Volvo Inside Lane 42

Granite City rock starsLeiths FMX tippers

THE VOLVO MAGAZINE FOR OPERATORS, DRIVERS AND ENTHUSIASTS #42 2010

inside lane

‘We Move Bikes’ haul the Harley Davidson fleet of prestigious demo

motorcycles to and from major events across Europe and recently chose

two new Volvo’s for their latest Harley contract – their decision was

based on a combination of Volvo’s reputation, support and dedication

of their local Volvo Trucks Dealer and the sheer ‘wow factor’ of a Volvo

FH16. Owner Tony Davis explains “Our company image is vital and it’s

projected by our vehicles – one of pride, polish and professionalism.”

“The black trucks match the Harley livery and I know it’s a small thing”,

admits Paul, “but I always get a kick out of the fact that at most shows

the Volvo’s attract almost as much attention as the bikes!”

Paul Lusty & Tony Davis Owners, We Move Bikes, Gloucester

“ Classy Bikes Only Travel in Classy Trucks”

vOlvO TruCks. driving prOgresswww.volvotrucks.co.uk

33Editor: Reg Crawford Phone: 01270 886333 E-mail: [email protected] All correspondence to: The Editor, Inside Lane, Tribal PR & Marketing Limited, Building One, Radway Green Business Park, Crewe, CW2 5PR. Advertising: All enquiries to the above address. Inside Lane is a magazine for Volvo operators, drivers and enthusiasts. Opinions expressed in articles may not necessarily be those of Volvo Trucks. Neither the publication nor the company can be held responsible for factual errors within the magazine. Reproduction in whole or in part is prohibited without prior permission of the Editor. If you no longer wish to receive Inside Lane, please contact the Editor at the address above. Inside Lane is printed on paper which is FSC certified (Forest Stewardship Council). FSC is an independent, non-governmental, not for profit organization established to promote the responsible management of the world’s forests, www.fsc.org.

A MAGAzINE FROM VOLVO TRuCkSinside lane

ALSO IN THIS ISSUE: 3 START 14 25.25 METRE ARTICS 22 VOLVO TRUCK NATION24 R&D 30 IN BRIEF

Optimising wheel alignment and tyre pressures saves you money.

28 Reduce your fuel bills

Greater Manchester’s specialist international rescue team.

20 Urban Search and Rescue FL

Mining company OGOK’s four FMX tippers help move a million tonnes a year.

8 Manganese miners’ Ukrainian FMX

inside lane 42/2011 CONTENTS & EDITORIAL

“We aim to be The Customer Company.”

göRan nybERg Managing Director

Welcome to the spring issue of your magazine, Inside Lane! You’re probably thinking that the statement at the top of this editorial article is pretty bold. However, together with our UK and Ireland Dealer Network, we are working harder than ever to fully engage with you, our valued customers. In fact, we are making it a priority to work in partnership with our customers in these still very challenging times.

For Volvo Trucks, the word partnership means going beyond the traditional, somewhat simple commercial relationship between operators and their truck suppliers.

We know that we must understand, fully recognise and provide solutions to the challenges you currently face. Challenges which include the inexorable rise in fuel prices and the need operators have to meet the highest service levels required by their own customers.

We want to make sure we deliver a fully integrated, top class experience for all types of operator, whatever sector you operate in, be it distribution, construction or heavy haulage to name three examples. That’s why we have developed the Volvo Total Offer which includes our Fuelwatch programme. Fuelwatch is designed to save you money by reducing fuel bills and solutions such as wheel alignment and tyre pressure optimisation are part of our Total Solutions approach to meeting your needs under that banner. It’s all part of our aim to deliver consistent and quality service to all operators.

Finally, there are some great stories in this issue of Inside Lane. I hope that you enjoy reading them.

We join Leiths four new FMX eight wheelers in the quarry.

18 Scottish rock stars

4

start BUSINESS

A fully interactive, comprehensive and easy-to-use catalogue has been launched by Volvo Trucks for its Fitted-Parts programme,

One quote, one price: it's the fitted price cataloguewhich is available from your local Volvo Dealerpoint. “Volvo is committed to providing prompt and cost-effective service at all of

our Workshops. With one Fitted Price being available wherever operators are located in the UK or Ireland, customers benefit,”

says Volvo Trucks Commercial Aftermarket Manager Greg Williams, “That is because the price quoted is the price you pay.” Greg continues, “In addition, because Volvo Fitted-Price components are fitted by trained Volvo Technicians, they carry a 2 year warranty on both parts and labour, with free roadside recovery and repair if they fail or break. Furthermore, with ‘care for the environment’ being one of Volvo’s core values, customers can be assured that when they use the Fitted-Price programme, our Dealers will ensure that displaced fluids and materials are always disposed of in an environmentally-friendly way.”

Customers can access a wide range of highly competitive Fitted-Price offers from over 20 component groups featured in the catalogue for vehicles from the F10/F12/F16, through the FL6 / FL7 and FL10 ranges, right up to the latest FM and FH models.

Transport operators in south-east England looking for premium-quality used trucks are now able to benefit from the opening of a new Volvo Used Truck Centre at Hythe in Kent. Located close to the M20 on Link Park, Hythe, the Volvo Used Truck Centre was opened in co-operation with Volvo Dealer MC Truck and Bus Ltd of Maidstone. Volvo Trucks’ Used Trucks Director Peter Groome reports that business levels are already brisk: “Enquiry levels are exceeding expectations and while we expect to attract customers from across the south-east, the Volvo Used Truck Centre also serves transport operators from east London looking to view quality Used Volvo stock. In addition, they can also use the facility to search for a specific vehicle type from the many on offer through Volvo’s Selected Used Truck programme.”

MC Truck and Bus Ltd’s Managing Director Simon Dawson agrees, saying that the facility adds considerable value to the already comprehensive range of Volvo services, products and transport solutions available to customers from the Dealership: “It extends our customer offer to include Used Trucks for the first time and provides customers access to quality vehicles from Volvo’s Selected Used Truck programme.”

The Volvo Selected Used Truck offer is unique with all Selected Used Trucks sold by Volvo Used Truck Centres undergoing a 200 point

new Volvo Used Truck Centre opens at Hythe, Kent

check as part of the preparation process prior to going on sale. Trucks on the programme are also supplied with a Volvo Used Truck Driveline Assurance package which provides 3 or 12 months cover and a minimum of 6 months MOT certificate.

Volvo Trucks, in conjunction with MC Truck and Bus Ltd., have opened a Used Truck Centre at Hythe in Kent.

5

Volvo Dealers and Eminox retrofit LEZ solutionA partnership between Volvo Trucks, its Dealer Network (including Volvo Truck and Bus Centre London and Volvo Truck and Bus Centre East Anglia) and Eminox is helping hard pressed operators comply with the

tougher Particulate Matter (PM) emission standards for the London Low Emission Zone (LEZ) scheduled to come into force on 3rd January 2012.

From that date, operators who enter the LEZ and whose vehicles do not comply with the new PM emissions standard will be liable for penalty charges of up to £1,000.

Working closely with Eminox, Volvo have designed a particulate filter which will help all makes of vehicle, even those as old as Euro 1 compliance, meet the more stringent Euro 4 PM standards for trucks over 3.5 tonnes and buses and coaches over 5 tonnes, registered before 1st October 2006, which will be mandatory in less than 9 months time.

