Nünnerich, Dipl.-Ing. Michael Bork, Dipl.-Ing. Volkmar Steinhagen Dipl.-Ing. Heribert Dierkes, New applications of high-pressure extraction

Extractors for a production plant with automatic, quick-acting clamp closure (Fig. 1)

forum ThyssenKrupp 2/2001 32 New applications of high-pressure extraction

Industrial equipment for the extraction of spices (3 extractors 500 l each, extraction pressure 440 bar (Fig. 2) 1 Introduction

Uhde Hochdrucktechnik GmbH (UHT) designs and manufactures a wide range of equipment for high-pressure applications. Its products include autoclaves, reactors, heat exchangers, high-pressure pumps, valves and fittings, flanges and piping. UHT is a long-established market leader in the engineering and production of equipment such as LDPE tubular reactors, high-press- ure chemical pumps and high-pressure extraction plants. For high-pressure extraction with supercritical fluids, depending on indivi- dual project requirements UHT supplies individual high-pressure units, entire pilot plants or complete production scale plants as well as the required process parameters (Fig. 2). The tasks performed by UHT include planning, safety design and process engineering, production, assembly and commissioning as well as operator training. Much of the development activity at UHT is large mass transfer capability exists at 3 High-pressure extraction using devoted to developing new fields of applic- quasi-liquid densities and dissolving power. supercritical gases ation and designing complete extraction A great variety of substances, such as processes. N2O, C2H6, C3H8, Xe, CO2 etc., can be used Extraction refers to the separation of a

for supercritical extraction (Fig. 5). CO2 is mixture of substances into its constituent 2 Supercritical fluids most commonly used for extraction in components using appropriate solvents. industrial applications due to the following Since some low-boiling organic solvents

Supercritical fluids are substances or advantages: are toxic, supercritical CO2 is now frequent- mixtures under conditions of pressure and ly used in the extraction of natural sub- temperature that exceed the critical point. Low viscosity The critical point represents the end point Physiologically harmless of the vapor pressure curve, beyond which Environmentally friendly no distinction is possible between the liquid Nonflammable and gaseous state (Fig. 3). As an example, Economic an increase in pressure will produce no Readily available condensation. The material properties are between those of liquids and of gases (Fig. 4). This particular combination of material properties is utilized in extraction, since a

P,T phase diagram of carbon dioxide (Fig. 3)

forum ThyssenKrupp 2/2001 33 New applications of high-pressure extraction

Comparison of the physical properties of gases, supercritical fluids and liquids (Fig. 4) Comparison of the critical data of various substances (Fig. 5)

Media Density Viscosity Diffusion Fluids critical critical Remarks r[g/cm3] h [mPas] coefficient temperature pressure 2 D11[m /s] Tc[°C] Pc[bar] Carbon Dioxide, CO2 31.1 73.8 -3 -3 -4 -5 -5 -5 Gases 0.6 10 – 2 10 10 – 5 10 1 10 – 4 10 Dinitrogen monoxide, N2O 36.8 74.0 instable Xenon, Xe 16.8 58.0 expensive Supercritical Ethane, C2H6 32.4 48.8 inflammable*) -4 -5 -8 -8 fluids 0.2 – 1.0 10 – 5 10 2 10 – 7 10 Ethylene, C2H4 9.4 50.4 inflammable*) Propane, C3H8 36.8 42.5 inflammable*) Water, H2O 374.1 220.5 high temperature, -10 -9 Fluids 0.6 – 1.8 1 – 50 2 10 – 2 10 corrosive *) inflammable and undesirable fluid residues in extract and raffinate stances. The low critical temperature of of various compositions can be obtained in solvent removal from synthetic products. 31° C allows especially gentle treatment of a multistage separation process. The sub- Typical extraction conditions fall into the the natural substances. The dissolving critical gaseous CO2 from the separator is range between 35° and 80° C at pressures power can be adjusted over a wide range liquefied in the condenser E 3 and collect- of up to 600 bars. The capacity of the by varying the pressure and temperature. ed in the collecting vessel, from where it extractors varies from a few milliliters on a High-pressure extraction is used both for reenters the cycle. In extracting solid laboratory scale to several cubic meters on solid and liquid raw materials and offers materials, the use of several extractors an industrial scale. Fig. 2 depicts the a gentle process that can produce pure allows virtually semi-continuous operation. extractors of a commercial high-pressure extracts in a few process steps. This process is used, for instance, to extraction plant. The extraction of solid raw materials is produce extracts of spices, hops, herbs In view of the diverse opportunities for performed in a batch process, while liquid and blossoms for the food, cosmetics and the application of high-pressure extraction, raw materials are extracted continuously pharmaceutical industries, and to refine UHT maintains numerous contacts with in a countercurrent column. raw materials. Examples include the various research institutions and partici- decaffeinating of coffee and tea, pesticide pates in research projects, some of which 4 High – pressure extraction removal from crude plant extracts, cholest- receive public support. UHT also develops process erol removal from animal products, and customer-specific applications.

Fig. 6 shows a simplified process diagram. Liquid CO2 from the collecting vessel D is compressed by a pump P to the extraction pressure and transported through the heat exchanger E 1 (where it is heated to the extraction temperature) to an extraction vessel or an extraction column C. En route through the extraction vessel/ column, the extractable substances are dissolved in the CO2, which then flows to the separator S. By adjusting the pressure and/or the temperature, the dissolving power of the CO2 is reduced in the separa- tor, causing the dissolved substances to be precipitated as an extract. Extract fractions

Process diagram of an extraction plant for solid materials (Fig. 6)

forum ThyssenKrupp 2/2001 34 New applications of high-pressure extraction

Networked relationships among the project partners (Fig. 7) 5 Extraction of liquid-containing polymer components

The German Ministry for Research and Technology (BMBF) financially supports a research consortium that is studying the recycling of liquid-containing polymer components. The project partners are the Fraunhofer Institute for Chemical Technol- ogy (ICT), Nehlsen-Plump GmbH & Co. KG, Pongs und Zahn Plastics AG, Retek Ver- wertungsgesellschaft mbH & Co. KG, Tank Schuler GmbH, TI Group Automotive System Technology Center GmbH, Uhde Hochdrucktechnik GmbH and Werit Kunst- stoffwerke GmbH & Co. Their individual responsibilities and interfaces are shown in Fig. 7. The Fraunhofer ICT is responsible for the overall coordination of the project. This project is focused on the recycling of plastic fuel tanks and plastic fuel oil tanks (Figs 8 and 9) made of high-density poly- ethylene (HDPE). At present, a volume of about 11,000 metric tons per year of scrapped plastic fuel oil tanks and fuel tanks is generated. By 2015, an annual result in odorous secondary polymer recycled material in the original application, volume of about 20,000 metric tons is products. so “downcycling” is avoided. As a result, expected. Today these plastics are usually As a part of this research project, a a new source of materials can be tapped, burned or discarded as landfill. Dismantled comprehensive analysis is being conducted disposal costs eliminated, the load on fuel oil tanks are removed by local disposal of the scrapped liquid-containing polymer disposal capacities reduced, and the companies. During scrapped-car recycling, components to quantify and evaluate the environment is protected. This approach plastic fuel tanks are transferred with the pollutant and interferent contents. A divers- has become increasingly important to the shredder light fraction to landfill sites. But ity of processing methods are being automobile industry as well, since the since the plastics are polluted by hydro- brought to bear to produce high-quality EU directive concerning end-of-life vehicles carbon diffusion during use, these recycled material which can be readily fed and the German law concerning scrapped conventional methods of disposal must be back into the production process. vehicles (which become effective in 2002) considered problematic. The removal of pollutants from the mandate rising recycling quotas of the The hydrocarbon pollutants also prevent plastic and its reuse contribute to the used materials and limit thermal recycling. direct reuse of the plastics, since they preservation of the environment and of our In addition there is reason to expect that impair the mechanical properties of the resources, since the amount of waste the data obtained in this project – albeit HDPE, and toxic or explosive emissions can products that must be dumped is reduced with modifications – could possibly be occur during reprocessing. Moreover, and reusable material is created instead. applied to the recycle management of other incomplete removal of the impurities would The goal of the project is to use the liquid-containing polymer components, for

forum ThyssenKrupp 2/2001 35 New applications of high-pressure extraction

Liquid-containing polymer components: fuel oil Liquid-containing polymer components: used plastic fuel tank (Fig. 8) tanks by Werit Kunststoffwerke GmbH & Co. (Fig. 9)

instance containers made of low-density The effect of these parameters is first tion of the process including a profitability polyethylene (LDPE) used to store and determined on a laboratory scale, then the review, so that by the end of the project transport chemicals or lubricants. process is optimized on a pilot scale. (January 2004) detailed data will be An essential step in the processing of The pilot scale is adequate for obtaining available for the evaluation of the entire liquid-containing polymer components is sufficient quantities of purified HDPE to material cycle. the extractive removal of fuel components examine the suitability for further that have diffused into the material. processing steps. Fig. 10 shows an HDPE 6 Summary In this application, the sorted and sample after extraction. shredded HDPE material is treated with Once the optimum process parameters High-pressure extraction has been used supercritical CO2 in a high-pressure have been established, the process successfully for years for the extraction of extraction plant. engineering and design of a production natural substances. In addition to these Essential factors that influence the plant begins. These parameters and the established uses, an increasing number of extraction result are pressure, temperature, process engineering parameters of the new applications in which extraction is extraction duration and particle size other reprocessing steps are then com- used to improve the quality of technical distribution of the material to be extracted. bined to provide a comprehensive descrip- products (such as the removal of solvents and residual monomers from polymers, or the removal of production adjuvants) or to aid the recovery of recycled materials is being discovered. The extensive experience gained from extracting natural substances makes it possible to develop such new fields of application quickly and at low risk. Here, however, success is dependent on close collaboration between all of the partners involved in the overall process.

Sample of cryogenically shredded plastic fuel tanks after extraction with supercritical CO2 at 350 bars / 100° C (Fig. 10) forum ThyssenKrupp 2/2001 36

Dipl.-Ing. Klaus Schneiders, Dr.-Ing. Albert Zimmermann, Dipl.-Ing. Gerhard Henßen Membrane electrolysis – innovation for the chlor-alkali industry

The Chlorine/EDC/VC complex built by Krupp Uhde for the Qatar Vinyl Company, Qatar. View of the cell hall with Krupp Uhde membrane cells (Fig. 1)

forum ThyssenKrupp 2/2001 37 Membrane electrolysis – innovation for the chlor-alkali industry

The share of different processes in the 1998 worldwide production of chlorine, and 2003 forecast (Fig. 2) 1 Introduction on the continuing advancement of mem- brane cell technology. A key requirement in the international plant engineering business is to have first- 3 Krupp Uhde membrane cell rate processes that guarantee the opera- technology tors of industrial plants the maximum in productivity, availability and economy. 3.1 The principle of electrolysis To meet these challenges, Krupp Uhde with the membrane process continually strives to improve and expand its technologies. The raw material of chlor-alkali electro- Krupp Uhde has accumulated more than lysis is common salt (NaCl). An electro- 40 years of experience in building chlor- chemical reaction according to the formula alkali electrolysis plants, and is one of the world’s leading suppliers of this 2 NaCl + 2 H2O 4 Cl2 + H2 + 2 NaOH technology. - causes Cl ions to be oxidized to chlorine 2 Technology overview at the anode, while water is reduced to - hydrogen and OH ions at the cathode. To The first processes for the electrolytic bring this about, specially prepared pure splitting of common salt for the production brine (Ca2+ and Mg2+ ions < 20 ppb) is fed of chlorine and caustic soda were intro- into the anode compartment. A cation- duced in 1890 in Germany with the use of over 70 plants utilizing the membrane selective membrane separates the cathode the Griesheim diaphragm cell, and in 1897 process. To ensure its continued ability to compartment from the anode compartment in the USA with the use of the Castner-Kell- supply a world-leading technology in the (Fig. 3). Only hydrated sodium ions can ner cell, which is based on a mercury future, Krupp Uhde is working intensively pass through the membrane. With the aid amalgam process. Worldwide chlorine production based on these two processes peaked in the 1980s with an output of about 35 million metric tons per year. Krupp Uhde has built more than 80 of the plants involved. Today both the diaphragm method and the amalgam process are being phased out because of their high energy consumption and their low environmental friendliness. They are being replaced by the latest development in chlor-alkali technology: the membrane process (Fig. 2). The membrane process not only saves energy, it also produces consistently high- grade caustic soda with a high level of environmental compatibility and safety. Since the 1980s, Krupp Uhde has built

Principle of the Krupp Uhde membrane cell (Fig. 3)

forum ThyssenKrupp 2/2001 38 Membrane electrolysis – innovation for the chlor-alkali industry

Single-cell element developed by Krupp Uhde (Fig. 4) of the electric field, chloride ions are blocked out very well. As a result, the OH- ions combine with Na+ ions in the cathode compartment to form pure caustic soda.

3.2 Cell design

The single-cell element developed by Krupp Uhde combines the choice of an optimal material with simple cell mainten- ance. The anode half shell of a membrane cell is made entirely of titanium, the cathode half shell of nickel. The seal system consists of a PTFE frame gasket and a Gore-Tex® sealing strip. The external steel flange, which is equipped with an electri- cally insulated bolt arrangement and spring washers, ensures that the single element will remain leak-proof throughout its entire service life (Fig. 4).

