Uptime issue #2, 2013

A MAGAZINE FROM VOLVO MALAYSIA SDN BHD ISSUE # 2 / 2013

THE HYBRID EVOLUTION TRUCK TECHNOLOGY LIFE IN THE WILDGoing beyond the boundaries of hybrid engineering

How the F86 became Volvo’s first worldwide success

Transporting animals in the South African nature reserves

A NEW LEASE OF LIFE The Volvo Exchange System is giving customers

an affordable option for parts replacement and it’s helping the environment too

SCB8272_SME Business JustOne-w217xh280 OL.pdf 8/16/13 2:20:31 PM

UPTIME #2/2013 3

CONTENT Uptime #2/2013

8 INTO THE WILD Working as an animal transporter in the South African nature reserves does not simply require extraordinary driving ability. It also calls for courage.

me & my volvo Text Junwinanto Photo Gama Satria

“I look forward to starting the engine every day”

WONG YEE YEW, SINGAPORE:

Wong Yee Yew started driving trucks as a 21 year-old. Back then, he was driving a light-duty truck. Five years later, he is maneuvering a heavy-duty FMX 8×4 truck. This he enjoys much more, says Wong.

“Surprisingly, the Volvo FMX is easier to drive even though it is much bigger. I was amazed by the electronic systems and safety features (ABS & ESP) that are in place. The I-Shift provides the convenience of automotive transmission but still has the power of a manual gearbox,” Wong comments.

Ever since he started driving trucks Wong knew that truck driving was his preferred profession and he hopes to make

the best out of this chapter in his life. His typical day at work involves dropping

off containers to factories and job sites around Singapore for collection of steel scrap to the factory for processing and recycling.

As the youngest among his colleagues Wong values the guidance from more experienced colleagues.

But five years in, Wong already has a mature take on working life: a job is what you make of it, says Wong.

“I look forward to starting the engine every day. I listen to light music on the radio and usually end the day on a cheerful note. I couldn’t be happier with my company and with this truck.”

Age: 26 years oldLives in: SingaporeCompany:

Kim Hock Corporation Pte Ltd; a scrap metal processor & recycler in Singapore.Background:

Five years of truck driving experience.

WONG YEE YEW

22 UPTIME #2/2013

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Fox Transport is based in the Australian town of Port Fairy in the state of Victoria. Its fleet is comprised of five Volvo trucks which all operate in the area.

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Wong Yee Yew started driving light-duty trucks at 21-years-old. Now he’s behind the wheel of a heavy-duty FMX 8x4 truck, and he is absolutely enjoying it.

Volvo Trucks Malaysia embarks on a four-year network expansion program to cater to its growing customer base.

Australian fleet owner Craig Fox puts his success in the transport industry down to transporting paying loads and carrying a varied range of goods.

16

28

34

Me & My Volvo

Expanding the network

A perfect mix

4 MD MESSAGE 5 START 18 INSIDE VOLVO 25 HOW IT WORKS 26 DRIVING CHALLENGE 28 THE BUSINESS 38 THE YEAR

2 UPTIME #9/2013

UPDATEUptime is published by Volvo Malaysia Sdn Bhd, No 6, Jalan Bicu 15/6 Seksyen 15, 40200 Shah Alam Selangor Darul Ehsan. Volvo Malaysia is a whollyowned subsidiary of AB Volvo, Sweden since 1969.

EDITORIAL LETTER

In The Home Stretch It’s certainly hard to believe that we’re well into fourth quarter of 2013. As we head towards the end of the year, I can’t help but look back at these past few months and how eventful it has been for Volvo Trucks Malaysia.

First and foremost, we’ve wrapped up our fourth consecutive Volvo Fuelwatch Challenge and it’s been a tremendous success. This year’s competition attracted the biggest number of entries so far with 500 competitors vying to be Malaysia’s most fuel-efficient driver. I’d like to personally thank all the competitors as well as the team here at Volvo Trucks Malaysia who have contributed to this momentous achievement. Congratulations go out to En. Zamri Bin Abd Rahman of Konsortium Logistic Berhad for being crowned this year’s Fuelwatch Champion. Let us all wish him the best of luck at the upcoming Asia Finals in Brisbane, Australia.

All in all, this year’s Fuelwatch Challenge proved to be a highly competitive affair but at the same time provided a good platform for us to interact and build relationships with our drivers and customers. I hope the friendships and camaraderie that were forged in the spirit of competition will continue to grow beyond the Fuelwatch Challenge.

Speaking of friendships, we also took some of our key customers and dealers on an experiential trip to Volvo’s home city of Gothenburg in Sweden. The weeklong event gave us the opportunity to showcase our expertise in the mining and quarrying segments. The trip also included a personalised tour of Volvo’s global headquarters, which is located in the city. We hope all who were fortunate to join us came home with good memories and savoured the up close and personal experience of seeing how we operate as a company.

As we head into the final few months of the year, we at Volvo Trucks Malaysia are already planning a number of exciting news and announcements for the coming year. Do join us on our Facebook Page to keep abreast of our developments and I hope that many of you will also sign up for our ever-expanding Globe Truckers Club, where many exciting activities are being planned.

Until next time, keep on trucking!

Mats NilssonManaging Director, Volvo Trucks Malaysia

4 UPTIME #2/2013

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START News & updates from the Volvo world

2013 Malaysian Fuelwatch Champion Crowned

4th Consecutive Volvo Fuelwatch Challenge draws to a close. All eyes now focused on the Asia Finals in Brisbane

The 4th edition of Volvo’s Fuelwatch Challenge proved to be a highly-competitive affair with the nation’s best truck drivers eager to compete. Undoubtedly spurred on by the launch of the Fuelwatch Challenge 2013 in Shah Alam, the search for Malaysia’s most fuel efficient driver continued across Malaysia to Johor Bahru, Prai, Kuantan, Kuching and Bintulu. By the time the preliminary round came to an end, nearly 500 drivers participated in this year’s event compared to 363 last year.

To find Malaysia’s most fuel-efficient driver, the competition tasked competitors in both theory and practical tests. 20 of the best performing drivers were then selected to compete in the semi-finals in Shah Alam on 5th July 2013, where they were tasked to drive a truck along a 20km route. Three of the best would ultimately be picked for the finals held the very next day.

The final phase of the competition took place on 6th July 2013 at Shah Alam, with the three finalists being tasked to drive a truck along a 40km route this time. When the dust finally settled and scores tabulated, the competition shifted to the lofty confines of the Dorsett Grand Subang ballroom for the Gala and Awards dinner.

Graced by guest of honour Mr. Ir. Mohamad bin Dalib, Director of Automotive Engineering Division and Road Transport Department of the Malaysian Ministry of Transport (MOT), the Gala and Awards dinner proved to be a light-hearted and fun-filled affair with entertainment, performances as well as lucky draws.

Nevertheless, despite the revelry and cheer, everyone waited in anticipation for the announcement of the final results of the 2013 Fuelwatch Challenge. In the end, En Zamri bin Abd Rahman from Konsortium Logistik was announced and crowned as Fuelwatch Challenge 2013 Champion as well as the Fuelwatch Ambassador for 2014. The two other finalists—En Azahar bin Ahmad from MISC Integrated emerged as 1st runner up and En Abdul Najib as 2nd runner-up respectively.

Volvo Trucks Malaysia would like to congratulate En Zamri as well as all participants of the Volvo Fuelwatch Challenge 2013, who have contributed in making this event a huge success. Now, to prepare for the Asia Finals in Brisbane, Australia. See you all there!

6 UPTIME #2/2013

START News & updates from the Volvo world

23rd June 2013 saw Volvo Trucks Malaysia participating in Lafarge Driver’s Safety Day. Held at the Malaysia Agro Exposition Park Serdang (MAEPS), the event promoted health and safety culture amongst Lafarge employees as well as its contractors.

Volvo Trucks Malaysia as one of the key leaders to lead the development of safe trucks, with comprehensive equipment for accident preventive and injury-reducing safety also showcased its trucks at the event. In addition, Volvo Trucks Malaysia also boasted an extensive list of display items ranging from parts to lubricant oil; along with a team of experts to provide useful information and the benefits on using genuine parts.

The recent Malaysia International Bus, Truck & Components Expo 2013 (MIBTC 2013) saw Volvo Trucks Malaysia showcasing its leading innovation and high quality products and services, renowned safety concepts and practices. Held from 13-15 June 2013 at the Malaysia International Exhibition & Convention Centre (MIECC) in Kuala Lumpur, Volvo Trucks Malaysia made full use of its exhibition space with displays that highlighted the three core values of Safety, Quality and Environment Care.