Fitment of the Eminox

particulate filter is being carried out by the Volvo Dealer Network who are also making the process of retrofitting the Eminox PM filter, which is designed as a direct replacement for the vehicle’s original silencer, as easy as possible by providing operators with all inclusive and Fitted Price quotations which include a pre-fitment engine smoke check.

An RPC (Reduced Pollution Certificate) or Low Emission

Certificate (LEC) is provided after fitment of the Eminox PM filter, as evidence of compliance with the London LEZ requirements.

The retrofit PM filter is of the Continuously Regenerating Trap type and is quick and easy to fit. It combines a ceramic oxidation catalyst with full wall flow filtration technology.

In addition to particulates, the Eminox PM filter also virtually eliminates hydrocarbons and carbon monoxide.

The Eminox PM filter requires no additives and maintenance requirements are minimal with the filter only needing to be cleaned once a year on average. The Electronic Service Indicator (ESI) monitoring system ensures that the driver is alerted when

the filter needs cleaning.Volvo Truck and Bus Centre

Dealerpoint locations and their contact details can be viewed at: www.volvotrucks.co.uk and clicking through to LEZ Particulate Filter Offer.

Volvo Dealers can retrofit an Eminox PM filter to all makes of commercial vehicle to ensure compliance with the tougher LEZ emission standards which come into force in January 2012.

6

start products

Part of the life cycleThe VolVo Trucks Exchange system takes old parts and literally makes them as good-as-new. The only difference to a new part is lower price, and reduced environ-mental impact.

Ordinarily buying something used or second hand would imply buying an inferior

product. Not so with the Volvo Exchange Parts. They are remanufactured to their original condition, and they are even up-graded to the latest standards. The quality and functional requirements are exactly the same as for new parts, and they even carry the same warranty.

VolVo exchange ParTs is a system that offers a wide range of remanufactured Vol-vo parts, from engines down to individual components. You’ll find everything from air compressors, control units, gearboxes and turbochargers to clutch kits and unit injectors. n� nic toWnsend

this is hoW it Works 1 A customer takes their truck to an authorised Volvo

dealer for service and repairs. If any part needs to be replaced, the worn-out Volvo part can be replaced with a remanufactured part if included in Volvo’s Exchange system. Once the remanufactur-ed part is installed the customer can continue on their way, often with less downtime.

2 The worn-out Volvo part is assessed and evaluated for possible reuse before it enters the Volvo Exchange

system. After approval, the part is sent to the remanufacturer.

3 At the remanufac-turer the worn-out

part is thoroughly cleaned, dismantled and remanufac-

tured according to the latest specifications. It is subjected to

rigorous testing to ensure it meets the same standards and functionality as

the corresponding new part.

4 The remanufactured part is sent to the Volvo warehouse for further dis-

tribution to the Volvo dealer.

5 A new customer purchases the remanu-

factured Volvo part from the dealer, offering their worn-out part in return. The dealer then sends the worn–out part back to the remanufactur-er and thus the cycle starts all over again.

Volvo Trucks Workshop

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7

TRUCKING start

ME anD My VOLVO

Richard’s FH16 delivers both power and payload!Power and payload were the twin priorities of operator Richard Cole when the time came to specify his latest Volvo drawbar combination. Based near Tiverton in Devon, the Cole family has enjoyed a 20-year relationship with Avonmouth Volvo Dealer Truck and Bus Wales and West and had no hesitation in looking to Volvo for their current flagship. The FH16 6x2 rigid not only boasts a 600-hp engine, Volvo I-Shift automated gearbox and Globetrotter cab, but includes leather upholstery, polished alloy

wheels and an in-cab refrigerator.Working at 44-tonnes the

FH16 truck and drawbar trailer weigh in at 15-tonnes tare, thereby allowing a 29-tonne payload. The combination also provides optimum load space within the 18.75-metre overall length limit. “All things considered I know I made the right choice,” said Richard. “Comfort is first-class and the performance brilliant. And I have the payload I wanted. This truck is an awesome bit of kit.”

8

The manganese mine in Ordzhonikidze, Ukraine, offers tough operating condi-tions for the Volvo FMX. Every year, trucks transport one million tonnes of manga-nese ore out of the 60-metre-deep open-cast mine.

9

Worn-out trucks and machines from the soviet era will soon be nothing but a memory in the ukrainian manganese mine. the old is being replaced by the new. mining company ogok has decided to meet the future together with volvo.Words PEr GrEhn

photos SörEn håkAnlInd

Breaking with the past

10

d awn. Fresh new snow is drifting across the road. The first shift of the day has just started. Driver Valeriy Glusjko revs up his engine and turns into the mining area.

“I’m just beginning to find out how good it is. Compared with our old trucks the Volvo FMX is an absolute joy to operate,” he says.

Valeriy Glusjko is lucky. He is one of the drivers given the honour of tearing off the plastic protective cover from

the driver’s seat and taking one of the four brand-new Volvo FMX trucks out on its first trip.

“You have to see the old trucks to truly understand,” he answers with a smile when asked what exactly the difference is between his new and his old truck.

Until 2006, when the company purchased its first Volvos, only 30 percent of its trucks could be used as the rest were idle, undergoing repairs.

“This truck just continues working without stopping, and it’s way more comfortable,” says Valeriy Glusjko.

The manganese mine in Ordzhonikidze is the largest in Ukraine. This year, OGOK is celebrating 130 years of mining at this site. Operations, which start-ed at the end of the 19th century, got a major shot in the arm during the Soviet era when the mine supplied manganese to the Soviet empire’s steel industry.

After the fall of the Soviet Union and the Ukrainian declaration of inde-

pendence in 1991, not a whole lot happened in Ordzhoni-kidze. Operations continued to plod along the well-worn plan economy path, but the technology was becoming increasingly obsolete with every day that passed.

“In 2006 it was time for us to build a new mining waste deposit and we were faced with transporting 5 million cubic metres of earth. That was when we decided to buy in our first Volvo trucks,” relates OGOK’s board chairman Sergey Shuvaev.

The decision To Buy Volvos was taken after thorough research into the Ukrainian truck market. The company’s engineers tested many truck makes. It was while they were on a study visit to a clay pit in the Donetsk region that they finally chose the Volvo FM.

“The environment there was very similar to ours. Those trucks worked in extremely tough conditions. We were allowed to borrow a truck and put it through its pac-es here in Ordzhonikidze. The Volvo performed superbly with regard to reliability, efficiency and comfort,” explains Sergey Shuvaev.

So just why should OGOK invest in new technology

We decided to take a risk When We pur-chased the high-tech volvos. We can see today that this Was the right decision.

SErGEy ShUVAEV, chAIrMAn OF ThE bOArd, OGOk

According to board chairman Sergey Shuvaev, Volvo marked an important turning-point for mining company OGOk. “Our entire technical philosophy is undergoing a sea change,” he explains.

The brand-new FMX passes an older tanker truck on the way to the mine. Since 2006, 80 belarus-built trucks have been replaced by 18 Volvo trucks from Sweden.

11

›

when many other companies in Ukraine and other former Soviet satellite states used far simpler and cheaper tech-nology?