3.2.1 Functional description chlorine gas and the brine to exit the 3.3 The electrolyzer – advantages single element smoothly through the of a modular design Pure brine is fed through an external outlet. feed tube and nozzle into the anode half The Krupp Uhde bipolar membrane shell and distributed over its entire width by The diluted caustic soda solution is electrolyzer features a modular design that the internal brine inlet distributor. dispersed across the width of the cathode provides many advantages. Among other A downcomer plate utilizes the gas lift half shell by a caustic soda inlet distributor things, these include low investment costs, effect to produce vigorous internal circulati- in the same way as described above for the low energy consumption and a long service on of the brine. This results in an ideal dis- brine. The products – hydrogen and a 32% life. tribution of the liquid, with uniform density caustic soda solution – flow from the single The single elements are suspended and temperature. element through an outlet. within a frame and are pressed together by Due to the fact that there is only a small means of a clamping device so as to A baffle plate is arranged in the upper difference in the caustic soda concentration connect them electrically in series. The portion of the anode half shell and has two at the inlet and at the outlet and that hydro- single elements are first bolted and sealed basic functions: gen and caustic soda are more easily individually, which provides a very high separated than chlorine and brine, the degree of operational reliability. To supply brine to the membrane and cathode half shell does not have either a Between 20 and 80 elements can be wet it all the way to the upper rim of the downcomer or a baffle plate. connected to form a bipolar stack, and one anode half shell or several stacks are connected in series to To separate the chlorine from the brine form a membrane electrolyzer (Fig. 1). behind the baffle plate, allowing the

forum ThyssenKrupp 2/2001 39 Membrane electrolysis – innovation for the chlor-alkali industry

Relative total energy consumption of the three electrolysis processes (Fig. 5) 4 Progressive development of 5 GDE – the technology of the the cell – solving problems future through innovation The formation of hydrogen in the cells The success of the single-cell element is can be inhibited by using porous cathodes based on the continuing development and (Gas-Diffusion Electrodes – GDE) that are improvement of cell technology and cell depolarized with oxygen or CO2-free air. production, and the application of new Such electrodes are well known from the technologies and concepts for chlor-alkali field of fuel cell technology, where oxygen electrolysis that lead to greater profitability is likewise reduced in an alkaline medium. of the entire plant. Key factors determining The potential level of the oxygen reduction the profitability of the plant and by which results in a substantial decrease in the facing the membrane is covered with a plant engineering companies are assessed thermodynamic decomposition voltage in hydrophilic layer, the opposite side with nowadays include low energy consumption chlor-alkali electrolysis, which can result in water saturated oxygen (Fig. 7). The hydro- (Fig. 5) combined with high system avail- energy savings of about 30% (Fig. 6). philic layer ensures a constant distance ability, flexible production rates, high cur- The GDE electrolysis cell developed by between the GDE and the membrane, rent densities and easy maintenance of the Krupp Uhde operates on the falling film allowing a caustic-soda falling film to form. electrolyzers. principle. It utilizes a half shell that reflects Promising performance data have been To optimize the process, Krupp Uhde has the state of the art in chlor-alkali electroly- obtained in various tests with the falling developed a new cell design based on the sis. The cathode half shell has been newly film cell patented by Krupp Uhde, which principle of a single modular element. This developed from scratch but is nevertheless uses an oxygen-consuming cathode. new cell generation can be used for current compatible with the single element design. Market launch is therefore expected in densities of up to 6 kA/m2. Key advantages A cation-selective membrane separates 2005. This successful development was of the design are: the anode compartment from the cathode made possible by the syntheses of a silver compartment. The GDE is located in the catalyst at the Krupp Uhde Laboratory in Minimized losses of potential cathode compartment. The side of the GDE Ennigerloh, Germany. Optimized distribution of concentration and current density Improved product quality through acidifi- cation of the brine supply

Demanding tests of the new cell genera- tion at Krupp Uhde’s own heavy-duty test stand in Gersthofen, Germany, underscore the excellent performance of the new ge- neration of elements. The almost linear course of the current/voltage curve up to a specific current of 8 kA/m2 attests to the high efficiency of the cell’s internal com- ponents and the improvements in the new single element.

Trend in specific energy consumption and maximum current density in Krupp Uhde membrane technology (Fig. 6)

forum ThyssenKrupp 2/2001 40 Membrane electrolysis – innovation for the chlor-alkali industry

Principle of the Krupp Uhde GDE cell (Fig. 7) 6 Outlook – a strengthened market position

The trend in worldwide production of caustic soda in recent years, with a capa- city of 50.9 million metric tons in 1998 and a projected capacity of 54.7 million metric tons in 2003 (Fig. 2), underscores the market potential for improved technologies in chlor-alkali electrolysis. Krupp Uhde is the only company in the world that can supply the full spectrum – from the expan- sion of electrolyzer capacity to the provision of a complete turnkey plant – from a single source. At the same time, a growing number of existing systems based on the diaphragm or amalgam processes are being converted to the leading-edge The new company’s own highly specia- mund, Germany, is responsible for busi- membrane technology. Krupp Uhde also lized production of cell elements and elec- ness management of the joint venture. supplies designs for such upgrades that trode coatings from De Nora Elettrodi will Through its continuous advances in this can help minimize downtime and produc- enable it to supply an entire electrolysis technology, Krupp Uhde has gained a tech- tion losses during the conversion. plant from a single source. Krupp Uhde nological edge and will be able to ensure In terms of market shares for membrane and Gruppo De Nora have accumulated its market leadership well into the future. electrolysis systems, Krupp Uhde has con- decades of experience in this field and tinually improved its position in recent have built more than 100 reference sites years – notwithstanding the strong market worldwide using membrane technology. position of Japanese competitors – and They are now represented by subsidiaries has further strengthened its long-term on every continent. Krupp Uhde in Dort- position through a joint venture with Gruppo De Nora (Fig. 8). In January 2001, Krupp Uhde and Grup- po De Nora, Milan, agreed to collaborate in the field of electrolysis. The two companies intend to pool their technologies and their R&D know-how so as to be able to offer even stronger performance to their world- wide customers in the chlor-alkali industry for the engineering, construction and after- sales service of electrolysis plants. The objective is to optimize the technologies and further reduce energy consumption. The partners have already established Uhdenora S.p.A., a joint venture in Milan.

Market shares of the suppliers of membrane electrolysis plants (Fig. 8)

forum ThyssenKrupp 2/2001 41

Dipl.-Ing. Andreas Halbleib, Dr.-Ing. Uwe Maas, Dipl.-Ing. Franz-Josef Zurhove Developing the future in cement manufacturing technology

Four cement production plants in Egypt with an annual production of 6 million metric tons of cement (Fig. 1)

forum ThyssenKrupp 2/2001 42 Developing the future in cement manufacturing technology

Worldwide consumption of cement over time (Fig. 2) 1 Definition

The DIN definition of cement goes like this: “Cement is a binding agent that sets in the air or under water and is water-resist- ant after setting. It essentially consists of calcium oxide, silicic acid, alumina and iron oxide. The raw material must be heated at least to the point of sintering, i.e. the state just prior to melting (1,400 to 1,450 °C).”

2 Worldwide cement consumption

Today cement is one of the most quarries and comminuted in a crusher to The cement-making process takes place important building materials of all, and our the size of gravel. It takes 1.56 tons of raw in three main stages: raw materials prepa- modern world is unthinkable without it. materials to produce 1 ton of cement. ration, clinker production and cement pro- Worldwide cement consumption adds up The steps in the cement-making process duction. to approximately 1.6 billion metric tons are illustrated in Fig. 3. annually. China is the largest consumer Efficient production of high-quality 3.1 Raw materials preparation with 570 million metric tons, followed by cement products mandates that the the US with 110 million tons. Germany production processes be optimally adapted Raw-materials preparation involves the consumed about 35 million tons in 2000. to the available raw materials. It is not following individual steps: Fig. 2 depicts cement consumption over enough to merely string together a chain of Quarry operations, crusher, prehomo- the past 30 years. It shows that the optimized individual processes – let alone genization and storage, transportation and demand for cement has been increasing by machines. Success depends on planning component metering, analyses and about 33 million tons per year – and has and optimizing the system as a whole, with blending checks, raw meal drying, raw been doing so continuously over a span of due regard to investment and operating meal homogenization and storage, plus more than 30 years. Noteworthy current costs. metering and conveying materials to the developments in the industry include espe- cially the adaptation of the technology to ecological requirements by means of emis- sion-reduction measures and the replace- ment of primary fossil fuels by alternative fuels, including refuse-derived fuels (RDF).

3 Process steps in a cement plant

The most important raw materials in cement production are limestone, clay and marl. These materials are mined in

Process steps in a cement plant (Fig. 3)

forum ThyssenKrupp 2/2001 43 Developing the future in cement manufacturing technology

Using ISAR to measure homogeneity characteristics in raw materials preparation (Fig. 4) burning process. Raw materials preparation begins with the analysis and evaluation of the quarry situation and the raw materials. Study and evaluation of raw material deposits lays the groundwork for the further process design. The Polysius Research Center provides the capabilities of a fully equipped chemical, mineralogical and physical laboratory for the examination, analysis, evaluation and testing of raw materials and fuels. Even if the available data about the intended raw materials are limited, these materials can nevertheless be graded and classified by means of the extensive statistical data already stored in the Polysius materials database. ISAR is a program developed especially for this purpose by Krupp particular type of plant. With regard to the accordingly analyzes both the homogeneity Polysius that ensures the optimization of efficiency of homogenization, an optimized of the raw materials and the homogeniz- the raw materials preparation line. materials preparation line depends not only ation effected by the system. This program is based on decades of on the properties of the materials but also Fig. 4 illustrates ISAR computation of the worldwide experience in project planning on the equipment used. The blending bed, homogeneity characteristics during raw and in the operation of cement plants. It the type and size of silo, and the preceding materials preparation. utilizes the chemical and geological control process (including analytical State-of-the-art materials handling is requirements as a basis for quantifying the methods and the frequency of analyses) unthinkable without high-tech control and interrelationships among the systems used are all extremely important. ISAR analysis technology. Krupp Polysius has in raw materials preparation. Hundreds of materials from different quarries were stu- died and analyzed to build the ISAR data- base so it could calculate the overall homo- geneity of the raw materials. Krupp Polysius has the capability of simulating all the different plant and process configurations to determine the optimum for each individual project with its particular materials requirements and boundary conditions. For instance it is possible to change the size of the homo- genization system for a materials prepara- tion line, such as a blending bed and/or blending silo. ISAR ensures the optimum configuration of various types of system used in materials preparation to suit each

Circular blending bed for limestone in a cement plant in Argentina (Fig. 5)

forum ThyssenKrupp 2/2001 44 Developing the future in cement manufacturing technology

The POLAB® AOT quality control system (Fig. 6) (Fig. 6). This is an analytical system in- temperature range below about 1,200 °C. stalled in the vicinity of the raw meal plant Process steps during which the material immediately downstream of the raw mill to is not yet sintering and in which efficient sample and analyze the chemical compos- heat transfer is accordingly more important ition of the raw meal. The composition of were therefore removed from the rotary kiln the raw meal is then precisely adjusted by and transferred to more efficient equipment an electronic controller to ensure optimum systems: By implementing a separate raw meal quality in the raw meal silo. facility for preheating the material (LEPOL® grate, cyclone preheater) it became 3.2 Clinker production possible to substantially shorten and redimension the rotary kiln. Cement clinker is the principal ingredient In the burning process, calcination of cement. The raw meal that has been occurs mostly at temperatures below temporarily stored and homogenized in the 950 °C. In this temperature range a molten therefore developed a new online analytical silo is fed into the kiln, where it is subjected phase has not yet formed. In the calcinator, system for such applications. to a burning process producing cement a unit equipped with one or more burners,

Once they have left the quarry, the next clinker. During the burning process, the as much as 80% – 85% of all CO2 is opportunity for improving the homogeneity material is heated to temperatures that extracted from the raw meal even before of raw materials presents itself in the reach about 1,450 °C – high enough to the material reaches the rotary kiln. As a blending beds. At this point in the process, partially melt the material. This sintering result, the revolving tube can be shortened the POLAB® CNA online analysis system process (the term denotes the coexistence even more, or the capacity can be can be used to ensure the earliest possible of solid and liquid phases in the blend of increased without any change in volume. implementation of data concerning the materials) is a key feature of the clinker In plants without a calcinator, all the chemistry and/or homogeneity of the burning process. The partial melting is also energy in the fuel – and all the combustion transferred materials. Continuous analysis referred to as the melting phase and of the entire materials flow after crushing promotes the generation of the clinker makes it possible to selectively control the phases. homogeneity of the materials at an early The formation of the clinker phases stage in the process. Knowing the during the burning process results from a composition of the materials delivered to number of chemical reactions that occur in the blending bed also makes it possible to part sequentially, in part simultaneously. adaptively regulate the different The sequence of these reactions has been components or material qualities. the subject of many studies and is still not Especially in the case of problematic fully understood. deposits, this capability can improve the In the early days, clinker was burnt in degree of homogenization so significantly annular kilns, later in shaft kilns. Since that the size of the blending bed can be about 1900, the rotary kiln has become drastically reduced. increasingly common. This kiln is especially Fig. 5 depicts a circular blending bed for economical to operate, particularly at high limestone in a cement plant in Argentina. throughput rates. Another advantage is the Another advance in this direction was blending of the sintering materials at achieved by the introduction of the higher temperatures. A disadvantage, POLAB® AOT quality control system however, is poor heat transfer in the

Modern cement plant (Fig. 7)

forum ThyssenKrupp 2/2001 45 Developing the future in cement manufacturing technology

Preheater (Fig. 8) To further increase the proportion of very coarse-grain RDF in the cement-making process, Krupp Polysius has developed the preheater (Fig. 8). This is essentially a shaft reactor, in which such coarse fuels are fed into a rotary air lock and thermally converted at very low oxygen levels. This process essentially results in gasification of the fuels, whose calorific value is fed into the cement burning process in the form of reactive gaseous and coke components. The preheater makes it possible to triple the use of very coarse-grain RDF in the precalcination phase versus customary amounts. Even the conventional rotary kiln, which has been used in clinker production for over 100 years, still has room for improve- air – passes through the revolving tube. In exceptionally thorough evaluation of the ment. During the development of the precalcining systems, on the other hand, a rotary kiln subsystem is therefore a POLRO® 2-support kiln with its direct drive, portion of the fuel – and potentially a prerequisite for optimized dimensioning of the process engineering and mechanical portion of the combustion air – can first be the system as a whole. engineering experience of Krupp Polysius fed into the calcinator. Clinker production is a high-temperature was therefore used to produce an integrat- In state-of-the-art cement plants (Fig. 7) process ideally suited for the use of refuse ed, more advanced subsystem with the burning process takes place in three as a fuel. Waste materials can be substit- enhanced performance. The rotary cement successive units. The raw meal is heated to uted for the precious and costly fossil fuels kiln is the core system of the plant, since temperatures between 800 and 900 °C, normally used in the cement burning the sintering process determines the and the major part of the calcination occurs process. Fuel costs account for about 50% essential properties of the cement product. in a multistage cyclone preheater-calcin- of all energy costs in cement production. The required heating, the chemical ator unit. The material is then heated Cement manufacturers consequently processes involved, and the dwell time in further to the sintering temperature and began early on to search for ways of the sintering zone determine the length of maintained at that level in the rotary kiln. reducing these costs. the rotary kiln, which must exceed a certain The burnt clinker is then generally cooled in The 1980s witnessed the first use of old minimum that also depends on the kiln a reciprocating grate cooler with partially tires to fuel rotary kilns in cement produc- capacity. At the same time, the flow movable and ventilated slats. tion. In recent years, an increasing variety velocity of the air and the combustion The high temperature required in the of waste products have been added as fuel gases flowing through the kiln must not rotary kiln necessitates the use of high- sources, and the additional advantage of exceed a certain maximum to prevent quality and accordingly costly fuels at this being paid for accepting them has become excessive carry-through of dust. The layout juncture. Even though most of the energy- increasingly important. Today such of the rotary kiln is accordingly character- intensive calcination has already taken refuse-derived fuels (RDF) are considered ized by the ratio of its length to its diameter place in the precalcinator, at least 50% of very important in the cement industry since – its L/D ratio. the total fuel quantity used in the burning they can meet up to 80% of the energy State-of-the-art rotary cement kilns are process is consumed in the rotary kiln. An requirements in rotary kilns. designed with either two or three supports.

forum ThyssenKrupp 2/2001 46 Developing the future in cement manufacturing technology