The displays included a Roll-Over Cab, which demonstrated the importance of the safety belt, and Frame Side which showcased the toughness of the truck structure. Volvo’s Exchange Parts program, genuine parts as well as the FM370 and FMX440 trucks. Visitors who came by the Volvo Trucks booth were also given Uptime magazines, brochures and treated to lucky draws as well.

Lafarge Drivers’ Safety Day

On Display

Volvo Trucks Malaysia lends it’s support for safety day initiative

Volvo Trucks Malaysia features prominently at MITBC 2013

UPTIME #2/2013 7

From 15 May 2013 to 31 December 2013, Volvo Trucks Malaysia embarked on a Genuine Volvo Service Campaign, which offers savings and great value to customers. Combining the best of Genuine Volvo Services and Genuine Volvo Parts, the seven-month long campaign held exclusively at all Authorised Volvo workshops is designed to ensure that each of our customer’s Volvo truck operates healthily and geared for optimised performance. The Genuine Volvo Service Campaign covers the Basic service campaign, which includes oil and bypass filter, fuel and primary filter, engine oil and grease together with labour basic service with savings up to 25%. Additionally, customers also will also enjoy the benefits of the Annual service campaign, where savings up to 25% will be given out. Both service campaigns also come with a one year parts and labour warranty as well.

In late June, Volvo Trucks Malaysia invited and played host to 30 key customers to ‘Volvo in Mines and Quarries’ –a weeklong event in its home city of Gothenburg, Sweden. The informative and educational trip not only showcased Volvo’s expertise as a total solutions provider in the mining and quarrying segments but also gave customers an inside look at Volvo Trucks’ global headquarters and the Volvo Museum, as well as a tour of Volvo Trucks’ production plant in Tuve. The visitors were also shown Volvo Penta and Volvo Construction Equipment products, as well as the new Volvo FMX and FE trucks, which provide an alternative to rigid haulers.

Service Campaign

Seven-month long Genuine Volvo Service Campaign offers great savings to customers

Volvo Trucks Malaysia hosts customers to weeklong event in home city of Gothenburg

Field Trip to Sweden

8 UPTIME #2/2013

Text Olivia Krantz Photo Brett Eloff

DRIVER REPORT

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Working as an animal transporter in the South African nature reserves does not simply require extraordinary driving ability. It also calls for courage.

INTO THE WILD

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Swallows swoop and dive steeply over the South African savannah. �ey share the air with a cool breeze that moves gently across the �at landscape. It is just a�er 6 am

and, a few minutes from now, the sun will rise. Suddenly, the birdsong is drowned out by the roar of a diesel engine.

In a cloud of red dust, a sand-coloured Volvo FM thunders towards a group of people with pick-up trucks who have gathered at the gates to the Koppies Dam Nature Reserve, 150 kilometres southwest of Johannesburg. �is is the �rst day of the season. Today, the game capture team is going to capture and move the African bu�alo, which is one of the ‘Big Five’, a term coined by hunters to describe the most di�cult and dangerous animals to track and hunt in Africa.

“We o�en work with bu�aloes, but it always involves a risk. �e bu�alo is a powerful animal and, when it attacks, it does so with a vengeance. If it gets hold of you, you are done for. It will kill you,” says Petrus Motsoane, the team foreman and driver of the Volvo truck-tractor that is going to transport these aggressive animals.

Capturing and transporting wild animals is an important operation in South Africa’s many nature reserves. It is done �rst and foremost to maintain a balance between di�erent animal species in the reserves but also to avoid inbreeding.

�e captures are carried out during the winter season between March and October

when the weather is at its coolest. �e team captures and transports several di�erent species of wild animal – from zebras and rhinoceroses to bu�alo and lions.

�e nature reserves in Free State Province in South Africa have been Petrus Motsoane’s workplace for more than 20 years. With surgical precision, he manoeuvres the 24-tonne, 22-metre-long truck across the savannah to the herd of animals that are going to be moved. �e work imposes rigorous demands on vehicle and driver alike.

“Your body gets tired from driving across the savannah. It feels as though your ribs are breaking! But I have been driving this truck for 10 years and I have never had any problems. It’s strong and resilient enough to do everything that’s needed,” says Petrus.

The game capture team in Free State is made up of 25 people, plus a veterinary surgeon and a helicopter pilot. �e helicopter looks for and chases the bu�alo into the open so that the veterinary surgeon can shoot it from the air with a tranquilliser dart.

Once the bu�alo has been stunned, the team on the ground drive their pick-up trucks and hoist the animal, which weighs more than a tonne, onto the back of the pick-up. �e bu�alo is then transported to Pertus’ Volvo truck where a crane truck li�s the sleeping animal onto the trailer, where a reversal drug will be administered to wake the animal.

DRIVER REPORT

Kees Lawrence heads the game capture team. Petrus Motsoane has been working as a driver and foreman for the team for 20 years.

10 UPTIME #2/2013

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10 UPTIME #2/2013

Swallows swoop and dive steeply over the South African savannah. �ey share the air with a cool breeze that moves gently across the �at landscape. It is just a�er 6 am

and, a few minutes from now, the sun will rise. Suddenly, the birdsong is drowned out by the roar of a diesel engine.

In a cloud of red dust, a sand-coloured Volvo FM thunders towards a group of people with pick-up trucks who have gathered at the gates to the Koppies Dam Nature Reserve, 150 kilometres southwest of Johannesburg. �is is the �rst day of the season. Today, the game capture team is going to capture and move the African bu�alo, which is one of the ‘Big Five’, a term coined by hunters to describe the most di�cult and dangerous animals to track and hunt in Africa.

“We o�en work with bu�aloes, but it always involves a risk. �e bu�alo is a powerful animal and, when it attacks, it does so with a vengeance. If it gets hold of you, you are done for. It will kill you,” says Petrus Motsoane, the team foreman and driver of the Volvo truck-tractor that is going to transport these aggressive animals.

Capturing and transporting wild animals is an important operation in South Africa’s many nature reserves. It is done �rst and foremost to maintain a balance between di�erent animal species in the reserves but also to avoid inbreeding.

�e captures are carried out during the winter season between March and October

when the weather is at its coolest. �e team captures and transports several di�erent species of wild animal – from zebras and rhinoceroses to bu�alo and lions.

�e nature reserves in Free State Province in South Africa have been Petrus Motsoane’s workplace for more than 20 years. With surgical precision, he manoeuvres the 24-tonne, 22-metre-long truck across the savannah to the herd of animals that are going to be moved. �e work imposes rigorous demands on vehicle and driver alike.

“Your body gets tired from driving across the savannah. It feels as though your ribs are breaking! But I have been driving this truck for 10 years and I have never had any problems. It’s strong and resilient enough to do everything that’s needed,” says Petrus.

The game capture team in Free State is made up of 25 people, plus a veterinary surgeon and a helicopter pilot. �e helicopter looks for and chases the bu�alo into the open so that the veterinary surgeon can shoot it from the air with a tranquilliser dart.

Once the bu�alo has been stunned, the team on the ground drive their pick-up trucks and hoist the animal, which weighs more than a tonne, onto the back of the pick-up. �e bu�alo is then transported to Pertus’ Volvo truck where a crane truck li�s the sleeping animal onto the trailer, where a reversal drug will be administered to wake the animal.

DRIVER REPORT

Kees Lawrence heads the game capture team. Petrus Motsoane has been working as a driver and foreman for the team for 20 years.

10 UPTIME #2/2013


In order to get to the bu�aloes Petrus Motsoane needs to drive on terraine that puts his driving skills to the test.


UPTIME #2/2013 11

DRIVER REPORT

“When the bu�alo wakes up, he gets a little aggressive but, by then, we have already got out and closed the door. If he wakes up before you have had a chance to leave the trailer, you have to be quick as lightning before he gets hold of you,” says Petrus.

He laughs and the gold tooth in his lower jaw and gold ring in his le� ear glitter, as he recounts the story of a stunned zebra that woke up in the middle of a loading procedure and ran away across the savannah wearing a blindfold.

Three ostriches with bobbing tail feathers trot through the high grass to the right of the truck and the rattling noise from the helicopter causes a family of two adult rhinoceroses with a rhino calf to race away in terror. �e truck bounces along, over grass and bushes, down into a ravine and across a bridge that is so narrow that it is a miracle that the vehicle �eet is able to cross it. Petrus’ face is frozen in concentration.