“We decided to take a risk when we purchased the high-tech Volvos. We can see today that this was the right decision.”

Today 14 Volvo FMs and four Volvo FMXs replace 80 Belarus-built Belaz trucks.

The road is lined with 30-year-old tractors, trailers and trucks that were once used in the mining operation. There is a sharp contrast between the drifting white snow and the rust-brown relics.

On the horizon it is possible to catch a glimpse of the massive excavator whose cutting wheels systematically bite their way through the earth. 60 metres lower down is the manganese vein.

“It’s a bit like a cake. After several layers you get to the good bit – the manganese,” says mine manager Igor Chernyaev with a broad smile.

The Two excaVaTors are 50 metres tall and weigh 3,000 tonnes apiece. At the very front is a 16-metre-high wheel

that strips away the mining face. One excavator stands on an upper layer and the other is at a lower level about 20 metres below. The two machines work in tandem to dig down to the manganese vein.

“Here at the bottom of the opencast mine we are blasting our way down to the last bit of the manganese layer. After that we dig up the rubble with our excavators and transport it using the trucks,” explains Igor Chernyaev.

The Schevschenko opencast mine is the largest in Ukraine. One million tonnes of manganese ore is mined from here every year. The bottom of the opencast mine looks like an alien planet. The huge machines appear to have come from outer space and landed in a landscape dotted with deep pits and tall mounds of waste.

“With the right maintenance and repairs, these old machines still function well,” says Igor Chernyaev and points to the excavator that is in the process of loading manganese into Valeriy Glusjko’s Volvo FMX.

The excavator, which is as large as an apartment building, is more than 20 years old and was in use back in the Soviet era. The bucket can carry ten tonnes. An audible signal tells Valeriy Glusjko that his truck is fully loaded with 22 tonnes of manganese ore.

The gradient out of the opencast mine is steep and today the surface has frozen solid.

“Before this I used to drive the Volvo FM 6x4. This truck is a 6x6, and you can tell the difference. The power is put down through all the axles and the

MAnGAnESEn Greyish-white manganese is a metallic element that resembles iron. Manganese is often used in alloys of iron in the production of stainless steel. n Manganese is the twelfth most common element in the Earth’s crust. There is an average of one kilogram of manganese per tonne of stone. The largest reserves of manganese compounds are found in South Africa, russia and Australia. n Manganese is also a vital substance for animal and plant life.

For most of the 20th century, the mine was an important supplier of manga-nese to the Soviet Union’s steel indus-try. Ukraine gained independence in 1991 but the memories and the monu-ments from the Soviet era remain.

12

truck feels much more sure-footed,” explains Valeriy Glusjko.Valeriy Glusjko manoeuvres his truck safely up the slope. Thousands of

trips have made the surface very uneven. Axles and frames are subjected to immense stress.

“In an eight-hour shift I drive about 25 to 30 round trips between the mine and the offloading site. This truck is much more comfortable than the one I used to drive. This means I don’t get tired on the job,” says Valeriy Glusjko.

Work goes on at the opencast mine round the clock. The manganese ore is transported to an offloading site. There Valeriy Glusjko tips the ore out of his truck for transport by train to a factory where the raw material is processed.

all The manganese Produced in Ordzhonikidze is used in steel production in Ukraine. Every year, three million tonnes of manganese ore are extracted from seven opencast mines covering a total area of 5000 hectares. The financial crisis hit the country hard and steel production in particular suffered, drop-ping by 48 percent in November 2008.

For six months, the 5,500 employees at the Ordzhonikidze manganese mine saw production come to a complete standstill. Despite this, the company has decided to continue modernising its operation.

“We’d come to a point where we were forced to alter our entire philosophy regarding the company’s technical processes. In order for the new Volvo trucks to be able to work efficiently, we’ve built new roads and invested in driver training,” explains board chairman Sergey Shuvaev.

The first Volvo truck became operational in 2006 and it has already covered

300,000 kilometres in the tough mining environment.OGOK attaches considerable importance to a well-

functioning maintenance and service operation for its Volvo trucks.

“In order to get the maximum efficiency out of our trucks, they have to work round the clock. Whenever a truck stands still, we’re losing money,” says Sergey Shu-vaev.

Ukraine is a large country, and the distances between Volvo Trucks’ seven service stations can be vast. The nearest service station for OGOK is in the city of Dnepro-petrovsk, 180 kilometres from the mine. If OGOK has a problem with one of its trucks, Volvo sends a mechanic to the site. Sergey Shuvaev feels that the service organisation works well.

“We’re very satisfied. Volvo has also taught us how to carry out minor repairs to our trucks as the warranty pe-riod comes to an end.”

The technical revolution has just started at OGOK. Sergey Shuvaev explains that a massive process of change is under way.

“The company’s entire technical philosophy is under-going a sea change. Our Volvo trucks marked an impor-tant turning-point in the company’s history.” n

UkrAInE n Form of government: republic. Population: about 46 million. capital city: kiev. history: Ukraine has a long history stretching back all the way to the 9th century cE. In 1922 Ukraine was incorporated into the Soviet Un-ion. The country gained its independ-ence in 1991.

kIEV

OdESSA

dnEPrOPETrOVSk

Valeriy Glusjko has worked as a driver at the manganese mine for 20 years. “It’s a real pleasure to drive the Volvo FMX,” he says.

›

13

OGOkn Founded: 1881.n number of employees: 5 500n Turnover: 132 million euros in 2009. n operation: In Ordzhonikidze three million tonnes of manganese ore are produced every year. The ore is extracted from seven opencast mines, of which the largest, Schevschenko, generates one million tonnes a year. The manganese ore is processed in Ordzhonikidze before it is transported by rail to steelworks elsewhere in Ukraine. The mine in Ordzhonikidze is Ukraine’s largest and accounts for 70 percent of the country’s manganese production. OGOk does not export any manganese.

The contrast between the brand-new Volvo and the massive excavator is immense. The machine weighs 3000 tonnes and has been in use for more than 20 years.

13

14

Two long rigs replace three conventional onesthree truck rigs can be replaced by two if the traditional 18.75-metre combos are exchanged for 25.25-metre modular units. congestion on the roads will decrease and emissions per transported tonne will be drastically cut. now more countries are discovering the benefits of the long vehicle configuration.Words MArIAnnE OVESEn

illustration kjEll ThOrSSOn

15

the debate over long truck rigs got under way when Sweden and Finland joined the EU in 1995. Since the 1960s, 24-metre rigs had been in use in Sweden, while Finland allowed com-binations up to 22 metres in length. Suddenly to ban them was unthinkable.

The solution was EMS (European Modular System), which was introduced in the EU in 1996, whereby stand-ardised load carriers could be hooked up to a tractor unit in various combinations. In Sweden and Finland maxi-mum length was thus increased to 25.25 metres, while the rest of Europe restricted length to 18.75 metres. The new lengths were chosen to suit the dimensions used in rail and sea transport, to make multimodal cargo transport applications involving road, rail and sea easier.

howeVer, many counTries felt that the sheer length and weight meant these vehicles were dangerous, they would wear down the road surface and steal freight traffic from the railways and inland waterways.

