A TROPICAL CHALLENGE

COASTING FOR PROS

KWIK TRIP

Transporting coal through Borneo’s rugged terrain is a grueling challenge.

How to coast for maximum fuel efficiency.

Joel Hirschboeck operates Volvo Trucks with alternative fuels.

THE VOLVO TRUCKS MAGA ZINE FOR TRUCKING PROFESSIONALS • #1/2014

Blue Power Volvo Trucks’ new era of alternative fuel options

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Volvo Trucks. Driving Success.

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Driver’s Digest #1/2014

20 BLUE POWER An in-depth report about Volvo’s alternative fuel strategy designed to offer customized, sustainable fuel solutions that help fleets optimize their operation.

Proven innovation in alternative fuels.

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A Tropical Challenge

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Coasting for Pros

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Kwik Trip

Transporting coal through Indonesia’s rugged terrain.

Techniques to get the most fuel efficiency while coasting.

Joel Hirschboeck says 50 percent of his fleet will be powered by alternative fuels.

Volvo Trucks offers leading fleet solutions, including compressed natural gas (CNG). Available today, Volvo’s CNG-powered trucks are ideal for local or regional fleets who are looking for an alternative to diesel. For more information about our commitment to alternative fuels, visit volvotrucks.us.com

5 START 18 ME & MY VOLVO 30 THE YEAR DRIVER ’S DIGEST #1/2014

©2014 Volvo Group North America, LLC

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E D ITOR I A L LE T T E R

Inside Driver's Digest

News & updates from the Volvo world

Current Technology

This issue of Driver’s Digest is fueled by a powerful shade of blue. Volvo Trucks’ “Blue Power” strategy is the focus of global interest with the announcement of plans to commercialize dimethyl ether (DME)-powered heavy-duty commercial vehicles in North America. The addition of DME to the line-up that includes liquefied natural gas (LNG) engines and compressed natural gas (CNG) engines along with a wide range of fuel efficient innovations such as Volvo’s I-Shift automated manual transmission (AMT), solidifies Volvo’s leadership in alternative fuel solutions. In this issue you’ll go behind the scenes with the innovative engineers on the cutting-edge of the Blue Power technology. Enjoy a Q&A with Kwik Trip’s Joel Hirschboeck. Hirschboeck says his company operates trucks powered with CNG and LNG and expects to increase his fleet’s alternative fuel usage to 50 percent of all his equipment by next year. Discover what happens when a test drive becomes a real-life safety demonstration with the story about José Avila, a veteran driver with Iron Woman Construction of Denver, Colorado. Plunge into the fascinating world of coal hauling, set in Borneo’s steamy tropical terrain where truckers navigate giant water-filled potholes, sudden landslides and monsoon rainfall. The lush photography and grueling descriptions of this extreme haul will keep you on the edge of your seat — and grateful for the U.S. highway system. Sit back and enjoy leafing through pages chock-full of stories and photography celebrating the Volvo global trucking world.

Göran Nyberg President, Volvo Trucks North America Sales and Marketing

CNG for Closed-Loop and Delivery Applications North America's abundant supply of natural gas and the reduced emissions and minimal aftertreatment compressed natural gas (CNG) engines make the technology an ideal solution for customers operating in localized or closed-loop applications. Today Volvo is delivering factorybuilt VNM 200 & VNL 300 natural gas spark ignition powered trucks for local and regional haul applications, featuring Cummins Westport ISL G and ISX12 G CNG and liquefied natural gas (LNG) powered engines. The Cummins Westport ISL G engine is a 9-liter, 320 hp, 1,000 lb-ft torque engine that uses cost-effective, clean-burning compressed

DRIVER’S DIGEST Driver’s Digest is published by Volvo Trucks North America. PO Box 26115, Greensboro, NC 27402 | (336)393-2000 | fax (336)393-3191 | www.volvotrucks.us.com. It is produced expressly for and provided at no charge to drivers, fleet managers, owners, and other professionals in the commercial trucking industry. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. © 2014, Volvo Group North America, LLC. All rights reserved. Printed in USA. If you have any questions contact us at “[email protected]”