“When I drive across the rough terrain, the truck bounces and sounds completely di�erently to when I am driving on a normal road. I need to drive really, really slowly across dangerous terrain until it’s safe again. I have to keep a close eye on the road ahead to make sure that there aren’t any stones or other obstacles in my way. But I can’t see everything so I sometimes have to take chances,” he says.

The day gets off to a bad start. �e �rst two bu�aloes the vet immobilizes run into a grove and down into a ravine, dangerously near the river. With their engines roaring, the pick-ups get stuck in the high bush leading to the spot and, when they arrive, they are unable to get down into the marshy area where one of the bu�alo is now asleep. �e trees make it di�cult for the helicopter to chase away other bu�aloes that may be nearby and that could attack. Reinforcements are called in and then everything moves very quickly: the bu�alo is pushed onto a green stretcher and winched up the slope to the jeep where ten people li� the sleeping animal onto the back of the pick-up truck with their bare hands.

Apart from driving the truck, Petrus’ job as foreman also includes monitoring work on the animals and helping to get them loaded on the trailer. �e trailer is divided into �ve compartments with steel doors that can be opened and closed from the outside. At most, the truck is able to transport as many as 15 bu�aloes, depending on their size.

“Bu�aloes don’t like standing on their own.

“The buffalo is a powerful animal and, when it attacks, it does so with a vengeance. If it gets hold of you, you are done for. It will kill you.”PETRUS MOTSOANE, TRUCK DRIVER AND FOREMAN

12 UPTIME #1/2013


12 UPTIME #2/2013

DRIVER REPORT

“When the bu�alo wakes up, he gets a little aggressive but, by then, we have already got out and closed the door. If he wakes up before you have had a chance to leave the trailer, you have to be quick as lightning before he gets hold of you,” says Petrus.

He laughs and the gold tooth in his lower jaw and gold ring in his le� ear glitter, as he recounts the story of a stunned zebra that woke up in the middle of a loading procedure and ran away across the savannah wearing a blindfold.

Three ostriches with bobbing tail feathers trot through the high grass to the right of the truck and the rattling noise from the helicopter causes a family of two adult rhinoceroses with a rhino calf to race away in terror. �e truck bounces along, over grass and bushes, down into a ravine and across a bridge that is so narrow that it is a miracle that the vehicle �eet is able to cross it. Petrus’ face is frozen in concentration.

“When I drive across the rough terrain, the truck bounces and sounds completely di�erently to when I am driving on a normal road. I need to drive really, really slowly across dangerous terrain until it’s safe again. I have to keep a close eye on the road ahead to make sure that there aren’t any stones or other obstacles in my way. But I can’t see everything so I sometimes have to take chances,” he says.

The day gets off to a bad start. �e �rst two bu�aloes the vet immobilizes run into a grove and down into a ravine, dangerously near the river. With their engines roaring, the pick-ups get stuck in the high bush leading to the spot and, when they arrive, they are unable to get down into the marshy area where one of the bu�alo is now asleep. �e trees make it di�cult for the helicopter to chase away other bu�aloes that may be nearby and that could attack. Reinforcements are called in and then everything moves very quickly: the bu�alo is pushed onto a green stretcher and winched up the slope to the jeep where ten people li� the sleeping animal onto the back of the pick-up truck with their bare hands.

Apart from driving the truck, Petrus’ job as foreman also includes monitoring work on the animals and helping to get them loaded on the trailer. �e trailer is divided into �ve compartments with steel doors that can be opened and closed from the outside. At most, the truck is able to transport as many as 15 bu�aloes, depending on their size.

“Bu�aloes don’t like standing on their own.

“The buffalo is a powerful animal and, when it attacks, it does so with a vengeance. If it gets hold of you, you are done for. It will kill you.”PETRUS MOTSOANE, TRUCK DRIVER AND FOREMAN

12 UPTIME #1/2013


After the buffalo has been stunned by the tranquiliser dart the team need to qickly haul the animal onto the trailer. The buffalo is cooled down with water and blindfolded in order for it to remain as calm as possible.

UPTIME #2/2013 13


UPTIME #2/2013 13

DRIVER REPORT

It makes them crazy and they injure themselves. So two or three bu�aloes always travel in one compartment,” explains Kees Lawrence, who heads the game-capture team, as he measures out the correct dose of vitamin B for the four-year-old bu�alo cow that the ground team has just brought to the truck.

Each bu�alo that is captured is tested for various diseases, marked with a microchip and given a shot of vitamin B to strengthen its immune system. While Kees gives the sleeping bu�alo an injection, a queue of bu�aloes with white blindfolds and cotton wool in their ears forms between the Volvo tractor-trailer and the crane truck. �e blindfolds and cotton wool help them to stay calm.

The work of drawing blood tests, transferring and waking the bu�aloes involved in animal transport goes quickly. Using a long iron bar, Petrus opens the doors between the compartments. Fourteen animals quickly crowd onto the trailer. �e bu�aloes is not that happy about suddenly �nding themselves shuttered into a small metal box.

“�ey’ll calm down when I start driving,” says Petrus, as he climbs into the driver’s cab.

�e truck-tractor and trailer drives back through the reserve towards the enclosure in which the bu�aloes are going to remain in quarantine before they are sold at auction to other nature reserves. Today’s cargo is worth more than 2.2 million rand, approximately EUR 170,000. A�er they are sold, Petrus Motsoane will transport the animals to their new homes.

“�e best part of the job is driving my truck on the road. When I tell other driver's what I'm carrying, they say ‘Man, one day, those animals are going to kill you’. But I’ve been doing this for more than 20 years and I’m still alive.” ■

“When I tell other drivers what I'm carrying, they say ‘Man, one day, those animals are going to kill you.’ But I’ve been doing this for more than 20 years and I’m still alive.”PETRUS MOTSOANE, TRUCK DRIVER AND FOREMAN

14 UPTIME #1/2013


14 UPTIME #2/2013

DRIVER REPORT

It makes them crazy and they injure themselves. So two or three bu�aloes always travel in one compartment,” explains Kees Lawrence, who heads the game-capture team, as he measures out the correct dose of vitamin B for the four-year-old bu�alo cow that the ground team has just brought to the truck.

Each bu�alo that is captured is tested for various diseases, marked with a microchip and given a shot of vitamin B to strengthen its immune system. While Kees gives the sleeping bu�alo an injection, a queue of bu�aloes with white blindfolds and cotton wool in their ears forms between the Volvo tractor-trailer and the crane truck. �e blindfolds and cotton wool help them to stay calm.

The work of drawing blood tests, transferring and waking the bu�aloes involved in animal transport goes quickly. Using a long iron bar, Petrus opens the doors between the compartments. Fourteen animals quickly crowd onto the trailer. �e bu�aloes is not that happy about suddenly �nding themselves shuttered into a small metal box.

“�ey’ll calm down when I start driving,” says Petrus, as he climbs into the driver’s cab.

�e truck-tractor and trailer drives back through the reserve towards the enclosure in which the bu�aloes are going to remain in quarantine before they are sold at auction to other nature reserves. Today’s cargo is worth more than 2.2 million rand, approximately EUR 170,000. A�er they are sold, Petrus Motsoane will transport the animals to their new homes.

“�e best part of the job is driving my truck on the road. When I tell other driver's what I'm carrying, they say ‘Man, one day, those animals are going to kill you’. But I’ve been doing this for more than 20 years and I’m still alive.” ■

“When I tell other drivers what I'm carrying, they say ‘Man, one day, those animals are going to kill you.’ But I’ve been doing this for more than 20 years and I’m still alive.”PETRUS MOTSOANE, TRUCK DRIVER AND FOREMAN

14 UPTIME #1/2013


100 km

Name: Free State Game Capture

Background: The work of professionally capturing wild

animals began in the 1970’s in South Africa. Since then, the methods for carrying out the

work have been developed and the work has become more

specialized. Nowadays, there are professional game capture teams

all over the country.

Location: Nature reserves in Free State Province, South Africa.

Number of trucks: One Volvo FM , three other trucks and a crane

truck, as well as fi ve pick-up trucks: four Land Rovers and a Ford.

PROJECT FACTS

THE AREA

THE TRUCK

Volvo FM from 2003 with a 380 bhp, 13-litre diesel engine and a South-African trailer from SA Trucks. The tractor-trailer is 22 metres long and weighs 24

tonnes. The vehicle is used every day during the game capture season, between March and

October, to transport wild animals out on the savannah and on

normal roads.