The Netherlands, however, realised the benefits and

✔ lower fuel consumption

✔ lower co2 emissions

✔ Fewer truck rigs on the roads

launched trials with the 25.25-metre rigs in 2001. Today, after almost ten years, such combinations have become a natural part of the traffic picture.

“Two surveys involving 1000 car drivers produced fairly positive responses regarding the long rigs. Many people said they didn’t even see the difference be-tween the 25.25-metre and traditional shorter units,” relates Martin Salet, senior policy advisor at the Dutch Ministry of Infrastructure and Environment.

Thus far the long EMS rigs will only be engaged in domestic traffic, but the Dutch hope that Germany and Belgium will also permit their use. More wide-spread use of 25.25-metre rigs in Europe will probably not get under way for the next ten years or so.

“Together with other countries such as Sweden, Finland and Denmark, we are trying to persuade the EU Commission to alter its negative attitude to in-ternational traffic with long modular rigs,” says Martin Salet.

in denmark TesTs wiTh long EMS units have been going on since 2008. Such trucks may only use certain roads and travel certain routes, between specified terminals and ports.

Despite concern in many European countries, the assessment thus far of the ongoing trials in both Denmark and the Netherlands shows no increase in either the number of road accidents or road wear. Furthermore, most Danish and

25.25

›

16

Dutch haulage firms participating in the tests have noted a clear reduction in transport costs and fuel consumption, in turn leading to lower CO2 emissions.

“Today cutting CO2 emissions is a weighty argument in favour of modular vehicles. Our tests show it is possible to save around 20 percent in fuel con-sumption per tonne-kilometre by increasing from 18.75 to 25.25-metre rigs,” says Ulf Ehrning, transport analyst at Volvo Trucks.

Volvo Trucks is a strong advocate of longer rigs and invests a lot of effort in providing information on how transport efficiency can be enhanced if three shorter rigs are replaced by two longer units.

“Our driving force is the environment and the desire to boost our custom-ers’ efficiency,” says Ulf Ehrning.

The inTernaTional organisaTion for Economic Co-operation and Develop-ment (OECD) also feels that high-efficiency trucks are needed to handle the increasing goods volumes on Europe’s roads.

Jörgen Christensen, leader of the group of international experts who carried out an OECD study entitled “Moving Freight with Better Trucks” says that longer rigs are actually safer than their conventional shorter counterparts.

“We are very positive about the idea, but there is a need for proper regulations. For instance, long rigs should only be allowed on certain roads. They must have effective safety and monitoring equipment on board, so that police and other authorities can quickly identify them from a distance and note any traffic violations,” he says.

One of the report’s strongest messages is that existing and future technology for safety and control should be used to the maximum and that there must be international standards for their use.

The rules must be written such that they do not obstruct development. For instance, changes to standards must be able to be implemented quickly, ex-plains Jörgen Christensen.

VikTor sÖrensen a/s, denmark Danish haul-age firm Viktor Sörensen has 38 units rolling in modular 25.25-me-tre rigs. The haulage company has been involved in the Danish tests since the very outset, and technology and sales manager Kenneth Veng Jespersen is posi-tive about the EMS system.how is the company’s econo-

my affected by the ems rigs? “The modular rigs are expensive.

We have to drive a total of 3000 extra kilometres per day or fit in two round trips between Ålborg and Höje-Tåstrup every day for them to pay their way. So far, we’ve succeeded and have been able to reduce the number of conventional long-haul rigs on the roads. So we’re satisfied.” do you believe the modular rig is here to stay in denmark?

“Yes, I believe it will become a

permanent fixture. But we need to drive all the way to our custom-ers, which is not allowed during the trial period. Today we have to reload at one of our terminals, and this adds to our costs. When the trial period ends in a year and the restrictions on where we may drive become less strict, these opera-tions will become more profitable.” have the drivers received any form of training?

“Everyone involved from the start received one day’s training,

including a session in a simulator. Drivers who started working with modular rigs later on have been trained by our regular drivers. And they are all extremely positive about the system.” do you drive across the border into sweden?

“Three of our 38 trucks have permits to drive in Sweden. We are not allowed to drive on so many roads – we are mainly restricted to motorways and the routes between our terminals and ports.” n

“We have reduced the number of long-distance trucks”

16

our driving force is the environment and the desire to boost our customers’ efficiency.

UlF EhrnInG, TrAnSPOrT AnAlyST, VOlVO TrUckS

jörgen christensen

› Nonetheless, positive research studies and assessments have not thus far made any impression on the system’s opponents.

“The debate is very emotion-driven and the railway lobby in Brussels is strong. Some countries, such as Spain, Italy and those in Eastern Europe, are not interested in this issue,” says Martin Salet of the Dutch Ministry of In-frastructure and Environment.

His view is supported by Volvo’s Ulf Ehrning, who feels that Austria and Britain are among the firmest opponents.

“Having said that, one small success is the first draft of the new white book submitted to the EU Commis-sion, which says that longer EMS rigs are a possibility that ought to be investigated further,” he says.

in germany, where The state-run Deutsche Bahn rail-way operator has considerable influence on policy issues, resistance to long modular rigs used to be impenetrable. However, when Deutsche Bahn suddenly changed its posi-tion last year, the situation altered radically among certain actors. January saw the launch of a large-scale trial involv-ing modular rigs in Germany, permitting combinations of 25.25 metres in length but with weight limited to 44 tonnes. This is a significant boost for volume-intensive cargoes. However, there is still significant opposition among many interest organisations representing the railway industry.

“We can expect an enormous capacity shortage in the railway network if we are to meet our environmental targets for 2030. Investments in the railways will not be sufficient, so we have to utilise the existing infrastructure more efficiently,” says Markus Hunkel of DB Schenker. n

17

Peeman TransPorT, The neTher-landsIf Germany and Belgium also al-lowed 25.25-metre combinations, Jan Peeman, managing director of Peeman Transport in the Nether-lands, would purchase more such trucks. Today he is one of the hauliers participating in the Dutch

test of the EMS system. He has two Volvo FH trucks each hauling two semitrailers. what is fuel consumption like compared with traditional rigs?

“Our EMS rigs use about 5 percent more fuel than an 18.75-metre rig does, but fuel consumption per tonne-kilometre has definitely dropped. This is excellent for our cost structure, and of course we can get more

work done with one and the same truck,” says Jan Peeman. what do the drivers say?

“They’ve undergone a compul-sory two-day training course to get a licence for long vehicle rigs, and they are very enthusiastic.” have they experienced any problems on the roads?

“They haven’t come up against any problems. Quite the contrary – the infrastructure here

in the Netherlands is very good and does not pose an obstacle for the long rigs. Other road us-ers are also very positive. In fact everyone is in the Netherlands.”what do your customers say?

“They feel the environmental aspect is valuable. But they also note that we are more efficient, and in the future they will prob-ably want to pay less for trans-port.” n

“We get more Work done With each truck”

the attitude towards 25.25-metre rigs varies throughout europe.here are some of the most common arguments for and against:

differences of opinion

SMAll cOMMOn MArkETIt is estimated that the amount of cargo in Europe will grow by 50 percent in the com-ing fifteen years. Today railways and trucks only compete for a mere fraction of the overall transport market.

distance and weight

Ser

vice

, flex

ibili

ty, s

peed

road transport

railway transport

competition

againsT rigs with a permitted gross combination weight of up to 60 tonnes impose consider-able wear and tear on the road surface.

