“New Harbour” in Doha/Qatar - Putzmeister Holding GmbH

Edition 83
The magazine by Putzmeister Holding GmbH
1
Largest ship tunnel in
Europe
A giant is born:
Telebelt 200
The technical future
at Putzmeister
How waste is converted into
high-quality biomass
“Big Block Builder”:
Four TBS 130 Telebelt on site
at the mammoth project
“New Harbour” in Doha/Qatar
PM 4452 GB

Content
Content
2 3
Title story
“New Harbour” in Doha/Qatar:
Four Telebelt TBS 130 on site 4
On site
German Unity Transport Project 8:
Tunnel construction for the new high speed ICE rail link
between Nuremberg and Berlin 10
Lusatian Lakeland:
Largest ship tunnel in Europe 13
Putzmeister Industrial Technology
Qatar builds giant
harbour in Doha
10
New high speed
ICE rail link
Nuremberg-Berlin
Single piston solids pump EKO 1060 PP:
Putzmeister converts waste into
high-quality biomass in five steps 16
4
Imprint:
4
5
Outlook
The technical future at Putzmeister:
An Interview with Dr. Gerald Karch, CTO 18
News
Published by:
Putzmeister Holding GmbH
Max-Eyth-Str. 10
72631 Aichtal · Germany
Editing/layout/typesetting:
Petra Montag
Putzmeister Holding GmbH
Bauma 2013:
Putzmeister on almost 5,000 m 2 of exhibition space 21
Technology
Telebelt TB 200:
Mehr Vorteile und zusätzlicher Nutzen 22
Mortar machines
Open House at Putzmeister Mörtelmaschinen 26
Mixokret M 740 D: Best floor screed pump 2012 27
Back view
About 30 years ago:
Putzmeister and the Eurotunnel 28
Printed by:
Offizin Scheufele GmbH & Co. KG
Tränkestr. 17
70597 Stuttgart · Germany
All rights and technical modifications
reserved.
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Some of the illustrations show special
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© by Putzmeister Holding GmbH 2012
Printed in Germany (61212)
13
Largest ship tunnel
in Europe
6
16
Waste becomes
high-quality
biomass
7
Photo credits / Imprint 2
Photo credits:
All illustrations are subject to copyright of
Putzmeister Holding GmbH unless otherwise
stated.
1, 2, 8 – 14: Construction Machinery Middle East
3, 15 – 18: ALPINE BeMo Tunnelling GmbH
4, 20 – 22: Steffen Rasche, Senftenberg
19, 23: LMBV
24: LMBV/Peter Radke, Hoyerswerda
18
An interview with
Dr. Karch / CTO
22
The red giant:
Telebelt 200
2 3

Rubrik Title story
Title Rubrik story
“Big Block Builder”:
Four TBS 130 Telebelt
in action during the
mammoth project “New
Harbour” in Doha/Qatar
[The following text is based on a report from CMME,
edition 08/2012]
The long wait for the start of the World
Cup in 2022 and the reorganisation of
the “Qatar National Vision 2030” master
plan to invest in the future of the country
planted the seed of doubt in the minds of
many people as to whether the optimism
of the last year was actually genuine or
simply an illusion.
Projects such as the new international
airport in Doha, which is scheduled to
open on 18.12.2012 (a Qatar national
holiday) as well as the current deluge of
infrastructure contracts
and a huge project
for a new harbour in
Doha show that Qatar
is really serious
about
g e t t i n g
things moving.
The existing harbour is located in the
heart of the city and severely restricts the
economical development of the country.
Once the new harbour is finished, Qatar
can finally meet its obligations of delivering
the stadia, hotels and infrastructure
required by FIFA for the World Cup in
2022. In terms of cargo, the equivalent
of six million 20-foot containers will be
handled every year.
In July 2012, the first prefabricated concrete
block was laid in the 8 km long
quay wall. A total of 35,000 blocks are
required for the new quay wall – each
one weighs between 40 and 90 tons and
represents a logistical nightmare!
In the summer of 2012, a team
from the magazine CMME
(Construction Machinery
Middle East) visited the site of
the ambitious “New Harbour”
project to meet the organisational
team responsible
for operating the four
Putzmeister Telebelt
TBS 130 machines.
The project manager
from FBA (Fahad
Bin Abdulla
8
7
4 5