FACT FILE

Watch the video of Petrus Motsoane work-ing together with the game capture team to capture the buffaloes. You can fi nd the fi lm at www.youtube.com/volvotrucks

PRESERVING BUFFALOES N A M I B I A

S O U T H A F R I C A

L E S O T H O

S W A Z I L A N DKoppies

Johannesburg

B O T S W A N A

I n d i a no c e a n

Cape Town

UPTIME #1/2013 15


UPTIME #2/2013 15


VTM_2_13_22-23_MAMV_APAC_MY_en.indd 22VVTM_2_13_22-23_MAMV_APAC_MY_en.indd 22 2013-08-13 12:332013-08-13 12:33

16 UPTIME #2/2013


“I look forward to starting the engine every day”

WONG YEE YEW, SINGAPORE:

Wong Yee Yew started driving trucks as a 21 year-old. Back then, he was driving a light-duty truck. Five years later, he is maneuvering a heavy-duty FMX 8×4 truck. This he enjoys much more, says Wong.

“Surprisingly, the Volvo FMX is easier to drive even though it is much bigger. I was amazed by the electronic systems and safety features (ABS & ESP) that are in place. The I-Shift provides the convenience of automotive transmission but still has the power of a manual gearbox,” Wong comments.

Ever since he started driving trucks Wong knew that truck driving was his preferred profession and he hopes to make

the best out of this chapter in his life. His typical day at work involves dropping

off containers to factories and job sites around Singapore for collection of steel scrap to the factory for processing and recycling.

As the youngest among his colleagues Wong values the guidance from more experienced colleagues.

But five years in, Wong already has a mature take on working life: a job is what you make of it, says Wong.

“I look forward to starting the engine every day. I listen to light music on the radio and usually end the day on a cheerful note. I couldn’t be happier with my company and with this truck.”

Age: 26 years oldLives in: SingaporeCompany:

Kim Hock Corporation Pte Ltd; a scrap metal processor & recycler in Singapore.Background:

Five years of truck driving experience.

WONG YEE YEW

22 UPTIME #2/2013


Model: Volvo FMXEngine: 420 hpGearbox: I-ShiftCab: Day CabTransports: Scrap metal

THE TRUCK

UPTIME #2/2013 23


VTM_2_13_22-23_MAMV_APAC_MY_en.indd 23VVTM_2_13_22-23_MAMV_APAC_MY_en.indd 23 2013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:332013-08-13 12:33

Model: Volvo FMXEngine: 420 hpGearbox: I-ShiftCab: Day CabTransports: Scrap metal

THE TRUCK

UPTIME #2/2013 23


UPTIME #2/2013 17

Text Nic Townsend Photo Oscar Mattsson

INSIDE VOLVO

24 UPTIME #2/2013


18 UPTIME #2/2013

In June 2011, after years of research and development, Volvo Trucks delivered their first hybrid truck to a customer. Now there are over 50 Volvo FE Hybrids in operation. However the hybrid project is a long way from being complete, with many possibilities still left unexplored.

UPTIME #2/2013 25


UPTIME #2/2013 19

To fully appreciate the signi�cance of the Volvo FE Hybrid, one needs to understand the level of research and development that has gone into the project. Contrary to popular perception,

using electric machines is not a new concept, and the Volvo Group �rst began investigating hybrid drivelines as far back as 1985. However these projects never progressed beyond prototypes and demonstration models.

“Back then, these projects were more of an insurance in case we did not fully succeed in overcoming emission regulations,” says Anders Kroon, Vice President Energy E�ciency & Environment, at Volvo Trucks, who has been deeply involved in the hybrid project for over a decade. “�ey were not at all focused on the market �nancial aspect and making a commercially viable product.”

�is all changed in 2001, when Kroon was asked to initiate a study on future fuels, and the

�ndings were startling. “It was clear that not only would there be an end to the era of easy oil, but it was coming soon,” he recalls. “We realised pretty soon that we would need alternatives to fossil fuels, and we had to do something now if we were to be ready.”

From 2002, having decided that electricity was the most viable alternative energy source given the high e�cient conversion to mechanical energy, Anders Kroon and his team began investigating di�erent combinations of electric and combustion machinery, which drove them towards parallel hybrid development. With �nancing from both the Swedish government and the US Department of Defence, along with funds from the Volvo Group, the development team was able to build a hybrid parallel system ready for demonstration by the end of 2005. �en came the big turning point: a�er seeing the hybrid displayed internally, Leif Johansson, the CEO of the Volvo Group at the time, made a public announcement, promising the Volvo Group would launch a hybrid driveline within three years.

“We had only been working on this for three years, and had no formal organisation,” says Kroon. “We were in a hurry, hunting for competence. But in two and half years we realised a driveline ready for production.”

For Volvo Trucks, the result of their e�orts is the Volvo FE Hybrid, which was o�cially unveiled in 2009. By June 2011 the �rst vehicle was delivered to a customer, and at the time of writing, over 50 hybrids are currently in operation. “�is is the largest series produced hybrid truck available for commercial purposes,” says Miguel

INSIDE VOLVO

“Engineering is like athletics – if you are first, you’re heard and seen. If you were to look at the market in two or three years, you will see more or less copies of what we have now.”ANDERS KROON, VICE PRESIDENT ENERGY EFFICIENCY & ENVIRONMENT

26 UPTIME #2/2013


“You can see a clear evolution,” says Anders Kroon, Vice President Energy Efficiency & Environment, Volvo Trucks. “We started with combustion propulsion and now we have developed combustion propulsion with electric assist. Next, it will be electric propulsion with combustion assist.”

UPTIME #2/2013 27


20 UPTIME #2/2013

To fully appreciate the signi�cance of the Volvo FE Hybrid, one needs to understand the level of research and development that has gone into the project. Contrary to popular perception,

using electric machines is not a new concept, and the Volvo Group �rst began investigating hybrid drivelines as far back as 1985. However these projects never progressed beyond prototypes and demonstration models.

“Back then, these projects were more of an insurance in case we did not fully succeed in overcoming emission regulations,” says Anders Kroon, Vice President Energy E�ciency & Environment, at Volvo Trucks, who has been deeply involved in the hybrid project for over a decade. “�ey were not at all focused on the market �nancial aspect and making a commercially viable product.”

�is all changed in 2001, when Kroon was asked to initiate a study on future fuels, and the

�ndings were startling. “It was clear that not only would there be an end to the era of easy oil, but it was coming soon,” he recalls. “We realised pretty soon that we would need alternatives to fossil fuels, and we had to do something now if we were to be ready.”

From 2002, having decided that electricity was the most viable alternative energy source given the high e�cient conversion to mechanical energy, Anders Kroon and his team began investigating di�erent combinations of electric and combustion machinery, which drove them towards parallel hybrid development. With �nancing from both the Swedish government and the US Department of Defence, along with funds from the Volvo Group, the development team was able to build a hybrid parallel system ready for demonstration by the end of 2005. �en came the big turning point: a�er seeing the hybrid displayed internally, Leif Johansson, the CEO of the Volvo Group at the time, made a public announcement, promising the Volvo Group would launch a hybrid driveline within three years.

“We had only been working on this for three years, and had no formal organisation,” says Kroon. “We were in a hurry, hunting for competence. But in two and half years we realised a driveline ready for production.”

For Volvo Trucks, the result of their e�orts is the Volvo FE Hybrid, which was o�cially unveiled in 2009. By June 2011 the �rst vehicle was delivered to a customer, and at the time of writing, over 50 hybrids are currently in operation. “�is is the largest series produced hybrid truck available for commercial purposes,” says Miguel

INSIDE VOLVO

“Engineering is like athletics – if you are first, you’re heard and seen. If you were to look at the market in two or three years, you will see more or less copies of what we have now.”ANDERS KROON, VICE PRESIDENT ENERGY EFFICIENCY & ENVIRONMENT

26 UPTIME #2/2013


“You can see a clear evolution,” says Anders Kroon, Vice President Energy Efficiency & Environment, Volvo Trucks. “We started with combustion propulsion and now we have developed combustion propulsion with electric assist. Next, it will be electric propulsion with combustion assist.”

UPTIME #2/2013 27


UPTIME #2/2013 21

Hallgren, Product Requirement Manager, Volvo Trucks. “Before Volvo Trucks, no other manufacturer in the world had produced a 26-tonne truck with a hybrid driveline.”