For Modular rigs have more axles so they exert similar or even lower pres-sure on the road surface.

againsT The infrastructure must be improved, at enormous cost to society.

For In those countries that allow these rigs, only very small adjustments to infrastructure have been neces-sary, if any.

againsT The only people to benefit economically from longer rigs are peo-ple in the private business sector.

For EMS rigs offer better fuel consumption per tonne-kilometre, which means that cO2 emissions are reduced. And more efficient transport is good for the entire society and economy.

againsT They are more difficult to overtake.

For Such rigs are usually only al-lowed on motor-ways. road users in countries that allow longer rigs have not mentioned that overtaking is a problem, according to studies con-ducted in countries such as the nether-lands and denmark.

againsT Their size makes them a safety hazard.

For EMS rigs have additional features designed to further improve traffic safe-ty compared with traditional truck rigs. Accident statistics for trucks have not shown any increase in denmark or the netherlands, accord-ing to the field tests conducted there. In theory, accident risks decrease when there are fewer vehi-cles on the road.

n A 25.25-metre-long EMS rig can consist of:n Tractor with a 13.6-metre semitrailer and a 7.82-metre de-mountable load carrier.n Truck with a 7.82-metre-long van

body and a trailer or dolly with a 13.6-metre-long semitrailer. n Tractor with two semitrail-ers interlinked via an extra fifth wheel, a configuration known as a b-double rig.

EUrOPEAn MOdUlAr SySTEM

13.6 m 7.82 m

This rig is an example of how a 25.25-metre combination can be configured.

againsT Each individual vehicle uses more fuel than a shorter counterpart.

For The number of transported tonnes per kilome-tre increases and fuel consumption per transported tonne decreases.

againsT They will steal freight business from the railways.

For The modular system is tailored to suit intermodal traffic require-ments. The hugely increased volume of cargo in Europe up to 2020 requires that all forms of cargo haulage are exploited to the very maximum. restric-tions can easily pre-vent railway cargo volumes from being reduced.

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Hard rock

WORDS IaIn GrIFFIn

PHOTOGRAPHy CraIG ECCLESTOn

Leith’s investment in four new Volvo FMX tippers is all about maintaining the quality and customer service levels for which this independent family business is known throughout Scotland.

L eith’s Group Chairman, Ian Leith, invited Inside Lane to see the FMX tippers at work in the company’s quarry at Cove near Aberdeen. The company is also a major operator of Volvo Construction Equipment. Ian tells Inside Lane

that he first saw the FMX when one was being displayed on the Volvo Truck and Bus Centre North & Scotland stand at the 2010 Black Isle Show at Muir of Ord. “I thought that it was a good looking truck that was right for the job,” he says. The trucks were ordered from Volvo Truck and Bus Centre North and Scotland’s Dealerpoint in Portlethen, only a few minutes’ drive from Leiths modern, purpose built headquarters at Cove. Leiths specified all four FMXs with sleeper cabs as, according to Ian, they will be used on contracts all over Scotland to haul asphalt, stone and aggregates from company owned quarries to customers and road surfacing projects: “They will go wherever in Scotland the work is, including the Isle of Skye where we have a quarry,” says Ian, adding, “The work will mainly be in the north.” Leiths FMXs were also specified with Volvo’s 11 litre D11C engine rated at 410 horsepower. The 11 litre is proving to be a payload friendly choice with its weight saving of around 140KGs over the 13 litre. The D11C is also exceptionally driver friendly as it delivers 95% of its maximum torque of 1950 Nm between 1,050 and 1500 rpm. n

L

superstars

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Hard rocksuperstars

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Greater Manchester Fire and rescue Service’s Urban Search and rescue FL carries the tools and crew who perform complex and often dangerous rescues.

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International Rescue

WORDS rEG CraWFOrD

PHOTOGRAPHy CraIG ECCLESTOn

U nless they’ve been in receipt of their services or taken part in community events attended by them, few citizens and indeed fewer still of the thousands of truckers who use the busy road network in the Greater Manchester

region are aware that, in addition to a fleet of 172 Volvo fire appliances and support vehicles, a highly skilled, Volvo FL based Urban Search and Rescue (USAR) team is only minutes away from them in time of need.

John Collier is Greater Manchester Fire and Rescue Service’s (GMF&RS) Head of Engineering and Technical Services. He kindly gave permission for Inside Lane to view a USAR team training exercise as it took place on a specially adapted area at the Ashton-Under-Lyne Fire Station. As his colleagues, including Dean Nankivell (pictured left) got busy deploying the Paratech Vehicle Stabiliser equipment; we spoke to USAR Team Leader Neil Pickersgill who was also taking part. The training session, explained Neil, had been set up to simulate a Road Traffic Collision (RTC) between a box bodied rigid and a family saloon. The truck had tipped over on to its side and was leaning at a precarious angle. It had also crushed the passenger compartment of the car. To an onlooker, the chaotic scene was one of utter devastation. However, the highly trained USAR crew moved quickly and efficiently as they worked to stabilize the wreck to facilitate the freeing of casualties.

“The USAR crews are all volunteers and in addition to the work we do regionally and nationally in the UK, we are on call for international rescue work at the scene of natural disasters such as earthquakes and hurricanes,” says Neil, adding, “For example, we’ve sent team members to the Christchurch earthquake in New Zealand, Rwanda, Iraq and now Japan.” The crew who attended the post tsunami search and rescue mission there included a dog handler and his Border Collie sniffer dog Brynn who is specially trained to search out people who have been

Uburied under rubble. “We are ready to deploy anywhere in the world at a moment’s notice,” adds Neil. The British team is one of only 17 in the world classified as a ‘heavy team’, meaning it travels with the specialist tools needed to penetrate reinforced concrete and metal to reach trapped victims.

A key part of the training exercise was the attendance at the ‘incident’ by Greater Manchester Fire and Rescue Services Volvo FL Urban Search and Rescue vehicle. This highly specialised truck is designed and specified for attendance at major incidents. It carries a wealth of powerful technical equipment to facilitate the search for survivors in the event of building or construction trench collapse, RTCs involving buses and coaches, heavy trucks, (for example; head on collisions on the regions’ motorways) and major fires. It has seen service at the Irlam gas explosion and, like all 172 of the 100% GMF&RS Volvo fleet, was supplied by Volvo Dealer Thomas Hardie Commercials. The Dealership, who celebrated 25 years in business in 2010, has been supplying Volvo fire appliances to the GMF&RS for 20 years and continues to maintain a very close relationship with the service both in terms of the provision of technical assistance and the supply of vehicles and parts. It’s another example of how teamwork triumphs at all levels, even in a disaster area! n

Greater Manchester Fire and rescue Service’s Urban Search and rescue FL carries the tools and crew who perform complex and often dangerous rescues.

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Volvo Trucks is a member of the international development charity Transaid which aims to reduce poverty and improve lives through creating better transport.

In Africa, driving is often seen as a job of last resort and there is a huge shortage of skilled drivers. Due to poor road infrastructure, badly maintained vehicles and poor legal enforcement, road crashes are the third biggest premature killer after HIV/AIDS and malaria. It is set to become the leading killer if nothing is done to stop the crisis.