Title story
Title story
Ready Mix) Khalid Ali talked about the
large project. Together with subcontractor
China Harbour Company, FBA is responsible
for supplying and pouring four
million cubic metres of concrete on site.
“The government wants to make this
project one of the largest in the Gulf”,
explains Khalid Ali.
“The first phase of the project started
in 2011 and completion is scheduled for
2016. The harbour will cost somewhere
in the region of 25.6 billion riyal (7 billion
US dollars) and cover a surface area
of around 25 km 2 by the end of the first
phase.”
He adds “Since January, China Harbour
has managed to excavate about half a
million of the four million cubic metres
of concrete required for the project.”
“The large quantities of earth dug from
the site will be used at another location”,
explains Ali. “That alone is a huge
undertaking. China Harbour has almost
300 machines in operation.”
A wall made of finished concrete parts
will be built for the new harbour and the
area behind the wall will be further excavated
and then backfilled. A concrete
p Don Matthews, Khalid Ali, Khodor Ali Taki, Louis Franssen (from left to right)
q The huge giant concrete blocks wait side by side: a total of 35,000 blocks will be
needed to build the new quay wall.
9
wall for a pier will also be constructed
while a breakwater will protect the ships
in the harbour. The actual harbour will
consist of a range of navigational structures
and business premises.
The project manager explains that the
most notable contribution of the FBA
in the project is the three years it will
take to pour three million cubic metres
of prefabricated blocks, which will then
be used for various purposes.
FBA is currently working on the quay
wall, which will require approx. 1.8 million
cubic metres of concrete alone.
“It really is a huge project. Qatar has large
reserves of capital and projects of this
kind are a real statement of intent.”
In spite of the significant delays often
experienced in Qatar, the company can
already see a change in material prices.
“Last year the price for finished concrete
was 380 riyal per cubic metre – the price
has now decreased by 80 riyal”, explains
Khalid Ali.
To the new harbour
Later on, the team from CMME travelled
q The quick delivery rate of the Telebelt
to the coast with Louis Franssen and
(up to 275 m 3 /h) is just right for the
Khodor Ali Taki, After Sales & Services
large volumes of concrete required for
Manager from Putzmeister Middle East
this project.
10 11
and the “Telebelt guru” from Putzmeister
America, Don Matthews, to have a
closer look at the project in person.
China Harbour is very careful about
security. Beyond the gates, a long road
winds all the way up to the enormous
concreting site. Hills and embankments
deposited by dozens of large diggers
block the view of the sea to the west.
The Chinese company has everything
under control and is worth every penny
of the 3.2 billion riyal covered outlined in
the contract. The project includes work
to excavate the dockyard to a depth of 17
m and build the wharf. Other operations
in progress include canal digging work,
the construction of a 2.7 km long breakwater
and the removal of 3 million cubic
metres of rock and sand.
The size of the site and machinery is
breathtaking. The cranes that set the solid
concrete blocks are colossal and the
inland area where the blocks are cast in
formwork is vast.
The large concrete mixing plant consisting
of two Sany 180 Eco mixing units
is situated about one kilometre away.
The Sany unit beat off fierce competition
from the UAE and China to secure the
harbour contract and will also supply
concrete for the construction of the Doha
stadium from 2014 onwards.
Masses of concrete blocks
The 2 m high blocks are arranged tidily
in identical rows. Each block has a
“nub” on the top and a corresponding
recess on the underside so that the wall
can be constructed like a large Lego
structure. The voids are then filled with
soil. Gantry cranes “patrol” above the
rows of blocks and will spend a month
loading the hardened finished products
onto large trucks so they can be transported
quickly to the right location.
It all sounds relatively simple but production
operates at the highest level and
maximum speed. FBA manufactures
the actual blocks into individual shapes
using the Telebelt from Putzmeister (a
total of four TBS 130 machines), the first
time the machine has operated in Qatar.
Built in the USA and Germany, the ma-
Fahad Bin Abdulla
Ready Mix Concrete & Block Factory
Founded more than 30 years ago in
Doha, Qatar, the “Fahad Bin Abdulla
Group of Companies“ has become active
in many fields around the Arabian
Gulf: from the real estate business and
high-performance mixing equipment
for making ready-mix concrete across
the whole of Qatar to commercial activities
in the wood, aluminium, hollow
finished part, transport, carpentry and
construction sectors.
6 7

Title story
Title story
13
chine is perfect for this job because it
uses a conveyor belt instead of a pump
and transports the unpumpable bulk
concrete more quickly and efficiently.
The machine can deliver up to 275 m 3 of
concrete per hour.
The advantages of the Telebelt quickly
become clear during operation. The
truck mixers arrive in convoy and seamlessly
empty their loads at the filling
hopper one after the other within a very
short time. Like a concrete pump, the
Telebelt is also operated with a radio remote
control.
Speed is almost always the most important
aspect of filling formwork and the
Telebelt does not disappoint. The concreting
team positioned directly above the
placement site ensures that the concrete
hardens as evenly as possible. When the
block is complete, the belt swings 180
degrees to an empty formwork on the
opposite side and the placing of concrete
starts again.
The process will be repeated day and
night over the next few years. A hard
and monotonous job, but essential for
Qatar‘s visions to take shape. n
Qatar National Vision 2030
In 2008, Qatar launched a mediumterm
program to develop an efficient
infrastructure under the motto
“Qatar National Vision 2030”. With
estimated costs of 50 billion US dollars,
Qatar should become one of
the most modern desert states in the
world.
The pillars of QNV
q The reliable TBS 130 tirelessly delivers
concrete into the immense formworks.
p The concrete mixing plant with two
Sany 180 Eco mixing systems supplies
concrete to the large site almost seamlessly.
12
Technical data
Telebelt TBS 130
Range at 0°
Max. delivery rate at 0°
Water tank volume
Feed conveyor
Feed conveyor length
Feed conveyor width
38.56 m
275 m³/h
644 l
active
11.6 m
457 mm
14
Economic development
Development of a competitive and
highly diverse economy capable
of meeting the current and future
needs of the population and providing
a high standard of living for
everyone
Social development
Development of a fair and responsible
society with high moral values
that is capable of playing a significant
role in the global development
of partnerships
Human development
Development of the population to
maintain a successful society
Environmental development
Management of harmonious interaction
between economic growth, social
development and environmental
protection
8 9