�e Volvo FE Hybrid travels silently using only its electric motor. Once the vehicle accelerates beyond 20 km/h, the diesel engine is activated, while the automated gearbox ensures an optimal balance between the two, which helps avoid low e�ciency operations. �e battery is recharged using recuperated energy generated during braking, which minimises energy wastage.

Since it doesn’t consume fuel at low speeds, and relies on recuperated brake energy, the Volvo FE Hybrid is best-suited for stop-start drive cycles. Consequently, refuse trucks have achieved the highest savings, using up to 20 percent less fuel. If used in combination with an electri�ed compactor, savings for the

INSIDE VOLVO

“The problem today is that the cost of components is too high,” says Miguel Hallgren, Product Requirement Manager, Volvo Trucks. “But if we can identify the right segments for hybrid technology, this will trigger increased volumes and reduce costs. It will happen – it’s just a matter of when.”

complete vehicle can be as high as 30 percent. Urban distribution trucks can also save up to 15 percent.

To date, customer feedback on the Volvo FE Hybrid is overwhelmingly positive. Not only does it deliver the promised fuel savings and noise reductions, but also high uptime and productivity. “�e big di�erence with the Volvo FE Hybrid and other hybrid trucks is that it’s a Volvo optimised system,” adds Hallgren. “We have integrated the whole system from the beginning and optimised all the components so that they work together, which ensures a high level of quality and added performance.”

Even the development team is surprised at how well the Volvo FE Hybrid has performed. “�e outcome is a very reliable vehicle,” says Mats Alaküla, Global Advanced Engineering, Volvo

Trucks. “In the bus implementation in London, it’s had higher uptime than the non-hybrid versions of the same type of vehicle, which I think is remarkable. It is very good evidence of the quality of the work done.”

“Engineering is like athletics – if you are �rst, you’re heard and seen,” adds Anders Kroon. “If you were to look at the market in two or three years, you will see more or less copies of what we have now.”

So what next? Is the Volvo FE Hybrid the end point or just the beginning? “Hybridisation is a good �rst step because it reduces fuel consumption, but we’re still using fuel so it’s not solving the problem,” says Alaküla. “�e next step is to move from diesel to an alternative source, in this case electricity as the main energy supply.”

In the short term, the focus is on improving the hybrid by increasing battery capacity so

28 UPTIME #2/2013


22 UPTIME #2/2013

Hallgren, Product Requirement Manager, Volvo Trucks. “Before Volvo Trucks, no other manufacturer in the world had produced a 26-tonne truck with a hybrid driveline.”

�e Volvo FE Hybrid travels silently using only its electric motor. Once the vehicle accelerates beyond 20 km/h, the diesel engine is activated, while the automated gearbox ensures an optimal balance between the two, which helps avoid low e�ciency operations. �e battery is recharged using recuperated energy generated during braking, which minimises energy wastage.

Since it doesn’t consume fuel at low speeds, and relies on recuperated brake energy, the Volvo FE Hybrid is best-suited for stop-start drive cycles. Consequently, refuse trucks have achieved the highest savings, using up to 20 percent less fuel. If used in combination with an electri�ed compactor, savings for the

INSIDE VOLVO

“The problem today is that the cost of components is too high,” says Miguel Hallgren, Product Requirement Manager, Volvo Trucks. “But if we can identify the right segments for hybrid technology, this will trigger increased volumes and reduce costs. It will happen – it’s just a matter of when.”

complete vehicle can be as high as 30 percent. Urban distribution trucks can also save up to 15 percent.

To date, customer feedback on the Volvo FE Hybrid is overwhelmingly positive. Not only does it deliver the promised fuel savings and noise reductions, but also high uptime and productivity. “�e big di�erence with the Volvo FE Hybrid and other hybrid trucks is that it’s a Volvo optimised system,” adds Hallgren. “We have integrated the whole system from the beginning and optimised all the components so that they work together, which ensures a high level of quality and added performance.”

Even the development team is surprised at how well the Volvo FE Hybrid has performed. “�e outcome is a very reliable vehicle,” says Mats Alaküla, Global Advanced Engineering, Volvo

Trucks. “In the bus implementation in London, it’s had higher uptime than the non-hybrid versions of the same type of vehicle, which I think is remarkable. It is very good evidence of the quality of the work done.”

“Engineering is like athletics – if you are �rst, you’re heard and seen,” adds Anders Kroon. “If you were to look at the market in two or three years, you will see more or less copies of what we have now.”

So what next? Is the Volvo FE Hybrid the end point or just the beginning? “Hybridisation is a good �rst step because it reduces fuel consumption, but we’re still using fuel so it’s not solving the problem,” says Alaküla. “�e next step is to move from diesel to an alternative source, in this case electricity as the main energy supply.”

In the short term, the focus is on improving the hybrid by increasing battery capacity so

28 UPTIME #2/2013


The hybrid driveline is best suited to stop-start drive cycles. Refuse trucks can save up to 20 percent in fuel, and as much as 30 percent if they use an electrified compactor. Urban distribution trucks can save up to 15 percent.

UPTIME #2/2013 29


UPTIME #2/2013 23

“In ten years, I hope that we will have full electric demon-stration trucks out on real roads, and then pretty much every where ten years after that,” says Mats Alaküla, Global Advanced Engineering, Volvo Trucks. “It would be convenient if that was the pace, because in twenty years the predicted availability of oil is likely to be far less than our needs.”

that the hybrid driveline can be applied to more applications and truck models. But energy recuperation through braking will only go so far. To make the transition to full electric mode, it will become necessary to implement plug-in solutions. �erefore the future priority is to �nd ways of connecting to an electric grid, without altering a vehicle’s drive cycle, for example charging while a vehicle is stationary anyway. If fast, convenient methods of connecting can be found, buses o�er the greatest potential due to the fact that they have regular, predicable stops in set locations, however urban distribution trucks could also bene�t. “If a distribution truck stops ten times a day, for 5-10 minutes a time, and can access a reasonably powerful electric outlet, in many cases that will be enough,” explains Alaküla, “�ose trucks will be able to run most of the day’s work in electric mode,

which is good for the environment and the economy. We basically have the technology already - we are just working on perfecting it.”

As exciting as this sounds, it still has its limits as it relies on the vehicle stopping frequently, which is completely unpractical for applications like long-haul distribution. But what if it were possible to charge the battery while driving? �e concept of electric roads, where vehicles are continuously connected to an electric grid, sounds fanciful but it is an idea being given serious considering. “We see test tracks being build right now in the US, Asia and Europe,” says Anders Kroon.

“Charging is the key,” concludes Mats Alaküla. “If we could provide cheap electric energy, in a robust, safe and convenient way, that would completely change everything. If we can get that down, there are no limits.” ■

INSIDE VOLVO

30 UPTIME #2/2013


HOW IT WORKS

The hybrid driveline works by combining a diesel engine with an electric motor. From standstill and low speeds, the truck is

powered by the electric motor alone. At higher speeds, the diesel engine is activated and the two engines work in parallel.

1

3

Diesel engineThis is a standard 7-litre diesel engine, as found in all conventional FE trucks. However, it is not activated at low speeds, and when the truck stops, it automatically switches off to avoid unnecessary idling.

Batteries

THE SYSTEM IN USE

The electric driveline is powered by 600 watt lithium-ion batteries with a capacity of 120 kW. They are recharged using recuperate energy from braking.

4

I-Shift automated gearbox and Powertrain Management Unit (PMU)Together these two components form the is the brain of the hybrid driveline, containing all the intelligence needed to automatically manage gear changes and power sources, in order to optimize fuel consumption and effi ciency.

2 Motor Drive System (MDS)When starting from a standstill, the MDS works as an electric motor, powered by the battery. However, during braking the energy fl ow is reversed and the MDS works as a generator, delivering recuperated energy back to the batteries.

When starting from standstill and up to speeds of 20 kph, the driveline is powered by the electric motor, using energy from the batteries.

At higher speeds, the diesel engine is started and both engines work in parallel. The I-Shift and the Powertrain Management Unit automatically optimise fuel usage.

During braking, energy is recuprated and delivered to the batteries via the electric motor, which now works as a generator.

VOLVO FE HYBRID DRIVELINE

UPTIME #2/2013 31


24 UPTIME #2/2013

HOW IT WORKS



1

3

Diesel engineThis is a standard 7-litre diesel engine, as found in all conventional FE trucks. However, it is not activated at low speeds, and when the truck stops, it automatically switches o� to avoid unnecessary idling.