Tiltable drive station of the POLRO® kiln (Fig. 9) Each support consists of a live ring – a hoop that encircles the rotary kiln and is supported by two rollers. In the past, the practical L/D ratio of 2-support kilns was limited to about 12: Accurate meshing of the ring-gear pinion drive could no longer be achieved at greater lengths. Optimum process conditions, however, generally mandate an L/D ratio of 14 – 15, which is incompatible with the conventional 2-support kiln. This problem has been overcome by the development of the POLRO® kiln. This rotary kiln is turned by a friction drive that utilizes the live ring and the rollers. This approach makes it possible to combine the specific advantages of the 2-support kiln (a statically defined system) combined with a setting regulator. Other naturally occurring materials. The first with the required dimensions (L/D 14 – 15). raw materials may also be added at this category includes granulated blast furnace To ensure 100% contact between the point. slag from the steel industry and fly-ash surfaces of the live ring and the rollers at The product spectrum of the cement from fossil-fuel power plants; the second, all times, a self-adjusting roller station industry has substantially changed in natural pozzolans and limestone. Another has been developed (Fig. 9). recent years. This trend is sure to continue option is to use gypsum from flue gas for economic as well as ecological reasons. purification as a substitute for natural 3.3 Cement production An important aspect is the substitution of gypsum or anhydride. This substitution waste products or other materials in place reduces investment and operating costs, To produce cement, the coarse-grained of cement clinker – either (and preferably) and decreases environmental pollution by cement clinker must be finely ground and waste products from other industries or eliminating emissions from the burning

process – in particular the substantial CO2 emissions from the calcining and burning processes. But that’s not all: Such substitute materials also endow such “composite cements” with superior technical characteristics. Cements contain- ing granulated slag for instance emit less heat while setting, experience less shrink- age and are more resistant to sulfates than are Portland cements. The increasing diversity of components used in cement production also increases the complexity of cement plants and the demand for technical know-how in their design and implementation. Moreover, the productive capacities of such plants are

Hoisting a mill cylinder onto its sliding support system (Fig. 10)

forum ThyssenKrupp 2/2001 47 Developing the future in cement manufacturing technology

Computational simulation of the live ring of a mill cylinder (Fig. 11) constantly on the increase. In addition, a modern plant must be able to produce different types of cement. In the design of such plants, several criteria must be carefully balanced. These include on the one hand the grinding resistance of the individual components, the dissimilar degrees of fineness in the cement, thermo- dynamic considerations regarding the drying of wet components, and the grain size distribution which is so important in determining the properties of the cement. Laboratory tests of the grinding resistance are used in designing the cement grinding process. Several types of tests are used – either in combinations or separately as alternatives. The results are scaled up to separators. These machines have to be Vertical roller mills are used for cement an industrial scale with continually engineered for continual use under harsh grinding and feature a disk diameter of up improving correlations. operating conditions. This fact calls for very to 6.6 meters, forged parts weighing about Krupp Polysius not only has the process high competency in mechanical engineer- 150 metric tons, an installed drive power of engineering know-how, it also has the ing, especially the disciplines of drive 4,600 kW, and a gas flow of 600,000 cubic necessary core equipment to meet the technology, bearings and lubrication, wear meters per hour. requirements of the plant operator. In the protection, and the design of highly stress- Ball mills are used with a drive power of context of grinding technology, this equip- resistant forged and cast components. up to 9,000 kW in the cement industry and ment includes tube mills, vertical roller Krupp Polysius mills are generally large in with more than 15,000 kW in the ore mills, high-pressure grinding rolls and air size and high in capacity. industry. For loads of up to 12,000 kN per bearing, these mills are mounted on hydrodynamic runners. Fig. 10 shows a large mill cylinder being hoisted into position on such runner bearings. A unique software simulation was created especially for this development and proven in industrial tests. As a result, it was possible to reduce the dimensions of the bearings and live ring, and to increase the reliability of the operation (Fig. 11). For energy-saving pressure comminu- tion, Krupp Polysius uses high pressure grinding rolls with throughputs exceeding 1,000 metric tons of material per hour. The rollers were engineered in collaboration with forging companies to withstand sus- tained operation without fatigue, even

Simulation of separator optimization with the rotor vanes in motion (Fig. 12)

forum ThyssenKrupp 2/2001 48 Developing the future in cement manufacturing technology

State-of-the-art control stand with POLCID® NT process control system (Fig. 13) assurance and a high degree of automation (Figs 13 and 14). Reducing investment and operating costs, enhancing quality, and continuing the improvements in environmental protection will be among tomorrow’s challenges. The use of secondary raw materials both as alternative fuels and as cement ingredients will be part of these challenges. Cement production plants already exist in which 80% of the heating energy is generated from alternative fuels. A rotary tube kiln for instance can burn more than a million old tires per year, which saves 12,000 metric tons of coal.

under the required high grinding pressures. 4 Outlook This technology has proven itself in many years of industrial use, and is an exclusive Due to the excellent properties of cement feature of Krupp Polysius machines. as a building material as well as its Advanced development in process acknowledged ecological soundness, the engineering will be supported by diversity of available types of cement will experiments at technical universities as continue to grow, and application-specific, well as by cutting-edge simulations of high-performance products will enter the multiphase flows encountered in the plants market. and machines (Fig. 12). By combining These trends will require cement plants different processes, it is possible to over- with great flexibility, excellent quality come the limitations of individual processes and gain entirely new insights. As a case in point, lab-scale and industrial-scale tests have demonstrated that the energy efficiency of the comminution process in a ball mill can be substantially improved: Quite remarkable when one considers that the ball mill uses technology developed more than a century ago.

POLAB® AMT robotically supported laboratory automation system (Fig. 14)

forum ThyssenKrupp 2/2001 49

Dipl.-Ing. Christof Brewka, Dipl.-Ing. Martina Shehata, MSc, P. Eng. Krupp Canada supplies the world’s largest downhill conveyor system

Transfer station between first and second downhill conveyor section (Fig. 1)

forum ThyssenKrupp 2/2001 50 Krupp Canada supplies the world’s largest downhill conveyor system

1 Introduction 2 The Challenge Both areas are susceptible to frequent electrical storms and avalanche hazards When the Chilean mining company Mine- The Los Pelambres project is the latest of are present for elevations above 2000 m. ra Los Pelambres decided in the mid several Chilean copper mega-projects, Considering the hostile environment it 1990’s to upgrade the production of its which have unfolded in that part of the became clear that most drive stations and copper mining operation, a daunting diffi- world since the late 1980’s. Different to most of the conveyor length would have to culty arose: How would it be possible to most other Chilean copper operations, be built underground and routed through transport 127,000 tons of copper ore per which are primarily located in the high tunnels to avoid the constant exposure to day from the mine site located high in the plains of the country’s northern desert, the snow and rock avalanches. Andean mountains down steep mountain Los Pelambres mine is nestled on a moun- Besides the obvious environmental con- slopes to the concentrator plant? Belt con- tain ridge, about 150 kilometers north of cerns, another design factor became more veyors present the only economical means Santiago and only a short distance away and more prevalent: A downhill conveyor of transportation, however, no downhill from South America’s highest mountain system of this magnitude requires an en- conveyor system of this magnitude had peaks (Fig. 2). tirely different approach to conveyor design ever been attempted. Preliminary studies The mine site lies at an elevation of than a horizontal or uphill system. The showed that the boundaries of belt con- approximately 3200 m above sea level, potential danger of a conveyor run-away veyor design would have to be pushed to some 1600 m above and 12.7 km from the under load makes safety the highest new limits to make this undertaking poss- concentrator plant. Flanked by towering design priority. A loss of control over the ible. Minera Los Pelambres turned their rock faces and constantly exposed to conveyor could result in a catastrophic attention to the leading conveyor designers rockslides, the only road from the concen- system failure and subsequently lead to the and, in the summer of 1997, awarded the trator to the mine follows an ancient Inca collapse of tunnel sections, to endanger- contract to Krupp Canada, a subsidiary of foot trail. ment of human lives, to extensive material ThyssenKrupp Fördertechnik, located in The weather conditions at the mine site damage, and to extended loss of produc- Calgary, Canada. Krupp Canada was now vary greatly from the ones at the concen- tion. presented with the unique challenge to trator. Precipitation at the mine falls mainly build the world’s largest downhill conveyor as snow and can reach a maximum accu- system. mulation of 3 m in a 24 hour period, while the concentrator site (Fig. 3) sees milder conditions with precipitation mainly as rain.

Crusher discharge conveyor with mine in background (Fig. 2) Conveyor section 3 and concentrator stockpile building (Fig. 3)

forum ThyssenKrupp 2/2001 51 Krupp Canada supplies the world’s largest downhill conveyor system

Mine ore stockpile and roof of first drive station with cooling air intakes (Fig. 4) Technical specifications (Fig. 5)

3 The Conveyor System stand the belt tensions generated in a kes protrude above the grade level, which single flight. Still, the belt force determined can be easily sacrificed to snow or rock sli- Copper ore is blasted from its rock bed, for the first two conveyor sections necessi- des (Fig. 4). then loaded by hydraulic excavators onto tated the strongest conveyor belt ever The conveyor system is routed inside a large mine trucks, capable of transporting employed. The drive of each conveyor is tunnel driven into the mountain (Fig. 6) and up to 300 tons of ore in one load. The mine positioned at the tail end, where the belt emerges only for the last 500 m before ter- trucks travel a short distance to the primary tensions and thus the traction forces minating in the concentrator stockpile buil- crushing station located just outside the between the belt and the pulleys are at ding. The conveyor end is equipped with a mine. A gyratory crusher breaks the rock to their respective maximums. shuttle car, allowing the conveyor discharge pieces of less than 300 mm size, i.e. small To provide protection from the harsh point to be moved 62 m back and forth and enough to be conveyor transportable. A environment, the drive station for section thus forming a longitudinal stockpile of discharge conveyor, 3 m wide and 120 m one, measuring 45 m long by 16 m wide 560,000 tons capacity inside an A-frame long, receives the material from the by 19 m deep, is fully underground, with its pile shelter (Fig. 3). crusher and dumps it onto the 72,000 ton concrete roof at grade level. Only air inta- capacity mine stockpile (Fig. 4). Four belt feeders are located underground below the stockpile to reclaim the ore at a precisely determined rate and load it onto the down- hill conveyor system. The downhill conveyor system consists of three conveyor sections: Section one has a length of 5967 m, section two is 5337 m long, and section 3 measures 1446 m, with a total elevation drop for all three flights of 1307 m (Fig. 5). All con- veyor belting has a width of 1800 mm. The subdivision of the conveying distance into shorter sections became necessary, since no conveyor belt would be able to with-

Over 12 km of the conveyor system runs inside a tunnel (Fig. 6)

forum ThyssenKrupp 2/2001 52 Krupp Canada supplies the world’s largest downhill conveyor system

Drive station of first downhill conveyor section. In foreground 2500 kW Conveyor tail end with drives and pulley (Fig. 7) reducers, brakes and pulley (Fig. 8)

Moving at a speed of 6 m/s, the con- 4 The Drive System ons. This inverter drive system further veyor system transports up to 8,700 tons ensures that the tension forces in the con- of copper ore per hour. The 12.7 km jour- The downhill conveyors are driven by a veyor belts are kept to a minimum. In addi- ney from the mine to the concentrator lasts total of ten individual drives units of 2,500 tion, this means minimized mechanical and some 35 minutes. At any one moment, up kW each. Four drives are installed on each dynamic stresses to the equipment and to 5,100 tons of copper ore are loaded on of sections one and two, and two drives on structures by a step-less smooth adjust- the conveyor system, exerting a pulling section three. The two stage helical bevel ment of torque and speed. The inverter force of up to 3,300 kN onto the belt. reducers, custom designed for the applica- drive systems are equipped with braking In the loaded condition the motors of the tion, are the world’s largest conveyor redu- choppers, braking resistors, and UPS to three overland conveyors act as genera- cers. The conveyor pulleys, at a diameter maintain their normal stopping capabilities tors, and for the fully loaded conveyors of 2500 mm, likewise are the world’s lar- for a short time in case of line/power failure. 25,000 kW of power are fed back into the gest. The mechanical brake system is com- The conveyor control system is linked to grid. As the belt load decreases, the power prised of 13 disc brakes, each with a rotor the overall DCS (Digital Control Station) generation drops to zero at some 15% of diameter of 2,500 mm (Fig. 7 and Fig. 8). system and is executed by three pro- belt loading. At lower belt loading rates, the The power and control system of the grammable logic controllers (PLC) and conveyor drives consume power to over- downhill ore conveyors represents the several remote I/O (Input/Output) stations. come friction within the system. In this latest and most innovative state-of-the-art The PLCs are interconnected by an indu- case, the drives are no longer acting as technology. The power distribution system strial open network (H1 network) used for generators, but as motors. for the ore conveyor system consists of 23 interlocking, diagnostic and operator con- kV power centers located on each conveyor trol as well as for video and telephone substation. The ten 2500 kW squirrel cage communication. The H1 network informa- induction motors are controlled by adjust- tion is carried between the substations and able frequency inverters with vector control the operator control rooms over a redun- (AFD). With this drive system, the closed dant fiber optic network (OTN network). loop speed control with secondary closed Two local profibus networks are used in loop torque control allows a defined initial each substation. The first network is used starting and stopping torque to be applied to interconnect the AFD drives and the to the conveyor belt at all operating conditi- PLC. The second network is used to

forum ThyssenKrupp 2/2001 53 Krupp Canada supplies the world’s largest downhill conveyor system

connect the PLC to its remote I/O modules, 5 The Safety Levels provides the necessary power for the con- the maintenance workstation, and local trol system. operator interface terminals. Safety has been the highest design prio- The entire downhill ore conveyor system rity. An elaborate control philosophy has Level 3 is operated from four supervisory computer been developed and incorporated into the In the case of a malfunction to the AFD stations (HMI - Human Machine Interface) control system. To prevent a conveyor run- system itself or the electrical motors, the located in various control rooms. All four away, five levels of safety have been built conveyor disc brakes will be utilized to stop HMIs communicate to all the PLCs via the into the system in order to react to any the conveyor. During the stopping process, H1/OTN network. All HMIs have monitoring possible condition or malfunction (Fig. 9). the speed of the conveyor is constantly and control capabilities. Furthermore, monitored and the brake force is adjusted advanced help and diagnostic information Level 1 accordingly. This allows the conveyor to be is available through the use of a separate In the case of a normal stop command, stopped following the same smooth speed interactive help file system working in con- or a minor malfunction, the adjustable fre- ramp as in levels 1 and 2. junction with the supervisory system quency drive (AFD) controlled electrical (advanced help function). The control func- motors bring the conveyor to a stop, follow- Level 4 tions of each station are protected with ing a predetermined 70 second S-curve. In the case of a PLC system malfunction, multi-level passwords. or if an extreme overspeed condition is Each substation is equipped with a main- Level 2 detected, the brake calipers will engage tenance workstation for local and manual In case of a failure of the power network, immediately by gradually releasing the control and status information of all equip- which may for example occur as a result of pressure of the hydraulic control system. ment. A small operator interface is also a lightning strike, the motors are isolated With decreasing line pressure, the caliper provided at each substation for basic sta- from the external power grid by the “AFD springs apply increasing breaking force. tus information. choppers”. The electrical energy is now Different to the lower stopping levels, the The PLC system, the central nerve diverted into large resistor banks and dissi- brake time is dependent upon the actual system of the conveyor, constantly moni- pated into heat. A battery back-up system belt loading conditions. tors all vital conditions of the equipment. Should an abnormal condition be detected, the computer selects and initiates the appropriate reaction. The reactions can range from a simple warning signal to the operator for minor problems to an emer- gency conveyor stop for more serious con- ditions.