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or liquefied natural gas. The Cummins Westport ISX12 G engine is a 12-liter, 350 or 400 hp, 1,450 lb-ft torque engine that also uses CNG or LNG. The heavy-duty engines feature maintenance-free aftertreatment, requiring only a three-way catalyst to meet EPA 2010 emissions standards. In 2011, Volvo delivered its first 10 natural gas-powered VNM daycabs to Talon Logistics, Inc., the transportation division of Giant Eagle, Inc., a multi-format food and fuel retailer with stores in Pennsylvania, Ohio, West Virginia and Maryland. DRIVER ’S DIGEST #1/2014

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News & updates from the Volvo world

Future Technologies

Liquefied natural gas (LNG) engine for North America

DME Shows Promise in Customer Tests The Volvo Group has conducted hundreds of thousands of miles of customer field testing of trucks equipped with DME, which can be produced from natural gas. The strong results – from ten vehicles operating in a variety of applications in Europe – indicate DME holds much promise as a heavy-truck fuel and could become a viable alternative in North America to CNG or LNG when it comes to performance, environmental impact, safety and distribution. DME mirrors the exceptional performance qualities and energy efficiency of diesel while significantly reducing GHG emissions when using biomass feedstock. It is an excellent compression ignition fuel which, like diesel, requires no separate ignition mechanism. Unlike LNG, it does not require cryogenic temperatures; it is handled like propane, with tank pressures of 75 psi (vs. 3,000 psi for CNG), and it is non-toxic. DME burns with a blue flame and requires no diesel particulate filter. DME packages densely enough to allow long-range transports or room for vocational truck equipment on the frame.

The engine’s advanced highpressure diesel ignition technology will provide significant fuel efficiency gains compared with current natural gas products. Combined with the company’s previously announced offering of compressed natural gas (CNG)-powered Volvo VNM and VNL model daycabs, the new engine will provide customers with a complete range of natural gas-powered transportation solutions. Volvo currently offers VNM and VNL daycabs powered by sparkignited gas engines, and VNL daycabs equipped with Volvo’s proprietary D13-LNG compression ignition engine will be available in the future.

Volvo Trucks and Safeway to Test Bio-DME-Powered Vehicles Volvo Trucks in North America will partner with Safeway Inc., one of the largest food and drug retailers in North America, and Oberon Fuels to test heavy-duty commercial vehicles powered by dimethyl ether (DME) produced from biomass. The project received $500,000 in funding from California’s San Joaquin Valley Air Pollution Control District and will be the second customer field test conducted by Volvo Trucks in the U.S. 6

“We look forward to further validating DME technology for the trucking industry with Safeway and Oberon,” said Göran Nyberg, president of Volvo Trucks North American Sales & Marketing. “We believe the fuel shows great potential for the North American market, and when produced from biomass, it can provide a 95 percent reduction in CO2 compared to diesel.” Safeway decided to participate in the field

tests because of the company’s positive experience with Volvo trucks, as well as the company’s focus on sustainability. “Safeway is very interested in alternative fuels, and we currently run Volvo trucks in our fleet,” said Tom Nartker, vice president of transportation at Safeway. “We decided to test Volvo DME technology in our fleet because it is a natural fit with our sustainability strategy.”

LNG for the Demanding Long Haul Through advanced high pressure diesel ignition technology – using trace amounts of diesel to ignite the natural gas – Volvo’s LNG engine will deliver a 30 percent fuel efficiency improvement compared with spark-ignition (SI) engines, making it a viable alternative for demanding long-haul applications. The Volvo 13-liter LNG engine will also reduce greenhouse gas (GHG) emissions by about 20 percent compared with current diesel products. The engine will accomplish these savings without sacrificing

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power, torque or fuel efficiency, all of which are critical attributes for on-highway operations. The Volvo Group was one of the largest suppliers of 13-liter heavy-duty engines to the combined U.S. and Canadian markets last year, and the same vertically integrated approach that has made Volvo a global powertrain leader is being applied to the development of the new engine. Customers will be able to specify the proprietary Volvo I-Shift automated manual transmission. DRIVER ’S DIGEST #1/2014

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DRIVER REPORT Text Charlotte Simonson Photo Sören Håkanlind

A TROPICAL CHALLENGE Where black gold is mined, tropical heat is interspersed with sudden downpours. In Borneo’s unpredictable weather and rugged, challenging terrain, transport is a gruelling demonstration of driving skills.