Batteries

THE SYSTEM IN USE


4







VTM_2_13_MY_en.indb 31VVTM_2_13_MY_en.indb 31 2013-06-26 13:382013-06-26 13:38

HOW IT WORKS



1

3

Diesel engineThis is a standard 7-litre diesel engine, as found in all conventional FE trucks. However, it is not activated at low speeds, and when the truck stops, it automatically switches off to avoid unnecessary idling.

Batteries

THE SYSTEM IN USE


4







UPTIME #2/2013 31


HOW IT WORKS



1

3

Diesel engineThis is a standard 7-litre diesel engine, as found in all conventional FE trucks. However, it is not activated at low speeds, and when the truck stops, it automatically switches o� to avoid unnecessary idling.

Batteries

THE SYSTEM IN USE


4







VTM_2_13_MY_en.indb 31VVTM_2_13_MY_en.indb 31 2013-06-26 13:382013-06-26 13:38

UPTIME #2/2013 25

Text Nic Townsend Illustration Erickton

THE DRIVING CHALLENGE

Fuel-effi cient Hill ClimbsWhen it comes to driving a truck up a hill, technique is everything. How you drive can make a big difference to fuel effi ciency.

“Drivers have a tendency to try to increase speed while climbing a hill, which is very inef-fi cient,” says Scott Sokach, manager of driver training and development for Volvo Trucks Academy. “Trying to race up the hill requires a lot more fuel, and in most cases it only saves you a few seconds up the climb. The key to effi cient climbing is to maintain a steady speed, stay in the highest gear possible using the low end torque of the Volvo engine, and fi nally managing the momentum of the truck to push you over the

top of the hill and down the other side.”The key to momentum management is to

build speed before you reach the hill to help you up the climb. Then, as you descend, allow gravity and the weight of the truck to propel you back up to speed.

“The goal is to turn the hill into a fl at line,” Sokach adds. “Of course you will use more fuel driving uphill compared to driving on fl at roads. You can make up for that extra fuel by taking advantage of the downhill terrain by staying off the throttle and letting gravity and the weight of the truck bring you back up to speed. This way you won’t burn fuel unnecessarily. You want to

cover the same amount of distance using the least amount of fuel possible, while also achiev-ing an effi cient speed.”

For more information on momentum manage-ment and fuel-effi cient driving techniques, reg-ister for Volvo Trucks Driver Development online courses. To gain access to the site, email Volvo Trucks Academy at [email protected].

1Climbing a hill requires more power, which burns more fuel. To help reduce fuel consumption on a climb, use the momentum of the truck to your advantage. Pick up speed on the fl at before you reach the hill. Use the speed and momen-tum of the truck to help propel you up and over the hill.

Anticipation

2Once you begin climbing the hill, use the highest gear possible to use your engine to full effi ciency. Try to maintain your speed while climbing, but avoid ac-celerating. Be sure to use the full torque range of your engine before making a downshift. Downshifting too soon will burn more fuel with unnecessarily high RPM. If your truck is equipped with I-Shift, you can use the M-position of the shifter to hold your current gear if you believe you can reach the top of the hill without a downshift.

Avoid downshifts

BENEFITS

Fuel EconomyUptimeSafety

16 DRIVER’S DIGEST #2/2013

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Fuel-effi cient Hill ClimbsWhen it comes to driving a truck up a hill, technique is everything. How you drive can make a big di�erence to fuel effi ciency.




“The goal is to turn the hill into a fl at line,” Sokach adds. “Of course you will use more fuel driving uphill compared to driving on fl at roads. You can make up for that extra fuel by taking advantage of the downhill terrain by staying o� the throttle and letting gravity and the weight of the truck bring you back up to speed. This way you won’t burn fuel unnecessarily. You want to




Anticipation


Avoid downshifts

B E N E FITS


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26 UPTIME #2/2013



Fuel-effi cient Hill ClimbsWhen it comes to driving a truck up a hill, technique is everything. How you drive can make a big difference to fuel effi ciency.




“The goal is to turn the hill into a fl at line,” Sokach adds. “Of course you will use more fuel driving uphill compared to driving on fl at roads. You can make up for that extra fuel by taking advantage of the downhill terrain by staying off the throttle and letting gravity and the weight of the truck bring you back up to speed. This way you won’t burn fuel unnecessarily. You want to




Anticipation


Avoid downshifts

BENEFITS


16 DRIVER’S DIGEST #2/2013




Fuel-effi cient Hill ClimbsWhen it comes to driving a truck up a hill, technique is everything. How you drive can make a big di�erence to fuel effi ciency.




“The goal is to turn the hill into a fl at line,” Sokach adds. “Of course you will use more fuel driving uphill compared to driving on fl at roads. You can make up for that extra fuel by taking advantage of the downhill terrain by staying o� the throttle and letting gravity and the weight of the truck bring you back up to speed. This way you won’t burn fuel unnecessarily. You want to




Anticipation


Avoid downshifts

B E N E FITS



As you reach the crest of the hill, release the throttle and allow the weight and momentum of the truck to push you over the top. You will be tempted to acceler-ate, but it’s far more fuel effi cient to allow the truck to roll over the top of the hill.

Roll over the top

5

4On the descent, stay off the throttle and let gravity and the momentum of the truck bring you back up to speed. However, also read the road ahead and antici-pate any obstacles. If you see a curve ahead, it is better to reduce speed earlier than to wait and brake hard when you reach it.

The heavier the truck, the more weight you have to help push you forward. On the downhill, use this weight to roll as far as possible, and only accelerate when you begin to lose speed. Try it the next time you’re driving downhill. Once you’re up to speed, you’ll be surprised how far you can go without even using the throttle.

Coasting downhill

Roll as far as possible

3

DRIVER’S DIGEST #2/2013 17


As you reach the crest of the hill, release the throttle and allow the weight and momentum of the truck to push you over the top. You will be tempted to acceler-ate, but it’s far more fuel effi cient to allow the truck to roll over the top of the hill.

Roll over the top

5

4On the descent, stay o� the throttle and let gravity and the momentum of the truck bring you back up to speed. However, also read the road ahead and antici-pate any obstacles. If you see a curve ahead, it is better to reduce speed earlier than to wait and brake hard when you reach it.

The heavier the truck, the more weight you have to help push you forward. On the downhill, use this weight to roll as far as possible, and only accelerate when you begin to lose speed. Try it the next time you’re driving downhill. Once you’re up to speed, you’ll be surprised how far you can go without even using the throttle.

Coasting downhill

elbissop sa raf sa lloR

3


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THE BUSINESS

Expanding thE nEtworkVolvo Trucks Malaysia is gearing-up to cater to the demands of its increasing customer base by expanding their network of operations within the next four years.

Haulage operators as well as truck drivers who own and operate Volvo as well as Renault trucks will soon reap the benefits of a network expansion plan orchestrated by Volvo Trucks Malaysia, which aims to cater to the demands

of its ever-increasing customer base. Currently there are eleven points nationwide – five in Malaysia and six in East Malaysia, as well as appointed dealer Dai Lieng, which handles both Sabah and Miri. Volvo Trucks Malaysia is planning on adding another seven points to their network bringing the total to 18 across the country by 2017.

“Right now we have developed a five-year strategy plan beginning last year to expand on this network. We’re looking to increase our network density by increasing more network points,” explains Karen Tan Siok Hui, Volvo Trucks Malaysia Network Development Manager, Aftermarket. The expansion plan will see additions to Kota Bahru, Kuala Terengganu, Melaka, Bukit Kayu Hitam, Port Klang, Tawau and Lahad Datu.

“These are the points that we do not have presence right now, on top of that, we are also focusing on

network enhancement to upgrade the eleven existing points, including creating proper traffic flow, equipping with complete tools and equipment require, improving the environmental aspect of workshop operations and updating with Volvo signage.”This will help to portrait our professional image, and ensure we adhere to Volvo’s Dealer Operating Standard (DOS).”

For this extensive expansion and enhancement program, Volvo Trucks Malaysia is currently looking to invest over RM60 million over the duration. And the benefits will undoubtedly serve all Volvo as well as Renault trucks owners and operators as Karen elaborates further.

