volvo inside lane 45-2012 uk

Tanker TrailblazerFirst XXL in UK

THE VOLVO MAGAZINE FOR OPERATORS, DRIVERS AND ENTHUSIASTS #45 2012

inside lane

Inside Lane No45.indd 1 05/03/2012 11:24

“1,000,000 KM, the saMe clutch”

case study 01686

volvo trucKs. driving progresswww.volvotrucks.co.uk www.facebook.com/volvotrucksuk www.twitter.com/volvotrucksuk

eBc BraKes

Volvo Total Solutions Category: Genuine Volvo Parts

Company: EBC Brakes Dealer: Volvo Truck & Bus Centre East Anglia

Location: Northampton Business: Automotive Distribution

“My Volvo truck has always been serviced at Volvo Kettering every six weeks and I’ve been driving it

on the same clutch for 7½ years. Over 1 million km, it’s a nice feeling,” says Phil Moore, who drives

a Volvo FM9. “It’s proved to me that driving right and with a Genuine Volvo Part that really is made

to last, makes the perfect combination. My first Volvo done me proud, this second one has done

me even prouder.” Thanks Phil!

We can’t guarantee every part will last a million kilometres but we can guarantee that with Genuine

Volvo Service and Genuine Volvo Parts you will see the difference in business efficiency and

long-term maintenance.

Discover the difference - talk to your Volvo Trucks Dealer today.

Use your smart phone to scan this QR code to visit our website

and follow us on Facebook and Twitter.

3968 Parts Mr Clutch Ad AW IL 20.02.12.indd 1 20/02/2012 16:36

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Editor: 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 Tribal PR & Marketing Limited or Volvo Group UK Limited 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: 4 START 6 DYNAFLEET APP 22 VOLVO TRUCK NATION24 R&D 30 IN BRIEF

Premier South Wales haulier is working with drivers to reduce fuel usage.

28 There’s no ‘fuelling’ John Raymond Transport

Top truck journalist Brian Weatherley looks back at 25 years of 16 litre power.

24 Power hungry?

FH16 XXL mega move delivers holiday homes from Estonian factory.

08 On the move in Finland

inside lane 45/2012 CONTENTS & EDITORIAL

“We are working together to deliver flexible transport solutions.”

göRan nybERg Managing Director

Welcome to the spring issue of Inside Lane. In this edition we carry a report on the Volvo Trucks Driver Challenge 2012, which is now underway. This is a very important event for us in the UK and Ireland. Last year we had 95 professional drivers take part and this year we are hoping to increase that to around 120. We look forward to welcoming the top ten competitors, in this toughest of competitions, to a thrilling final in Galway in July. The Volvo Ocean Race is finishing there at the same time.

In this issue, we also have stories which demonstrate, no matter what your operation, or indeed the size of your fleet, that Volvo Trucks and our dealer network can tailor a transport solution that will deliver on all counts – be it uptime, fuel economy or a flexible financial package to suit your ownership requirements. For example, while John Raymond Transport worked very closely with Truck and Bus Wales and West on their fleet’s fuel usage, Volvo Financial Services provided a flexible ppk deal to help Carlsberg UK make efficiencies with their cost of ownership. We also feature tipper operators Roger and Simon Gilkes, the reliability of whose Volvo trucks is a testament to their decision to have them maintained on a flexible service contract from new with Volvo Truck and Bus Centre East Anglia, Coventry.

I hope you enjoy reading this issue of Inside Lane.

Simon Gibson Transport Ltd is operating the first FH XXL in the UK.

18 Simon gibson’s 50th is an XXL

“1,000,000 KM, the saMe clutch”

case study 01686

volvo trucKs. driving progresswww.volvotrucks.co.uk www.facebook.com/volvotrucksuk www.twitter.com/volvotrucksuk

eBc BraKes

Volvo Total Solutions Category: Genuine Volvo Parts

Company: EBC Brakes Dealer: Volvo Truck & Bus Centre East Anglia

Location: Northampton Business: Automotive Distribution

“My Volvo truck has always been serviced at Volvo Kettering every six weeks and I’ve been driving it

on the same clutch for 7½ years. Over 1 million km, it’s a nice feeling,” says Phil Moore, who drives

a Volvo FM9. “It’s proved to me that driving right and with a Genuine Volvo Part that really is made

to last, makes the perfect combination. My first Volvo done me proud, this second one has done

me even prouder.” Thanks Phil!

We can’t guarantee every part will last a million kilometres but we can guarantee that with Genuine

Volvo Service and Genuine Volvo Parts you will see the difference in business efficiency and

long-term maintenance.

Discover the difference - talk to your Volvo Trucks Dealer today.

Use your smart phone to scan this QR code to visit our website

and follow us on Facebook and Twitter.

3968 Parts Mr Clutch Ad AW IL 20.02.12.indd 1 20/02/2012 16:36

You can follow us on Twitter at: @VolvoTrucksUK We’re also on Facebook as Volvo Trucks UK You can watch our videos on the Volvo Truck UK channel on YouTube.


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start BUSINESS

The Volvo Trucks Driver Challenge 2012, which is taking place over a five-month period from February, measures and assesses individual driver’s techniques. These techniques are the basis for a professional driver to achieve optimum fuel economy and uptime from their vehicle.

A major difference for this year’s event is the use of FM instead of FH tractor units. Fleet size has also been increased from five to six. Moving to FM tractor units means that it has been possible to specify the high torque, driver-friendly and fuel-efficient D11C 11-litre engine, in this case, at its top power rating of 450hp. Around 120 drivers are expected to take part in the competition this year and operator interest is already high. According to Volvo Trucks’ Managing Director Göran Nyberg. the Volvo Trucks Driver Challenge

Driver Challenge 2012 gets underway with all-FM fleet

2012’s focus on driver technique is crucial to delivering much more than excellent fuel economy: “Using driving techniques that improve fuel consumption also results in vehicles having less impact on the environment as well as potentially reducing operating costs in terms of unscheduled maintenance and repairs. That uptime can be optimised and even improved by using driving techniques that deliver improved fuel economy is an established fact. Utilising good driver techniques is incontrovertibly good for our customers, their customers and drivers of our vehicles.” Drivers at participating operators will use one of the identically specified and equipped FM-450s with their company’s own trailers, on their normal duties and at the running weights dictated by their delivery schedules. Because of

the huge number of variables in the circumstances in which the trucks will operate, fuel economy itself will not be scored during the initial round of the Volvo Trucks Driver Challenge 2012 competition.

Each driver taking part will be scored against fifteen driving techniques recorded by the vehicles’ Dynafleet telematics

systems. These included coasting, engine load, time spent in top gear and engine idling. However, because the conditions on the day can be rigorously controlled, the Final of the Volvo Trucks Driver Challenge 2012 will, as in 2011, be a fuel economy competition with up to ten finalists competing to win the magnificent trophy.