On site
On site
German Unity Transport Project 8:
Tunnel construction for the new high
speed ICE rail link between Nuremberg
and Berlin
a mat was used to form a protective layer
over the seal. The filling concrete
was placed directly behind the foot
formwork carriage in sections to create
an ideal area for follow-up work on the
inner shell. The company Kern provided
the fleet of machines for the inner shell,
which were set up in the north while
work was already underway and then
supplied from that end.
Vaulting concrete
16
[ALPINE BeMo Tunnelling GmbH, Site manager
Claus Melzer, August 2012]
The new high speed rail link between
Ebensfeld and Erfurt is 107 km long,
passes through 22 tunnels with a total
length of 41 km and over 29 viaducts
with a total length of 12 km. The 1.3 km
long Baumleite tunnel is located on the
edge of the Thuringian Forest between
the Thuringian communities of Theuern,
Truckenthal and Grümpen. A 40 m deep
shaft structure as well as crossways and
escape tunnels have been built next to
the twin-track main tunnel.
DB Netz AG commissioned ALPINE BeMo
Tunnelling GmbH, Niederlassung West
(formerly Beton- und Monierbau Innsbruck
GmbH, NLW) to construct the
Baumleite tunnel.
Inner shell
As specified in the tender, areas of the
inner shell with more than 30 cm of
water were lined with plastic sealing
membranes and an impermeable concrete
structure. The entrance blocks and
the first mined blocks were intended to
form an impermeable concrete structure.
The two inner shells were 45 cm and 60
cm thick and a 45 cm thick shell was
added to the structure, extending up to
the edges. A total of about 43,000 m³ of
inner shell concrete, 2,000 t of concrete
reinforcements and 26,000 m³ of filling
concrete were placed.
For logistical reasons, it was necessary
to service the tunnel from both ends. In
the south, an additional storage area was
created so that the seal and concrete reinforcements
in the tunnel floor could be
installed from this end. It was therefore
necessary to place a levelling layer beforehand
using a vibrating beam and a
stiff C20/25 concrete - a task which was
completed after 10 days of continuous
operation. Instead of protective concrete,
It was possible to adapt the fleet of commissioned
formwork carriages according
to requirements. The concrete reinforcement
carriage was equipped with a pallet
truck. The weight of the vaulting carriage
was 140 kN/m² due to the concreting
technology used. Particular attention
was paid to keeping the stopend formwork
as lightweight and manageable as
possible in spite of high static requirements.
A folding support member was
used at the critical point along the foot
section. Steel girders were used in the
remaining section up to the abutment so
that 80 mm thick facing timber could be
used. The steel girders in the roof area
were replaced with timber girders due to
p M 24 at the north entrance
Inner shell concrete formula:
C30/37X0 XC4 XF1 XA1
320 kg/m³ CEM II/A-S 42,5 R
Deuna PZ Doppel
35 kg/m³ SFA Schwenk Zement KG
(Kremer)
167 l/m³ water
799 kg/m³ 0/2
306 kg/m³ 2/8
685 kg/m³ 8/16
1,15 % Sky 651 BASF
15
17
10 11

On site
On site
the lower load on the stopend formwork.
A Putzmeister BSA 1408 E stationary
concrete pump was responsible for concreting
the 12.5 m long vaulting blocks,
each with a maximum volume of 250 m³.
Concrete for the escape tunnel floor
The small cross section, all-round seal
and installation of the extinguishing water
lines and cable conduits in the cross
section of the inverted arch presented a
particular challenge. A standard solution
would be a continuous recess for
the lines and conventional formwork in
blocks. Here the sealing, reinforcement
and concreting work would have been
performed in the smallest of spaces. Instead,
the sealing components for the
entire floor of the escape tunnel were
prefabricated beforehand and then covered
by a protective concrete layer 15
cm thick (shown in blue in the illustration
below). The outer reinforcing layer
was installed in sections. The team then
erected the support cage (shown in red
in the following illustration), which was
anchored accurately into position by
support concrete. The cable conduits
and the extinguishing water line were
tied to the support cage to retain them
in position as well as provide buoyancy
protection. Separating elements from
Contec were used to manufacture the
expansion joint. Finally the inner reinforcing
layer was laid, followed by the
concreting work. This method was used
to manufacture all five AT 6 blocks.
Working on the inner shell
of the escape tunnel arch
The inner shell of the escape tunnel arch
was manufactured using a new steel
formwork carriage supplied by Kern.
The system is designed so that the formwork
consists of 2 x 5.0 m parts and a
moving undercarriage. Work started on
three blocks for crossway NA 3, each
5 m in size. The second formwork for
the 10 m NA 3 control blocks was then
erected. The undercarriage was removed
from the formwork during concreting
to allow more space for the concreting
work. n
18
ÄÄBaumleite tunnel
The geology of the Baumleite tunnel
construction site consists primarily of
Knau limestone and marlstone. The
design is pressure-tight and the inner
shell is covered with an all-round
seal. An emergency exit in the form of
a shaft was built to safeguard the tunnel.
Operations started in the north
entrance working towards the south.
The north and south entrances were
adapted to the topographic conditions.
The maximum height of the
recess was 19 metres. The south
entrance is lined with finished parts.
The emergency exit is an escape shaft
about 40 metres in height.
A concrete ring tilting outwards was
installed in the roof area at the tunnel
entrance.
Baumleite tunnel facts and figures
Construction method excavation
Length
1,317 m
Maximum overlap
30 m
Flow speed
300 km/h
Tunnel breakthrough 7/2010
Route opens 2017
Largest ship tunnel
in Europe in the
Lusatian Lakeland
[Lausitzer Rundschau 05.04.2012 / Kathleen Weser]
The upper crowns of the immense shipping
tunnel between the Sedlitz and
Grossräschen Lakes (canal 11) were put
into position in April 2012. At 186 metres
in length, the tunnel was designed for
passenger ships in the Lusatian Lakeland
and although only the second longest
in Europe, it is still the largest. The Weilburger
ship tunnel along the Lahn river
is nine metres longer, but is only suitable
for small craft.
[Senftenberg/Sedlitz] It took six weeks
to prepare for the transportation of the
upper crowns to the tunnel over canal
11 between the Sedlitz and Grossräschen
Lakes. The steel and concrete components
rolled onto the construction site on
the night of 4 April. Within five hours,
a crane had hoisted the first two conical
concrete chimneys onto the roof of the
tunnel in broad daylight. With a diameter
of 3.5 metres and weighing between
13 and 15 tons, transportation of the
heavyweights along the public roads of
Halberstadt in Lusatia was only just possible.
At seven metres in diameter, the
even larger upper crowns positioned at
either side of the tracks at the centre of
the tunnel had to be cast on site.
Daylight and fire prevention
Gazing at the concrete towers with an
obvious sense of satisfaction, Jan Masnica,
project manager from the LMBV
(Lusatian and Central German Mining
Administration Company) declared that
the “problem of the fire prevention requirements
has been solved exceptional-
ÄÄThe Lusatian Lakeland ...
...is an artificially created lake district
between Berlin and Dresden. By 2018,
the flooding of decommissioned open
cast mines in the Lusatian coal fields
should create Europe‘s largest artificial
water landscape and the fourth
largest lake district in Germany.
Some of the lakes have already
reached their final water level, while
others may take a few years to fill
completely.
[Source: wikipedia.de]
ÄÄwww.lausitzerseenland.de
19
Neubaustrecke Ebensfeld–Erfurt
Tunnel Müß
Tunnel Baumleite
More information about the
German Unity 8 transport project:
ÄÄwww.vde8.de
q The M 20 with flexible boom is the perfect machine for concreting wall segments
under the train track. Image: Steffen Rasche/Senftenberg
20
Frankfurt
am Main
VDE 8 Neubaustrecke
VDE 8 Ausbaustrecke
Halle (Saale)
Erfurt
Magdeburg
Gröbers
Tunnel Baumleite
Tunnel Müß
Hamburg /Rostock
Berlin
Lutherstadt
Wittenberg
Leipzig
Dresden
Die Neubaustrecke (NBS) Ebensfeld–Erfurt besteht zu
einem Großteil aus Ingenieurbauwerken. Es werden
insgesamt 22 Tunnel und 29 Brücken errichtet.
Tunnel Müß
Der Tunnel Müß liegt zwischen den Gemeinden Grümpen
und Roth/Döhlau im Landkreis Sonneberg (Thüringen).
Die geologischen Verhältnisse sind durch massige Sandsteine
mit zwischengelagerten Tonsteinen geprägt.
Wegen vorhandenen Schicht- und Grundwassers ist die
Innenschale mit einer sogenannten Regenschirmabdichtung
versehen. Die Sohlplatte mit Sohl filter dient der
Grundwasserentspannung. Der Vortrieb erfolgte vom
Nordportal in Richtung Süden. Der Aushub gelangte direkt
zur unmittelbar benachbarten Deponie Müß. Die beiden
Portale wurden in ihrer Lage auf die topografischen Verhältnisse
abgestimmt. Die Höhe des Einschnittes im Süden
beträgt beim bergmännischen Anschlag 19 Meter. Das
Süd portal hat eine Verkleidung mit Fertigteilen. Der bergmännische
Anschlag beim Nordportal wurde so gewählt,
das er im Festgestein und nicht in den nördlich anstehenden
Lockergesteinen zu liegen kommt. Die Überlagerung
des Tunnels beträgt maximal 22 Meter.
Coburg
Ebensfeld
Bamberg
Forchheim
Fürth
Nürnberg
München /Verona
Verkehrsprojekt Deutsche Einheit (VDE) Nr. 8
Aus-/Neubaustrecke
Nürnberg–Erfurt–Leipzig /Halle–Berlin
Figure:
Deutsche Bahn AG
Dieses Projekt wird kofinanziert von der Europäischen Union
Europäischer Fonds zur regionalen Entwicklung (EFRE)
Tunnel Baumleite Bau der Innenschale, 2011
Tunnel Baumleite
Der Tunnel Baumleite befindet sich zwischen den Gemeinden
Theuern, Truckenthal und Grümpen. Die Geologie
dieser Baustelle zeigt sich mit Knauerkalkstein und Mergelstein.
Die Auslegung wird druckdicht, die Innenschale
mit einer Rundumabdichtung versehen. Zur Sicherung
des Tunnels wurde ein Notausgang als Schacht gebaut.
Der Vortrieb begann vom Nordportal in Richtung Süden.
Der Aushub gelangte vom Nordportal direkt auf die
12 13