“Any Volvo or Renault customer can bring in their truck for service or repairs, whether they’re new or old trucks. Right now, a bulk of our customer base has bought trucks from us, but there are also owners who have bought trucks imported from overseas,” Karen explains. “We understand that this may be due to lack of awareness so we plan on penetrating this segment > also with our network expansion program along with

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serving our customers better.” In order to pinpoint the area as well as the number of

points that needed to be created, Volvo Trucks Malaysia studied and looked into several key factors. Firstly, it looked at where the most concentrated number of Volvo Trucks were located and in operation and if the company had a presence in that location or not. For example Bukit Kayu Hitam, Kedah currently sees a lot of used trucks in operation but the nearest service point for Volvo trucks for operators in that area remains in Seberang Prai, which is over an hour and a half away.

Similarly on the East Coast, Volvo Trucks Malaysia is currently only represented in Kuantan, which logistically is not ideal for customers in Kota Bahru, which is about a six-hour drive away. “Ideally, we want to shorten the distance within the country for our customers so that they don’t have to travel a huge distance for minor issues or repairs, reveals Karen. “This is why we’ve decided to set up a network point in Kota Bahru so as to shorten the distance and travel time for customers who operate Volvo trucks on the East Coast.”

Ultimately though, with a majority of Volvo trucks being used in the haulage industry, Volvo Trucks Malaysia wants to ensure that it is well represented and located along the main transport flow. The long term goal remains reaching the objective of two and a half hours between points on average, nationwide.The addition of the new networks will also address the

THE BUSINESS

current issues plaguing customers, such as shortening turnaround times. As 60% of the trucks operating in the Klang Valley or central region are being supported in Shah Alam, the conditions at the centre can be crowded and busy, which is why Volvo Trucks Malaysia is looking at the new network point in Port Klang to possibly be its eventual flagship location.

“Pork Klang will have 14 workstations and it will predominantly be tasked to cater to our bulk of customers who operate Volvo Trucks in and out of the area, says Karen. “This point will not only be convenient and strategic but prove to be cost effective for our customers as well as it eliminates travel time and added expenses like fuel and toll.

The additional networks will also create numerous job opportunities in the country. An apprentice program currently in place remains one of Volvo Trucks Malaysia’s key elements that will help beef-up its workforce and manpower needs. Karen explains, “We have an apprenticeship program where we recruit mechanics from automotive colleges for employment and train them. We also have a competency development where we provide technical training for our mechanics.”

Additionally, part of network strategy plan as well as investment will also be channelled towards an enhancement exercise which will be done on all service centres as well. The enhancement program will see several service centres receive a makeover of sorts with a refurbishment as well as upgrading of its facilities to better serve Volvo Trucks Malaysia customers.“We aim to enhance our Shah Alam customer facility by year end,” Karen reveals. “We plan to upgrade our customer reception area and enhance the customer overnight facility. In 2014, apart from the new Port Klang flagship network point, we also aim to relocate our current network point in Ipoh and Sibu to be a full fledge 3S centres.”

“Ideally, we want to shorten the distance within the country for our customers so that they don’t have to travel a huge distance for minor issues or repairs”

a nEw LEaSE oF LiFE Volvo’s Exchange System not only provides customers a more affordable option for parts replacement but also helps the environment too.

If you want to guarantee your Volvo truck operates and runs as well as it should, then you should always ensure that your Volvo truck is professionally serviced with Volvo Genuine Parts. This guarantees your truck is maintained in the best possible way and safely with parts

that have been designed, tested and manufactured according to Volvo’s detailed specifications. More importantly, these parts will allow them to interact optimally with all the other parts in the different systems of the truck.

But brand new parts can be an expensive purchase and can occasionally cause delays and downtime if extensive repairs need to be done or if shipping the part from overseas

is required. These are the reasons behind the Volvo Trucks Exchange System.

“Easy on the wallet and with the added benefit of being environmentally friendly as well, the Volvo Exchange Parts is a viable option for customers looking to repair or replace parts on their Volvo truck,” believes Chan Weng Loong, Parts Manager, Aftermarket of Volvo Trucks Malaysia. “Cost savings aside, the program also reduces downtime as parts can be swapped and replaced instead of being repaired. Additionally, customers also benefit from the same warranty as brand new parts, which should allay fears.” >

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THE BUSINESS

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Old TO New The Volvo Trucks Exchange System literally takes old parts and remanufactures them to their original condition. Often the parts are even upgraded to the latest specifications. This ensures that the parts continue to deliver the quality and functionality requirements that are on par with new parts. In fact, they even carry the same warranty. The system offers a wide range of remanufactured parts ranging from engines to individual components, air compressors, control units, gearboxes as well as turbochargers to clutch kits and unit injectors.

The PrOcess When a customer opts for a Volvo Exchange Part to be used; the part that is replaced is removed, evaluated and undergoes a strict assessment and evaluation for possible reuse. Once approved, the part will be shipped to one of six Volvo Remanufacturing Centres located in Europe, North America, South America and Asia where it will undergo the remanufacturing process.

MOre ThaN a QuIck FIx When the Volvo facility receives the part, it’s completely inspected, dismantled and cleaned using advanced equipment and processes. Any parts that are damaged or not conforming to Volvo’s wear tolerances are replaced with Genuine Volvo Parts. The factory remanufactured components will also benefit from all new upgrades and technical modifications since it was first produced as a standard practice. The component is then reassembled and undergoes extensive testing to meet Volvo’s stringent quality standards. Finally, the part is painted to give it the same protective finish like any other new part and is sent to the Volvo warehouse for future distribution to a Volvo dealer.

VOlVO exchaNge ParTs BeNeFITs:

cOsT saVINgsCustomers can benefit from huge cost savings by utilising Volvo Exchange Parts as they’re cheaper than brand new parts whilst also benefiting from upgrades and a similar warranty period of 12 months.

lOwer dOwNTIMeSwapping a worn out part with a Volvo Exchange Part offers a shorter downtime for customers as the part can be immediately installed, as opposed to keeping the truck out of service during the duration of the repair.

lOwer eNVIrONMeNTal IMPacT A remanufactured Volvo Exchange Part reduces the impact on the environment as the bulk of the materials used are often reused. This not only saves valuable resources but also helps lower emissions and lower costs as well, which benefits environmental care.

100% VOlVO All Volvo Exchange Parts are classified and guaranteed as 100% Genuine Volvo Parts with 100% Volvo Quality. The part also boasts up-to-date specifications, availability with ex-stock and provides a sustainable solution for the phased out major driveline component.

For more information, contact your nearest Volvo Dealer or log on to www.volvotrucks.com.my

Text Will Belford Photo Gavin Blue

THE BUSINESS

Australian fleet owner Craig Fox puts his success in the transport industry down to two things: only transporting paying loads and carrying

a varied range of goods.

A PERFECTMIX

Six years ago Craig Fox knew next to nothing about trucks.

“I was a �sherman, but with the introduction of quotas the �shery be-came unviable and I had to look for

something else to do, so I bought the trucking business from my father.”

At the time, Fox Transport, based in the town of Poirt Fairy in the province Victoria in south-west Australia, consisted of just three truck and trailer combinations. Craig saw some new opportunities to expand his �eet, and has since added two B-double grain tippers, a Tite-liner and a bulk chemical tanker.

“We’re still based in Port Fairy,” says Craig, “but we operate all over Victoria now. A typical B-double route might be to take a load of black decorative stone from our screening plant down to Melbourne, pick up a load of fertiliser and transport it to the town of Mildura, collect a

load of grain or gypsum and transport it back to Gippsland or our home base. �e driver will be out for about three days on a trip like that.”

Wary of being beholden to a single type of load, Craig has diversi�ed as much as possible.

“Grain, lime, sand, stone, fertiliser, general freight, we do all of that,” says Craig. “We also have a chemical tanker so we can mix some liquid loads in there. When one line of business is quiet the others usually make up the shortfall. �e variety also keeps the drivers on their toes, which they appreciate.”

A very hands-on manager, Craig is in one of his trucks every day of the week travelling locally, to Melbourne, Gippsland or to Mildura. During his travel breaks he spends time speaking with his customers, scheduling and making sure he meets everyone’s expectations.

“From my perspective, taking care of my cus-

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THE BUSINESS

“We were getting around 1.8 kilometers to the litre before, now we’re up around 2.1.”CRAIG FOX, OWNER FOX TRANSPORT

tomers is of paramount importance. If someone needs something urgently we’ll bend over back-wards to re-schedule and accommodate them”, says Craig.