Volvo Trucks’ Driver Challenge 2012 is underway with the finals due to be held in Galway in July in conjunction with the Volvo Ocean Race finals.

Con Rooney (left) and Nicky Gill.

Key appointments at Volvo Truck and bus Centre East angliaNicky Gill and Con Rooney have joined wholly-owned dealer group Volvo Truck and Bus Centre East Anglia. Nicky Gill has been appointed to the position of New Truck Sales Director and Con Rooney has joined as Aftermarket Director. Reporting to the Regional Managing Director David Sullivan, both are working closely with transport operators in the region to make Volvo Truck and Bus Centre East Anglia the number one partner of choice for customers.

The new Directors are responsible for delivering excellence in customer service and selling Volvo Trucks Total Offer transport solution through Volvo Truck and Bus Centre East Anglia’s eleven Dealerpoints and workshops. “We’re focusing on maximising our service offering and getting the simple things right,” says Con Rooney. Nicky Gill agrees: “Working in partnership with our customers is at the heart of what we do. We focus on that because our customers are telling us that’s what matters.” Both have proven credentials in the Business to Business environment. Nicky Gill’s background includes substantial experience in building strong teams in capital equipment sales. Con Rooney brings a wealth of experience in building strong geographically dispersed, multi-skilled teams in the construction, capital equipment and utilities sectors.


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Optimised line-built Volvo drays join Carlsberg fleet

Designed and built to provide optimum operational flexibility and ease of use for drivers and crew, 16 new Volvo vehicles entered service with Carlsberg UK Ltd at

their Stonecross (Warrington) and Croydon Regional Distribution Depots recently. Carlsberg UK Logistics is the last national brewer with its own in-house

distribution providing drinks distribution to pub chains and free-trade customers with its 330 vehicle fleet. All 16 vehicles are equipped with an automated gearbox, the 14 Volvo FL-290 Urban Artic tractors having the six-speed overdrive ‘I-Sync’ and the two 26-tonne FM-330s the

familiar I-Shift 12-speed.Andrew Davis, National Fleet

Engineer for Carlsberg, reports that the automated gearboxes have been ‘very well received’ by drivers. “Knowing that we can specify exactly the vehicle we want and that it will be factory-built to our requirements and not converted from a rigid gives Volvo a distinct advantage in the Urban Artic sector,” said Andrew. “Having something that is factory-built provides peace of mind,” he added.

The vehicles were supplied and are being maintained under a ‘very flexible’ PPK contract pioneered by Carlsberg and Volvo Financial Services. “These are competitive times for any business,” said Andrew Davis. “Uptime is just as important to us as capital cost. So having a fleet of well-proven vehicles serviced by professional Volvo personnel at night helps put us in pole position to meet our challenging customer service key performance indicators,” he concluded.

Sixteen new Volvo trucks have entered service with Carlsberg UK Ltd.

Roadcrew Managing Director James Charnock.

James Charnock joins Roadcrew as Managing Director

James Charnock has been appointed Managing Director of Volvo Group UK Limited’s one stop shop parts company Roadcrew. The appointment follows the recent move of Roadcrew’s headquarters near Bath to Volvo Group UK Limited’s head office at Warwick.

“We have relocated Roadcrew to the Volvo Group UK Limited head office in Warwick with a new structure designed to deliver significant growth to an already very successful business,” says James, adding: “We will be looking to pro-actively drive the business forward and will be developing new and existing product ranges,” says James, “in order to offer more one stop shop solutions to our dealers. They will then be able to further extend our offer to their customers.

Our market is all customers who buy parts and we are working to make Roadcrew the ‘go to’ solution for all transport operators. We need to communicate the message that Roadcrew offers, via the Volvo Trucks dealer network and other selected Volvo Group companies, competitively priced all makes parts, trailer parts and consumable products without compromising on quality.”

“WE ARE WORKING TO MAKE ROADCREW THE ‘GO TO’ SOLUTION FOR ALL TRANSPORT OPERATORS.”

“UPTIME IS JUST AS IMPORTANT TO US AS CAPITAL COST.”


Start Products

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Information from Volvo Trucks’ fleet management system, Dynafleet, will be available via an app for the iPhone and iPad. With this app the traffic management office can at any time see the exact location of the fleet, whether

specific trucks are on time or if any are at a standstill, for instance for servicing. There is also detailed information in real time about how each truck is being driven – gearchanging, speed, idling and, not least, fuel consumption.

With the next update, more functions designed specifically for drivers will be added. From April 18th, the app can be downloaded for free from the App Store by customers who use Dynafleet.

Full control of the vehicle fleet

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TRUCKING start

All-makes servicing by Volvo Truck and Bus Centre East Anglia, Ipswich and competitive front-end pricing helped Brinor International Shipping & Forwarding Ltd in their decision to purchase two new Volvo FH-460 4x2 tractor units for their international haulage operation.

“We looked at all options before we bought the two new FHs,” she says, “Including buying used trucks, as the 2007 registered units we bought secondhand have proved very reliable. The dealership is nearby and already maintains all makes from our fleet – coupled to which, the deal offered on the two new FHs was very good indeed. It also helps that the people at the Volvo dealership are good communicators and keep us informed when our trucks are in their workshops.”

gill Thomas, Transport Manager, brinor International Shipping & Forwarding Ltd

InTERVIEw


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words Mikko Taivainen

Photos Pekka kiiRaLa

A holiday resort is currently under construction at saimaa, eastern Finland, with its turn-key vacation homes built at an Estonian house factory. From Estonia, the homes are hauled by trucks across southern Finland to their final destination. Eerik Niela’s Volvo Fh16 XXL is particularly well-suited for this type of special transport.

Home on the road

Fiskodlare Regis visar upp odlingens finaste exemplar för fisktransportören olivier Splingart.

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With each house over seven metres tall, it is important to measure all vertical clearances beforehand.

It is late Friday as M/S Stena Forecaster lowers its stern gate against the loading dock at the Port of Hanko. We are at the southernmost point in all of Finland. A popular summer resort among Finns, Hanko is surrounded by sea from three sides.

Senior traffic director Esa Penttinen is not here to relax, however. He has work to do. He is waiting at the loading dock with his five-man team. Six special transport pilot vehicles are parked nearby in orderly rows.

Jouni Räty, Henri Malmgren, Sauli Näppi, Mikko Simola and Juhani Wikholm are all experienced traffic directors. The Finnish Road Traffic Act states that traffic directors are civil servants with traffic direction rights and duties similar to the police, but excluding the right to impose fines.

On the car deck, there are four trucks with one 23-metre flatbed each, loaded with Akso homes measuring 7.05 metres in height and 7 metres wide. The gross combination weight of each rig is 90 tonnes.