On site
On site
21
p Concrete chimneys were positioned on the tunnel roof to let in daylight and allow
smoke to escape in the event of a fire. Image: Steffen Rasche/Senftenberg
ly well”. He very much liked the combination
of extraneous light and effect
of the chimneys. Because the tunnel is
so long, it was a real challenge to provide
an outlet for smoke to escape in the
event of a fire and eliminate the risk of
asphyxiation for those inside the tunnel.
“Most ship parts are made of plastic that
generates extremely poisonous gases
when burnt”, explains the project manager,
who previously worked by Lake
Berzdorf in East Saxony where he was
responsible for the reconstruction of
the tar disposal site at Terpe. The new
construction site between Sedlitz and
Grossräschen Lake struck an immediate
chord with the mining engineer – especially
because an undulating row of
light pillars will be installed along the
curved canal. From the elevated dump
located two kilometres away, Jan Masnica
observed the lighting test conducted
at the information point on the edge of
the Meuro open cast mine. “It‘s going to
look great” he says, still overwhelmed by
the overall impression.
Topsy-turvy world
At this stage, the last of the concreting
in the ship tunnel has been completed.
The technology used was unusual. The
railway to Cottbus that passes over the
tunnel was blocked for a short time while
the last segments of the tunnel were
placed in position from the top. The
enormous sheet pile walls driven into
the ground so that tunnelling under the
main arterial roads could begin, were
immediately fitted with a concrete cover
so that the trains could pass over them
safely. The steel mesh and concrete for
the 80 sections of tunnel wall were installed
on the foundation at a later stage.
“The technology is very special and
also makes the construction site more
complex”, explains Thomas Kästner,
an engineer responsible for supervising
construction. The main body of the tunnel
is almost finished – the technical
equipment and pavement (walkway)
whose railings will accommodate the
light pillars should be completed by the
end of the year.
22
Canal site made safe
The sloping ground on the site where
construction of the ship canal leading
to the Sedlitz Lake is taking place has
been made safe, which means that the
loosely bedded sand from the spoil pile
above the once exposed coal seam of the
old open cast mine now has a solid grain
structure.
“The vibro-compaction work is now
complete”, confirms project manager
Jan Masnica.
Halfway through April, a drop plate was
installed in the area around the canal
bed east of federal highway 169 so that
the trench for the future waterway can
be excavated. n
ÄÄThrough the tunnel by boat
The 1.200 metre long navigable canal
between the Sedlitz and Grossräschen
Lakes (canal 11) will pass under the
railway line between Senftenberg and
Cottbus as well as federal highway
169. At 186 metres in length, the already
completed navigable tunnel is
one of the most impressive structures
of its kind in Europe. However, the
largest navigable tunnel remains the
Weilburger ship tunnel on the Lahn
river (195 metres, built in 1847). The
tunnel and foundation soil for the canal
bed towards Sedlitz Lake (sloping
area) should be finished by the end
of 2012. Work on the canal inlet to
24
the Grossräschen Lake (undisturbed
ground) will start this year and finish
in 2013. The LSB (Joint Board for Lusatian
Lakeland in Brandenburg ) is
the organisation responsible for building
the ship tunnel, while the LMBV
(Lusatian and Central German Mining
Administration Company) has the task
of managing the project, including the
hydrological connection of the two
lakes.
23
07.2011
t Passenger ships will travel between
the lakes through the tunnel while the
train line runs over the top.
Image: Steffen Rasche/Senftenberg
07.2012
14 15