“I speak with my customers daily, so I know what’s required, and being �exible is impera-tive. Being in the truck also helps, because I get to experience exactly what the drivers are facing in day-to-day operations and see how the trucks are performing. �is helps me get a sense of how we might be able to make things more e�cient.”

With margins drawing ever tighter, fuel e�-ciency is one of Craig’s particular areas of interest.

“I’m very keen on fuel e�ciency,” says Craig, “which is one reason why I use Volvo. We had some guidance from Volvo’s driver trainers and it really made a di�erence. Understanding a few simple driving techniques and using the tech-nology in the truck to its full potential has had a big impact on our fuel consumption. We were getting around 1.8 kilometers to the litre before, now we’re up around 2.1.”

�at equates to 240 litres less fuel, per week, per truck. It is not hard to see how this is a direct

bene�t to the bottom-line of Fox Transport. “Just by learning to use the I-Shi� automatic manual transmission to its full potential, and taking every opportunity to coast instead of keeping the foot on the pedal, our drivers are saving lot of fuel,” says Craig, “and that’s with no negative impact on travel times either. We’re going to experiment with the di�s next with the FH and see if we can get the trucks to hold top gear a bit more.”

Recognising that efficiency is one of the only ways le� to improve pro�tability, Craig is also looking to technology to give him a competitive edge.

“I’ve been using the Volvo Dyna�eet system on my two FHs,” says Craig, “it gives me a great insight into all aspects of each truck’s perfor-mance. For example, Dyna�eet made it perfectly clear that we were doing next to zero coasting. As soon as we recognised that, we started look-ing for opportunities, and now we spend up to 10% of our trip times coasting. �at’s a major contributor to the fuel savings.

As an integral part of Victoria’s agricultural

The type of loads Fox Transport carries are varied since Craig is wary of becoming too dependent on a single type of goods. Sand is one of the things the company transports.

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Fox Transport

Started: 1984, but the family business goes back to the early 1970s.

Owner: Managing Director Craig Fox bought the company from his parents in 2006.

Employees: Six. Four are drivers (including Craig), while his wife and mother handle the administration.

Assignments: Fox Transport run a diverse range of bulk goods, hauling lime, fertilizer, sand, grain, stone and bulk chemicals, averag-

ing 800 km per day.

THE COMPANY

THE FLEETTHE MARKET

Volvo All the way

Vehicles: FH Globetrotter XXL 6x4 B-Double; FH 6x4 B-Double; NH 6x4 B-Double; FM rigid with tipper trailer; FE rigid with Tite-liner body. The trucks range in age from 2002 to 2012.

Working environment: The Fox fleet load in diverse off-road conditions including sand, pad-docks and mud, often using diff locks to get in

and out, then running long distances on highways.

Applications: All the trucks except the NH have I-Shift automatic manual transmissions. The two FHs are equipped with Dynafleet, Lane Keeping

and Adaptive Cruise Control.

Fuel consumption: The FH with 540hp achieves 2km/litre in the B-Double configuration, and up to 2.5 km/litre with a single trailer; the FH with

520hp manages up to 1.9km/litre.

Harmony in diversity

The Australian transport market is characterised by very long distances, stiff competition and

narrow margins. It’s highly regulated, with load weights, log books and service histories regular-ly audited by state governments. With a Carbon Tax now in place nationally, emission controls

are becoming increasingly important.While other companies have specialised,

Fox Transport has faced these challenges by diversifying, being prepared to travel far, and

achieving superb fuel economy.

FACT FILE

A U S T R A L I A

Adelaide

N e w S o u t hW a l e s

Port Fairy

Melbourne

I n d i a no c e a n

T a s m a ns e a

Sydney

Canberra

S o u t hA u s t r a l i a

100 km

THE AREA

industry, and with business on the up, Fox Transport is looking to upgrade the �eet in the next year or so.

“We’ll update our trailers, trade in our old FH for a new Euro5 model, and probably upgrade for an FE 340 hp so we can increase the payload a bit on our local runs. However much we run around the state, we don’t forget our local customers.”

A�er just six years in the business it’s clear that Craig’s got a well-developed understanding of what makes a transport company tick.

“Doing the right thing by your customers, being as e�cient as you can, diversifying and paying attention to detail, that’s what works for me,” says Craig. “But while we’re focusing on the technical side, we know that providing a reliable customer service is the most important thing. Without that you’ve got nothing, and we’ve built ourselves a good reputation by being able to pro-vide the sort of personalised service that a small family-run operation can provide.

“If there’s one thing I’ve learned,” he con-cludes, “it’s that in this game you never stop learning.” ■



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the year: 1965 Text Lina Törnquist Photo Nasa, Hulton Archive

Space race and computersTECHNOLOGY

1965 could be dubbed “the year of the computer”. During the on-going space-race between US and the Soviet Union, astronauts from both sides were turning into global stars. However a much more unusual hero had also emerged from the rivalry: the computer.

That year, the US-magazine TIME put a portrait of a giant computer on its cover stating, “The computer is, in fact, the largely unsung hero of the thrust into space.” In addition, through its feats of memory and calculation the computer was also changing society as a whole. In

its article, TIME described the emergence of a new group of engineers and fixers it dubbed ”computermen” who coded and programmed computers to do everything from controlling for underground explosions to writing beatnik poetry.

Significantly, the year also saw the launch of the PDP-8 computer, which combined low cost and simplicity. The PDP-8 was widely celebrated as the first computer designed for the general public. The largest leap in computer development that year, came from a theory penned by Gordon Moore which was published

in a small, obscure journal and which has later been described as one of the most significant theories of the modern age. The theory stated that the number of components on an integrated circuit would double every year as transistors were made smaller. Meanwhile, the price of this computing power would drop. The theory came to be known as Moore’s Law and set the pace for the chip industry and IT development globally. Moore himself went on to found Intel, the global computer chip manufacturer, and became a very rich man.

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the year: 1965 Text Lina Törnquist Photo Nasa, Hulton Archive

Space race and computersTECHNOLOGY

1965 could be dubbed “the year of the computer”. During the on-going space-race between US and the Soviet Union, astronauts from both sides were turning into global stars. However a much more unusual hero had also emerged from the rivalry: the computer.

That year, the US-magazine TIME put a portrait of a giant computer on its cover stating, “The computer is, in fact, the largely unsung hero of the thrust into space.” In addition, through its feats of memory and calculation the computer was also changing society as a whole. In

its article, TIME described the emergence of a new group of engineers and fixers it dubbed ”computermen” who coded and programmed computers to do everything from controlling for underground explosions to writing beatnik poetry.

Significantly, the year also saw the launch of the PDP-8 computer, which combined low cost and simplicity. The PDP-8 was widely celebrated as the first computer designed for the general public. The largest leap in computer development that year, came from a theory penned by Gordon Moore which was published

in a small, obscure journal and which has later been described as one of the most significant theories of the modern age. The theory stated that the number of components on an integrated circuit would double every year as transistors were made smaller. Meanwhile, the price of this computing power would drop. The theory came to be known as Moore’s Law and set the pace for the chip industry and IT development globally. Moore himself went on to found Intel, the global computer chip manufacturer, and became a very rich man.

38 UPTIME #2/2013


F86 - The most beloved truck ever?TRUCK TECHNOLOGY

The F86 is probably the most beloved truck in Volvo’s history. It was presented in the summer F86 of summer of 1965 as part of the ambitous 'System 8' renewal program, which had greatly upgraded the technology in Volvo’s fleet. Despite its close resemblance to the L4851 that came before it, the F86 was completely new 'underneath its exterior’.

Two of the most obvious changes were a completely new engine and a new gearbox. The new engine kept the original cylinder dimensions but could

now perform high-output turbocharging. Moreover, with the the 'R50' eight-speed fully-synchronized gearbox made life a lot easier for the driver.

The F86 also included a host of component upgrades, most ambitiously new frame rails, suspension, brake systems and steering systems.

The F86 quickly created waves around the world and became Volvo’s first worldwide export success. In the mid 60s, the F86 was introduced in Great Britain, and soon manufacture of the F86 started in Scotland.

The truck’s introduction to the US market paved the way for Volvo’s growth there.

The F86 was flexible and could be adapted to just about any transport task, from distribution of goods in city areas to community service, construction site transport and long-distance transport (a portable bed served to make the day-cab of the F86 into a very efficient 'sleeper cab'). That flexibility was combined with utmost reliability and almost unlimited service life: little wonder then, that even today, the F86 is such a well-loved truck.

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