Volvo Trucks has long been the industry leader in the field of passive safety. For example in 1959, Volvo introduced the three-point safety belt – Volvo’s gift to the world. Today it’s a standard throughout the automotive industry and has made the world a better place by saving more lives in traffic than any other technical feature.

“The injury-reducing effect of the seatbelt is hard to beat when compared to other safety devices, but work still remains to be done: to get all truck drivers to use it,” says Lennart Svenson, former Head of Volvo Truck Accident Research Team at Volvo Truck Corporation.

Another good example of passive safety is a cab structure that gives enough survival space after an accident. Volvo Truck Corporation introduced pendulum-tested cabs in the 1960s and the crash-tested Volvo cab introduced a new level of safety to trucks, together with good ergonomics for its time.

Early traffic-safety development had a focus on passive safety, reducing injuries. For heavy-duty vehicles, the “golden age” of passive safety was from the 1970s to the 1990s.

Other milestones that stand out in the development of passive safety systems are the energy-absorbing steering wheel and under-run protections, which prevent the passenger car to end up under the truck in a frontal collision.

Truck safety was intensified in 1969 when Volvo started an accident research team manned by Kjell Högström and Lennart Svensson. During the 1970s Volvo Truck Corporation released the first external reports based on accident investigation and, as a result of this research, reinforcements in the doors and energy absorbing instrument panel were added.

Active safety, preventing accidents, was for many years synonymous with braking efficiency. Focus on steering and behaviours on the road were added. At the end of the 1990s, a system with the aim to assist the driver was introduced. Lately there has been more focus on detecting and acting on hazards that the driver might miss. The interface between man and machine becomes more and more important.

“It is a waste constructing a technically perfect vehicle if it is not adapted to humans and the traffic environment,” concludes Svenson.

Volvo Trucks has a worldwide service network which is constantly growing, so the Dealer Locator app enables customers to access this huge network quickly and simply. Using a smart phone, it is easy for customers to find the workshop nearest to their current location. In addition to a map showing the nearest dealers and workshops, the app displays their opening hours and contact details, together with directions. Truck drivers can also search for a specific service, if this is what they need, and see a list of the nearest options available.

“The new consumer technology offers a number of benefits. It is user friendly and allows for quick access to information,” says Bengt Persson, Senior Vice President Quality and Technical Support at Volvo Trucks.

Bengt added, “Dealer Locator is one example of how Volvo Trucks is using the new technology as part of its innovation programme to make its aftermarket service even more efficient. The app brings us closer to our customers than we have ever been before. The new interface will improve communications in both directions, which will benefit us and our customers from a quality perspective.”

Dealer Locator brings several advantages for customers. First of all, it obviously saves them time, because they can find information about their nearest dealer or workshop quickly and then simply go there. Being able to find the service you need very rapidly is also an important part of the overall customer offering from Volvo Trucks.

“Dealer Locator is very user friendly and clearly laid out. After displaying search results which include the distance to the dealer or workshop, the driver can call or e-mail the dealer or get directions to the premises with a simple press of a button,” says Torbjörn Holmström, the app developer from Volvo IT.

Dealer Locator currently contains the geographic coordinates of around 1,200 workshops and dealers and the number of locations is constantly being updated. The app covers the whole world with the exception of North America and, at the moment, focuses mainly on the markets in Europe. Dealer Locator has been available for iPhones since June and can be downloaded free of charge from the App Store. A version for Android phones has now also been launched.

The Volvo FE Hybrid was awarded ‘Green Commercial of the Year 2012’ title in the Diesel/Electric Hybrid category.

Volvo dealer Irish Commercials, based in Naas and Galway, were successful in winning the inaugural ‘Customer Service Excellence’ Award and with one of their workshop technicians, Pat Walsh, completing a memorable double by securing the ‘Technician of the Year’ Award.

The history of autonomous vehicles dates back to 1970s Japan and now various projects are currently underway at universities, research institutes and high-tech companies around the world. Hundreds of thousands of driverless kilometres have been clocked up and proponents of the technology believe that such vehicles will increase road capacity, reduce congestion, and most importantly improve road safety by eliminating driver error.

The ‘tech liberals’ argue that if 90 per cent of accidents are due to the human factor – as statistics indicate – why not completely take the driver out of the equation? Opponents, meanwhile, raise concerns about the fallibility of the computerised systems. And who, for example, is legally responsible if one of these unmanned vehicles causes an accident ?

Automated systems like sensors, cameras and radar for monitoring the traffic and vehicle’s situation are regarded by many as having some advantages over humans, but Carl Johan Almqvist, Traffic & Product Safety Director at Volvo Trucks believes the safest approach is to combine the automated system’s 360-degree awareness with the professional driver’s knowledge and experience.

“We believe in the driver and appreciate that the human brain can make decisions that automatic systems struggle with,” he says. “The computer never gets tired, but it can only do things for which it is programmed. As soon as you are outside of normal situations, that is where the driver’s skill comes in. Drivers are often best placed to assess a situation and to choose between slowing down, panic braking or driving round an obstacle.”