Putzmeister Industrial Technology
Putzmeister Industrial Technology
p Biological waste can look like this:
Leftover and spoiled food mixed with
foreign objects
p Perfect: The actual biomass substrate
after pressing in the EKO 1060 PP
25
26
27
How is organic waste
turned into biomass?
Foreign objects severely impair the process
of extruding methane from biomass
consisting of leftover food, spoiled food
or other organic waste.
Leftover food mixed with packaged food
is processed in the BioPower (Bernau,
Germany), M.U.T. (Kössen, Austria) and
Bioenergie (Schlitters, Austria) plants.
During the process, spoiled food is removed
from packaging in a separate subprocess
(separator) whereby a high density
solids pump conveys the solid parts (e.g.
packaging and plastic contain ers, glass,
paper and aluminium foil) into a container.
The substrate (the valuable residual
material) flows through the pressing
cylinder where it is transferred to a fermenter
by a high density solids pump.
The organic matter can be boiled and
pressed again to extract the residual biological
waste. Finally, the remaining
packaging material is transported to a
domestic waste incineration plant for
disposal.
28
Putzmeister converts waste into
high-quality biomass in five steps
Leftover food, spoiled food and other organic waste products can be used as valuable biomass. However, sometimes the
products are still in their packaging or mixed with crockery and cutlery. These foreign objects impair the process of extruding
methane from the biomass because they reduce the active volume and efficiency of the plant.
Here are five simplified steps that show how the EKO 1060 PP efficiently separates the actual biomass from foreign objects.
1. The processed biomass flows into the
cylinder chamber on the EKO 1060 PP. The
delivery piston is located in the rear position
while the shut-off gate valve is closed.
1
29
Supply line for the processed or
pulverised biomass
Perforated
cylinder with
spray guard
2. The delivery piston then moves forwards.
The biomass is compressed and already
begins to pass through the holes in
the perforated cylinder. The shut-off gate
valve is closed.
2
p The remainder is discarded:
Packaging and other foreign objects
Feed opening
Gate
valve
3. The delivery piston then plunges into
the perforated cylinder. The biomass is
compressed further and the organic portion
is pressed through the holes in the cylinder.
Any inert foreign objects, i.e. stable
and non-reactive under the current conditions,
remain in the cylinder.
3
4. The shut-off gate valve opens. The foreign
objects are then ejected into the delivery
line where they are “boiled” to hydrolyse
any remaining biomass and separate it
from the foreign objects during an additional
pressing process.
4
5
5. The delivery piston moves back to the
forward position and the process starts
again from the beginning.
Delivery line for the
biomass substrate
Line for foreign
16
objects
17