Transaid is working in Zambia and Tanzania to provide a solution by working with partner organisations to improve driver training standards for HGV and PSV drivers. With the support of Volvo and other companies, Transaid is building skills of African driver trainers to deliver training to high standards, enabling drivers to become better and more risk aware – making safer communities and ultimately saving lives. Find out more at www.transaid.org

Watch a film on the project by searching for Transaid1 on YouTube.

Eight changes have been made to this issue’s Spot the Difference picture, which was kindly provided by Transaid. One lucky person will win a high quality 1:50 scale, diecast model FH16-700 8X4 Heavy Haulage tractor unit. To enter the competition, mark up a copy of this page and send it, together with your name, address, postcode and a daytime telephone number to: Spot the Difference Competition, c/o Tribal PR & Marketing Limited, Radway Green Business Centre, Radway Green, Cheshire, CW2 5PR. Entries must be received by 3rd June 2011. n

new members and those renewing their membership can enjoy a free gift and can take advantage of a 25% saving by purchasing a two year membership for the reduced price of just £14.99!

Call Volvo Truck nation today! UK 0800 715 716 Overseas 0044 116 240 5714

remember, the Volvo Truck nation Online Shop is the easy to use online place to buy your Official Volvo merchandise direct from the manufacturer.

www.volvotrucknation.co.uk

Join Volvo Truck nation today!

DISCLaIMER: Judge’s decision final. There is no cash option. This competition is only open to Volvo Truck Nation members and readers of Inside Lane. No employees of Volvo, Volvo Dealers or anyone else professionally connected with Inside Lane may enter. No purchase necessary.

SPOT THE DIFFEREnCECOMPETITIOn

Volvo Trucks supports Transaid

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Readers may recall that, in the last issue, we reviewed the UK launch of Volvo’s Worldtrucker community on the web. Volvo’s aim is to make it the largest and most active truck driver community in the world. By offering an Internet community to drivers, the company hopes to boost interest in the profession and support the recruitment of new drivers. “We know that truck drivers have strong professional pride, and that’s exactly what Worldtrucker is about – sharing that passion for trucks and for life on the road,” says Worldtrucker Manager Paula Kühnel.

The community has already attracted almost 10,000 members during the development stages when ten local communities, including the UK, had already been established using nine languages - Italian, Swedish, Dutch, Spanish, French, Russian, German, Polish and English. With the final update, including a mobile phone version and design upgrade, the community has

now been launched on a global scale. It was decided from the start that Worldtrucker would be open to anyone interested in trucks regardless of the brand they use. Volvo Trucks as a company would maintain a low profile and let members build their own content and agenda.

“Most haulage firms have various truck makes in their fleets, so all their drivers should feel equally welcome,” says Paula Kühnel. Worldtrucker helps drivers keep in touch with their families, friends and colleagues as they can easily discuss experiences and establish new cross-border relations.

They can also share photos from the road by uploading them, even directly through their mobile phone, making it

Worldtrucker update!

Worldtrucker is open to anyone interested in trucks, regardless of make.

Worldtrucker Manager Paula Kühnel.

Redwings, the UK’s largest horse sanctuary, has taken delivery of its first Volvo truck which will be used as a specialist horse ambulance for the charity’s rescue and round-up operations around the country; transporting horses, ponies, mules and donkeys that are in need of care and re-homing.

Redwings, which is based at Hapton, near Norwich, has taken a Volvo FM-260 Globetrotter as a long wheelbase 4x2 chassis cab from the Used Vehicle Centre at Volvo Truck and Bus Centre East Anglia, Ely. The tailor-made horse box conversion was built by specialists Oakley. The new truck for Redwings is the result of over two years solid fundraising by the charity and Adam Joslin, Welfare and Transport Manager at Redwings said, “This is our first Volvo and it’s going to be a vital replacement for one of our 18 tonne HGVs which has frankly seen better days. We also operate three 7.5 tonne horse boxes and all these vehicles are absolutely essential for our day to day work.

The FM will be used for our rescue work across the UK as well as moving animals from site to site. We were specifically looking for a Volvo because of their reputation, their dealer network and their after-sales care. We bought the chassis in September and the work on the conversion should be complete by the New Year. We are so pleased and very grateful to everyone who contributed to help us raise the funds we needed.” n

Volvo globe-Trotter to the rescue

possible to stay connected without carrying a laptop. By offering these social elements, Volvo Trucks hopes to stimulate the driver’s working life and increase interest in the profession. The worldwide driver shortage is a vital issue for the industry. Worldtrucker has already spread to over 40 countries even though no promotion was undertaken outside the start-up markets, so Volvo Trucks’ expectations on the global launch are high.

“We have not yet seen any competitor matching our set-up and believe we have the chance to become the trucker’s first online choice all over the world,” explains Paula. n

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a one-room apartment on wheels. That is how Volvo Trucks’ cab expert Ulf Andreas-son refers to the truck cab.

“In the eight or nine hours you spend working each day you must be able to sit comfortably and focus on the traffic, if

you are to have a chance of performing as well as possible without getting tired. And after work, you want to enjoy a good rest, with high levels of comfort, TV, radio, Internet and plenty of smart storage – just like home,” he explains.

Volvo Trucks continuously undertakes surveys to find out what the driver prioritises inside the cab. This will naturally vary depending on the driver’s assignment and the country he or she comes from, but when 2,200 long-haul drivers were asked to prioritise fifteen different in-cab parameters, top of the list was relaxation and sleeping comfort, closely followed by a good driving environment and good visibility.

This does not surprise Claes Hillén, manager of Volvo Trucks’ customer clinics, who carried out the survey.

Words SOFIA ErIkSSOn

photos chrISTEr EhrlInG & VOlVO TrUckS

a long-haul truck driver spends 4.6 nights in his cab in the average working week. this imposes high demands on function and comfort. that is why volvo trucks’ cab de-velopment team is constantly on the lookout for smart new solutions.

Their task:

Create a workplace that

doubles up as a home

– in just 5.5square metres!

“It simply confirmed what we already knew. The attitude among drivers has changed as they spend increasing amounts of time in the cab. Ten years ago, the average long-haul driver spent 3.3 nights a week in the truck. Today that has grown to 4.6 nights a week. So it’s hardly surprising the survey shows that comfort has become increasingly important. Demands on the driver have also risen; assignments are getting more and more complex and the legally stipu-lated break really does have to give the driver a proper rest.”

There is also a Purely business-related aspect to offering a good in-cab en-vironment, according to Claes Hillén.

“Driver costs – in other words wages – represent the single largest expense for the haulage firm. The demands on the driving profession are becoming increasingly tough at the same time as there is a shortage of drivers in many countries. Being able to offer the best working environment is one way for haulage firms to attract the best drivers, which we know has a direct impact on the haulage firm’s profitability,” he explains.

in The PasT iT was often the owner who answered questions about the truck, and in-cab comfort and functionality were not so firmly in focus. Today, however, Volvo Trucks is increasingly turning to the drivers. Surveys are one

ulF andreasson, caB exPerT“There is immense technological devel-opment but it has to be tailored to suit the driver’s working envir-onment.”