Volvo Trucks is therefore working on systems that support drivers in situations where they are under-stimulated, such as when stuck in a traffic jam. “When you are moving slowly your mind wanders, you aren’t focused on driving and if the car in front suddenly stops, you more likely to hit it,” says Almqvist. “These are situations where it’s a good idea to support the driver.”

Volvo’s vision of combining a well-trained professional driver with increased automation is being realized through the Safe Road Trains for the Environment (SARTRE) project. The idea behind the project – of which Volvo is a part through its centre for research and innovation, Volvo Technology – is to develop a technology for vehicle ‘platooning’ – that is, a convoy where a professional driver in a lead vehicle drives a line of other vehicles.

Each vehicle in the convoy measures the distance, speed and direction to the car in front and adjusts accordingly. The vehicles are not physically attached to each other and can leave the procession at any time. However, once in the platoon, the following drivers can relax and do other things while the platoon proceeds towards its destination under the expert guidance of the lead driver.

Platooning is expected to deliver a number of benefits: road safety will improve as the human factor is minimised; fuel consumption – and therefore also CO2 emissions – will be reduced by up to 20 per cent; road congestion will be reduced as vehicles will be only a few metres apart; and the drivers of the following vehicles will be able to rest, eat or even work.

The technology has been successfully tested with one car following the lead vehicle. Public acceptance and the relevant legislation may, however, be longer in coming.

Volvo Trucks participates in several technologically-driven projects such as SARTRE, since the outcome and lessons from such projects are always regarded as valuable knowledge.

“Safety is one of Volvo’s core values, so we are investing considerable effort in automation while doing it in the safest possible way,” says Almqvist. “The technology is moving quickly, but getting it to work in a safe way with a human being is our ultimate aim. You should feel as safe as you do when driving yourself, even if it is a computer that is doing the work.”

Carl Johan Almqvist points to the autopilot systems used in aviation as a more realistic way forward for the road transport industry. “Today you can push a button and fly on autopilot from when you leave the gate until your arrival at the other end,” he says. “But you still have a pilot – two, in fact !”

This issue includes exciting news items on Volvo Trucks’ environmental work. Through videos and articles, visitors will also learn more about how Volvo Trucks’ safety solution helps truck drivers with blindspotting and how smartphones can be used to improve efficiency and ensure the quality of the company’s aftersales services.

They will also get the chance to meet Oliver Splingart who transports live fish in his Volvo FH16 between fish farms throughout Europe, a sophisticated task which place special demands on both the truck and the driver.

The new issue of Volvo Trucks Magazine can be downloaded free of charge. iPad users can access the magazine from the App Store, while Android users can get it from the Marketplace.

“Since the introduction of the latest version of Dynafleet, the number of subscriptions has increased from 11,000 to 21,500, meaning that more than one in every three trucks we sell in Europe is now equipped with the system. On certain markets, such as France, Denmark and Finland, more than 60 per cent of all new vehicles are specified with Dynafleet,” says Johan Selvén, Fleet and Driver Development Manager at Volvo Trucks.

Focus on fuel

The factors behind this immense increase in sales are rising fuel prices and tougher competition between haulage firms. It is a trend that has cleared the way for new tools and applications designed to help customers improve their profitability.

“With Dynafleet the haulage firm gets a whole lot of information, including a detailed picture of each driver’s driving style and the amount of fuel each truck consumes under different operating conditions. This is an excellent starting point for training in fuel-efficient driving. Many of our customers have cut their fuel costs by up to seven per cent by combining Dynafleet with driver training,” explains Johan Selvén.

Mature market – mature products

At the same time, it has become natural for both haulage firms and drivers to use telematics in the course of their work. For increasing numbers of people, it is now as unremarkable to use a fleet management system as it is to have an accounting system at the office. The market has matured, and so have the products.

“Today we can offer a flexible solution that gives each customer the possibility of tailoring its own system to embrace all the required functions. The system is easy to use and a subscription can cost as little as £13 (€15) a month,” says John Russell, Business Solutions Manager in charge of Dynafleet for the UK and Ireland. “Dynafleet’s increased sales are evidence that we have a product that truly gives our customers value for their money.”

This year, I-Shift is celebrating its 10th anniversary. Today no fewer than 80 per cent of Volvo’s FH trucks are equipped with the system, making I-Shift virtually a standard feature. At its launch in 2001, however, things looked very different. There were already a number of so-called AMTs (Automated Mechanical Transmissions) on the market, but they were all based on manual gearboxes adapted to permit automatic gear-changing. They were often not entirely reliable and customers complained. Vehicle manufacturers were forced to face angry customers who had paid a great deal of money for a transmission that caused problems.

However, Volvo Trucks believed in the concept of a transmission system designed from the very outset for automatic gear-changing. The first target was to adapt it for long-distance transport

The company succeeded and in 2002, just one year after the system’s launch, 14 per cent of all Volvo trucks sold were equipped with I-Shift. This can be compared with its predecessor, Geartronic, Volvo Trucks’ first AMT, which was only fitted to one per cent of all trucks sold by the company.