Outlook
Outlook
30
32
The technical future
at Putzmeister
An interview with Dr. Gerald Karch, CTO
u Dr. Karch, Putzmeister would like
to further consolidate the company's
po sition on the market over the next few
years. What is the current product strategy?
Following the takeover of the German
truck mixer manufacturer Intermix, we
began to expand our scope of business
activities to every facet of the concrete
production sector. Mr Schmid-Lindenmayer,
an experienced Putzmeister employee,
took over management of the
new Concrete Mixing and Plant Technology
division.
We are currently in the middle of
modern ising the entire product portfolio
in our core business sector of concrete
pumps. The gross weight of the machine
plays a central role here. Extending the
height of the boom using the smallest
possible number of axles with a suitable
payload is the most simple solution – something
that was often overlooked in the
past, also among our competitors.
The Putzmeister Underground Concreting
division will continue to expand the
product range for the mining sector by
adding new products such as a special
mixer for mining applications.
The trend in the industrial sector is
leaning sharply towards higher performance
data, i.e. conveying greater quantities
at higher pressures.
In the mortar machine sector, we have
consolidated the three brands of Putzmeister,
Brinkmann and Lancy. Offering
customers the correct product is our
main objective here: with Brinkmann
as the brand for screed, Lancy based in
France the specialist for worm pumps
and Putzmeister the universal supplier
of high-quality mortar machines.
u Following the takeover of Intermix,
does Putzmeister plan to acquire other
smaller high-tech companies?
Putzmeister viewed the takeover of Intermix
from Hans Georg Stetter, son of
the truck mixer pioneer, as an ideal opportunity
to integrate a well-established
company into the Putzmeister Group.
We will definitely show an interest in
any similar hidden gems on the market
in the future.
u PM's completely overhauled machine
platform has enjoyed great success
on the market since mid 2011. What innovations
can we look forward to in 2013?
During the economic crisis, we began to
revise our machine portfolio to incorporate
more appealing concreting technology.
The decision to invest money and put
the entire range of machines on a new
footing in spite of the precarious financial
climate was not easy, but in retrospect
it was the right decision to make. We
will also need some more time to bring
all the machines up to date. All these
developments are designed to improve
machine functionality for the customer.
As already mentioned, one fundamental
characteristic is the machine weight.
We will launch a completely redesigned
stationary boom onto the market with a
lightweight design that can be hoisted by
a standard crane even though it does not
incorporate a coupling joint. In the area
of control technology, the design of controls
for small stationary pumps will be
completely overhauled. The remote control
for our pumps will be improved with
a more lightweight, user-friendly design
and a selection of new functions to make
the work of the machine operator much
easier. That's all I want to reveal at this
point.
u Can you give us an idea of what to
expect at the bauma 2013 exhibition?
How will PM be represented at the most
important exhibition for construction
machinery?
The new portfolio of concrete pumps
and associated customer benefits will be
the central theme of the Bauma 2013 exhibition.
It will be an exhibition for “touching
and feeling”. “Feel the Elephant” is
an important motto for us. We look forward
to talking to our customers, listening
to their wishes and discussing the
benefits of the new machines. We will
be displaying all our new products and
machine models over a considerably larger
exhibition space. Mixing technology
will also be represented. The highlight of
the exhibition will be the presentation of
the machine with the longest 5-section
boom on a three-axle chassis approved
to travel on European roads.
Putzmeister is a financially stable, independent
global company that presents
itself as a reliable, innovative partner
with high quality standards and a direct
focus on customer orientation.
u What are the future prospects for
construction machinery? What are the
most important trends on the market?
When we look at Europe today, safety
and environmental legislation are the
obvious driving factors. New standards,
Machinery Directives and emission standard
IIIB are just some of the key issues.
Some construction companies have had
to reserve more than 50 % of their development
resources for the introduction
of emission standard IIIB for diesel engines,
for example. The machines had
to be partly redesigned due to the size
of the units. Redesigning the machinery
has been even more difficult since the introduction
of Euro VI engines for trucks
because the pumps must be even more
lightweight. Our new machines already
take this weight increase into consideration.
From March 2013, the new Standard
12001 concrete pumps will ensure
greater machine safety. Operators must
remember that they are liable for ensuring
that any machines they purchase
conform with this new standard. Putzmeister
machines are equipped with all
the relevant sensors and give operators
assurance that the machines conform
with the relevant standards.
We will continue to work intensively
31 33
18 19

Outlook
News
on improving durability, reducing wear
and providing exceptional functionality
for customers in order to measure up to
their high standards.
u What influence does the takeover
by Sany have on your work? What strategic
advantages have emerged? Are Sany
developers already cooperating with
your team?
There were some important decisions
to make following the takeover by Sany.
Perhaps the most important was: “Putzmeister
will always be involved in the
construction of machines with the Putzmeister
name”, which means that in the
future, Putzmeister machines will continue
to be developed by Putzmeister in
Germany and built in a Putzmeister factory.
We are currently working on some
joint projects with developers from Sany
to strengthen Sany's position on the Chinese
market. However, this is only possible
to a limited extend because the main
task of the Putzmeister development
department is developing machines for
Putzmeister customers.
u Dr. Karch, you travel around the
world quite a lot. How many days have
you spent abroad this year? How can you
incorporate the various country-specific
differences into the technical requirements?
C
M
Y
CM
MY
CY
CMY
34
A n d e r P o i n t
A m H ü l l g r a b e n
I don't really like to count the days! The
global structure of Putzmeister dictates
the need for a global presence. We have
structured Putzmeister so that each regional
subsidiary has technical representatives
who know the local conditions
and remain in close contact with
customers. It is very important to listen
to customers and understand their requirements
wherever they are in the world.
The countries involved in a new project
must be defined before development can
start. The project is then developed in
Germany in close collaboration with the
national subsidiaries and development
projects for previous machines have
shown that this works very well.
bauma13-gelaendeplan-d_24641591_neutral.pdf u Do you have enough 1 25.10.2012 time for 11:39:43 hobbies
away from your exciting role at PM?
What you like to do in your free time?
The question is what you exactly mean
by “enough”. I always have some spare
time and if my professional role is exciting
enough, any remaining time I have is
also enough. I spend my free time with
my family whenever possible, taking
trips to the countryside, visiting cultural
sights or eating out in restaurants. n
[In October 2012, we interviewed Dr. Gerald Karch,
CTO of Putzmeister Holding GmbH on the future
development of the company Tower Putzmeister. Michael
Walder, Head of Marketing at Putzmeister Holding
GmbH conducted the interview.]
O l o f - P a l m e - S t r a ß e
P
A m M essesee
TAXI
München
35
ICM
B 0
21
“Feel the Elephant”
on almost 5,000 m 2 of exhibition space
At the next Bauma exhibition in April
2013, the Putzmeister group will be represented
over a much larger area than
previous years. The entire product range
will be spread over almost 5,000 m 2 in
the indoor hall and outdoors.
C 1 C 2 C 3 C 4
B 1
20
19
TAXI
18
P
Nord
N423
D 1
N418
417
A94
B 2 B 3 B 4 B 5 B 6
M
A t r i u m A t r i u m
TAXI
Hall B6 - stand 100/400
Outdoor block F6 - stand 612/1
Outdoor block F9 - stand 905A/2
Outdoor block F 11 - stand 1107/9
2013, April 15 - 21
Munich
17
17a
516
515
514
512
N524
N523
N522
N521
N520
N519
16
N624
N623
N622
N621
N620
N619
617
616
615
614
613
612
Stationary
N719
pumps
and booms
N718
F6 Mixing plant
Truck mixers
PUMI
F7
PUC
715
PSP
714
Telebelt
Autocor
15a
15
N724
N723
N722
N721
N720
N717
713
712
711
710a
Truck-mounted
concrete pumps
710
709
708
Ost
N832
N830
N828
N826
N824
N822
N820
N818
708
14
N831 N932
N829
N827
N825
N823
N821
N819
N817
F8
808a
808
807
Am
Messeturm
Truck-mounted concrete pumps
Stationary pumps and booms,
Mixing plant and truck-mixers, PUMI,
PUC, PSP, Telebelt, Autocor
Intermix truck mixers
PMM/Brinkmann
Mortar machines and Transmix
13a
13
N930
N927
N928
N925
N926
N923
N924
N922
N920
N918
N816
N815 N916
N914
F9
814
813a
813
812 812a
809
811
810
809a
N919
810a 811a
TAXI
N1024
N921
N1018
N1022
N1020
N915
N1117 N1116
N1020
N1018
N1016
N1015
F10
N1019 N1017
12
N1115
11a
F11
P
Nord
F12
11
36
Entrance outdoor area North/East
PMM/Brinkmann
Mortar machines
Transmix
F13
K
A m Messesee
A 1
A 2 A 3 A 4 A 5 A 6
Intermix
truck mixers
P
1 2
3
4 5
6 7
W i l l y - B r a n d t - A l l e e
20 21
Entrance outdoor area South
8
9
10