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DRIVER REPORT

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eep in the mineshaft, the machines move about like mechanical ants, persistent and indefatigable. There is a distant noise of engines. Outside the mine, the mist has recently lifted to reveal the forest-clad mountains. Down in the mine, there is a powerful roar. The sound of stone scraping against steel when load after load of coal and soil are shoveled onto the flat body of the truck. Andreas Wahyudi waits with his hand on the gear lever for the few minutes it takes his colleague to give him a heavy load. He then puts his foot on the accelerator and once again climbs to the top. “The most important things are to focus, be careful and communicate with one another,” he says. The Susubang Mine is a nearly 35-square-mile open-cast mine in East Kalimantan, the Indonesian part of the island of Borneo. This is where the hardest and most expensive coal, anthracite, is mined. The exposed coal looks like black, vertical stripes in the excavated soil. Blasting, followed by the removal of the rock-filled soil between the seams of coal, is required to access it. Every day, 31-year-old Andreas removes soil in a Volvo FMX, from the area of the mine to a dumping site about a mile away. The rough road surface and the heavy load, as much as 27 tons, require not only resilient construction vehicles but also skilled drivers. Deep wheel tracks, stones and large clay potholes make the roads in the area of the mine

difficult to navigate. The soil that is removed quickly changes the landscape, as do landslides and downpours. “The terrain is the greatest challenge. The condition of the roads has a decisive impact on safety,” says Andreas. Fully laden trucks thunder past and Andreas keeps a watchful eye. He then reaches a water-filled hole in the road and grips the steering wheel with both hands. The engine revs as the truck approaches a steep hill and the truck climbs upwards. “No problems. This engine is powerful.”

“We never know what lies further ahead. The ground moves, and what looks one way at one moment can quickly change the next.”

Constant instructions on where the load is to be dumped, questions about Andreas’ position and warnings of obstacles on the road issue from the communication radio. At the mine, communication is the most important thing. “We never know what lies further ahead. The ground moves, and what looks one way at one moment can quickly change the next. However, I know my colleagues will keep me informed so I stay calm,” says Andreas. During a shift, Andreas never leaves his truck, but the constant communication via the radio, the honking of horns and friendly greetings from oncoming drivers mean that he never feels alone. “The best thing about this job is the new friends I have made,” Andreas explains. He comes from Longkali in eastern Kalimantan and, like many drivers, he is a long way from

The trucks are loaded with up to 27 tons of soil or coal. The coal extracted from the open cast mine is the hardest and most expensive kind, called anthracite.

ANDR EAS WAHYUDI, TRUCK DR IVER

The demand for coal, especially from China, has created a huge demand for drivers. Andreas Wahyudi lives together with 20 other drivers at workers’ accommodations close to the mine. “The best thing about the job is the new friends I have made,” he says. 10

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DRIVER REPORT The landscape of the mining pit undergoes constant change due to soil that is removed, landslides and downpours. Communication between the drivers is therefore essential and the CB radio is never silent.

“At first, it was really unpleasant when the truck tilted, but I’m used to it now. The Volvo is really comfortable, so I can relax. ” ANDR EAS WAHYUDI, TRUCK DR IVER

his family. During the past few years, the huge demand for black gold, not least from China, has encouraged foreign companies to open more and more mines in Kalimantan and this has created a real need for labor. Andreas currently shares workers’ accommodations with 20 other drivers a short bus trip from the mine. He has his own room, simply furnished, with a mattress on the floor and posters of his soccer idols on the walls. He spends most of his waking hours in the driver’s cab, and he likes it. His jeans fit loosely on his muscular thighs and he smiles from under his dark sunglasses as his truck bounces along. Andreas has been driving trucks since 2005 and he has spent the past year working at the mine. He initially sat next to another driver to receive special training. “At first, it was really unpleasant when the truck tilted, but I’m used to it now. The Volvo is really comfortable, so I can relax. Compared with other truck brands, the suspension and shock absorbers in the cab are excellent,” he says. It is noon and time for a lunch break some way from the mine. The workers eat the rice they have brought with them in the shade of a roof and light cigarettes while the trucks stand in the parking area. There is total silence in the heat. The clay has been tightly packed by the heavy vehicles that