Sven-Erik Tibb was the main project manager throughout the development of I-Shift. “We created a totally new unsynchronised basic transmission and an integral control unit with all the electronics, sensors and so on. We then added software that was fully tailored for long-distance traffic. This gave us total control of the engine and gear-changing,” he recalls.

The new I-Shift was thus a combination of fairly straightforward, uncomplicated mechanics along with electronic control. “There are many benefits with I-Shift. In addition to lower fuel consumption, the system contributes to safer driving, which benefits everyone,” says Ricard Fritz, Senior Vice President Strategic Planning and Business Development, Volvo Trucks.

“The driver is free to fully concentrate on the traffic and does not become tired from all the gear-changing by the end of the working day. I-Shift is also very easy to drive, and this is appreciated by both experienced drivers and those who are not so experienced,” he adds.

Other advantages of I-Shift are that it changes gears very quickly compared with other systems on the market, there is no need for a clutch pedal, and there is software optimised for different types of driving.

Second generation

In 2005, when the second generation I-Shift made its appearance, the front and rear parts of the transmission had been redesigned to include a new clutch system and a new range-change unit. This provided greater capacity for higher gross combination weights and, consequently, I-Shift could now be fitted to trucks used for some heavier construction and forestry transport duties. As a result, the transmission also found its way into trucks with the 16-litre engine and not just vehicles with 9- and 12-litre power units.

Launch of third generation

The third generation was launched in 2009 and was tailored to match Euro-5. It featured a number of hardware improvements, together with new software which made the transmission suitable for additional, even more demanding assignments. It was now possible, for example, to rock heavily laden trucks free if necessary.

“From the very start, we had developed programs for different types of operation and customers were able to choose between the various programs. Each new generation added new applications and now even really heavy-duty construction vehicles like the Volvo FMX can be equipped with I-Shift,” says Sven-Erik Tibb, who today is section manager for drivelines and hybrids at Volvo.

Åke Zander, technical director at Volvo Powertrain, was also involved from the start. According to him, I-Shift can keep fuel consumption at the same level as the best driver on his best day with a manual transmission. The electronics make sure that the correct gear is always selected to enable the engine to work as economically as possible.

“The advantage when it comes to I-Shift is that it doesn’t have bad or good days. It provides the same fuel-efficient progress, regardless of who is driving or how the driver feels. What’s more, the driver does not need to apply any force to shift gear,” says  Zander.

So what does the future look like?

Euro 6 will soon be making its entrance, and transmission systems will need to be adapted to the new engines. “The next generation will be even more fuel-efficient. What’s more, we are going to consolidate, refine and stabilise what we have already achieved and further expand the applications for I-Shift,” promises Åke Zander.

Wayne Connelly and ‘The Terminator’ are out on the road transporting scrap metal all over England, five days a week. Wherever he goes, his Volvo FH truck, decorated with images from the full trilogy of Terminator films, is always the centre of attention.

“I can’t go anywhere without someone wanting to take a photo,” says Wayne. “It’s nice that the truck is appreciated and I’m quite happy for it to get all of the attention.”

Wayne Connelly has been a truck driver for eleven years and works for a scrap metal processor J Davidson in north-west England. “My father was a truck driver and I always wanted to do it as a boy. Mainly because I wanted to have my own wagon,” he says. “The best part of the job is still the wagon, and ‘The Terminator’ looks absolutely stunning out on the road.”

The video about Wayne Connelly is available on YouTube and will soon be available on Volvo Trucks’ online magazine and on the company’s tablet Magazine.

“The first issue, which was available for the iPad, was very well received. However, by now making this next issue also available for Androids, we hope even more people will enjoy our coverage,” says Tommy Kohle, Senior Vice President Corporate Communications at Volvo Trucks.

In the new issue of the magazine, readers can, for example, learn more about the importance of driver feedback in Volvo Trucks’ cab development meet the Swedish national biathlon team and their new mobile ski-waxing workshop and visit the Ukraine, where Volvo trucks are taking the country’s largest manganese mine into the 21st century.

The new issue of Volvo Trucks Magazine can be downloaded free of charge. iPad users can access the magazine from the App Store, whilst Android users can get it from the Marketplace.

The quieter and cleaner hybrid trucks make possible fuel savings of up to 30 per cent and will primarily be used in distribution and refuse operations in urban environments.

“Our new Volvo FE Hybrid is a fantastic high-tech truck, which has already created a large amount of interest. It’s clear that there is a great demand for heavy hybrids,” says Claes Nilsson, President of Volvo Trucks’ Europe Division.

The Volvo FE Hybrid will initially be delivered to 13 European countries, and sales may be extended to additional markets in the longer term. The trucks will be manufactured in limited series production because the advanced hybrid technology requires customised production solutions. Battery technology is also constantly evolving. This means that the company’s after sales organisation must be trained in parallel to provide the right service to customers.