The five levels of braking (Fig 9)

forum ThyssenKrupp 2/2001 54 Krupp Canada supplies the world’s largest downhill conveyor system

Forces acting on conveyor drive structure (Fig. 10) splice passes by the sensor, the splice length is measured and compared to its reference value. The measured value is then normalized for temperature and belt loading. In case the measured value devi- ates from its expected value, an impending splice failure may be the cause. The belt can now be safely stopped and the splice can be inspected. With this method, cata- strophic belt rips can be avoided.

Level 5 pushed the previous belt strength record by 7 Structural Design In the event of a severe failure to the 10%. At the same time, the belt safety fac- brake’s hydraulic system, or should an tors were lowered from the conventional The combination of environmental condi- overspeed condition occur during level 4 values to 5.4 for nominal operation and 4.0 tions such as high earthquake loads to braking, the brake calipers are released for emergency stopping. A rigorous testing UBC zone 4, extreme snow loads for the using the so-called quick-dump method. program was established as a precondi- equipment at the mine site, the potential of The hydraulic pressure is now released tion. Belt samples were manufactured and large differential settlements of foundations using valves located directly at the brake tested for the dynamic fatigue strength due to unstable ground conditions, and calipers. The brake force will thus be according to DIN 22110 in a revolving loop large material loads as well as high belt applied in full and immediately. test rig. Ultimately it could be proved that tensions, set the parameters for the struc- the selected belt including the belt splice tural design of the conveyor system. 6 The Conveyor Belt could withstand more than 10,000 load For the crusher discharge conveyor cycles at over 50% of the ultimate braking (Fig. 2 and Fig. 4) a snow load of 7 kN/m2 From the onset of the project it was strength of the belt. As conveyor belts in had to be considered, together with the obvious that a new approach needed to be general follow the Woehler fatigue theory, it material load of 14,000 t/h copper ore. taken with regard to the belt design. Con- can thus be concluded that the belting will The connections to the foundations were ventional belt safety factors and the high be fatigue safe for belt safety factors better designed to accommodate 50 mm differen- belt forces would combine to a belt than 2. tial settlement, and allowances were made strength requirement far beyond tested belt As an additional safety precaution, a in the support structure to monitor settle- constructions. More than the belt itself, the splice monitoring system has been devel- ment and to jack the conveyor structure to belt splices are of great concern due to oped and installed. This system measures compensate for excessive settlements. their tendency to fatigue. Weighing all the the length between embedded markers on The 12.7 km length of the conveyor factors a ST-7800 belt was selected, which either side of the belt splice. Each time a required careful optimization of the con- veyor modules. The modules had to be economical to fabricate as well as to install in the long conveyor tunnels (Fig. 6). The modules were optimized in 9m sections, resulting in a total number of 1415 con- veyor modules. The modules had to be designed for the steep downhill sections and the high earthquake loads, and had to

forum ThyssenKrupp 2/2001 55 Krupp Canada supplies the world’s largest downhill conveyor system

allow for adjustment to the terrain as well 8 Conclusion as to accommodate the temperature expansion over the length of the conveyor. The challenge, which presented itself to The drive structures, which support the the engineering team at the beginning of drive and brake systems for the conveyors, the project, was overcome by the combi- and also incorporate a take-up carriage to ned effort of all engineering disciplines release the belt tension for belt splicing and involved. The conveyor system has been in maintenance, are subjected to very high operation since December 1999. The ope- belt forces and braking forces (Fig. 10). rating experience shows that the ambitious Finite element analysis was used to deter- design capacities were exceeded, and up mine the critical stress values, the stress to 140,000 tons of copper ore per day distribution, and the loads to the concrete have been moved by the system. foundation (Fig. 11). To anchor the drive stations against the resultant pulling force a combination of pre-stressed Dywidag anchor bolts, conventional cast-in-place anchor bolts and a concrete thrust block was used to provide a redundant anchora- ge system to the concrete foundation. This in turn required multiple analyses to design the structure and anchors for different pos- sible support conditions and multiple load paths.

Finite element analysis: Stress contour plot corresponding to force diagram (Fig. 11)

forum ThyssenKrupp 2/2001 56

Burckhard Bussmann, Dr. Jürgen Schilling SVI Noord-Brabant sewage sludge incineration plant, Netherlands

SVI Noord-Brabant sludge treatment plant, Netherlands (Fig. 1)

forum ThyssenKrupp 2/2001 57 SVI Noord-Brabant sewage sludge incineration plant, Netherlands

Main flows in the SVI Noord-Brabant sewage sludge treatment plant (Fig. 2)

1 Background

Sludge is an inevitable by-product of wastewater purification, and its quantity increases in the course of advanced wastewater treatment steps in sewage treatment plants. Recycling is only possible to a limited degree and at best after expensive pretreatment. The primary aim of sewage treatment plants, which treat sewage of human and industrial origin (polluter), is to release a clean effluent into natural surface waters (receiving water) and to remove the pollutant load in as concentrated a form as possible as sludge. The good quality of the surface water in Central Europe indicates that modern sewage treatment plants are achieving this primary goal. However, the same cannot be said of the sludge. One look at its basic structure reveals the reason: The anhydrous part (the dry matter – DM) of the sludge contains not only mineral substances, which mainly accumulate during the sedimentation of the suspended particles in the water purification process, but also approximately twice the amount of organic matter. This consists largely of the dead microorganisms which, on the one hand, were mainly responsible for successful purification during the biological treatment step but, on the other hand, are In addition to these technical boundary criticized – even by advocates of difficult to clear of adhering water. The conditions, ecological and economic biological recycling – because potential resulting sludge has a high or very high requirements significantly influence the contaminants that have already been water content, depending on the degree choice of sludge disposal procedure, the collected are redistributed over a large of further treatment. The figures in most common versions of which are briefly area. Fig. 2 illustrate the ratios based on the outlined. The disposal of mechanically dewatered SVI Noord-Brabant project. thickened sludge in landfills is subject to Spreading liquid sludge on agricultural increasingly stringent requirements, for land for the fertilizers and soil improvers example sealing against groundwater, it contains is now only applied on a small and the collection and treatment of scale in rural areas. This method is leachate. Broader waste regulations due

forum ThyssenKrupp 2/2001 58 SVI Noord-Brabant sewage sludge incineration plant, Netherlands

to take effect shortly will prohibit this nominal plant capacity, based on the dry times of individual incineration lines due to formerly inexpensive method of disposal matter (DM) of the sludge: faults or maintenance work and ensures in the future. that overall incineration capacity is available Mechanically dewatered sludge – incinerator capacity at all times. usually also thermally dried – can be (based on DM): 3.8 tons per hour The design of the environmental burnt in specially constructed annual plant operating hours protection equipment was based on the incineration plants, and to some degree (continuous): 8,760 hours per year BATNEEC philosophy (best available also by co-incineration of fully dried number of working incineration lines: 3 techniques not entailing excessive cost). sludge, for example in cement kilns or nominal capacity This calls for the use of the best available power plants. (based on DM): 100,000 tons per year technology, but not at any price. For installed reserve – number of standby example, the dream of zero emission must Against this background the five water incineration lines: 1 not be bought with unreasonably high associations of the Dutch province of energy input. The resulting design satisfies Noord-Brabant founded the company N.V. The standby line, provided in addition to statutory and official thresholds even when Slibverwerking Noord-Brabant as part the three working lines to accommodate incinerating sewage sludge with maximum of a project to develop a central sludge fluctuations in sludge volume and already pollutant loads, and with normal input is incineration plant, the world’s largest and included in the annual tonnage of 100,000 well below the already extremely low most environmental friendly of its kind DM, adequately compensates for down- emission limits applied in the Netherlands. (Fig. 3). ThyssenKrupp EnCoke emerged successful from the international tendering process and, in cooperation with subsidiaries Thyssen Still Otto Nederland B.V. and Blohm + Voss Industrietechnik, was the leading industrial partner in all phases of project development and implementation.

2 Basis of the design

In the first step, the specifications were defined in close coordination between the client and the engineers. The properties and quantities of the sludge from the individual sewage treatment plants in the area were tested for their combustion and pollutant emission indices, and assess- ments were made of expected future changes. Special attention was given to finding the ideal combination of buffer capacity, line throughput capacity and installed reserve to meet seasonal and meteorological fluctuations (rain) in sludge volumes. This resulted in the following

One result of the “approval planning” project phase (Fig. 3)

forum ThyssenKrupp 2/2001 59 SVI Noord-Brabant sewage sludge incineration plant, Netherlands

Schematic of an incineration line (Fig. 4)

With regard to the quantities and properties dry sludge material to ensure full avail- – triple-field electrostatic precipitator of the unavoidable residues, the plant is ability. – 2-stage flue gas scrubber to remove designed to maximize the quantity of The key process steps of the plant are: sulfur and chlorine compounds reusable residual material and minimize the – fabric filter system to remove ecotoxic amount of waste requiring disposal. common sludge storage bins with a pollutants (for example, mercury) volume of 5,600 cubic meters common infrastructure, auxiliary 3 Process four separate process lines, each equipment and residual material including: treatment facilities The dewatered sludge from the various – 2 disc dryers for sludge pre-drying, sewage treatment plants is incinerated heating area 250 square meters per 3.1 Sludge delivery and storage centrally at the SVI Noord-Brabant plant in unit a fluidized bed incinerator (Fig. 4). With an – incineration in fluidized bed incinerator, The dewatered sludge with an average installed capacity of 133,000 tons of dry nominal size (air distributor area) DM content of 24% is transported by road material per year for all lines, this is the 10 square meters to the incineration plant, where it is largest plant of its kind in Europe. The four – steam boiler for recovery of heat, dumped into deep storage bins. A fully incinerator lines (one of them a standby capacity: 11.1 tons per hour at 10 bar automatic crane system mixes the different line) each have a capacity of 3,800 kg/h of and 180°C types of sludge and charges the process-

forum ThyssenKrupp 2/2001 60 SVI Noord-Brabant sewage sludge incineration plant, Netherlands

ing lines by means of mechanical the incineration chamber at the bottom, one-shift operation that start and shut conveyors and intermediate silos. Foul supports the fluidized bed, and through its down again every day). In such cases, smelling air, which forms over the sludge in nozzles ensures good air distribution, which expansion/contraction stresses are the closed storage bins, is extracted and is a prerequisite for optimal incineration added to the aforementioned loads. fed to the incinerators. A biofilter is on with a low excess air level. Normal opera- Waste contains corrosives (e.g. chlorine) permanent standby to supplement these ting conditions and especially any cases of or erosives (e.g. kaolin, used in the arrangements, especially when several expected breakdown or even mishap lead paper industry). These substances also incinerators are shut down. to extra loads. The most important types of act on the elements of the distribution these extraordinary stress situations can be plate. 3.2 Sludge drying and vapor characterized as follows: condensation Whereas distribution plates are Load per unit area of up to 2 tons per conventionally made from solid ceramic Steam-heated disc dryers are used to square meter due to the fluidized bed plates, which are generally less durable, increase the dry solid content to approx- when not in operation. In operation this ThyssenKrupp uses a metallic design imately 45%. The steam is generated load is relieved by the surface pressure comprising several modules. After using waste heat from the incineration of the air below the air distributor. How- intensive consultation with the Group’s process. The vapors arising from the dry- ever, this results in cyclic dynamic loads structural analysis experts and steel ing process are condensed, stripped of of several hundred kg per square meter specialists, a material was selected that ammonia by steam and fed to a sewage generated by the turbulence of the fluid- has proved successful under long-term treatment plant. Non-condensable residual ized bed. exposure to the aforementioned loads in vapors are fed to the incinerator for The temperature load on the system is numerous plants and, in addition, is burning. determined from the heat of the fluidized inexpensive and readily available: material bed as well as the temperature of the no. 4541, (X10 CrNiTi 18 9), also generally 3.3 Sludge incineration incoming combustion air. It can, in the known – even to the general public – as case of an emergency furnace shut- V2A. Good solutions are even better if they The pre-dried sludge is burned without down, be up to 900 °C. are simple. any additional energy (fuel) in a refractory- The operating schedule can constitute an lined fluidized bed incinerator using the additional load if it specifies frequent 3.4 Energy recovery ThyssenKrupp EnCoke process (Fig. 6). shutdowns (there are plants used in The principle: air enters the reaction The flue gases exiting the fluidized bed chamber through nozzles in the distribution incinerator at approximately 870°C enter a plate to achieve intense fluidization of the steam boiler in which they are cooled to fine-grain, inert material (sand). The approximately 200 °C, thus generating sewage sludge falls into this fluidized bed saturated steam at 10 bar and 180 °C for from above and is fully incinerated at sludge drying and wastewater evaporation. temperatures of approximately 870 °C. This simple sounding task is performed Lime is added to the incinerator to signific- by a complex subsystem comprising not antly decrease the SO2 content of the flue only the steam boilers but also numerous gas. The already low NOx levels in the flue elements of the water/steam cycle; the gas are reduced further by a non-catalytic engineering, design and manufacture of aqueous ammonia injection system. this subsystem are subject to national and The distribution plate plays a significant European rules and corresponding role in the fluidized bed process. It closes acceptance tests. This whole area was

Configuration of the sludge drying, incineration and steam generation systems (Fig. 5)

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Typical fluidized bed incinerator design (Fig. 6) 4 Results

The incineration of 417,000 tons of fuel feed sewage sludge per year (in the dewatered condition as delivered) yields the following residues or products: freeboard approximately 30,000 tons of fine-grain start-up burner ash, which is processed into pellets by a construction materials company for use in road construction approximately 1,000 tons of dry salts secondary air and other wastes from flue gas fluidized bed scrubbing; this is the pollutant content of the sewage sludge concentrated to a air distributor ash removal minimum and is properly disposed of

Experience from 4 years of service has combustion air shown the plant to meet all expectations in full. Of the criteria delivering better- than-expected results, one is particularly important to the customer: In practice, the amount of downtime due engineered and built by sister company from denitrification; and an alkali packed to breakdowns was significantly lower than