These turn-key vacation homes have been built in the Akso Haus factory in Vasalemma, Estonia. From Vasalemma, the homes have been transported via the seaport of Paldiski to Hanko. Their final destination is

Holiday Club Resorts Oy’s new holiday resort, currently under construction at Saimaa, eastern Finland.

The 700-kilometre distance is traversed at night at an average speed of 25 kilometres per hour. In Finland, special deliveries of this scope require approvals and permits from authorities, and the goal is to carry them out with minimal inconvenience to other traffic.

Eerik “Eetu” Niela, a Finn, and Estonians Arvi Koppel, Madis Hallimäe and Sulev Jersman had some time off to relax while crossing the Gulf of Finland, but now it is time for these experienced drivers to get down to business.

Eetu climbs into the spacious and well-equipped cab of his Volvo FH16-700 XXL, parked in the cargo bay of the ferry. The turn-key home resting on the flatbed is so large, however, that this job calls for teamwork. The full-sized vacation home obstructs all mirror visibility on both sides of the load.

In Heavy Haulage, the role of the traffic director is crucial. Seamless teamwork from drivers and traffic directors is required for the delivery to arrive on time and undamaged.

According to Penttinen, mutual trust is the foundation of a successful movement. In a tight spot, the driver must be able to follow traffic director signals to the tenth of an inch.

The people in Penttinen’s team are no strangers to one another. With familiar people, communication between traffic directors and drivers goes smoothly and

Founded in: early 1990sIndustry: special and animal trans-ports, special transport consulta-tion and special traffic directionSize: small company with a fleet of 10 vehicles, relies on a partner networklocation: kouvola, Finlandwww.kvlkuljetus.com

Founded: 1976Industry: flatbed and special deliv-eries, lifting and haulingemployees: 4–7, seasonal variationvolvo vehicles: 2 volvo FH16 XXL 700 and 1 volvo FH16location: Laitila, Finlandwww.hiekka-laitila.fi

kvL-kuLjeTuS oy Hiekka-LaiTiLa oy

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The summer homes are assembled in estonia and begin their 700-kilometre journey by taking the ferry to Finland.

the work proceeds safely. The escort personnel know the specific spots where a driver needs guidance, and the drivers know how to interpret the instructions.

At the port exit, the team confirms a working radio link between the pilot vehicles and the vehicle combinations. They are now ready to embark on their slow-moving journey. Two pilot vehicles lead the way and stop any oncoming traffic within the Hanko street network.

Penttinen drives ahead of the leading combination, measuring vertical clearance, pointing out correct driving lines with his vehicle, and using the radio to inform them of any obstructions affecting positioning, such as road signs, traffic lights, power lines, road railings, pedestrians and trees.

It sounds like a racing co-driver giving pacenotes – even if they are moving at a fraction of the speed.

“A boom to the right, blind. Stay the course, Eetu. Going great… cleared. A give way and a pedestrian crossing to the left. Some birch branches to the right, but plenty of space to the left,” Penttinen continues.

Penttinen’s guidance is exact and calm, delivered with the poise of someone very experienced at their job. Eetu follows the pilot vehicles and the instructions.

PenttInen leadS tHe convoy through the city of Hanko, but his work starts weeks before the actual transport. In planning the transport, a map application is an important tool. In the application, Penttinen has over 14,000

measurements, gathered over the years at different points along Finland’s road network.

Penttinen first drives the planned route from start to finish and checks, among other things, the clearance on underpasses, railings, streetlights and power lines, the maximum capacity for all bridges and the mouth size for all underpasses. Planning a special transport of this scope takes an average of three working days.

When a plan is complete, it is time to contact the authorities to obtain the appropriate transport permits. Penttinen goes through the plan with permit experts, and they evaluate the route from the perspective of traffic and safety.

“Road safety is the main concern, everything else comes second. All plans are made so that driver, traffic director and road user safety are not compromised.”

Throughout the actual transport, Penttinen communicates with the traffic management centre which provides official bulletins for the media on traffic disruptions. This allows other road users to be informed about which section of road the abnormal load is travelling.

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› on tHe HIgHway, a third pilot vehicle moves to the front of the convoy. The escort vehicles make sure that all traffic moves out of the way to the side of the road. The lead vehicle travels about a kilometre ahead and slows down all oncoming traffic. The other two ensure that the vehicles pull over at a safe distance.

Pilot vehicles are equipped with loudspeakers to assist in giving orders. All trucks are informed through short-wave radio that a transport 7 metres wide is approaching and requires making way by pulling over to a bus stop or a lay-by. For passenger cars, pulling over to the side of the road is enough.

On the road is where Eetu’s Volvo FH16 truly finds its groove. It effortlessly accelerates to 60 km/h, the top permitted speed.

“Here is where power makes a difference. The gross combination weight equals nearly 100 tonnes, but she accelerates like a passenger car,” Eetu says.

Even with speed picking up, a queue soon forms. There is no safe way to overtake, because the extra-wide delivery takes up both lanes.

The first and the last escort vehicles maintain communications on all new developments. Any emergency vehicles, such as ambulances or fire engines, are given way to as soon as possible.

Passenger cars are given an opportunity to overtake every fifteen minutes or so, if possible. This is organized by pulling over on the opposing lane and guiding the trailing cars through.

a 7-metre tall rod is mounted on the nose of the leading pilot vehicle. It measures the clearance under any power or telephone lines crossing the road – typically about five metres.

When a low-lying line is detected, the pilot vehicle orders the convoy to slow down. Each combination navigates the line at a slow speed, all the while following the instructions of the escort personnel.

On top of each home there are plastic line guides that guide the line over the top of the transport, as the name suggests. Whenever a line gets stuck, the escorts lift it using special rods. In a particularly tricky situation, lifting equipment and the power company can be called to the scene.

The escort personnel have their hands full at all times. The pilot car needs to remove all traffic signs located at intersections or driving lines, and the last two vehicles take turns in putting them back up. Some intersections require taking down traffic lights and lampposts.

tHey Have been on tHe move for two nights now. The first leg saw the tightest and most challenging spots. They had to cross a railroad, which involved stopping all train traffic. A number of lines and birch-lined streets were navigated, narrow city streets negotiated, low bridges bypassed and traffic lights taken down.

The rest of the way was supposed to be relatively straightforward. But as Penttinen remarks, the unexpected is what makes special transports special, and no two working days are the same.

At an underpass too low to drive through, the homes are lifted from the flatbed on to a transport pad and winched over the bridge along a track built from railroad rails. On the other side, the homes are lowered back on the flatbed.

The work commences early afternoon, and Eetu’s is the last truck to navigate the bridge as the sun sets. The destination is just three kilometres away. Despite the extra delay, the delivery is on schedule, and installation can get under way in the morning. n

Removing obstructive traffic lights.