“The fact that we are starting production of hybrids now is tremendously inspiring and important for future product development since some form of hybrid technology will exist in most trucks in the future. Hybridization is definitely an important piece of the puzzle for more fuel efficient transport,” says Claes Nilsson.

Hybrid technology is best suited to dense urban traffic where the number of stop-start cycles is high. To ensure the right level of quality and service, field tests have been held with a number of Volvo customers since spring 2008. Depending on the driving cycle, the Volvo FE Hybrid can cut fuel and carbon dioxide emissions by between 15 and 20 per cent. In addition, using the electric compactor on the hybrid refuse trucks, up to 30 per cent can be saved.

The Volvo FE Hybrid is a parallel hybrid, which means that energy from the diesel engine and electric motor can be utilised either together or independently of one another. The system switches automatically between the two power sources. When the hybrid is driven in first gear, the vehicle is powered solely by its electric motor, giving the driver alert throttle response and thus excellent driveability. Then, when the hybrid mode kicks in, the diesel engine and the electric motor will work in parallel to optimise fuel savings.

What is more, Volvo’s hybrid technology is designed to recover as much as energy as possible during braking. No extra recharging from external sources is required. Electric power also cuts the overall noise level.

“The hybrid truck whispers its way around the streets, which improves the environment for the residents and, of course, for the people who operate the vehicle every day. During acceleration, the noise level is half that of a conventional diesel truck,” says Claes Nilsson.

Volvo’s hybrid truck is powered by a 7-litre diesel engine producing 340hp and 1300Nm of torque in refuse operations and 300hp/1160Nm of torque in distribution operations. The diesel operates in parallel with a 120 kilowatt electric motor. The electric motor gets its power from the very latest type of lithium ion batteries

The hybrid trucks, which are designed for applications up to 26 tonne gross weight, are available with a leasing agreement that encompasses a full maintenance and repair contract.

A record 13,704 participants initially entered VISTA 2011 – in 3,740 teams – including 102 teams from Great Britain and Ireland.

After three rounds of theoretical questions, around 150 teams worldwide have progressed to one of 16 semi-finals held in nine locations, where 30 teams will qualify for the World Final in Gothenburg in June.

Ten UK & Ireland teams have successfully reached this round and their semi-final will be held in Thessaloniki, Greece in mid-April when, after competing against each other, only the two best performing teams will get the opportunity to progress to the World Final.

The ten successful UK and Irish teams are from Volvo dealerships in Felixstowe, Norwich, Trafford Park (Manchester), West Thurrock (Essex), Hythe (Kent), Preston, Ayr, Spalding, Glasgow and Cork (Ireland).

Malcolm Cook, the team Leader of ‘MMACKy Dees’, representing MC Truck and Bus of Hythe, near Folkestone, commented, “VISTA 2011 is tougher than previous competitions, but we are determined to give it our best shot and would love to win it this year for the UK.”

“Everyone who has completed all three rounds should be congratulated for their magnificent efforts, and considering the level of competition, all teams who have made it to the semi-finals should be tremendously proud,” says Johanna Lundberg, Project Manager for VISTA, adding “The standards have been very high, and I hope VISTA 2011 has inspired and motivated all teams that have taken part, but what is really important is that participants keep telling us how much they are learning from the competition.”

The aim of the competition is to develop and improve employees’ knowledge and skills, and improve Volvo Trucks’ and Buses’ Aftermarket customer services. It is estimated that every participant who has completed both rounds of VISTA 2011 has received around 90 hours of extra training, making a significant contribution all UK and Irish dealerships and workshops.

“Already VISTA 2011 has involved around 2,900 hours of extra training for our personnel,” says Steve Lambert, the UK VISTA Team Leader. “This is why VISTA is so important in developing and improving of customer care. Regardless of where each of our teams finish, every single participant is benefiting from the experience.”

Tracking the vehicle using Dynafleet online, every step taken by the thieves was identified and addresses were clearly identified.

In this particular case in Brazil, Google maps/satellite view/and GPRS positioning were also very important, aiding the police in the identification of the buildings where the vehicle and cargo were hidden.

The vehicle was Volvo’s VM-MD1 field test truck, which was being operated by the customer Sibra Transportes. The vehicle, loaded with Peugeot car parts, was hijacked in São Paulo at around 9pm on 11 January 2011. Every step taken by the thieves was identified, from the moment the hijacking took place to the cargo being unloaded and the vehicle concealed.

‘Volvo Trucks Magazine’ will feature stories about life on the road, articles about technology and product development and analyses of important issues facing the industry. Topics may include anything from how to minimise fuel consumption to how to increase safety belt use. In the first issue, for example, we meet two record-holders: the world’s fastest driver and record-holder for the Standing Kilometre and Asia’s best driver in the eco-driving challenge.