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›

method, but the company also carries out anonymous in-depth interviews at major truck stops along the main European motorway routes, visiting drivers in their cabs. In addition, Volvo Trucks conducts occasional clinics with invited customers who are given the opportunity to speak freely about in-cab design and functionality. Claes Hillén is the person responsible for the clinics.

“We’ve never had as much input from the people sit-ting in the truck as we are getting now. Almost everyone we ask is interested in participating in the surveys – they want to help shape their working environment. And the advantage of conducting anonymous surveys is that the drivers do not know it is Volvo Trucks behind the ques-tions, so we get to hear the truth. Both the positive and the negative comments. That’s what drives our develop-ment forward.”

seVeral oF The deTails found in Volvo Trucks’ cabs to-day have been introduced or modified following customer input. The sun-visor mirror. The swivelling seat. The

various mattress and bed alternatives. The increased number of power sockets front and rear. The audio system with USB, Bluetooth and iPod sockets. Integ-rated cupholders. Many of the expanded storage facilities.

It’s like an unending jigsaw puzzle and constant balancing act. Because the space available is strictly limited. There is a basic requirement concerning length (2.35 m), width (about 2.50 m) and height (max 4 m). However, the hu-man being and economic constraints also set their own limits. Ulf Andreasson is the link between customers and product development and he participates in the process of translating ideas and wishes into a requirement specification with which Volvo Trucks’ cab developers can work.

“We can see the process as a point of balance that we must reach,” says Ulf Andreasson. “Between function and storage on the one hand, and the limited space available on the other. Between comfort and enjoyment on the one hand, and price on the other.”

One additional goal is to integrate as much technical assistance as possible without overwhelming the driver with information.

“Safety is our top priority, that’s an area in which we always intend to stay number one,” states Ulf Andreasson. Volvo Trucks works constantly to improve both passive and active safety. There is immense technological development un-der way but it has to be tailored to suit the driver’s working environment.

rickard orell, design manager “The cab is designed as a solid, reliable, pleasant and relaxing work-tool.”

claes hillÉn, clinic manager“Almost all the drivers we ask are interested in help-ing to shape their working environment.”

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› Rikard Orell, design manager at Volvo Trucks, agrees.“We focus a lot on the details, such as the steering wheel, the control but-

tons and their design. We can study any area in immense depth, examining its limitations and challenges, but after that we have to look at the whole picture. The best design is the one that is so obvious you simply can’t understand how it could possibly be any other way – but it still takes time to develop.”

Rikard Orell used to work with car design and he can clearly see the two customer groups’ differences in attitude as regards the driver’s environment.

“The car is more clearly an expression of personality. A truck is a business tool, an item of equipment to get the job done. This doesn’t mean that feeling and expression are less important, but having said that the truck has a more pronounced problem-solving perspective. And it’s about making the technol-ogy more human.”

The team that designs the cab always aims to create an inviting first impres-sion, says Rikard Orell.

“We work on the experience, the perception. Volvo Trucks’ image and the way we meet our customers’ needs should be clearly reflected inside the cab. After all, it is a human being who will be living and working in the cab for sev-eral weeks at a time, so we have to do all we can to ensure that he or she will be happy in this small area. A solid, reliable, pleasant and relaxing work-tool – that’s the aim of the cab’s design.”

so whaT is The nexT sTeP? What will drivers want in the future, and what will it be possible to integrate into the few cubic metres that make up the cab?

“A vehicle to rely on come what may,” predicts Ulf Andreasson. “I believe there is technology on the horizon to make it possible for the driver to get all the help he or she needs so that the truck does not get stuck in traffic queues, thus enhancing productivity. However, this imposes demands on us to find good system aids that neither drown the driver in information nor take away the driver’s independence. What is more, the working environment will be-come increasingly important as regards both the driver’s active environment behind the wheel and after-work relaxing and sleeping facilities.”

“Access to running water,” says Claes Hillén. “Many drivers also want a more easy-to-clean environment. A central vacuum cleaner may be a good idea.”

“The challenge is to maintain the harmonious driver’s environment and meet increased demands on seating comfort, visibility, safety, new technol-ogy and accessibility. We should not arrive at a situation where there is a wide variety of details and individual solutions, but instead a harmonious whole that makes the driver’s life easier,” says Rikard Orell. “There’s also increasing talk about sustainable design, and that’s an area in which a whole lot is set to happen in the future.” n

being able to offer the best Working environment is one

Way for haulage firms to attract the best drivers, Which has a direct impact on the haulage firm’s profitability. clAES hIllén, clInIc MAnAGEr

Volvo Trucks car-ries out anony-mous in-depth interviews at major truck stops along the main European motorway routes, inviting drivers into the cabs. This forms the basis for a lot of the com-pany’s develop-ment work.

1977 The fixed steering wheel got its first adjustment facility with the launch of the Volvo F10 and Volvo F12. In 1985, in the Volvo Fl7 and Volvo Fl10, the so-called neck tilt was introduced, now allowing the steering wheel to be adjusted in two directions.1977 Air conditioning made its entry but it was not immediately a success. Many regarded it as an unnecessary luxury, but people soon realised that effective dehu-midification and mist-free windows were a question of safety. 1983 saw the launch of the Automatic Temp control system where two temperature sensors, inside and out-side, provided input to a small electronic box that controlled Ac activation and the heater’s water valve. 1979 The spacious Globetrotter cab was introduced, revolutionising the in-cab experience. The foremost benefit: standing height.1983 In regular cabs the roof was previ-ously fairly low, rather like the roof height in passenger cars of the day. In 1983 the cab roof was raised by 150 mm, giving added volume and freedom of movement.1993 Volvo’s Fh model with its almost flat floor and absence of intruding engine compartment cover was introduced. And many drivers in need of relaxation were delighted to be able to operate the lights and audio system from their bedside. Previous-ly the lights and radio were switched on and off via controls in the instrument panel, but this could now be done from a bedside panel or via remote control without having to get out of bed. 1994 Volvo was the world’s first manufac-turer of heavy trucks to fit a driver’s airbag.

the truck cab through the agesa lot has happened in the cab since volvo’s first truck left the factory back in 1928. here are some of the most important landmarks of recent years:

relaxation and sleeping comfort are at the top of the list of priorities among long-haul truck drivers, closely followed by a good driver’s environment and good visibility. This is revealed by surveys undertaken by Volvo Trucks.

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The Globetrotter cab was intro-duced in 1979

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optimised wheel alignment, the right choice of tyres and correct tyre inflation can significantly cut fuel consumption. by almost 15 percent. this is shown in a test that volvo trucks has carried out together with tyre manufacturer michelin.

Big savings with simple measures

1 many euroPean Truck rigs are incorrecTly seT uP

One-third of Europe’s truck rigs have incorrect wheel and axle alignment. This together with inappropriate tyre type and incorrect tyre pressure results in significantly higher fuel consumption. There’s nothing new about this.

“But nobody knows the full effect of these factors. There are many assumptions out there. But here at Volvo we don’t want to rely on assumptions, we want facts,” says Arne-Helge Andreassen at Volvo Trucks.

In order to obtain factual data on just how much these factors affect fuel consumption, Volvo Trucks worked to-gether with tyre manufacturer Michelin to carry out a large-scale test at Hällered, Volvo’s proving ground in Sweden.

“The aim was to give haulage firms reliable evidence of just how much money they stand to save,” explains Arne-Helge Andreassen.