THe RouTe

vasalemmaBaltic sea

Tallinn

Helsinki

FinLanD

RuSSia

eSTonia

SWeDen

Gulf of Finland

Paldiski

Hanko

kouvola Lappeenranta

100 km

eeRik nieLa’S TRuckn volvo FH16 XXL 700n 2010 model with a mileage of 150,000 kmn Ready-made truck, e.g. ready-made tri-axlesn Flatbed: 4-axle extendable nooteboom euro 83-04, 2010 model

Both lanes are taken up by the four trucks, so there’s no room to overtake. The average speed is 25 kilometres per hour.

roAd sAFEty Is thE mAIN coNcErN, EVErythINg ELsE comEs sEcoNd. ALL PLANs ArE mAdE so thAt drIVEr,

trAFFIc dIrEctor ANd roAd usEr sAFEty ArE Not comPromIsEd.eSa PenTTinen, SenioR TRaFFic DiRecToR

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t he transport industry today accounts for 28 percent of Europe’s total carbon dioxide emissions. It is necessary to have other alternatives to diesel power that are competitive on the market. Natural gas is one such alternative. It is admittedly also a fossil fuel and a finite resource, but it offers many environmental advantages over diesel and it is cheaper too. Another benefit is that renewable climate-neutral

biogas can also be used in any engine that runs on natural gas. “This means that when biogas enters large-scale production in the future,

it will be easy and convenient to switch solely to biogas without having to replace any vehicle,” says Manuel Lage, general manager of NGVA Europe, an interest organisation for companies working with gas as a vehicle fuel.

In many euroPean cItIeS there is already a relatively well-developed refuelling infrastructure for compressed gas. However, it is primarily tailored for cars, city buses, municipal services and distribution trucks. The main obstacle is that it is not possible to run heavy long-haul operations on compressed gas since the tanks are heavy and take up too much space on board. And that is where LNG, Liquefied Natural Gas, comes into the picture. The gas turns into a liquid at minus 160 degrees Celsius. In liquid form it takes up only some 60 per cent more space than diesel, which means that this fuel is more suitable for long-haul duties.

However, in order to run on LNG throughout Europe, it is necessary for a filling station infrastructure to be established. And that is exactly what the blue corridors are all about – the establishment of smart transport corridors through Europe to accommodate long-haul transport with heavy vehicles. Having

words Lina SkaFvenSTeDT

ILLustrAtIoN kjeLL THoRSSon

blue corridors open the door to natural gasIn recent years liquefied natural gas has developed into a viable alternative to diesel for heavy-duty trucks in long-haul transportation. to date the infrastructure in Europe has been lacking. however, the solution to the problem is not as hard as it may seem, since it only takes a small number of strategically placed filling stations to create three ‘blue’ transport corridors.

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About NAturAL gAs & bIogAsn Consists of methane, which when combusted, releases 10 per cent less carbon dioxide than fuel oil does. Its use does not release sulphur, heavy metals or ash into the atmosphere, which oil does. However, just like oil, natural gas is a finite natural resource. Many people therefore regard its use as a temporary bridge to climate-neutral and non-fossil biogas. However, widespread infrastructure for the production of biogas, which can be made from food waste and other organic substances, is not immediately on the cards.

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“The Commission first wanted to be technologically neutral in the choice of future fuel. But I said straight off that this wasn’t realistic. We don’t have so many alternatives that we can afford to be neutral; instead, we have to choose to work with the fuels which we believe in today and develop them further,” he relates. “When it comes to long-haul transport with heavy vehicles, no other alternatives can match LNG at present. We feel it is the perfect solution for long-distance transport needs.”

tHe natural-gaS market has really grown a lot in recent years. Previously, all European gas came from Russia via pipeline, but now other countries with access to major gas fields, such as Qatar and Australia, have begun exporting their natural gas in liquid form.

“LNG is turning into a viable commodity. Both supply

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› said that, what sounds like a relatively simple challenge in theory – build ing a few filling stations at selected locations – is in practice a complicated process. Gas suppliers, vehicle manufacturers, haul age firms and various political/administrative organisations at both regional and national level have to have their say, and a whole lot has to slot together.

“The technology for driving on liquefied natural gas has been developed in recent years and is now a viable option. There is also a new will among both haulage firm owners and gas suppliers. Now all we have to do is to find a way of implementing it,” says Manuel Lage.

In order to booSt tHat ProceSS last autumn the EU Commission announced a project subsidy of 8 million euros. It is no accident that with this move the EU has chosen to invest in infrastructure for liquefied natural and biogas after many years of research into alternative fuels. Rather, it is a logical consequence. At least if we are to believe Manuel Lage. He relates that the EU Commission initially had an entirely different attitude on the fuel issue.

whEN It comEs to LoNghAuLtrANsPort wIth hEAV yVEhIcLE s, No othEr ALtErNAtIVE

cAN mAtch LNg todAy.ManueL LaGe, GeneRaL ManaGeR oF nGva euRoPe

volvo truckS is involved in the establish-ment of the blue corridors and is a memberof NGVA Europe. Lennart Pilskog, Director Public Affairs of Volvo Trucks, explains why the company regards the project as so im-portant.

“We are absolutely sure that gas in liquid form will be intro-duced as a fuel throughout the world. It is a clear trend in mee-ting energy needs and we are part of this trend. We were also the first manufacturer in Europe to launch the methane-diesel system. As things stand at present, we are still the only truck maker to offer this technology, but wewon’t be alone for many more years.”what is the biggest challenge in theestablishment of the blue corridors?

“The challenge is that this has to be co-ordinated between various parties in order

to be successful. Right now the focus is initially on locating large customers who are willing to test and build up specific routes.

Interest among smaller customers will grow when they see that it works and when they appreciate the economic benefits. But this is a process that will take a few years.” you are active in the Swedishbime trucks demo project, whichcan be seen as a small-scale va-riant of the blue corridor project. what have you learnt so far?

“Our experience from BiMe Trucks is that the gas industry does not understand the truck industry, and vice versa. If we are to make a new fuel usable, the fundamental consideration is not just the location of the filling stations but also the echnical specifica-tions of the gas. Dialogue and the establish-ment of standards – at least on an EU-wide basis – are crucial.” n

“dIALoguE Is crucIAL”

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and demand are constantly growing, and all over Europe terminals are now being built to receive and store liquefied gas. In the shipping sector, LNG is regarded as a good alternative fuel and, following the tsunami catastrophe in Japan, thought is being given to replacing nuclear power in Fukushima with natural gas. The transport industry can benefit from the fact that LNG is becoming more easily accessible,” explains Manuel Lage.