Technology
Technology
37 38 39 40
A giant is born:
At the start of July 2012, the TB 200 was
assembled in the factory in Aichtal for
the first time
Precision work:
The components were assembled and
secured in the pouring rain
The boom is mounted:
Finally, the lattice boom structure
was loaded onto a towing vehicle, ...
... driven to the assembly site and placed on the rotating turret.
41
New Telebelt TB 200 outperforms the
competition with added benefits and
convenience for customers
Putzmeister America introduces its new
Telebelt, a technologically advanced,
feature-rich telescopic belt conveyor that
outmanoeuvres, outdrives and outperforms
other competitive placing systems
used for a broad range of high volume
applications.
“As the newest addition to our Telebelt
line, the TB 200 offers a multitude of advantages
that make it a better conveying
system than what is currently available
in the market”, says Bob Weiglein,
Putzmeister America’s Telebelt Division
Manager. “From its increased working
range, manoeuvrability and shipping
convenience, to lower counterweight
requirements, more power options
and fewer wear parts, we really have
everything covered.”
Designed to save time and money
With a four-section boom that retracts to
74 feet, nine inches (22.80 m), the TB
200 provides an increased working range
of eight percent over the competition so
the Telebelt doesn’t require being moved
as often, saving precious job site hours.
When there is a need to move the Telebelt,
its shortened conveyor length when
retracted allows for easier movement
around the job site.
Since the chassis is road-legal, it can
be driven (up to 50 mph to locations
instead of being transported on a flatbed,
saving both time and money. The
improv ed chassis, which can also be
driven off-road, features front, rear, coordinated
and crab steering with a tight
turning radius for necessary job site manoeuvrability.
The TB 200 distributes its weight over
five steerable axles, which reduces the
load per tyre for longer life and reduced
service requirements. Additionally, this
results in the TB 200 moving easily
around the job site without the assistance
from other equipment.
Boom has less weight, more strength
The TB 200 has an advanced boom design
that is stronger, yet a full 2.72 tons
lighter than the competition. Extruded
steel tubes – the strongest shape design
due in part to the lack of weld seams –
comprise the modern lattice boom structure.
In addition, the TB 200‘s belt uses only
two rollers in a “V” configuration, versus
three, which results in fewer wear
parts and greater material control. The
rollers, in addition to the sheave and
42
43
22 23

Technology
Technology
44
49
33
45
46
Finished!
The feed conveyor was
the last component to be
assembled
Ready to go!
Maiden voyage to the
testing station in the
factory
All parts present and
correct?
Before starting, the giant
was inspected closely
slide pad technology,
are common to the rest
of the successful Telebelt
line.
Powerful, efficient
performance
The TB 200 is powered by two different
engines. The first engine with 503
hp (370 kW), located in the chassis, is
used for transport and
outrigger deployment.
The second engine, a
self-contained Deutz
TCD 2015, 450 hp (330
kW) engine, powers
all functions related to
the conveyor and belt.
The Deutz engine can be changed depending
on job site requirements.
“To prevent the chassis from being
driven while someone is operating the
boom, or vice-versa, the two engines
cannot run at the same time,” explains
Weiglein. “The operator flips a switch in
the cab after the chassis is in place and
outriggers are deployed which then allows
the conveyor operations to begin.”
Offering superb engine efficiency, the
TB 200 uses hydraulic
drive, which pulls power
from the engine at
varying rates depending
on the belt load.
With an empty belt,
less power is needed,
resulting in fuel efficient
operation. It is important to note
that the belt speed remains the same even
though power from the engine varies.
The efficiencies continue with remote
control of the hydraulic belt speed.
Unlike the competitor‘s unit, which requires
the operator to stop working, turn
off the belt and manually adjust gears
on the boom, the belt speed on the TB
200 can be quickly adjusted remotely
and on-the-fly to match changing job
site requirements and fine-tune material
delivery.
Innovative counterweight technology
Putzmeister has engineered the TB 200‘s
counterweight as a structural element
of the unit. The counterweight moves
proportionally in and out as the boom
extends and retracts, ensuring that the
right amount of weight is in the right
position to offset the load of the boom.
“The counterweight is manufactured
out of steel which helps maintain quality
control standards on such an integral
component” says Weiglein.
Separated into two pieces, the counterweight
totals 29 tons as compared
to the competitor‘s single 40-ton unit.
Weighing 11 tons less makes transporting,
setting up and operating the TB 200
much easier and less costly.
“The benefits of this are two-fold – the
lighter counterweight decreases the
weight on each axle, which prevents
wear and tear on the axles, and it costs
significantly less to ship,” explains
Weig lein.
Conveying versatility
With a horizontal reach of 200 feet
(60.90 m) and 24“ (610 mm) belt width,
the TB 200 places materials sized up to
six inches (150 mm) at an output of 15
ft 3 /min (4 m 3 /min), making it ideal for
large aggregate, mass concrete placement.
It is adaptable in a variety of applications,
from hydroelectric dams and
power plants to breakwater structures
and high speed rail construction. n
Technical data Telebelt TB 200
Conveyor belt range
max. at 0°/30° 61.0 / 53.2 m
Conveyor belt width
0.61 m
Conveyor belt length
61.0 m
Feed conveyor width
0.61 m
Feed conveyor working range 360º
Delivery height by angle
max. at 30°/-15° 34.7 m / -11.4 m
Output
at 0° / 20° 4 m 3 /min / 2 m 3 /min
8.3 m
22.1 m feed conveyor
8.9 m
r = 24.1 m
360° working range
for main conveyor and feed conveyor
Extent of forward and rear supports
hydraulic slide out
8.9 m
Extent of left and right supports
hydraulic slide out
8.3 m
Ideal for large projects
• Dams for hydroelectric power stations
• Power plant construction
• Foundries
• Breakwater structures
180° working range
(4,930 m 2 )
Main conveyor 61.0 m
Reach 61.0 m
• Shipyards and docks
• Take-off/landing runways and
facilities at airports
• Overhead and underground
railways, high-speed rail links
• High-rise building foundations
• Road and bridge construction
• Water treatment plants
TB 200 is moved into position:
Once supported correctly, the enormous
telescopic conveyor belt was extended
All hands on deck!
Test material in the form of sandbags was loaded
onto the conveyor belt until the entire boom is full
Equivalent loads and sandbags were used on the conveyor belt instead of the end hose
to weigh down the boom and demonstrate the high strength of the structure under load
47 48 50
24 25