“We are always on the look-out for new ways of reaching our target groups,” says Tommy Kohle, Senior Vice President Corporate Communications at Volvo Trucks. “We see this as a useful and effective way of spotlighting issues that concern our company, the breadth and depth of our technical expertise and, not least, the exciting assignments carried out by many of our customers.”

Volvo Trucks has a long tradition of communicating with customers and other players through editorial articles, both in print and online. Now the company is taking yet another step forward by focusing on tablet computers, starting with the iPad.

“As a knowledge company, it’s natural for us to lead the way and explore new communication channels. We want to capitalise on the opportunities offered by the iPad format, so we have included plenty of films and interactive material,” explains Kohle.

‘Volvo Trucks Magazine’ can be downloaded – free of charge – from the AppStore.

“My years at Volvo have been a fantastic period in my life and this is by no means a light-hearted decision, but at some point it’s time to leave”, says Leif Johansson. “The timing is good both with respect to my personal situation and with respect to the more stable situation for the company.”

“Leif Johansson has done an impressive job during his years at Volvo and although I regret his decision I have full respect for it given his many years of hard work”, says Louis Schweitzer, chairman of the Board of Volvo. “The Board will now focus on finding his successor.”

In conjunction with his resignation Leif Johansson will also leave the Board of AB Volvo.

“ Volvo is committed to providing prompt and cost-effective service at all of our Workshops.

With one Fitted Price being available wherever operators are located in the UK or Ireland, customers benefit,” says Volvo Trucks Commercial Aftermarket Manager Greg Williams.

“That is because the price quoted is the price you pay.” Greg continues, “In addition, because Volvo Fitted-Price components are fitted by trained Volvo Technicians, they carry a 2 year warranty on both parts and labour, with free roadside recovery and repair if they fail or break. Furthermore, with ‘care for the environment’ being one of Volvo’s core values, customers can be assured that when they

use the Fitted-Price programme, our Dealers will ensure that displacedfluids and materials are always disposed of in an environmentally-friendly way.”

Customers can access a wide range of highly competitive Fitted-Price offers from over 20 component groups featured in the October 2010 edition of the catalogue for vehicles from the F10/F12/F16, through the FL6 / FL7 and FL10 ranges, right up to the latest FM and FH models.

“The absolute elite among Volvo’s hybrid technology experts are the driving force behind the project. They are true enthusiasts, every last one of them. I’d go so far as to say that ‘Mean Green’ is the world’s fastest hybrid truck,” says Ovebrink.

To understand how he can make this claim with such confidence, we need to rewind to November 2007. Ovebrink h ad just be

aten his own standing kilometre record from 2001 for trucks with a maximum displacement of 16 litres. He achieved this by reaching an average speed of 158.829 km/h with his red Volvo NH16 – a.k.a. ‘The Wild Viking’. After winning he met Staffan Jufors, President and CEO of Volvo Trucks, who asked him, “Do you plan to sit down and twiddle your thumbs now, enjoying the fame that comes with being world champion or do you have any new ideas?” Ovebrink replied: “I’d like to build the world’s fastest hybrid truck.”

The development span between that first gearbox and the very latest – the I-Shift – encompasses a huge amount of work and many landmark accomplishments.

1928 saw the very first Volvo truck leave the factory. It was a very popular vehicle – in fact far more popular than its passenger car ancestor the ÖV4, whose driveline components were carried over into the truck in their entirety. This first truck, known simply as the Volvo Truck Series 1, produced 28 horsepower and had a three-speed non-synchromesh gearbox.

It was not until 1931 that Volvo built its first trucks without using driveline components from the company’s passenger cars. The gearbox in the new truck series was a robust four-speed unit specially designed for heavy vehicles. The new trucks also had sturdy rear axles with a reduction gear.

In these non-synchromesh gearboxes, it was necessary to press the clutch twice to change gears. This heavy double-declutching and shifting of gears solely by manual force put considerable physical strain on the driver. That is why it was hailed as an important leap ahead when synchromesh gearboxes appeared on the market in the 1950s.

“They marked an immense improvement in the driver’s working conditions: from a job requiring special training for gear changing to became more like driving a passenger car,” says Åke Zander, technical director at Volvo Powertrain and the person responsible for drivelines and hybrids.

During the 1950s, Volvo also started experimenting with automatic transmissions. However, it would take another 40 years for automated transmission to finally make its breakthrough. Before that, auxiliary gears such as range-change and splitter transmissions made their entry into the truck cab.

However, auxiliary gears were really only a natural part of the development process and did not mark a major leap ahead. At least that is the view of Mart Mägi, a former professor of automotive technology at the Chalmers University of Technology of Gothenburg in Sweden.

“From a technological development perspective, the inclusion of additional mechanical gears behind and in front of the base gearbox was only a minor step in overall progress. The first truly revolutionary concept was the gearbox itself, which entered into use just over a century ago. The next significant technological advance was synchromesh, followed by automation,” explains Mägi.

“The development of automatic transmissions for trucks progressed very slowly. However, once they arrived they were little short of epoch-making,” says Mägi.