Blohm+Voss Industrie GmbH, Hamburg. scrubber with caustic soda removes SO2. conservative estimates predicted. This After joint consideration of the key prop- Scrubber slurries are neutralized in the allowed the plant management to erties, an advanced natural-circulation, wastewater evaporation plant to guarantee activate the unused reserves to incinerate angular tube-type water boiler was chosen that no wastewater is discharged from the edditional sewage sludge for other with cleaning of the flue gas-side heating flue gas scrubbing process. provinces of the Netherlands. Obviously, surfaces via ball cleaning. After reheating, the flue gas passes this has significantly enhanced the plant’s through a filter system for final cleaning, in economics. 3.5 Flue gas scrubbing particular to remove mercury. Activated The positive overall impression, carbon mixed with hydrated lime is injected interesting technical details, good func- A triple-field electrostatic precipitator is into the flue gas stream as an adsorbant, tionality, low production costs and high provided to remove dust from the flue gas. which is removed in the downstream fabric ecological compatibility of the plant have The separated dust is discharged and con- filter. shown it to be a wise investment and have veyed together with the boiler ash to a road As with the residue from the wastewater earned great recognition for our company vehicle loading facility. evaporation, the filter dust is conveyed from experts in the field. This makes the After cooling in a cross current heat to a silo vehicle loading facility for environ- Noord-Brabant sewage sludge incineration exchanger, the flue gas passes through a ment-friendly disposal. facility an outstanding advertisement and two-stage scrubber process: an acid spray hence an excellent reference for Thyssen- scrubber cools the gas and removes HCl, Krupp EnCoke’s fluidized bed technology. HF, heavy metals and excess ammonia

forum ThyssenKrupp 2/2001 62 SVI Noord-Brabant sewage sludge incineration plant, Netherlands

5 Outlook This building was also used to house various storage tanks and a hot water The plant’s higher degree of utilization flushing system for maintenance and also netted additional benefits to the cleaning of the entire system. The order plant’s designers and builders. also included upgrading the existing As stated above, the plant was designed compressed air supply and naturally also to operate with three working incineration adapting the process control system to the lines and one standby. Since the capacity new equipment. Test runs for this capacity of the auxiliary plants was designed for expansion were successfully completed in three-line operation, it was only possible to August 2001. run all four lines simultaneously for short periods. In December 1999 the operator decided to expand the infrastructure of the incineration plant. NV Slibverwerking Noord Brabant (SNB) awarded Thyssen Still Otto Nederland B.V., a subsidiary of ThyssenKrupp EnCoke GmbH, an order to increase capacity with the goal of running permanent four-line operations. Key to this order was the construction in a new building of a new evaporator for wastewater from the flue gas scrubbers.

Installation of heavy machinery (Fig. 7)

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Dr. jur. Reinhard Mehl

The “Sachsen” – impressions from the sea trials

The frigate Sachsen at sea (Fig. 1)

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1 Introduction FüWES together with the command gives the vessel stealth qualities. The deployment software CDS, again a new design incorporates all the characteristics At around 8:15 a.m. on August 28, development (Fig. 3). Here, processing of the MEKO concept, as developed by 2001 the frigate Sachsen cast off from the requirements are spread across 17 com- Blohm+Voss, with regard to modularity, shipyard Blohm+Voss and left for maiden puters connected up by a multiply redun- strength and signatures. sea trials. It was on June 13, 1996, some dant ATM bus. As such, the system is five years earlier, that the contract had capable of simultaneously registering 3 Marine systems trials originally been signed to build three frig- more than 1,000 potential air targets at ates of the 124 class. The general contrac- a maximum range of around 400 kilome- The sea trials involve comprehensive tor for the project is the ARGE F124 ters. Capable of attacking targets at a tests, with a particular focus on the ves- consortium, which comprises the shipyards range of more than 100 kilometers, the sel’s machinery. In addition, initial trials of Blohm+Voss GmbH (project leader), new frigate is designed to serve as a the FüWES command and weapons control Howaldtswerke-Deutsche Werft AG and command and control platform. Aside system are also being conducted. The Thyssen Nordseewerke GmbH. from its principal anti-air warfare (AAW) decision to hold relatively early sea trials – A member of the frigate class F124, the capability, it is also designed for all other more than a year before the frigate is Sachsen is the largest warship in the combat operations such as anti-surface scheduled for commissioning (November German Navy (Fig. 1). The F124 program warfare (ASuW) and antisubmarine 2002) – means that there will also be falls under the trilateral frigate agreement warfare (ASW). plenty of opportunity to fine-tune the ship’s between Germany, the Netherlands and Two distinguishing features in particular systems under operational conditions and Spain. At a contract value of around €1.5 determine the outer appearance of the new identify the existence of any possible faults billion, it is one of the largest of the Ger- frigate: the APAR radar fixed to the forward in good time. man armed forces’ procurement programs mast and the so-called x-form of the outer The main emphasis of the marine currently running and involves some 800 skin, which extends down as far as the systems trials is to test the combined subcontractors throughout Germany as C-Deck (Fig. 4). This design of the super- diesel and gas turbine propulsion system well as in other NATO countries. For the structure drastically reduces the reflection CODAG. This comprises a gas turbine with participating shipyards, the project involves of incident radar signals and therefore an output of 23,500 kilowatts plus two around 1.9 million office hours and some one million construction hours per ship. The technical specifications of the frigate are listed in Fig. 2.

2 Technical equipment

The main difference to the previous (F123) frigate class is that the new vessels are primarily designed for area air defense and escort duties. To this end, they have been fitted with a range of extra equip- ment, including the newly developed radar systems APAR and SMART-L as well as long-range anti-aircraft missiles. Similarly, the frigates also feature the decentralized command and weapons control system

Technical specifications of the Sachsen (Fig. 2)

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Block diagram of the command and weapons control system FüWES (Fig. 3)

diesel engines, each delivering 7,400 kilo- addition, the IMCS is equipped with a on September 9 and dynamic tests of the watts. These are connected up via a comprehensive range of user interfaces radar systems including the use of cross-connection gearbox to two operating plus a fully automatic malfunction and Tornadoes and helicopters from the shafts, which in turn drive two variable- damage analysis system. For the purposes German Navy on September 6 and 7, pitch propellers (Fig. 5). Unlike the of crew training, the system can be set to 2001. Afterwards, the frigate transferred to propulsion system installed in the previous simulate any conceivable malfunction or the Skagerrak for a further week of marine generation of vessel, this configuration not damage scenario. systems trials, before returning to only dispenses with a second gas turbine In addition to the vessel’s propulsion Blohm+Voss on September 13. but is also capable of propelling the vessel unit, trials will also focus on the onboard The main emphasis of the FüWES trials at cruising speed with the use of just one electrical and ventilation systems as well as has fallen on the newly developed CDS diesel engine – a feature which markedly all the remaining supply and disposal software and SMART-L and APAR systems. reduces operating costs over the life of the systems. These will first be tested and then As the land-based facilities capable of vessel. presented to the client’s acceptance com- testing such a system within the corres- Another installation of particular mission. Aside from the minor teething ponding development plans can only significance is the newly developed troubles always encountered in a project of handle parts of FüWES, the sea trials Integrated Monitoring and Control System this nature, the trials have been very suc- provided a first opportunity to see how the (IMCS), which is based on a data bus. Via a cessful to date. various elements will function together in total of some 7,000 different monitoring Further highlights of the sea trials have their ultimate configuration and under stations distributed around the vessel, the included measurement of the acoustic operating conditions. As such, the trials IMCS monitors and controls all the various characteristics of the Sachsen in waters off also offered a chance to collate data marine systems on board (Fig. 6). In the northern German town of Eckernförde required for further development of the

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The frigate Sachsen at sea (Fig. 4) acceptable given the danger this might involve in a crisis. In addition, the costs and risks involved in certain developments are such that it was decided to proceed with these on the basis of a joint international program. It is then the responsibility of the ARGE F124 consortium to integrate these develop- ments, together with the CDS software (which was developed under the responsib- ility of ARGE F124), into a fully functioning total frigate weapons system. A further feature of the project is that the frigates are being developed and built for a fixed price that may only be modified in order to take account of the effects of inflation or any subsequent modifications desired by the client. systems. It was for this reason – and to innovation cycles in the IT sector. Without As such, risk management has played a minimize the risks that problems here could parallel development, a frigate built major role from the very beginning of the pose to the program as a whole – that it according to definitions established some project. A central pillar of this process was was decided to bring the FüWES trials eight to 10 years previously would hardly the establishment of permanent monitoring forward and conduct them at an earlier correspond to the latest technological stan- procedures designed to ensure that the date than originally planned. dards once it came to be commissioned – various system elements developed can all These initial pre-tests proved exception- a consequence that is less and less be fully integrated with one another. Here, ally successful. For example, the long- range radar system SMART-L was able to reliably detect air targets at a range of around 400 kilometers. Moreover, good results were also achieved with the newly developed APAR system.

4 Risk management

A specific feature of the F124 program was that major elements of the complete system – i.e. the radar systems, automation systems and the entire FüWES software – were developed in parallel with the construction of the frigates. Despite the element of risk that such a procedure involves, it was chosen in order to accommodate the increasingly shorter

Functional principle of the CODAG propulsion system (Fig. 5)

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Block diagram of the automation system IMCS (Fig. 6)

a corresponding agreement was signed 5 Outlook Work on the two remaining ships in the before the construction contract between F124 program is also proceeding to plan. all the companies involved came into force. At the end of October 2001, the Sachsen In Kiel, dock assembly has just begun on In line with this agreement, the ARGE F124 was handed over to her crew and then the frigate Hamburg, while construction of consortium has been guaranteed access to moved to Wilhelmshaven. The period until the third member of the F124 class, the all essential documentation and processes, delivery in November 2002 will feature a Hessen, officially started on September 14, including those relating to projects host of further tests and integration work, 2001 at Thyssen Nordseewerke in Emden. conducted by third-party companies, so involving particularly the highly complex The procedures adopted for the F124 that it is able to monitor the state of AAW system. Given the good results program have proved their effectiveness. development on a continuous basis as well achieved during initial sea trials, the Despite various problems during the course as identify any potential inconsistencies. attitude of all parties involved in the project of the project, the program still remains on The independent team specially created is very positive and cooperative — some- schedule and within the original budget. for monitoring purposes is involved not thing that is absolutely essential if the tight The partners involved in the program have only in identifying problems in this area but schedule is to be met. forged a pioneering path to achieve an also in developing appropriate solutions. With the launch of the sea trials in optimal mix of performance, risk and price. August 2001, the F124 program reached As such, the approach used in the F124 another major milestone right on schedule program is well suited to serve as basis for – as has been the case with all the other future naval projects of a similar com- important project dates so far. plexity.

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Dipl.-Ing. Martin Braun, Dipl.-Ing. Achim Hollung Research and testing vessel from Thyssen Nordseewerke

3-D view from starboard (Fig. 1)

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General plan side view (Fig. 2) 1 Introduction

On December 12, 2000, a €92 million contract for the construction of a Class 751 research and testing vessel (FES) was signed at the German Federal Office of Defense Technology and Procurement (BWB) in Koblenz. The twin hull vessel is to be delivered on October 31, 2003 after a relatively short design and manufacturing period. It will be used to replace two already-decommis- sioned vessels of the WTD 71 research station in Eckernförde and the research vessel “Planet” of the Underwater providing platform stability even in heavy design of submarines, making the FES one Acoustics and Marine Geophysics Research seas and thus significantly reducing restric- of the quietest surface vessels in the world. Institute in Kiel. tions on research activities caused by bad (Fig. 2) The FES will be constructed as a SWATH weather (Fig. 1). (Small Waterplane Area Twin Hull) vessel Vessel propulsion by means of electric and thus represents a technical challenge 2 Principles motors. for the shipyard. This platform, which is Energy generators positioned on the particularly stable in varying sea conditi- The fundamental technical design of the main deck, well above the waterline. ons, appears ideal for its future assignment FES is based on the regulations applying to All other significant noise generators also as a research vessel. It will be used mainly commercial vessels. Building regulations installed above the waterline to avoid for basic scientific research, particularly of the Federal Armed Forces are only con- direct transfer of structure-borne sound into the influences of the oceanic environ- sidered where appropriate civil regulations to the water. ment on acoustic and electromagnetic are not available and/or special require- Where possible, pumps installed jointly underwater location and communications ments were set by the client. on elastically mounted intermediate systems. After commissioning, the vessel The FES project is accompanied by the bases. will initially be used mainly to perform re- development – commissioned by the BWB Electric motors for acoustically relevant search tasks for the Technical Center for in May 1997 – of permanent magnet (PM) equipment are of multistage design Ships and Naval Weapons 71 (WTD 71), excited machines for vessel propulsion and where possible. for which an array of shipboard equipment power supply. These machines have been will be provided. In addition, container supplied in part and were taken into consid- 3 Vessel design spaces will be provided on deck for additio- eration in the technical design of the FES. nal necessary scientific equipment. The acoustic requirements are based on The vessel design is shaped by the sea- SWATH vessels are characterized by a the hydro-acoustic tasks which the FES has keeping requirements. relatively wide platform mounted on narrow to perform and result in underwater sound The decision to construct the FES as a struts with minimal waterplane area, limiting curves corresponding to those of SWATH was based on BWB research. Pre- ending underwater in large submersible or advanced submarines in silent running liminary studies defined limits for heavy floating hulls similar to submarines. The mode. These requirements are met physical work at specific wave heights in small waterplane areas minimize the by Thyssen Nordseewerke (TNSW) using the North Sea. Put into words, this roughly impact of sea movements on buoyancy, its specialist know-how in the acoustic translates as: “given even distribution of

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vessel speeds and courses in the defined sided load causes a correspondingly The steel ship design of the hull is deter- sea conditions, the selected limiting criteria greater list. The shape of the waterplane mined by the prevalent transverse loads. are not exceeded in 75% of all cases.” area, which runs to a point at the hull ends, As in all twin-hull vessels, the transitional Monohull vessels, according to the prelimi- allows significant trimming with appropriate area from the struts to the wet deck is nary studies, require a design approxima- fore or aft loading. particularly affected by transverse loads in tely 2–3 times larger to achieve compara- On the FES these effects are countered rough seas. For this reason, a transverse ble values. using ballast. After a change in loading, frame design has been provided with The shape of the hulls has a key influ- the FES is appropriately ballasted with the 500 mm spacing above the platform deck. ence on resistance and damping. The tra- aid of a trimming computer. Over 1000 m3 The hulls have a longitudinal frame design pezoidal shape selected here (the so-called of volume is available for equalization on with 400 mm longitudinal frame spacing “elephant foot”) offers optimum damping. the FES in various ballast water cells. and 1500 mm web frame spacing. The hull cross-section tapers continuously To get a clear picture of the weight situa- Dimensioning is based on a global finite toward the stern and bow, and there is only tion, a weight calculation, like those used element analysis. In various studies, the an approximately 3 meter long parallel for submarines, is performed during the transitions between strut/haunch and central section. This shape is costly to engineering phase of the FES. haunch/wet deck were investigated. It was manufacture, but offers significantly lower resistance than, for example, cylindrical hulls (Fig. 3). The forward fins, which each have an area of approximately 8 m2, can be used to further improve seakeeping. They are mounted horizontally and have an opera- ting range of +/-20°. They are provided to compensate for any speed-related trim- ming, which can also be performed by taking on ballast. The fins are also used for controlled equalization of pitch caused by heavy seas. The eight fins are permanently integrated and serve to improve the longitudinal stability of the FES. Another key design criterion is weight. The weight sensitivity of the FES is exemplified by the waterplane area. The entire waterplane area of the FES is approx- imately 280 m2. Each additional 2.8 tons of weight results in 1 centimeter more draft. A planned 72 ton load of research equipment increases the draft by 25 cm. Consumption of the planned fuel load of approximately 350 tons results in a change in draft of 1.25 m. These observations assume that the masses act at the center of gravity. A one-

Bow view (Fig. 3)

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Overview of ship electrical system (Fig. 4)

found that an angular transition design The key components utilize permanent direct drive of the propellers by particu- was preferable in terms of structure weight magnet (PM) technology. These include the larly low-noise electric drive motors, and manufacturing costs. Rounding the propulsion engines, generators and the inclusion of propellers with cavitation at angles does not reduce stress levels. associated power electronics. vessel speeds above 12 knots. However, it is important that the angles are supported by the intermediate deck or a 4.1 Fundamentals 4.2 Diesel-electric propulsion unit longitudinal wall. The higher acoustic requirements and 4 identical permanent-magnet synchro- 4 Propulsion/drive the travel profile of the FES, which differs nous motors, 2 per shaft, are used to cover fundamentally from those of a merchant the full speed range. Power is supplied and Not only the vessel’s shape is new but vessel, have to be taken into account in the speed regulated via inverters. For acousti- also its propulsion concept: the design of selection and design of the propulsion unit. cally optimized operation up to 12 knots, the power generation and propulsion Fundamentals for the design of the only 1 motor is required per shaft. The equipment is similar to that of an all-elec- propulsion unit with increased acoustic second motor, typically connected in series, tric vessel. requirements include: is separated from the shafting via a clutch.