But how exactly are these corridors to be established in practice? It is a complex process but it is not necessary to start from scratch. The fact is that there are already a number of LNG filling stations in various parts of Europe, and Manuel Lage says that starting from these stations, it is possible to define a number of potential corridors that are suitable for expansion.

“If you take a map and mark the sites of the current filling stations, you can easily draw various possible transport routes and then identify if a filling station is missing on any of these routes,” he says. “Since a truck can cover up to 800 km on one tank of LNG fuel, it won’t be necessary to have many stations in order to drive through all of Europe – what is needed instead is good planning. It doesn’t take

more than 4-5 stations to be able to drive between Rotterdam and Madrid,” he continues enthusiastically.

ngva, However, doeS not believe there is a simple gen eral solution that can be applied to all of Europe. Rather, the interest organisation’s plan is to define where LNG filling stations should be built and then hope that interested parties from various parts of the transport chain will be inter ested in putting gas to the test in regular operations.

“I hope we’ll have 200 or so trucks driving in these blue corridors, which would truly demonstrate that LNG is a well-functioning alternative for long-haul transport in Europe. This is no pipe-dream – all the necessary technology is already available. The market is ready for commercial isation of the fuel.” n

The Natural and bio Gas Vehicle Association (NGVA Europe) is an interestorganisation for companies working with vehicle gas. It promotes goodrelations with European and international institutions and supports a varietyof issues relating to vehicle gas. It has more than 140 members. The VolvoTruck Corporation joined in 2011.

LNG powered Volvo trucks in the UK are still being field-tested prior to a full launch. The LNG on the road support infrastructure in the UK is currently very limited. This means that operators will have to install their own fuel supply points.

NgVA EuroPE uK mArKEt INFormAtIoN

voLvo FM MeTHaneDieSeLvolvo Lastvagnar lanserade våren 2011 sin volvo FM MethaneDiesel, som drivs på upp till 75 procent flytande metangas. volvo är den första tillverkaren i europa att presentera denna energieffektiva teknik för att använda gas som bränsle i en dieselmotor. när lastbilen körs på LnG minskar koldioxidutsläppen med 20 procent jämfört med diesel. Med biogas i tanken är minskningen upp till 70 procent.

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XXL Flagship 50th

WORDS REG CRAWFORD

PHOTOGRAPHY CRAIG ECCLESTON

The fiftieth truck to join the Volvo fleet of family owned Simon Gibson Transport Ltd is an FH-540 with an XXL cab – the first in the UK. We look at how this immaculate fleet is blazing a trail not only with their trucks, but also with customer service.

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“Our drivers are involved in delivering not just the goods but also good customer service,” says Simon Gibson. “More often than not, when they make a delivery, they are dealing with the person who is buying the product they are delivering.” Having been both a driver and an owner operator, Simon is well aware of just how important his drivers are to maintaining good customer relations, saying: “I’m grateful to the drivers for how hard they work to get the job done and for their positive attitude when working with our customers.”

The Goole, Yorkshire company’s drivers are closely involved in discharging the load from the smart blue and white liveried fleet of Feldbinder tanker trailers. It takes between 30 minutes and three hours on average to blow out the contents of one of the powder tanks, says Simon, and the driver monitors the rate of discharge, setting the pressure relief valve to different customers’ requirements. Drivers undergo a rigorous regime of in-house training on health and safety. “Like customer service, health and safety is paramount. We keep many of our blue-chip, high profile customers because of our professionalism and attitude to health and safety. We constantly risk assess

and have an in house, full time health and safety co-ordinator.” Simon is very positive in his assessment of the value of the Driver CPC,

saying: “It will make a good driver even better. It’s about drivers bringing a positive attitude to the job they do every day. In turn, we try to look after the drivers with the high spec Volvo trucks we operate and also things like additional lights and bigger toolboxes on the trailers to make it a bit easier for the driver. The company depends on the hard work from several drivers, mechanics and my transport manager who all started with me in the early days as drivers, and have stuck with me through both good and bad times.” He says. Indeed, Steve Hatfield, who is the driver of the latest addition to the fleet, a Volvo FH-540 fitted with the Globetrotter XXL cab, showed Simon the ropes on his first driving trip to the continent many years ago.

The new Volvo is the first in the UK with the XXL cab. It is 200mm longer than the standard Globetrotter and the bunk is correspondingly wider. “It’s the fiftieth truck we’ve bought since the company was started,” says Simon. “We wanted a flagship, something a bit special. Steve happened to be the next driver in line for a new truck.” The extra room in the cab is complemented by larger capacity exterior lockers. Just the job, says Steve Hatfield, for storing his full set of PPE gear that is needed while loading and unloading the smartly liveried tanker trailers that characterise the Simon Gibson Transport fleet.

Simon is impressed with the quality of service they receive from Crossroads. He recalls an incident when a clutch needed replacing :

WE KEEP BUYING VOLVO BECAUSE OF CROSSROADS. THEIR PARTS SERVICE IS BRILLIANT.”

“Our drivers are involved in delivering not just the goods but also good

customer service,” says Simon Gibson.


21

“They picked the truck up at 8pm and delivered it back at 3am with a new clutch. We don’t carry a spare truck and Crossroads made sure we didn’t drop a load and let a customer down. They’re really good like that and bend over backwards to help.” The fleet nowadays consists 36 vehicles of which 33 are FHs. “Volvo is one of the best manufacturers,” says Simon. “But, good as the product is, we keep buying Volvo because of Crossroads. Their parts service is brilliant. They deliver more or less on demand. It also helps that we are pretty much surrounded by Crossroads dealerships too with depots at Hull, Boroughbridge, Stallingborough and Birstall.”

Simon decided to buy the FH-540 XXL following discussions with Crossroads when replacing the fleet’s previous flagship truck, a 2005 registered FH16-610.

Originally designed for non-UK long-haul markets such as Australia, Simon specced up the XXL with many features. Like built in Bluetooth, a fridge, microwave oven and leather upholstery, to make life a bit more comfortable for the driver. The new truck is also equipped with I-Shift. “We took our first I-Shift in 2004,” says Simon. “It’s bullet proof. The FH16-610 which was on a 54 plate, was the only truck with a manual ‘box we’ve had for many years. We’ve never had to touch an I-Shift. The Volvo product is right for us. As long as the dealer keeps looking after us, I see no reason why we won’t keep going back.” n

CROSSROADS MADE SURE WE DIDN’T DROP A LOAD AND LET A CUSTOMER DOWN. THEY’RE REALLY GOOD LIKE THAT AND BEND OVER

BACKWARDS TO HELP.”

Steve Hatfield, driver of the FH-540 with the Globetrotter XXL cab, has been with Simon Gibson Transport for many years.