Mortar machines
Mortar machines
The best of both worlds:
Open house at
Putzmeister
Mörtelmaschinen
Since the acquisition of the “Brinkmann”
brand in 2008 and relocation of the administration
department to the Aichtal
branch in 2012, the company has never
had a stronger market presence!
“The best of both worlds” – Putzmeister
and Brinkmann“ was the motive for
the large dealer meeting on 21.09.2012.
More than 100 visitors were invited to
the PMM company premises.
After meeting Norbert Scheuch (CEO of
PUTZMEISTER
Putzmeister Holding
GmbH and managing
director of Putzmeister
Mörtelmaschinen GmbH) and
Matthias Ruppel (managing director of
Putzmeister Mörtelmaschinen GmbH)
and watching a presentation about the
Putzmeister Group, the visitors embarked
on a tour of the PMM factory to see
the four production lines in the production
hall, the high-bay warehouses and
offices of the employees.
52
51
BRINKMANN
PCP also offered an insight into production
by showing the visitors the painting
centre completed in 2009 and one of our
more recent machines, the enormous
Telebelt 200 mobile telescopic conveyor
(see article in this issue).
Machines ready for service were parked
on the test and training area at PMM.
The Estrich Boy DC 450 and Mixokret M
720 demonstrated their prowess during
production tests to prove that they are
some of the best screed conveyors on the
market.
The After Sales & Parts Service presented
their sales and support systems. Spare
parts are easy to locate in the electronic
spare parts catalogue (SPC) and then order
online in the online shop.
Mixokret M 740 D:
Best screed pump 2012
In 2012, the screed layer trade magazine
“FussbodenTechnik” asked 1,500 contractors
to nominate the best screed machine.
The Mixokret M 740 D won the
accolade of “Best screed pump 2012” (as
a vehicle trailer)!
Performance, quality and reliability
are the characteristics that have made
the Mixokret M 740 D one of the most
successful screed conveyors in the
world.
Confirmed by the sales figures: 370
units were sold in the last 12 months.
55
The main aim of the open house event
was to meet and get to know the attendees.
The wealth of positive feedback
received by PMM demonstrated that the
day was an overall success.
53
54
ÄÄIt all began in 1958...
...with mortar technology. Mortar technology still remains
one of the four main business segments in the Putzmeister
Group.
Putzmeister Mörtelmaschinen GmbH (PMM) is the
world‘s largest manufacturer of machines for the following
application areas:
• Conveying self levelling and standard screed (floor)
• Conveying mortar (wall)
• Conveying fine grained concrete (wall and floor)
Fine concrete pumps function in the same way as compact
trailer concrete pumps from Putzmeister Concrete Pumps
GmbH (PCP) and are ideal for smaller projects.
26 27

Back view
About 30 years ago:
Putzmeister and the Eurotunnel
On 6 May 1994, Queen Elizabeth II
and Francois Mitterand officially opened
the Eurotunnel to rail traffic. 15,000
construction workers had toiled for six
long years to build this unique structure.
The Eurotunnel cost 15 billion euro to
build. Every year, almost seven million
people use the tunnel.
57
Six huge tunnelling machines cut
through four to six metres of chalk rock
per hour, leaving around 120 cubic metres
of rock and chalk dust in their wake.
This spoil was transported out of the
tunnel by rail. Putzmeister installed a
plant next to the end of the tunnel on the
French side to break down the rock and
mix the remaining spoil and water into
a pumpable mass. Eight large-capacity
Putzmeister high density solids pumps
conveyed during a total of 90,000 operating
hours 8 million cubic metres of
chalk mash to the disposal site.
The second fundamental contribution
by Putzmeister was anchoring the tunnel
pipes to the rock. The pipes consist
of hundreds of reinforced concrete rings
– so-called lining segments. They had to
be concreted perfectly into the surrounding
rock. For this job, Putzmeister provided
three mortar injection and filling
units, which were unique at the time. Installed
on carriages attached directly to
the tunnelling machines, the units mixed
and injected mortar into the voids between
the lining segments and the rock.
p Trains travel along the two large tunnels, while the central tunnel is reserved for
maintenance personnel and emergencies.
q Three mortar injection units, which were unique at the time, were mounted on
carriages behind the tunnelling machines to fill the voids behind the lining segments.
58
56
28 PM 4452 GB