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4 current generating units (2 x 1250 kW All military and civilian voltage systems propulsion facilities, and 2 x 1700 kW) are available for energy are available throughout the vessel via electrical facilities and generation. For reasons of modularization, appropriate transformers, 24 V power sup- ship operation facilities all 4 generators consist of identical ply units, and distributors. A 400 Hz supply 1700 kW PM generators, which supply the is also available for special applications. from the machine control room and from 750 VDC propulsion network via rectifier the bridge. cabinets. 4.4 Operation and supervision In addition to steering the ship and moni- The diesel engines are MTU engines toring from the control room on the bridge, from the 396 series, which meet the emis- All facilities related to vessel technology the vessel can also be steered from the sion limits listed in Annex VI of the are designed according to the specificati- bridge wings and from a portable joystick MARPOL Convention (prevention of pollu- ons of GL (Germanischer Lloyd) for 24-hour operator terminal on the aft H-deck. The tion from ships). The diesel engines can be unsupervised operation in the degree of entire propulsion facility is monitored by run at light load without limits. automation “AUT”. The automation and two controllers, port and starboard. All Typically, the port diesel engines power control facilities are designed to allow cen- equipment needed to steer the vessel is the port propulsion motors and the star- tral operation and supervision of the integrated in these propulsion facility con- board diesel engines the starboard propul- sion motors. However, cross switching is possible, as is powering all propulsion motors from one unit at low speed. In prac- tical terms, the main switchboard, from which all 750 VDC consumers are supplied, represents the DC link between the PM generators and the PM propulsion motors. Further major consumers such as the lat- eral thrust units and the rotating converters are also supplied with 750 VDC. As electri- cal power is supplied and removed via con- trolled rectifiers and/or inverters, normal network protection via short-circuit power cutoff is no longer possible. Appropriate sensors have to be used to determine in real-time where atypical situations occur and correct them through suitable measures.

4.3 Ship electrical system

Since the primary electrical power is pro- vided as 750 V direct voltage, converters must produce the 450 V 60 Hz and 400 V 50 Hz. Rotary converters are used to en- sure high network quality and simple selec- tive network protection.

Stern view (Fig. 5)

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trollers. During dynamic positioning, the telephone) facility for underwater commu- The key vessel data are: settings are provided by the DP system on nication. A further sonar, not permanently the bridge. installed, is supplied for locating torpe- Length 73 m does. The control panels and evaluation Width 27.2 m 4.5 Special features equipment for all shipboard sonars are Draft 6.8 m installed in the central sounding room. Displacement 3500 tons In addition to the supply with 750 VDC, Military towed arrays are used for re- Power 2 x 2,080 kW 3 AC 450 V 60 Hz, 2/3 AC 115 V 60 Hz search and testing, and torpedo search Speed 15 knots via an IT network and 2/3 AC 400 V 50 Hz sonar is used for torpedo testing. The port Crew 25 via a TN network as already mentioned, it hull is provided with a spherical cap which Scientists 20 is also possible to power the ship from a can be removed to allow the installation of containerized fuel cell (“green generator”) sonar testing mounts. These projects are for harbor operation and “silent ship” ope- carried out from a separate central testing ration. room in which the required operating For scientific operation, very high EMC equipment is also installed for the duration requirements are placed on the vessel, so of the test. the equipment configuration and cable A combined torpedo delivery and ejec- routing meets military requirements tion tube is integrated in the vessel to en- to a very large extent (Fig. 4). able the testing of various underwater wea- pons. The first such test will be on the DM2 5 Scientific equipment and appa- A4 torpedo, which is currently under devel- ratus/testing equipment opment. A conference room is available for meet- A wide variety of research equipment ings. Ten laboratory containers will be sup- and apparatus is available to the scientists. plied with the FES. 5 of these 20” contai- There are three laboratories adjoining the ners can be placed on the H- and B-decks. free H-deck, while 4 workshops house a Alternatively, a 40” container can also be wide range of tools, from metal cutting placed on the B-deck. Some of the labora- machines to electronic testing devices. tory containers are designed to be coupled The main crane (maximum 12 tons) and together. The containers allow greater over- two auxiliary cranes (2.7 tons), one on the all flexibility for the laboratory equipment. starboard stern and one on the starboard Naturally, other containerized equipment B-deck, are provided for lifting loads. In and apparatus can also be installed instead addition, stern booms, side booms and of the laboratory containers (Fig. 5). further small booms are provided to handle equipment. For scientific operation, three winches are supplied. They are installed in standardized mobile flats to make them interchangeable. A multibeam echo sound- er, a sediment sounder, and a surveying sounder are installed on shipboard sonar facilities. A Doppler log is also available for navigation along with a UT (underwater

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Dr.-Ing. Jörg Rollmann Environmentally friendly marine propulsion systems rely on large-diameter antifriction bearings from Hoesch Rothe Erde

The cruise ship Elation with 2 x 14 MW Azipod units (Source: Azipod) (Fig. 1)

forum ThyssenKrupp 2/2001 75 Environmentally friendly marine propulsion systems rely on large-diameter antifriction bearings from Hoesch Rothe Erde

1 Introduction 2 Pod propulsion units more than compensated by the fact that the diesel engines can operate at their Large-diameter bearings are extremely The origin of the pod unit dates back to optimal design level and electric motors are versatile machine components that are a shipbuilding contract for an icebreaker at more economical in the face of inconstant used in different forms in virtually every the Kvaerner-Masa shipyard (KMY) in power requirements. In actual use, ice- segment of mechanical engineering and Helsinki in the late 1980s. Built under breakers must be highly maneuverable, so transportation. The development of new contract for the Finnish Maritime Administ- they can break their way out of narrow technologies is continually expanding the ration, this ship was to be designed with a channels or exploit cracks opening in the range of applications. In the past, large- more efficient propulsion system. ice pack. diameter antifriction bearings have proven Modern icebreakers are generally These requirements are best met by successful especially in general mechanical powered by diesel-electric propulsion thrusters that can be rotated about a engineering systems related to materials systems. Diesel engines provide the vertical axis and thus steer the ship even in handling and the extraction industries as primary propulsive power, while generators very tight quarters. A weak point of well as in harbor, deck and assembly convert the kinetic energy into electrical thrusters, however, is the Z-drive between cranes and earthmoving equipment. Today energy for the electric motors that power the electric motor in the ship and the such bearings also play an important role the ship’s propeller screws. The dual propeller screw, which is mounted on a in many new areas of technology. These energy conversion in this power train is vertical shaft. This propulsion system, in include radio telescopes and wind power systems, tunnel driving machines, offshore systems and industrial robots (Fig. 2). Since the 1980s, large-diameter bearings have also been used in marine applications as swivel bearings for thruster systems. Until recently, thrusters have been used mainly in ships whose operation calls for high maneuverability, such as tugboats, ferries and offshore supply vessels. In these vessels, large-diameter bearings transmit forces and moments from the thrust bearings of the ships’ propeller screws, which are driven by a propulsive power of up to about 6 MW (Figure 2). The introduction of innovative, environ- mentally friendly pod propulsion systems in shipbuilding is now expanding the range of applications of large-diameter bearings to include cruise ships, whose propulsive power is currently up to about 20 MW.

Application examples of large-diameter antifriction bearings (Fig. 2)

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Thruster (Fig. 3) The pod units did exceedingly well during decreases mechanical noise. More of the the first operations in the icepack. It turned ship’s interior can be used to make the out that the best way for ships equipped passengers’ voyage more comfortable. with a pod system to force their way Even more space becomes available through heavy ice is stern first, with the because the shaft tunnel is eliminated, as reinforced propeller screws breaking are the stern thrusters commonly used in through the ice. The stern-first approach large cruise ships (Fig. 5). uses only 60% of the power required by The first cruise ship to be equipped with bow-first maneuvers, and higher speeds pod units in 1997 (2 x 14 MW) was an are attained. It also became apparent that engineering upgrade in which only the the efficiency of the propulsion system was electric motors, propeller screws and rud- further enhanced by the use of a pulling der system were replaced by one “Azipod” propeller screw, i.e. by a design pointing each, while the existing power generating the pod in the direction of motion (Fig. 4). systems were retained. The performance of These good results led to the formation of this ship could be directly compared with which the moment must be transferred the ABB Azipod OY company by KMY and that of sister ships with conventional through two sets of miter gears, is only the electrical systems manufacturer ABB diesel-electric propulsion systems that had suitable for motors with a power output of for the continuing development of this not been upgraded. The upgrade enabled a up to 6 MW. Moreover, when thrusting innovative propulsion system under the 40% reduction in turning circle, while the through heavy ice, the gear sets are also name “Azipod”. distance required for a crash-stop was subjected to severe wear, while the Once the “Azipod” system had proven reduced to 60% of that required by the system’s efficiency is reduced by the itself in icebreakers and ice-breaking sister ship. Moreover, fuel consumption related losses. tankers, it also attracted the interest of was decreased by about 8% and vibrations To avoid such problems, the engineers cruise ship builders. Decisive criteria for in the ship were noticeably reduced at KMY decided to house the motor and this sector were maneuverability, reduced (Fig. 1). propeller screw in a pod. The pod is fuel consumption, reduced noise, and In the light of these benefits, newly built mounted with 360° rotation beneath the better utilization of onboard space. cruise ships are now increasingly designed hull of the ship on a vertical shaft and a The reduction in moving masses by for pod systems. By the end of 2001, large-diameter bearing (azimuth bearing). eliminating the long propeller shafts and by 16 large cruise ships were equipped with As with a thruster, this design eliminates relocating these masses into the pod Azipod systems, including the MS Europa the need for a rudder. outside the ship’s hull substantially (2 x 6 MW) and the ships built at the

Icebreaker and flume model with Azipod system (Source: Azipod) (Fig. 4)

forum ThyssenKrupp 2/2001 77 Environmentally friendly marine propulsion systems rely on large-diameter antifriction bearings from Hoesch Rothe Erde

Installation space required for marine propulsion units on cruise ships (Source: SSP) (Fig. 5)

resulting from the product of thrust and shaft length at any given slewing angle. In specific cases, however, the bearing design must also take into account the forces and moments from possible contact of the pod with the sea floor or with ice. These tough requirements are met by three-row roller-bearing slewing rings mounted between the rotatable pod hous- ing and the ship’s hull. The three-row roll- er-bearing slewing ring is a combined axial-radial roller bearing that withstands high moments of tilt. The design of these Meyer shipyard in Papenburg, Germany: as a push and pull propeller pair. Several bearings is illustrated in Fig. 7a. Three bear- Radiance of the Seas and Brilliance of the vessels have already been equipped with ing rings (A, B, C) enclose two axial rows Seas (2 x 19.5 MW each). The success of these systems (Fig. 6). and one radial row of rollers. This construc- the pod systems also brought competitors tion results in a self-supporting bearing, in into this market, such as the Siemens 3 Large-diameter bearings for which the loads for each row of rollers can Schottel propulsor (SSP) from the Siemens thrusters and Azipod propulsion be clearly defined. All three rings are made Schottel consortium. The pod system systems from seamless-rolled, heat-treated steel. developed by SSP uses a permanent The raceways are case-hardened by an magnet-excited synchronous motor that As the power output of marine engines induction scan hardening process. Through requires less space than an electrically increases, so do the loads that must be the use of special spacers a higher number excited motor, so it can be fitted into a transferred by the large-diameter bearings of rollers is possible, which increases the smaller pod with better hydrodynamic that support the pod units or thrusters. A load carrying capacity of the roller slewing properties. In this design, the power feeds key task of these large bearings is to ring. The roller-bearing slewing ring is two propeller screws that are mounted on a reliably transfer the thrust from the thrust fastened to the adjacent structure by shared shaft at both ends of the pod and bearing of the electric motor shaft to the through bolts, for which bores are provided revolve in the same direction, functioning ship, and to absorb the moment of tilt in the bearing rings. The induction hard-

forum ThyssenKrupp 2/2001 78 Environmentally friendly marine propulsion systems rely on large-diameter antifriction bearings from Hoesch Rothe Erde

Cross-section of Siemens Schottel propulsor (Source: SSP) with azimuth bearing* from Hoesch Rothe Erde (Fig. 6) ened gear teeth minimize wear in the trans- fer of the steering moments. Hoesch Rothe Erde delivers similar bearings as assembly- ready machine components to all leading manufacturers of pod propulsion systems. * 4 Summary and outlook

The development of pod propulsion systems increases the efficiency and envi- ronmental friendliness of ships with diesel- electric drives. The use of pod systems is now no longer limited to special-purpose ships. There are many indications – not only the increasing demand for environmentally sound tourism – that these systems are becoming the standard in large cruise ships as well. Pod propulsion systems are already in use in a number of merchant vessels. Three-row roller-bearing slewing rings from Hoesch Rothe Erde are an essential component in this design and ensure the reliable function of these propulsion systems.