Volvo Trucks’ first automatic transmission – the Powertronic – arrived in 1992. Nine years later, Volvo took another decisive technological leap ahead with the introduction of the first generation of the I-Shift automated transmission. Today this transmission is the jewel in Volvo Trucks’ crown and has won widespread customer recognition as an industry leader in this field.

Åke Zander relates that it was only with the advent of the I-Shift that customers finally started appreciating automated transmissions.

“Volvo has always had a strong selling point with its gearboxes, but when the I-Shift arrived in 2001, it received a particularly warm welcome. The I-Shift brought increased functionality, reliability, driveability and fuel efficiency – something that was entirely new on the market,” he explains.

The I-Shift is a splitter and range-change gearbox with three non-synchromesh gears in the main gearbox. With its splitter and range ratios, the transmission has a total of twelve forward gears, which are engaged and synchronised entirely electronically. The I-Shift communicates with the engine. For instance, it activates engine braking (the VEB – Volvo Engine Brake) as necessary, slowing down the engine and optimising each gear change in a way that no driver with a manual gearbox can replicate.

The latest generation of the I-Shift was introduced in 2009 with the launch of Euro-5. Using a variety of software updates, it is optimised for various operating conditions, from highway to construction site. Today, more than 70 per cent of all new Volvo FH and FM trucks sold are fitted with the I-Shift.

With this gearbox, the wheel comes full circle and Volvo has completed the journey from a three-speed non-synchromesh gearbox to the I-Shift, in which the mechanical heart of the unit is also a non-synchromesh three-speed gearbox.

However, Mägi prefers to look ahead beyond the I-Shift, when he says, “In the future, the entire conventional gearbox may become obsolete – for instance in series hybrids, if or when we get a properly functioning hybrid system in trucks too. The next big step ahead is hybridisation and that is already on its way.”

Electric power transmission does not require any gears at all in the way they are used in today’s gearboxes. Computers take over control of power delivery from the engine to the driven wheels via intermediate electric motors and battery packs.

Zander agrees that hybrids are set to be the next major development step, but predicts that the gearbox is still going to be around for some time yet.

“It will be needed together with an electric motor. Most of Volvo Trucks’ products are too heavy for electric power alone – the electric motor and batteries would be too big and expensive. And it is always customer benefit that determines when and if a technological paradigm shift is viable. Volvo Trucks’ hybrid trucks today are equipped with the I-Shift,” he says.

Over 13,700 people are expected to compete for a place in the VISTA 2011 World Final to be held next summer in Gothenburg, Sweden.

As many as 3,720 teams have already entered the competition, which is more than any other year in VISTA’s 53-year history. In addition, VISTA 2011 will also be the most global, with every continent being represented making it a truly international event from Volvo’s homeland of Sweden to new emerging markets such as Belarus and alphabetically from Australia to the US and many more nations in between.

“VISTA just keeps getting bigger,” says Staffan Jufors, President and CEO of Volvo Trucks. “It says a lot about the global reach of the Volvo Trucks brand and the number of people in our service network. It is also proof of the high commitment and the ambition to continuously improve our work. VISTA is an important part of our drive to achieve higher quality in Volvo’s customer care.”

Marjukka Sagesjö is one of about twenty specialists at Volvo Technology working with what is known as HMI (Human Machine Interface), meaning the way in which human beings and various computerised systems interact.

“We work a lot with customer clinics, driver interviews and various other investigation and survey methods as part of our research and development process,” says Sagesjö, a cognitive ergonomist at Volvo Technology. “Among other things, we have an advanced driving simulator in which we can subject the driver to information stress and traffic incidents without risk of personal injury.”

Driving a heavy vehicle in congested traffic while hauling a valuable load, and at the same time keeping a watchful eye on the clock to meet agreed delivery times and adhere to legislated driving and rest times, can be highly stressful – not least when driving in new, unfamiliar areas. Furthermore, in recent years the truck cab has developed into a mobile office where the driver receives transport orders, text messages, phone calls and emails from customers and the traffic office – all while on the move.

In addition, today the GPS navigator, traffic information via radio, the vehicle’s in-cab diagnostic system and the driver’s personal MP3 player are all regular information sources – which may also contribute to information stress and, ultimately, impact traffic safety.

What is more, many modern trucks are equipped with a range of supplementary systems such as lane change assistance, warning for excessive speed when approaching a curve, warning for imminent collision risk, driver alertness monitors and blind spot alerts. And more systems are under development for forthcoming truck generations. Is there a risk of information overload?

“The amount of information as such need not be a problem – that’s an individual issue. Instead, the problem is how to regulate the information flow so that the driver’s attention is not unnecessarily disrupted in critical situations,” explains Sagesjö.

Sagesjö is currently working on the development of a system known as DIS, Driver Interaction Support, whose aim is to prioritise the information that the vehicle’s various systems transmit to the driver.

“For instance, it is not a good idea for a message from the transport planning office to signal its arrival just when the navigator is telling the driver which exit to take in the roundabout he is entering.