2 here’s how The TesT was conducTed – no excesses allowed

The tests used two identical truck rigs. Over a two-week period, the trucks underwent a wide range of tests. One rig was driven with various incorrect wheel alignment settings.

The second rig served as reference vehicle and was consistently run with optimally aligned wheels. This rig was also run on various tyres and varying tyre inflation pres-sures. The advanced equipment measured fuel consump-tion with millilitre precision.

In order for the tests to be as reliable as possible, prior to each test cycle the two rigs were first driven for one hour on the track to warm up the engine, transmission and rear axles.

Arne-Helge Andreassen emphasises that no excesses were allowed in the tests.

“Reality is bad enough,” he says.Mats Lidbeck from SP, the Technical Research Institute

of Sweden, was on location to ensure that the tests ad-hered strictly to scientific protocol.

Words ErIc lUndEkrAnS

photos chrISTEr EhrlInG

“We serve as a guaranteed neutral third party in this type of test procedure. This means we review all the meas-urement methods and ensure that the engineers take ac-count of all the important parameters. For instance, that the instruments used are suitable and correctly calibrated, that the test methods are duly followed, that sufficient numbers of parameters and correct parameters are measured,” says Mats Lidbeck.

3 resulTs aFTer a ForTnighT and 1,000 kilomeTres on The TesT Track

Analysis of the vast amount of data collected shows that the two-thirds of Europe’s truck rigs driving around with incorrect wheel alignment can shave 2.5 percent off their fuel consumption by making the necessary adjustments. A rig that switches to the right type of tyre can cut a further 11 percent, while having the correct tyre inflation saves another 1 percent.“There is every reason for all haulage firms to take a closer look at this. Volvo Trucks has 1,100 workshops throughout Europe. We’re going to see to it that they all receive this information. When a customer comes to us with a truck and trailer they will get the very best help imaginable,” says Arne-Helge Andreassen. n

Wheel alignment was adjusted between each test run to obtain comparable results. It’s all a matter of millimetre precision.

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Fuel accounts for one-third of a truck’s operating cost. This is also the cost that haulage firms have the greatest ability to influence. That is why Volvo Trucks offers its customers a range of services aimed at reducing fuel consumption.

These services are gathered together under the Fuelwatch banner.

Fuelwatch includes:n An in-depth analysis of overall fuel economy.n Optimisation of the truck and trailer for the haulage assignments and driving conditions for which the rig will be used. n Servicing is crucial to fuel economy. regular servicing guarantees uptime and improves the truck’s overall performance. n continuous software updates for opti-mal fuel efficiency. n correct accessories such as air de-flector panels and aerodynamic hubcaps.n Using the information provided by dynafleet, Volvo Trucks’ web-based transport information system, the driver and transport planning office can take the right measures. n An appropriate driving style is a key factor when it comes to fuel consumption – and driver training is usually the fastest way of improving driving style.

sample calculationsn A typical European rigid truck covers 160,000 km/year and consumes 30 litres of fuel per 100 km. With diesel costing 1.1 euros per litre, the annual cost of fuel exceeds 50,000 euros. n Analysis of the test results reveals that some rigs can reduce their fuel con-sumption by almost 15 percent. Which, in terms of cash in your pocket and based on the example above, means a reduc-tion of 8,000 euros in each truck’s annual fuel bill.

one-third is fuel costs

fuelWatch

The tests used two Volvo Fh 6x2 trucks, 500 hp Euro 5, each equipped with a three-axle fully loaded van-bodied semitrailer. Gross combina-tion weight for each rig was 40 tonnes.

measures:4 choice of tyre: 11 percent

4 correct tyre inflation: 1 percent 4 correct wheel alignment: 2.5 percent

Other costs 71 %

Fuel costs 29 %

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in brief

Dennison’s overall package secures Woodside deal Woodside Distribution, part of the Woodside Group based in Ballyclare, Co. Antrim, has recently purchased two FE 18 tonne curtainside rigids

from Dennison Commercials Ltd, to join a fleet consisting of around 200 trucks group-wide.

The vehicles, which are the

first new Volvos in the Woodside fleet for a number of years, have been purchased specifically to fulfil a new three year contract

with SCA Hygiene Products Ltd, one of the world’s largest manufacturers of hygiene and personal care products, including well known brand names such as ‘Velvet’ and ‘Plenty’.

Woodside will be carrying out the warehousing and distribution for SCA throughout all of Ireland. The vehicles have been delivered with a five year Repair and Maintenance package in place, including an agreement whereby all servicing will be carried out in the evenings and the vehicles delivered back to Woodside the same night, ready for operation first thing the following day.

Simon Woodside, Director, says: “Aside from the locality of the Dennison workshop and the convenience of having servicing carried out after our deliveries, the overall quality of the Volvo dealership and the reliability and the quality of the product have really impressed me."

In uncertain economic times, Chiltern Cold Storage have got the best of both worlds by taking four new Volvo FH 6x2 tractor units on a two-year Volvo Flexi-Contract Hire agreement, which includes a break-out clause option allowing them to hand the vehicles back after twelve months.

Volvo’s Flexi-Contract Hire means that Chiltern Cold Storage can operate their new Volvo trucks (which were supplied by the Peterborough Dealerpoint of Volvo Truck and Bus Centre East Anglia) while being reassured that they will not be stuck with them if the level of work coming into the company reduces. Paul Jackson, Managing Director of Peterborough-based Chiltern Cold Storage Group Ltd., said, “These are the first Volvos in our fleet for some time and the flexibility given by Volvo’s tailored Flexi-Contract Hire package, together with Volvo Dynafleet and Volvo Service Point Online, made it an unbeatable offer.”

Volvo’s Flexi Contract Hire with Gold contract Repair and Maintenance has been joined by Volvo Service Point Online at Chiltern Cold Storage. Volvo Service Point Online gives the company web-based service planning and eliminates phone calls and paperwork. Paul Jackson says, “This is the way forward, it’s saving us so much time and admin stress, and it’s all instant.”

Chiltern take Volvo Flexi-Contract and Volvo Service Point Online

Paul concluded, “The fuel returns from the new Volvo FH’s are excellent and our drivers are very impressed too, reporting vastly superior levels of comfort.” Dynafleet allows Chiltern’s Transport Manager to monitor and control the fleet accurately, “like never before.” It has also allowed the company to incentivise its drivers with a performance league table directly related to mpg.

Says Chiltern Cold Storage Director Paul Jackson: “The fuel returns from the new Volvo FH’s are excellent and our drivers are very impressed too, reporting vastly superior levels of comfort.”

Woodside Distribution’s first new Volvo trucks: Supplied and maintained by Dennison Commercials.

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in the first issue readers can climb aboard as we drive deep into the massive copper mine in aitik in northern sweden. the ipad also allows the reader to study in detail what happens inside a truck cab in a crash test. read the text and watch the video show-ing when the world record for the standing kilometre was beaten. and there’s much more besides. volvo trucks magazine is pub-lished in english and can be downloaded free from the app store.

Volvo Trucks launches iPad magazine

new Media

Volvo Trucks. Driving progresswww.volvotrucks.co.uk/fitted-price

Out Now!

To get your copy now, go towww.volvotrucks.co.uk/fitted-price

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