a) Three-row roller-bearing slewing ring b) Cross roller bearing Large-diameter bearing from Hoesch Rothe Erde, examples of azimuth bearings for pod units (Fig. 7)

forum ThyssenKrupp 2/2001 79

Dipl.-Ing. Winfried Kracht, Luitpold Miller, Dr.-Ing. Friedrich Löser Transrapid – innovative rail technology for the world market

The latest Transrapid vehicle, the Transrapid 08, in operation on the test line in Emsland (Fig. 1)

forum ThyssenKrupp 2/2001 80 Transrapid – innovative rail technology for the world market

1 The Transrapid project in system. The Chinese side is building the moves without axles and wheels. Electronic Shanghai guideway according to the design components immune to wear take the instructions of a German consortium made place of mechanical parts. With the first commercial application of up of construction companies and The heart of the Transrapid technology is the magnetic levitation train Transrapid in consultants. a non-contacting electromagnetic Shanghai, this mode of transportation has The technology being used in China is a levitation, guidance and propulsion system again become the focus of public attention. German development, in particular by that takes over the functions of the wheels In Shanghai, ThyssenKrupp and its Thyssen, which decided to invest in the and rails (Fig. 3). The propulsion magnets consortium partners Siemens and the joint Transrapid technology in the late ’70s. In draw the vehicle to the guideway from venture Transrapid International are linking the early ’80s, the German government below; guidance magnets keep it centered the large new Pudong International Airport gave considerable support to the on the track laterally. An electronic control to the downtown subway network with a construction of the test facility in Emsland system ensures that the train levitates line that is roughly 30 km long and extends on which, following the TR 06 and TR 07 approximately 10 mm above its guideway. to the Longyang Road subway station. prototype vehicles, the 8th-generation In contrast to a car or railroad, the motor As recently as the summer of 2000, a vehicle (TR 08) is now running (Fig. 2). This of the high-speed magnetic train is located feasibility study was begun together with vehicle was built in the Thyssen Transrapid not in the vehicle itself but in the guideway. the Chinese side. In January 2001, the center in Kassel. The operation of the long-stator linear contract was signed – and on January 1, motor can be compared to that of a 2003, the Chinese President Zhu Rongji 2 The Transrapid principle rotating electric motor whose stator is cut will take a first ride. Commercial service is open and stretched. Instead of a rotary expected to begin a year later. A German The Transrapid system was designed for magnetic field, it produces a traveling field consortium of technology companies is passenger transport at speeds of up to 500 which propels the train synchronously and delivering the required trains, the energy km/hour in fully automatic operation. It is without contact via its support magnets. If supply, the propulsion system, the the first fundamental innovation in rail the direction of the traveling field is guidance technology and the guideway technology since the construction of the changed, the motor becomes a generator equipment required by the propulsion first railroad – the first train system that that brakes the vehicle without any contact. Compared with the wheel-rail train under similar conditions, the Transrapid system is quieter, smoother, consumes less energy HMB2 (1976) TR08 (1999) (Fig. 4) and requires lower investment and operating costs. Also, the advantages of the system allow considerably higher speeds at comparable rates of energy ➡ consumption. At the same time, because of its high flexibility, the guideway can be TR05 (1979) TR07 (1989) ➡ integrated into the landscape as most appropriate – elevated, near the ground or at grade, even in densely populated urban TR06 (1984) areas – all the while allowing for high traveling speeds. Combining these ➡ properties opens up applications not only ➡ as a means of high-speed, long-distance transportation but for airport shuttles, such

The evolution of the Transrapid 08, which will now be used in Shanghai (Fig. 2)

forum ThyssenKrupp 2/2001 81 Transrapid – innovative rail technology for the world market

Locomotive state of the art: Wheel-on-track systems have been replaced by electromechanical levitation (Fig. 3) 3 The vehicle Wheel-on-rail Electromagnetic levitation The vehicle wraps around the guideway Guidance Guidance and is therefore prevented from derailing (Fig. 5). Depending on the application, a train can be made up of 2 to 10 sections, each roughly 25 m long, and can transport around 100 passengers in each Propulsion section. In order to achieve a high level of Propulsion comfort even during rides through tunnels, the vehicle body is pressure sealed for a Support load of 6,000 Pa. To satisfy this Support requirement while maintaining low weight, a hybrid solution consisting of hollow aluminum sections and aluminum sandwich panels was chosen. as in Shanghai, or for regional transport. the Netherlands as part of the “Rondje- The cylindrical part of the body is Feasibility studies are currently being Randstad Project” (Amsterdam – Utrecht – composed of three sandwich section carried out in Germany for an airport Rotterdam – The Hague – Amsterdam), modules, the complete roof and the left shuttle application in Munich and for a and for a line from Amsterdam to Bremen and right floor/sidewall units. These three regional “Metrorapid” linking Dortmund via Groningen and on to Hamburg. main modules account for the full length of and Düsseldorf in the Rhine-Ruhr area. Additional applications will emerge not only approximately 24 m of the cylindrical part Additional application studies are underway because of the high level of availability and of the body. The sandwich components for in the USA for a Pittsburgh airport link and security, but also due to the attractiveness the passenger compartment and the a line connecting Baltimore and from the user’s point of view. exterior chassis fairing consist of aluminum Washington. And studies are being done in paneling and a core of rigid foam. The bonding is done with epoxy resin. The components have a wraparound aluminum section that is connected to the aluminum paneling by means of laser welding. This results in:

better protection of the core material and the bond high load capacity through continual introduction of the load into the sandwich assembly a simple technique for bonding the wraparound aluminum sections with the longitudinal extruded aluminum sections of the vehicle structure by means of riveted joints

Comparison of energy consumption (Fig. 4)

forum ThyssenKrupp 2/2001 82 Transrapid – innovative rail technology for the world market

The guideway and vehicle system with the most important system components. The vehicle wraps around the guideway and therefore cannot derail (Fig. 5)

Collision of the nose section with a tree Electromagnetic levitation trunk lying across the guideway while the train is moving at 500 km/h

The box structure accommodates the modules for the power supply, magnet control, guidance electronics and pneumatic system, which are installed as Stator pack slide-in units, as well as the equipment for air conditioning, suspension and the Guidance magnet Support Eddy current brake control of the onboard power supply. The magnet EMC-shielded cable ducts that separately linear Guidance rail house the halogen-free power and generator signaling cables are an integral part of the structure. On the guideway side, the box structure has a floor with a flat surface. The chassis supports — two aluminum The spherical nose sections of the body tured inexpensively from extruded alumi- sections each mounted on the outsides of consist of self-supporting glass-fiber num sections and aluminum sand castings. the box structure — guide the compressed reinforced sandwich components with In the case of the levitation frame in the air in three channels for the activation of carbon and glass-fiber reinforced polyester nose area, a supporting structure made of pneumatic springs, doors and current resin paneling. To conform to lightning extruded aluminum sections is mounted at collectors. protection requirements, a copper netting the front of the levitation frame unit to The box structure essentially consists of (weight 80 g/m2) is laminated into the accommodate five collision elements and a riveted aluminum structure with whole surface of the glass-fiber reinforced to fasten the frame-mounted nose paneling. longitudinal extrusion sections and structure. To achieve adequate penetration The collision elements are arranged bulkheads arranged lengthwise and resistance – the sandwich structure must across the width of the guideway. The crosswise. The bulkheads consist of withstand the impact of a 1 kg standard deformation elements and the vehicle aluminum sheets 3 to 4 mm thick. They are brick moving at 600 km/h – a rubber- structure are designed in such a way that riveted to the floor and the extrusion aramide layer is integrated into the operational safety is ensured should the sections. The floor is made from sandwich structure. The sandwich following events occur: longitudinally welded aluminum extrusion components in the front are manufactured sections. using the vacuum injection process and Collision with a 15 kg object on the bonded with the cylindrical body structure guideway while the train is moving at 4 The guideway equipment using polyurethane cement. 500 km/h Each levitation chassis consists of two Collision of the nose section with a 50 kg The guideway equipment forms the levitation frame units that wrap around the object lying in the middle of the interface between the vehicle and the guideway and a longitudinal connector, all guideway while the train is moving at a guideway for the suspension, guidance, of which are bolted together. Redundant speed of 500 km/h propulsion and braking functions. The screw joints are arranged in the power Collision of the nose section with a tree components transmit the forces between flux. Because of the low strain they trunk lying on the elevated guideway at the vehicle and the guideway and experience when the vehicle moves, the an angle of 45° while the train is moving constitute a part of the magnetic control structural components can be manufac- at 500 km/h system for realizing non-contacting

forum ThyssenKrupp 2/2001 83 Transrapid – innovative rail technology for the world market

Long-stator winding: Equipment module with guideway components (Fig. 6) (Source: GP Dr. Grossert Planungsgesellschaft) magnetic suspension and guidance. The guideway equipment includes

Stator packs Guidance rail Long-stator windings Location reference flags

The stator packs are about 1 m long and Stator pack profile 0.18 m wide and weigh roughly 100 kg. Each stator pack consists of 360 magnetic steel laminations with a thickness of

0.5 mm and 3 slotted crossmembers for Fixing LRF fastening it to the guideway support. The Lacation reference flag (LRF) stator packs are cast in epoxy resin in a Stator pack Long stator winding vacuum and in this way permanently Phase 1 (u) Phase 2 (v) protected from the effects of weather. The Phase 3 (w) slots of the stator packs are shaped in such a way that the long-stator winding can requirements, balance out lengths in project alone, 126,000 stator packs are be secured positively in the slot in an auto- curves and make provision for expansion required. matic laying process. The system dimen- joints on the guideway girder joints, three In order to locate the trains using the sion for the stator packs is 1,032 mm. This types of stator packs are being used. They operation control technology, absolute corresponds to twice the cycle length of the have varying lengths that are less than position information is fixed on the traveling magnetic field, which is 516 mm. the system dimension (1,030 mm; guideway at intervals of 200 to 1,000 m in To take account of the assembly 1,027.5 mm; 939 mm). For the Shanghai the form of passive, digitally encoded flags. The absolute position information is read in redundantly by the vehicles. At every absolute position, three location reference flags with a total of 12 bits of location information are set up redundantly on both sides of the guideway (Figs 6 and 7). These location reference flags consist of a Levitation frame holder that is fastened to the guideway support in the area of the long stator and a plastic body. The plastic body contains the Guidance magnet location information in the form of a

Guidance rail copper-laminated circuit board cast in epoxy resin. Fixing LRF Stator pack profile The long-stator winding is realized as a Location reference flag (LRF) Stator pack three-phase traveling field winding. Every Long stator winding winding strand is created by means of Levitation magnet meandering and bending of the traveling field wire (Fig. 8). The conductors consist of aluminum wires with a total cross

Long-stator winding: Guideway equipment and vehicle magnet module (Fig. 7) (Source: GP Dr. Grossert Planungsgesellschaft)

forum ThyssenKrupp 2/2001 84 Transrapid – innovative rail technology for the world market

sectional area of 300 mm2. The high- pressed into the slots of the stator packs. 6 Development potential and voltage insulation consists of ethylene- The process is carried out for each of the prospects propylene rubber for a maximum operating three winding strands in succession. This voltage of 20 kV. The copper sheath and method of laying the windings was tested The Transrapid technology has a great the conductive outer shell consist of with manually controlled prototype devices deal of potential for innovation, especially chloroprene rubber. and developed further for automatic with regard to the electronic modules of the To create defined grounding conditions operation. suspension and guidance system. Here, on the outer shell of the traveling field developments in microelectronics will help winding, the stator packs are faced with 5 Switches further reduce weight and volume and stainless steel laminations, which are lower the costs. The same applies to the interconnected by means of a grounding The switches are another primary electric components of the suspension and cable. At the ends of the guideway element of the overall Transrapid system guidance magnets, where advances in supports, the grounding line is connected for which ThyssenKrupp is responsible. insulation technology and manufacturing to the grounded guideway structure. They are made of welded steel in lengths processes also make additional The long-stator winding is created with between 70 and 300 m. On straight line improvements possible, particularly when it a mobile laying unit on the guideway sections they can be crossed at a speed of comes to volume production. supports. The traveling field wire is 500 km/h, on bends at up to 400 km/h, The coming decades will bring increased unspooled from the transport drum, put depending on the switch length. The demand for transportation services into the meandering shape of the traveling switches are shifted and locked worldwide. At the same time, ever greater field winding with a bending device and electrically. importance will be attached to accessibility, safety, environmental impact and the economical use of resources. The Transrapid vehicle technology provides an attractive solution to these requirements.

Device for bending the traveling field wire (Fig. 8)

forum ThyssenKrupp 2/2001 85

Wolfgang Schmidt

Certified pre-owned CNC machines: The alternative to new equipment

Bremen Technology Center of Hogema Gebrauchtmaschinen GmbH (Fig. 1)

forum ThyssenKrupp 2/2001 86 Certified pre-owned CNC machines: The alternative to new equipment

1 Introduction cutting applications. With three locations in GmbH. The central idea is to integrate the the German cities of Cologne, Bremen and sales force while closely tracking the Global demand for machine tools is Schramberg, Hogema is a highly compet- machine-tool market as a whole. running high. This is borne out by statistics ent supplier of CNC lathes, machining The process of accepting machines as recently published at the EMO trade show centers, grinders and honing machines for trade-in, certifying and reintroducing them that confirmed peak volumes in machine German and international customers. into the cycle creates the opportunity of tool imports as well as exports. A ten- influencing their entire life cycle. What sets percent increase over the prior year to 2 The concept Hogema apart from other manufacturer- €10 billion – a new record – is projected independent machine-tool dealers when it for Germany’s machine tool production The core competency of the Hommel comes to implementing this process with a in 2001. Unverzagt group is the exclusive sale in high degree of professionalism is the But investments in new equipment are Germany, Austria and Slovenia of new CNC access it has to the competencies of its not necessarily the best choice for every machine tools from various manufacturers, sister companies. With this wealth of know- production site. Nor does a high degree of including a comprehensive spectrum of how, business connections and com- automation guarantee success in every financing and other services and support. prehensive services, Hogema can achieve country. An extremely dynamic trade in But every new machine will eventually a high level of professional excellence that used machines is therefore thriving along- become a used machine. Neglect of these puts the company out in front in the side the market for new equipment. Its machines might degrade their performance pre-owned machines business. growth rate of around 18% even exceeds and thereby mar the brand image – even This cooperation among the sister that of new machines. The export share of the reputation of the company’s new companies also benefits the financial used machines exceeds 50%. Demand has equipment. This was one of the reasons services company Hommel CNQuickFinanz, recently soared not only in countries like why the Hommel Unverzagt group decided the services company ComLink Service Canada, the People’s Republic of China, to become active in this market by estab- and the sales companies Hommel CNC- Spain, the Czech Republic and in parts of lishing Hogema Gebrauchtmaschinen Technik, UVA Unverzagt, Hommel Präzision Asia but also in the USA and in neighboring European countries. Trading in used machine tools therefore offers significant opportunities that can be further increased by using more profess- ional methods, because in this respect – broadly speaking – there is still a lot of room for improvement. Against this back- ground, Hogema Maschinenhandel GmbH was established in 1990. Hogema Gebrauchtmaschinen GmbH is a subsidiary of the Hommel Unverzagt group, a manu- facturer-independent sales and customer service organization for CNC machine tools within the ThyssenKrupp Serv segment. Hogema Gebrauchtmaschinen GmbH pro- vides a broad spectrum of services and support focused on the purchase and sale of pre-owned machine tools for metal