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The 2001 – 2012 Volvo Ocean Race is well underway now and the six teams that are competing face mountainous seas, hurricane force storms and driving squalls. We hope they’ve remembered the Kwells!

The in-port race at Alicante marked the start of the epic 39,000 nautical miles round the world voyage for the elite seafarers in their radically designed, high tech Volvo Open 70s. These powerful machines displace 14 tonnes of water and will get through up to 17 sails in their journey across four oceans. The design of the boats is so efficient, with their giant masthead sails, that they slice their way across the oceans at incredible speeds. Well, they may be able to outrun the wind, but can you outrun the magic stylus of our Photoshop operating guru Nicky?

For the Spot the Difference competition in this issue, instead of running a predictably mega dramatic picture of a storm-tossed Volvo Ocean Race boat on the high seas, we have decided to use this calm, rather relaxing picture of team Groupama gently winching in the sheets in preparation for the in-port race to begin.

Eight changes have been made to this issue’s Spot the Difference picture. One lucky person will win a smart new Volvo Ocean Race Fleece Jacket. The 100 percent polyester jacket has the Volvo Ocean Race logo embossed on the back and chest and also the sail logotype on the neck.

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 May 31st 2012. 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!

RuLES OF EnTRy: The winner will be chosen at random from the correct entries. There is no cash option. This competition is only open to Volvo Truck Nation members and readers of Inside Lane. No employees of Volvo Group UK, Volvo Dealers or anyone else professionally connected with Inside Lane may enter. No purchase necessary.

SPOT ThE DIFFEREnCECOMPETITIOn

winds of Change

Scan the QR code on your smart phone to go straight to the Volvo Truck Nation website.


23

Truckfest has reached the Big 30 this year and Volvo Trucks will be joining the many thousands of truckers at Peterborough on May 6th and 7th to help celebrate this terrific milestone. It’s always been a great place to visit – whether you’re a driver or an enthusiast. Indeed, all the Truckfest shows provide a cracking day out for just about anyone connected with the transport industry. Truckfest is a great day out for all the family too.

As usual, there’s no shortage of celebs to see this year. The Only Way is Essex, (TOWIE to the fans) star Mark Wright will be there on Sunday, May 6th. Darts champ Martin ‘Wolfie’ Adams will be stepping up to the oche and ‘must see’ IRT: Deadliest Roads star Lisa Kelly, who drove a Volvo in the Death Road episodes, will also be appearing both days at Peterborough.

Let’s hope the weather is kind to us all at Truckfest this year. To finish, here’s a selection of memorable Truckfest photographs from the Inside Lane archive:

Thirty not out!

Go to www.volvomerchandise.co.uk to browse the latest goodies and place your orders.

You can also follow Volvo Trucks on these websites.

You can follow us on Twitter at: @VolvoTrucksUK

We’re also on Facebook as Volvo Trucks UK

WEB You can also watch our videos on the Volvo Trucks UK channel on YouTube. Scan the QR code using your smart phone to go straight to our dedicated channel.

Peterborough - 6th - 7th May Adult £10.00 Child (5-15) £4.00Family (2 Adults + 2 Children) £25.00

South West Shepton Mallet - 30th June - 1st July Adult £8.50 Child (5-15) £4.00 Family (2 Adults + 2 Children) £19.00

Scotland Edinburgh - 4th - 5th August Adult £8.50 Child (5-15) £4.00 Family (2 Adults + 2 Children) £19.00

Ireland Belfast - 18th - 19th August Adult £8.50 Child (5-15) £4.00Family (2 Adults + 2 Children) £19.00

Original Newark - 8th - 9th September Adult £8.50 Child (5-15) £4.00Family (2 Adults + 2 Children) £19.00

Our online shop, www.volvomerchandise.co.uk makes your ticket purchase quick and easy.

All ticket orders must be received by us at least 7 working days before each Truckfest event. You can pay instantly by credit/debit card using our secure banking system, or you can print off your order and send in with a cheque or postal order to the address provided on the website. Alternatively, you can order your exclusive ticket offer by phoning 0800 715 716 and talking to the Volvo Truck Nation Team, give your membership number and details of your order, you can then pay over the telephone by credit/debit card. n

TRuCKFEST TICKET OFFER EXCLuSIVE TO VOLVO TRuCK naTIOn MEMbERS


24 TD162F

engine Horsepower Max torque

1987 TD162F .............................470 .................................2015nm

1989 TD162F .............................485 ..................................2160nm

1991 TD163eS euro1 .........500 ..................................2160nm eDc (electronic Diesel control)

F16 1987–1993

D16G750

25 yEArs oF ENgINE dEVELoPmENt

1987

2011

kings of the road. 25 years after the release of volvo F16 470 volvo Trucks has once again taken over the crown as the manufacturer of the strongest truck with the volvo FH16 750.

25

As a trucking journalist of 30 years I’ve watched the great truck power race unfold, following with great interest how Volvo has played its hand with its 16-litre engine. It all started for me in 1987 when I was news editor on Commercial Motor magazine.

One evening I was signing off the last pages before we put the magazine ‘to bed’ when CM’s editor Allan Winn rushed into the office with a juicy piece of news picked up during a trip to Sweden. “I’ve a story that’s GOT to go in this week’s issue…” he announced (ignoring my pained expression) before adding, “…and I’ve got the headline too! ‘It’s six-cylinders. It’s 16-litres. And it’s a Volvo!’” That was the story CM ran and shortly afterwards the original F16 470 broke cover. How’s that for timing?!

Not long afterwards I got the chance to drive one. Back then Volvo had an assembly plant at Irvine in

Scotland and some bright PR spark thought it would be great idea if a bunch of journalists drove a selection of Volvo artics (naturally including the latest F16 470) from Birmingham up to Irvine.

It wasn’t until the afternoon that I got my turn in the F16 470. But I recall thinking as I climbed into the big black-painted giant ‘THIS is more like it!” Not long after, when I looked in the mirrors I wondered ‘Where is everybody?’ Needless to say it didn’t take me long to get to the next coffee-break! That was the start of the 16-litre story for me.

25 years ago brian weatherley helped break the news about Volvo’s new 16-litre engine, and he has keenly followed each new edition ever since. this is his story.

Power to the people!