And incoming phone calls can be queued if the system registers that the driver is in the process of changing lanes,” she explains.

In other words, the focus is on getting the various systems to interact optimally to avoid distracting or worrying the driver.

“To succeed with this, the information systems fitted to today’s trucks must be integrated with tomorrow’s support systems. And that is something of a challenge,” says Sagesjö.

Volvo Trucks works closely with the Chalmers University of Technology in Sweden, for example within the framework of SAFER, the Vehicle and Traffic Safety Centre. Sweden is one of the leading nations in this area, and work has also intensified internationally in recent years. For instance, the EU Commission has directed the Union’s vehicle manufacturers, industry organisations and member states to treat this issue with the utmost seriousness.

The fact that this issue is being given high international priority has also led to Volvo Trucks taking part in a variety of research projects such as EuroFOT (European Field Operational Test on Active Safety Systems), whose aim is to produce comprehensive field data from the use of safety systems in regular everyday traffic. This is a move that Sagesjö welcomes.

“Quantitative survey data showing driver reactions in incidents involving real-life traffic are in short supply, for obvious reasons,” she says. “That is why it is a major advantage for Volvo to participate actively in EuroFOT.”

Volvo Trucks and Renault Trucks’ UK subsidiaries have, together with a number of other international truck companies, become the subject of an investigation initiated by the OFT (Office of Fair Trading), the British competition authority.

Volvo Trucks’ and Renault Trucks’ British subsidiaries have received letters from the OFT as part of the investigation and will co-operate fully with the OFT during the course of the forthcoming investigative work.

At present, the Volvo Group has no further comments on this matter.

The focus exhibit is the new FMX construction truck. This is its first public showing in the UK and the new FMX range is represented by a 26 tonnes GVW, 6×6 all wheel drive, three-axle tipper.

The FMX range is built to handle the heaviest construction tasks and is purpose engineered for the construction industry. The FMX at Hillhead features the Euro 5 certified D11C eleven litre engine rated at 450 HP. This inline six cylinder Volvo diesel delivers 2150 Nm of torque between 950 and 1400 rpm. The transmission is a Volvo Powertronic 6-speed automatic and the FMX on display features RT3210HV hub-reduction rear axles with a final drive ratio of 3.61:1 and heavy duty T-Ride rear suspension. The 4300 mm wheelb ase truck h

as also been specified with a full sleeper cab.

Also on the Volvo stand is a sleeper-cabbed Volvo FM 8×4 tipper which has been very kindly loaned for the duration of the Show by W H Malcolm. W H Malcolm has served the construction industry in both Scotland and the UK for over 40 years and their immaculate FM serves as an example of the range of construction trucks produced by Volvo.

The specification of the 32 tonnes GVW FM includes the D13C engine rated at 420 HP between 1400 and 1900 rpm. The D13C420 develops 2100 Nm of torque between 1000 and 1400 rpm. The VT2214B 14-speed manual gearbox has been specified together with the single reduction RTS2370A tandem drive axles with 3.4:1 final drive ratio and, like the FMX, T-Ride rear suspension. Wheelbase of the W H Malcolm vehicle is 5100 mm.

The third truck on the Volvo stand is a flagship FH16-700 6×2 push axle, 44 tonnes GCW, tractor unit.

From its launch in January 2009, the FH16-700 has been popular with plant haulage operators in both three and four axle Heavy Haulage tractor variants.

The FH16-700 is intended for the very heaviest and most demanding of transport operations and is a highly prestigious truck for the customer who is looking for something truly out of the ordinary.

Its fuel efficient, Euro 5 certified D16G700 engine is rated at 700 hp between 1550 and 1800 rpm and develops 3150 Nm of torque between 1000 and 1050 rpm. This makes it one of the most driver-friendly engines available for plant haulage where the need to achieve efficient journey times is coupled to the requirement for good low-speed manoeuvring characteristics when delivering heavy machinery to sites. The 12-speed overdrive I-Shift automated transmission transmits power through a hub-reduction RS1370HV single drive axle with a 3.46:1 final drive ratio.

Volvo Trucks’ Managing Director Göran Nyberg is confident that the company has a well structured Total Solution for UK and Ireland construction industry customers: “No other manufacturer has this kind of experience where we can look after the needs of both machinery and truck operators in the construction, demolition, waste handling and recycling sectors.”

The environmental product declaration was first introduced back in 2001 in connection with the launch of Volvo’s new FH and FM series trucks.

Since then, the service has undergone continuous development with the help of better know-how and new data. Now it is time to offer lifecycle analysis of the FE and FL trucks too. With this move, the entire model range in Europe will come with an environmental product declaration.

“We were the world’s first truck manufacturer to provide an environmental product declaration, and almost ten years later we are still the only vehicle manufacturer in the world to offer customers this type of information,” says Lars Mårtensson, Environmental Director at Volvo Trucks.

“Demand for detailed information about our trucks’ climate and environmental footprint has increased in recent years. We have made the data easily accessible via an interactive service available on our website,” says Mårtensson.