Process flow plan of Hogema CNC-Gebrauchtmaschinen International (Fig. 2)

forum ThyssenKrupp 2/2001 87 Certified pre-owned CNC machines: The alternative to new equipment

Backup by the Hommel Unverzagt Group: Modular range of services equivalent to the new machine market (Fig. 3) from various manufacturers. Hogema furthermore provides its customers with the same range of services available to the new equipment customers of the Hommel Unverzagt Group. This includes:

Pre-sales services: technical and com- mercial consulting, financial consulting, time/profitability studies, accessories, customized leasing and financing models, machine insurance. Training and know-how transfer: introduction to operation/programming of the machines, CNC/CAD/CAM training, individual, one-on-one training. After-sales services: transportation, installation, commissioning, ServiceLine, troubleshooting, customized inspection and precisa CNC Werkzeugmaschinen. 3 Hogema’s products and maintenance agreements, spare Trade-in acquisitions of ThyssenKrupp and services parts management, customized add-on machines or third-party equipment, which warranties. are often the key to new-equipment sales, Hogema’s range of machines encom- are handled reliably by the pre-owned passes CNC lathes, milling machines/ The motto for used machines offered equipment company. What’s more, the machining centers, grinders and honing or by Hogema is like that for the new machine company’s expert knowledge of the market cross-grinding machines from all of the business within the Hommel group: The and machines in the pre-owned machines manufacturers sold by the Hommel customer gets whatever services the custo- sector allows precise calculations of Unverzagt Group as well as by other mer wants. That these services come at a residual values, and this in turn translates manufacturers. The majority of the mach- price goes without saying. into favorable financing terms and rates. ines originate in the product programs of Another advantage is more incidental: In the sister companies: Okuma, Okuma- special cases, for instance when deliveries Howa, Nakamura-Tome, Hwacheon, Fadal, are delayed or when orders are at a peak, Colchester, Okamoto, Kellenberger and Hogema’s machine rental service helps Sunnen. In many cases the machines are customers bridge the gap. obtained from expiring financing agree- Customers are the ultimate beneficiaries ments or as trade-ins and are no more of these mutual and synergistic effects. than ten years old. Every machine is sold in After all, these interlinked resources enable top condition and with a test certificate. the Hommel Unverzagt Group to live up to Hogema handles the acquisition and its claim of providing a full spectrum of sale on behalf of customers or on the services focused on profitable machining. company’s own initiative as well as the evaluation, corrective maintenance, reconditioning and brokering of machines

USP customer service: Highly efficient hotline support minimizes downtimes (Fig. 4)

forum ThyssenKrupp 2/2001 88 Certified pre-owned CNC machines: The alternative to new equipment

3.1 USP financial services and repair ComLink also provides special 4 The process billable services. These include machine- To ensure the liquidity of the customers specific maintenance agreements, each of 4.1 Acquisition/procurement independently of banks, Hogema offers its which is accompanied by a machine- customers flexible purchasing and insur- specific uptime guarantee of up to 98% The 12-member Hogema team does not ance models in exclusive cooperation with according to the VDI 3423 guideline wait passively for trade-ins to flow in from its sister company CNCQuickFinanz and the (VDI = German Engineers’ Association). its fellow sales companies. Instead the latter’s partner Deutsche Leasing AG. Another way of minimizing costly trading company takes the initiative The advantages of leasing are obvious: machine downtime is ServiceLine (a high- pursuing good pre-owned CNC machines No large tie-up of capital, no impact on the quality telephone support service available in the marketplace. The team uses balance sheet, reduced taxes. In a financ- in two versions, Basic and Premium). every available tool and a diversity of ed purchase the “pre-owned” equipment Unlike many hotlines, ServiceLine is approaches. Trade-in acquisitions are becomes the user’s property and can be reliably available ten hours daily. Its actively pursued with Hommel Unverzagt fully depreciated. The customer acquires highly qualified experts restore machine customers; alternatively these customers an asset while also protecting its own function over the telephone in verifiably may approach Hogema when requirements liquidity. Leasing and financed purchase over 60% of all cases. arise. Since customers’ machine tools are are available in four basic versions, so the Even beyond Germany’s borders registered with a complete history in the financing model can be attuned to the Hogema has the structures in place to customer service database of Hommel individual needs of the company. support used machines throughout their Unverzagt, an especially accurate machine Hogema’s pre-owned equipment life cycle. In Austria and Slovenia the evaluation is assured. Market prices are customers also have access to insurance required services are provided by precisa generally paid. services providing coverage against fire, CNC Werkzeugmaschinen GmbH a sister Hogema furthermore uses advertise- downtime or a machine crash. company. In other countries Hogema works ments or the internet to extend its search with selected service partners. activities into international markets. 3.2 USP customer support services

Customer support services for Hogema’s pre-owned machines are also the same as for the company’s new machines. These services are provided in collaboration with Hogema’s own technical staff, third- party service providers and ComLink Service GmbH, a sister company. Services can be modularly combined and include components such as installation, com- missioning and training of the operating personnel as well as programming courses for the user. The customer moreover has access to extensive after-sales service by ComLink Service. In addition to conventional services such as inspection, maintenance

Participation in international trade shows (Fig. 5)

forum ThyssenKrupp 2/2001 89 Certified pre-owned CNC machines: The alternative to new equipment

Rapid on-site service by experienced field service technicians (Fig. 6) sub-spindle, functioning of the turret index- practical workpiece-specific demonstra- ing, fan, chuck and clamping cylinder, tions on request. tailstock, the entire lubrication system, coolant system, chip conveyor and many 4.3 Sales structure other points. Measuring the geometry and operating times of the various components Nearly half of all Hogema machines find is also part of the general check-up. The new owners not far away within Germany – protocol is used to determine appropriate often customers of the Hommel Unverzagt measures based on application-related, Group. That is not surprising, since about technical and economic considerations. As 20,000 active machines at over 6,000 a rule these decisions concern the replace- customer organizations represent a ment of potential wear parts by OEM new dynamic market. Especially in combination parts. with the dependable support services by Virtually all of the technical inspections Hogema, these pre-owned machines in Searches are conducted either on Hoge- and tests of machines are conducted by their certified top condition provide comp- ma’s own initiative or against customer the company’s own technical experts in the anies with additional capabilities and the orders. Here the motto is: Virtually any kind Bremen technology center and at WIG in flexibility to respond swiftly to changing of CNC or conventional machine can be Cologne, an industrial maintenance production requirements. obtained on customer request. The company within ThyssenKrupp Serv. But well over 50% of the used machines company can live up to this due to its Uncommon and particularly complex tasks travel far afield. Demand has recently excellent international customer contacts. such as surface-grinding a bedway are soared especially in Canada, China, Spain, As a rule the machine is acquired by performed by specialized partner compa- the Czech Republic and parts of Asia. Hogema. In a minority of cases Hogema nies. An intensive test run is followed by a Machines are also being exported to the only acts as an intermediary. comprehensive machine acceptance test, USA and to neighboring European complete with a test log (certificate). countries. In this business, international 4.2 Technical procedures and Machines are always categorized according quality assurance to the quality classes defined by the FDM (German industry association for the Every incoming pre-owned machine is machine and tool wholesale trade). The first thoroughly cleaned before being tested rock-solid documentation of the individual by a Hogema engineer. This thorough pre-owned machines is a boon to custo- checkup is conducted systematically mers as it provides transparency about the according to a comprehensive protocol. machine and assures its reliability as a A Renishaw measurement system is used production tool. in testing machining centers. In what is Customers can personally check out the known as Q 10 testing, nearly all para- consistently excellent condition of Hogema meters are measured and displayed on the pre-owned machines at the company’s computer both graphically and numerically. technology centers in Cologne, Bremen The evaluation of lathes for instance and Schramberg. Just like in new machine includes criteria such as the external con- sales, competent professionals are dition of the machine, operating panel, available there for consulting – also scraper and slideways of the different axes, regarding issues relating to financing and running noises in the drives, spindle or service. These experts are pleased to give

Potential wear parts are replaced by high-quality OEM parts (Fig. 7)

forum ThyssenKrupp 2/2001 90 Certified pre-owned CNC machines: The alternative to new equipment

International hub for pre-owned machines: Hogema’s easily navigable website (Fig. 8) electronic marketplaces that provide inter- active virtual exchanges are commercial hubs the Hogema team uses successfully. Foremost among these marketplaces is the company’s own website at www.hogema.de. Up to 30 inquiries are received here daily. Its clear layout and intelligent search engines enable visitors to rapidly review the entire list of available machines or to apply search criteria that will pinpoint the particular machine they want. A typical line-up of 50 machines at any given time provides a very good chance of finding the right equipment. About 100 machines change hands through this efficient hub every year. The Hogema team also works with other internet exchanges. A particularly successful cooperation has developed with www.okuma-used.com, an affiliated, single-brand exchange managed by Hommel Unverzagt that benefits from a 5 Customer value to the comprehensive financing and convenient layout similar to Hogema’s own support services, which are equivalent to online marketplace. Another site that is The lower investment for pre-owned those offered alongside new machine sales proving increasingly useful is www.machi- machine tools can certainly enhance the and provide Hogema with a unique selling neStock.com. This is the new portal of the financial flexibility of companies. But in proposition. pre-owned machine working group of the many case this is offset by considerations In addition to a high degree of well- FDM, which pursues no commercial concerning quality, trouble-free justified confidence, Hogema customers interests of its own and has about 300 commissioning, performance in actual use, also enjoy a maximum in flexibility as a members. The more than 5,000 uptime reliability, warranty and support result of the modest tie-up of capital and immediately available machines from services including concerns about long- prompt availability. All good reasons why different manufacturers are listed on this term availability of spare parts. Hogema has detected a definite increase in dealer-owned platform. It is precisely these – entirely rational – the acceptance of pre-owned machines – reservations of cautious decision-makers even among large companies that have which Hogema is dispelling by its highly traditionally invested exclusively in new professional approach. Trustworthy equipment. inspections with certification, live demos and work trials, a large stock of spares and replacement parts and a network of comp- etent technicians provide customers in the pre-owned machine market with an exceptional degree of assurance. Added to these are the financial advantages related

forum ThyssenKrupp 2/2001 TK

forum – Technische Mitteilungen ThyssenKrupp

Content Volume 3 / 2001 Issue/Page

Algenstaedt, C. E-commerce as a success factor in future materials marketing at Thyssen Schulte 1/67

Bartels, R. J. Manufacturing flexibility in powertrain production 2/26

Bastin, A. E-business solution for the transport industry: Telematics-based fleet management using the internet and online planning 1/73

Batres, U. CENDI – an organization created to promote the development of the stainless steel market in Mexico 1/27

Baumann, A. Organized decentralized purchasing via the internet at Krupp Presta 1/46

Berger, M. see Bartels, R. J.

Birkert, A. Hydroforming Knowledge Store 1/41

Bork, M. New applications of high-pressure extraction 2/31

Braun, M. Research and testing vessel from Thyssen Nordseewerke 2/68

Brewka, Chr. Krupp Canada supplies the world’s largest downhill conveyor system 2/49

Brill, U. WDISweb: Searching for the optimum material on the internet 1/31

Bussmann, B. SVI Noord-Brabant sewage sludge incineration plant, Netherlands 2/56

Cebulla, A. see Bastin, A.

Deimel, Th. Service product “impact performance” – hydraulic hammer with integrated electronic evaluation unit for remote transmission of performance data 1/62

Dejaco, S. The new modular steering column from Krupp Presta 1/51

Dierkes, H. see Bork, M.

Dorighi, D. Online Sales at ThyssenKrupp Stahl 1/09

Euler-Schreiter, D. Innovative elevators and escalators for a safe future 2/13

Giger, H. see Baumann, A.

Halbleib, A. Developing the future in cement manufacturing technology 2/41

Hebel, A.-Th. E-purchasing at ThyssenKrupp Stahl via the internet-based “W3AS” online RFQ system 1/13

Hedding, K. E-Business@Hoesch Hohenlimburg 1/21

Henßen, G. Membrane electrolysis – innovation for the chlor-alkali industry 2/36

Hernandez, C. see Batres, U.

Hollung, A. see Braun, M.

Humberg, H. see Brill, U.

Jacke, R. E-procurement at ThyssenKrupp Stahl by means of electronic catalogues on the intranet and internet 1/17

Jungemann, L. B2B in industrial plant construction - spare parts distribution for cement works 1/58

Körner, J.-P. see Bork, M.

Kracht, W. Transrapid – innovative rail technology for the world market 2/79

forum ThyssenKrupp 2/2001 forum – Technische Mitteilungen ThyssenKrupp, Content Volume 3 / 2001 - continued

Issue/Page

Kripzak, B. see Jungemann, L.

Laukas, P. see Baumann, A.

Lemm, K. see Jungemann, L.

Leonhardt, S. see Birkert, A.

Löser, F. see Kracht, W.

Ludescher, E. see Baumann, A.

Maas, U. see Halbleib, A.

Magallón, J. R. ThyssenKrupp Airport Systems passenger boarding bridges at Düsseldorf International Airport 2/18

Mehl, R. The “Sachsen” – impressions from the sea trials 2/63

Miller, L. see Kracht, W.

Müller-Beckhoff, R. see Jacke, R. und Hebel, A.-Th.

Nünnerich, P. see Bork, M.

Orthmann, K. Bilstein shock absorbers via www.Bilstein.de 1/36

Prokop, H.-J. see Deimel, Th.

Rollmann, J. Environmentally friendly marine propulsion systems rely on large-diameter antifriction bearings from Hoesch Rothe Erde 2/74

Sainz, A. see Magallón, J. R.

Schilling, J. see Bussmann, B.

Schmidt, W. Certified pre-owned CNC machines: The alternative to new equipment 2/85

Schneiders, K. see Henßen, G.

Scholley, H.-F. von The EVOLUTION® traffic elevator for railroad station platforms from Thyssen Aufzugswerke 2/09

Schulz, J. SerKom – the mobile communication solution for service engineers 1/54

Shehata, M. see Brewka, Chr.

Solèr, I. see Baumann, A.

Steinhagen, V. see Bork, M.

Sünkel, R. see Birkert, A.

Thelen, D. see Baumann, A.

Truetsch, K. see Birkert, A.

Wippermann, St. see Dorighi, D.

Worpenberg, F. “DUAL” and LOWRIDER”, two new passenger boarding bridges for small and medium passenger aircraft 2/22

Zimmermann, A. see Henßen, G.

Zurhove, F.-J. see Halbleib, A.

forum ThyssenKrupp 2/2001