›

FH16 1993–2011


1993 D16a470 euro-1 ..........470 ..................................2160nm D16a520 ..........................520 ..................................2400nm

1996 D16B470 euro-2 ..........470 ..................................2160nm D16B520 .........................520 ..................................2400nm

2003 D16c550 euro-3 .........550 ..................................2500nm D16c610 ..........................610 ..................................2800nm

2006 D16e540 euro-4 .........540 ..................................2600nm D16e580..........................580 ..................................2800nm D16e660..........................660 ..................................3100nm


2009 D16G540 euro-5 .........540 ..................................2650 nm D16G600 .........................600 ..................................2800 nm D16G700 .........................700 ..................................3150 nm

2011 D16G540 euro-5 .........540 ..................................2650 nm D16G600 .........................600 ..................................2800 nm D16G700 .........................700 ..................................3150 nm D16G750 .........................750 ..................................3550 nm

words BRian WeaTHeRLey

PhotogrAPhy cHRiSTeR eHRLinG

F16 1987–1993

brIan weatHerley... is the former editor-in-chief of uk magazine commercial Motor and Truck & Driver as well as the founder of the Biglorryblog. He is currently a freelance writer and uk jury member for international Truck of the year.

brIAN wEAthErLEy oN whAt hAs drIVEN thE dEVELoPmENt towArds stroNgEr trucKs

26

› Back then 470hp was considered way beyond what was needed for the average fleet operator. Right now, in the UK for 44-tonne work the average horsepower is between 440 and 460hp.

wItHIn two yearS tHe bIg-SIx had gained another 20 horses while in 1991, with electronic diesel control, it broke the magic 500hp mark. When CM road-tested an F16 500 under the headline ‘Power Extreme!’ we weren’t kidding either – especially when it came to journey and hill-climb times.

Of course it was only natural that Volvo’s ‘Big Banger’ would find its way under the super-slippery, aerodynamic FH cab, as it did in 1993 as the D16 A520 delivering a maximum 520hp. And there we all expected it to stay. Only in 2001 something strange happened. Volvo quietly dropped its 16-litre. Naturally we feverishly speculated why. Had the low sales volumes of 500hp+ trucks finally put Gothenburg off the idea of building a ‘new’ big engine? Just to muddy the waters further Volvo was already offering a 600hp 15-litre Cummins Signature in its FH cabover and NH bonneted trucks –in Australia. Wasn’t this, I wrote, clear proof that Volvo planned to ‘out-source’ its high- horse-power engine in a European FH?

Oh ye of little faith! In 2003 we non-believers were invited to Sweden to witness the unveiling of the all-new D16C 16-litre engine in the FH16 610. Clearly this was a monster mover, although I remember thinking ‘OK guys we get the picture’ when we’d heard the word ‘awesome’ for the umpteenth

drIvIng Powerin the late ’60s and throughout the ’70s and ’80s Swedish diesel engineers determined that the level of horse-power required by heavy trucks in the future would be far higher than previously available. That meant building new, large-displacement engines up to 16-litres complete with turbocharging and charge-cooling. and as truck gross vehicle weights slowly increased across europe, truck operators and Government legislators talked increasingly about minimum horsepower-per-tonne levels, (typically 10hp-per-tonne) in order to shift those heavier loads. But it was in Sweden in particular, where trucks operate at gross weights of up to 60 tonnes, that the demand for ‘Big Bangers’ – large-volume engines with high power and torque – was the greatest.

ProductIvItyother factors beyond gross vehicle weights, however, were soon adding fuel to the ‘power struggle’. The arrival of eu drivers hours regulations and tachographs in the mid-1980s meant it was important to have a truck capable of doing more work in the same amount of time – as drivers couldn’t spend more than nine hours a day behind the wheel. That required more power to maintain high cruising speeds – especially uphill – throughout the day and night. Thus, higher-horsepower engines became important for vehicle productivity.

whErE wILL It ALL ENd … 800hP, 850hP? wE’LL hAVE to sEE. rIght Now, I’VE somEthINg morE ImPortANt to thINK About

– how I cAN gEt A drIVE IN thE NEw 750hP Fh16!BRian WeaTHeRLey, uk juRy MeMBeR FoR inTeRnaTionaL TRuck oF THe yeaR.

time during the presentation! But hey, it’s not every-day you launch a 16-litre engine with 2,800Nm of torque so I guess they deserved some slack. The other thing I recall of the trip was the ‘live’ FH16 610 demonstration, featuring the Finnish log-loading champion who did some amazing things with a log-lifter and a wine-glass of water!

Then in 2006 Volvo raised the bar again to a new height when it unveiled the 660hp D16E. My first taste of an FH16 660 came driving a fully-freighted 60-tonne 25.25m combination …talk about an ‘easy rider’. Surely the power wouldn’t get any higher…would it?

However, January 2009 found me sitting with a bunch of fellow scribblers in the auditorium at Warwick’s UK HQ listening politely to a presentation. It wasn’t exactly earth-shattering until the guy with the mike suddenly murmur ed, ‘Today, we’ll also be telling you about the new 700hp FH16.” Wuh? Who said what now? You’ve never seen a bunch of journalists sit up so quickly. Yes the FH16 700 had finally cracked the mythical 700hp barrier. Cue gasps of amazement – and a mad scrabble to be the first to road-test one. Guess who got that gig? (Back then being

brIAN wEAthErLEy oN whAt hAs drIVEN thE dEVELoPmENt towArds stroNgEr trucKs

27

better roadSLegislation has continued to play a significant part in stimulating the upward power trend, not least with the arrival of speed limiters. The growth in congestion across europe’s main roads has also meant top-weight trucks have had to be able to keep up with the increased traffic flow, accelerating away from rest and climbing gradients without causing long queues behind them. and the average power of a top-weight truck has risen accordingly to ensure that on-road ‘compatibility’ is maintained. interestingly, as more eu countries have recently adopted ‘ecocombi’ trucks (weighing up to 60- tonnes and measuring 25.25m long) more power has been needed to drive those combinations too.

HeavIer loadSMeanwhile, back in Sweden where it all started, trucks with 600hp and more are now moving even heavier loads - like the en Trave Till (eTT or one More Pile) project - where timber trucks weighingtrucks weighing 90 tonnes have not only reduced fuel consumption by up to 20% but also the co² footprint of road transport operators. volvo has been a major participant in the eTT project providing an FH16 tractor as the prime mover. Why? Because of its high power and torque naturally!

Editor-in-Chief of CM and Truck & Driver did have some privileges). Out on the road at 44-tonnes the FH16 700 provided quite a few surprises…not least in fuel economy, proving that high-horsepower needn’t hurt you at the fuel pump. But the biggest clue as to what was lurking under my right foot was when we did our 0-80km/h acceleration tests at the test track. For the record the average 44-tonne fleet tractor usually needs more than half of a mile-long straight to reach 80km/h. With the FH16 700, we managed to accelerate up to 80km/h and back to rest again THREE times – all within a mile! Not that we’d recommend driving like that. But as we said at the time: “If you’ve got to get over the Alps in a hurry the FH16 700 should do the job alright.”

oF courSe notHIng StandS StIll in the truck industry – especially if you’re a Swedish truck maker, so none of us were really surprised when, in an impressive display of diesel engine leap-frog last September Volvo regained the crown the very latest FH16 750. Where will it all end… 800hp, 850hp? We’ll have to see. Right now, I’ve something more important to think about – how I can get a drive in the new 750hp FH16! n

WeB Brian Weatherley did get to test drive the volvo FH16 750 hp. volvo Trucks Magazine flew him over to Sweden for a ride. But we also had him test drive a clas-sic F16 470 from 1987. just so he’d get a feel of what has happened over the past 25 years. See the video on www.magazinename.com and on youTube.

volvo Trucks press test manager jeff Birds instructs Brian Weatherley before his test drive.