Naturally, environmental concerns are at the top of the agenda in Volvo Trucks’ contacts with its major global customers.

“Environmental issues are an increasingly important factor in our customers’ business dealings with haulage purchasers. With the EPD tool, they can calculate the total environmental footprint for a given transport assignment and also clearly show what is covered,” says Anna Sjölin, Global Key Account Manager at Volvo Trucks.

“I’m delighted with it. It’s possible to maintain a steady, high speed with a full load even on steep gradients,” says Tore Aase, who hauls heavy loads from Stavanger on the demanding, hilly Norwegian west coast.

Stavanger serves as the base for the Norwegian offshore industry, where drills, pipes and other materials are distributed to the various oil-fields.

It’s an industry that the veteran haulage operator has been serving for almost 30 years. In order to shorten transport times, much of the cargo is hauled on the coastal roads before being shipped out to the oil rigs.

“The reason why we chose the FH16-700 is that we haul loads of up to 50 tonnes. The roads are often narrow and there may be kilometre-long gradients of between 6 and 10 per cent, so you can never really have too much power,” says Tore Aase, owner of haulage company Spesial og Tungtransport AS, located in Förde 170 kilometres (around 100 miles) north of Bergen on the west coast of Norway.

Despite the truck’s 700 horsepower and torque of 3,150 Nm at 2,650 rpm, this has not had a negative impact on fuel consumption. Quite the contrary, it seems. “I save about 5 litres per 100 kilometres compared with my previous truck,” reveals Tore Aase.

What is more, Volvo’s product development engineers have succeeded in cutting the oxides of nitrogen emissions by 40 per cent, thus meeting the Euro-5 emissions requirements.

Tore contributed his own ideas to the design and construction of the trailer. One example is the specially designed storage compartments in the trailer and the light unit set into the wind deflector panel on the trailer’s roof.

However, Tore’s smartest idea is probably the light unit set into the wind deflector panels on the front wings. “When we are hauling long and wide cargo, we sometimes find that cars want to cut in between the truck and its escort as it can be difficult to see our regular hazard warning lights. The light units integrated into the wind deflectors are clearly visible through the car’s side window. The driver is therefore alerted and understands that it is not a good idea to force his way in,” explains Tore.

One major – and highly appreciated – surprise with the new truck is the cornering lights that illuminate the edge of the road when turning. “When you slow down and turn, the powerful lights help a lot. I get far better visibility and considerably increased safety,” says Tore Aase.

Tore Aase spends almost 200 days a year in his cab so it is important that he feels at home behind the wheel and his new truck has not disappointed him.

“It’s just like driving a car. It steers very precisely and you can control it with just two fingers on the wheel. And as for the I-Shift transmission – that’s simply fantastic. I can’t change gear as smoothly or quickly with a manual gearbox. Absolutely amazing,” says Tore. “When I return from a long trip, I don’t need to lie down on the sofa to relax. I scarcely feel I’ve been driving a truck for an entire day.”

“The market situation is still uncertain, but we see signs of recovery in terms of trucks,“ says Volvo Trucks President and CEO, Staffan Jufors,

adding “To meet the demand, we are now expanding the capacity in some of our factories.”

The increased production means fewer lay-off days at the Gent assembly plant in Belgium and for the Swedish factories in Umeå and Tuve; it means more work on Fridays.

Umeå, which supplies many Volvo Truck factories with cabs, will re-employ staff to manage the overall production needs. The Gent factory will increase the staffing in the cab-trim to be in phase with the capacity of the final assembly. At the same time the factory in Curitiba in Brazil levels up one shift.

“Since the economy remains highly uncertain, it is at this stage a question of short-term contracts,“ says Staffan Jufors.

“It is very pleasing that we see a recovery, but we must also be well aware that the economy is very uncertain and that the volume increases are from very low levels. We are acting in a very tough competitive market situation, which means that we must continue to focus on our costs and remain aware of the uncertainty of the situation and act accordingly,” Staffan concludes.

“We are doing this so as to offer the market a superior combination of environmental properties, energy efficiency, driveability and low maintenance costs,” says Gunnar Ekwall, product manager for Volvo Trucks in the Nordic region.

The trucks involved are two Volvo 7-litre models, the Volvo FL and Volvo FE.

As the network of biogas stations continues to expand, the market is showing far greater interest in better gas-powered vehicles. With the unique technology that Volvo Trucks has chosen, the diesel engine runs on a mixture of methane gas and diesel oil. As a result, the benefits of gas power are combined with a diesel engine’s estimated 35 per cent higher efficiency rating compared with an engine using spark plug ignition. The truck thus consumes far less energy than conventional gas-powered trucks.

“In addition to lower fuel consumption, methane diesel technology also brings higher reliability and lower maintenance costs. What is more, the driver can always continue driving on diesel fuel alone, if no gas is available. This makes it a practical and realistic alternative for many customers, especially in areas where the gas distribution infrastructure is not yet fully established,” explains Gunnar Ekwall.