28

John Raymond Transport Ltd.

John Raymond Transport Ltd is a highly respected, privately owned, family business specialising in UK Distribution and Warehousing solutions. The company is also one of the founding members of Harlequin Logistics – a collaborative

alliance formed in 2011 from five, long established, privately owned regional hauliers, managed by Paul Smith, one of the UK’s leading experts in collaboration between logistics companies.

“It’s a symbiotic relationship,” says Paul Smith: “I’ve known John Raymond Transport a long time and they tick all the boxes in all areas and have embraced the Harlequin concept wholeheartedly. In fact, they are

providing wider support to Harlequin by letting us use their substantial distribution depot close to Junction 11 of the M6 at Cannock. They’re a very straight dealing company and we’re pleased to have them onboard.” he concluded.

Inside Lane went to Bridgend to talk to John Raymond Transport Ltd Managing Director Paul Johns and find out more about how it is working in partnership with Volvo dealer Truck and Bus Wales and West to deliver and further develop the highest levels of service to its growing portfolio of blue-chip customers. “In today’s competitive environment, simply keeping pace with change is not enough.” He says. “We have an open and interactive partnership approach with all our customers and suppliers. We also have a ‘can do’ approach to problem solving and we need our suppliers to demonstrate the same attitude. Our vision is based on dynamic and


29

innovative thinking and development of solutions that exceed our customers’ expectations. Customer satisfaction is our goal in all we do and Volvo and its dealers need to be totally onboard with that.”

In 2011, John Raymond Transport Ltd took five new Volvo FH tractors on a 12 month Flexi Hire contract as part of an evaluation programme which also involved three other manufacturers. The evaluation was comprehensive and focused on operating costs and of course, fuel economy. The Volvos performed best, with the result that the company ordered 50 FH-460 tractor units from Truck and Bus Wales and West on a four year contract.

To optimise uptime and avoid ‘lost miles’, they are being maintained at the dealer’s Swindon depot. John Raymond Transport Ltd’s driver representatives were fully involved in the final choice of vehicle. “Our drivers wanted the most fuel efficient trucks so they could achieve their fuel bonuses,” says Paul.

“We use a fully integrated telematics system developed for us. That allows us to measure individual drivers fuel usage on a daily basis. We can even see in real time how much fuel is left in a particular vehicle’s tank.”

It’s a fact that few operators are as fully engaged in managing whole life costs, especially fuel usage, as John Raymond Transport Ltd. But, they are certainly not complacent and are working on testing the use of PDAs for driver daily checks and defect reporting. They are even looking at using Twitter to message groups of drivers about road traffic delays. It’s all part of the ethos of continuous development at John Raymond Transport Ltd. n


30

in brief

gilkes family’s tippers just keep on truckin’Coventry based tipper men Roger and Simon Gilkes’ FM7 tipper has only lost half a day off the road since it was registered in 2001. Simon drives the FM7, which has clocked up more than a million miles of reliable service. Roger drives a 2003 registered FL6 tipper which has over 350,000 miles on the odometer.

Even more amazing is the fact that, according to Roger, the FL6 has only ever had one set of disc brake pads and no new discs since it went on the road nine years ago. The father and son team say that the secret is that both trucks have been maintained on service contracts from new with Volvo Truck and Bus Centre East Anglia, Coventry. Roger and Simon are loaned a car to get them home while the servicing and six weekly O Licence inspections are carried out overnight and the dealership also does all their annual tests.

Considering that these two

trucks are tippers and have nineteen years service between them, their uptime record is a fantastic testimony to the reliability and durability of Volvo trucks as well as the wisdom of

having your trucks maintained under a service agreement. The last word goes to Roger: “I wouldn’t buy anything else other than Volvo. They have to be our favourite trucks. We get good

back up and if there’s a problem, the dealership put themselves out to help you. We’ve only lost half a day in the last eleven years so it can’t be bad!”

History Channel’s top-rated ‘IRT (Ice Road Truckers): Deadliest Roads’ stars drive a trio of ageing Volvo F12 six-wheelers across the awesome and exceedingly narrow ‘Death Road’ high up in the Andes in Bolivia.

The drivers featured in the series report that these ‘old but nonetheless’ good trucks have given great service during filming in the toughest conditions imaginable. So, when one of the drivers, Texan ‘bad boy’ biker GW Boles, made a short stopover in the UK, he asked if he could, by way of comparison, have a test drive of one of the latest FH tractor units. Volvo Trucks Press Office in the UK were happy to

oblige and duly arranged for ‘GW’ to drive on the roads around Warwick at the wheel of a fully-freighted FH artic, accompanied by Driver Development team member and Press Road Test Co-ordinator Andy Collett.

During his time at the wheel of the latest Volvo FH, he expressed considerable interest in the truck’s safety features such as Lane Change Assist, I-Roll and I-Shift saying: “I can see where buying a new Volvo would save a lot of money on maintenance and on fuel too. The Volvo FH is by far the nicest truck I’ve ever driven. Y’all have a few narrow roads here, but I don’t have to worry about falling off a 5,000 foot cliff

IRT Deadliest Roads Star drives an Fh on uK’s Friendliest Roads

‘Volvo rocks!’ Says IRT: Deadliest Roads star GW Boles

Roger (left) and Simon Gilkes with their dealer maintained, long running tippers.

if I go off the road. IRT World’s Deadliest Roads is the absolute pinnacle of truck driving. If you’re

not living on the edge, you’re taking up too much space!”


31

New media

you’re driving a brand new Volvo Fh16 with 750 hp. suddenly an obstacle appears in the middle the road. time is scarce. what do you do? In Fh16 750, Volvo trucks’ game for smartphones and tablets, fast reactions are everything.

the object of the game is to quickly eliminate obstacles that appear in front of the truck by means of various finger movements: tapping, linear dragging or circular dragging. If you’re quick and choose the right gestures, you’ll win enough points to proceed to the next level.

compete at www.worldtrucker.com

download the game via volvo trucks’ game site – http://loadingramp.volvotrucks.com/ – or directly from app Store or android market.

Volvo trucks loading ramp

THE GAME

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

Out Now!

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

Volvo Fitted-Price Ad_Layout 1 11/03/2011 11:21 Page 1

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