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appear to have been abandoned in the powerful, white sunlight. The mud has dried in the tire tracks and on the wheels and lumps of muddy clay hang from the truck chassis. There is a smell of diesel and hot rubber. Work then continues for the whole afternoon. The next day, the scene has changed, however. Rain has fallen during the night, the mountains are cloaked in mist and the air is heavy with moisture. “It’s going to be slippery today,” says Andreas. He has just eaten his breakfast of rice and chicken in the canteen, where the air smells of oil, and he has put on his leather boots in the gentle morning light. A cool wind blows over the truck parking area and the earth is a pool of mud. Andreas quickly checks his truck. Oil, filter, tires, brakes — everything looks fine. He pulls himself into the driver’s cab, steps out of his boots on the top step and makes a note. He then turns on techno music, leans back and waits — and waits. In tropical Borneo, the monsoon rain falls suddenly and heavily. It arrives frequently, but it is difficult to predict. After the rain, the roads have to be scraped and all the other work stops for safety reasons. “Otherwise, there’s a risk that we'll find ourselves in the ditch and roll over, or crash. Today, the weather is clear, but we know that the rain can fall at any time.”

DRIVING IN THE JUNGLE

Watch the video of Andreas Wahyudi at www.youtube.com/ volvotrucks.

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DRIVER REPORT “When I drive, I feel important and proud of myself. It fills me with satisfaction.” ANDR EAS WAHYUDI, TRUCK DR IVER

FACT FILE The work also stops in blinding fog and dust. So, when work is possible, everyone works really hard. A Volvo truck at this mine operates round the clock and lasts for as long as 10 years. As the sun rises and the fog lifts, the drivers bend over their white Volvo trucks. The sound of the engines has stopped and music from the drivers’ cabs flows between the trucks. One of the drivers has turned up the volume and stretched out, with his legs above the open truck door.

THE COMPANY

PT. Bima Nusa Internasional Background: Local contracting company founded in 1991, which undertakes assignments on behalf of the South-Korean mine-owning company Kideco. It has worked at the Susubang Mine since 2011.

The grueling driving at the mine makes tiredness one of the greatest hazards and regular tests are conducted to make sure that no driver is too tired. Andreas drives for 11 hours a day. He admits that it is monotonous, driving the same 18-minute journey day after day. However, this is more than compensated for by the feeling behind the wheel. “When I drive, I feel important and proud of myself. It fills me with satisfaction,” he says. Suddenly, he is given the go-ahead and immediately turns on the engine. The sun is already high in the sky above the mine. At the end of the working day, Andreas reverses into his parking space, turns off the engine and jumps out. The moon shines brightly from behind the peaceful clouds, over red piles of soil, the vegetation and the distant blue mountains. Young men in blue shirts and helmets move from the canteen to the trucks, ready to start the night shift. Andreas stands in the moonlight. In Longkali, he was a farmer and truck driver. The opportunity to work and earn money brought him here, together with the chance to develop his skills and make a career. “In the future, when I can afford it, I would like to start my own business in the transport industry, using the experience I have acquired here. Who knows,” he says, as a modest smile lights up his face, “one day, I might even buy my own truck.” ■ 14

Location: Six mines in East Kalimantan, Borneo, Indonesia

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Number of trucks: 54 trucks for soil (overburden) of which 39 are Volvo FMX 6x4 trucks. Nine Volvo FMX 8x4 trucks are used to transport coal.

Volvo FMX for challenging contracting assignments, in the form of a 6x4 Scow end dumper truck 17M3 (for overburden, OB), with an in-line, sixcylinder, 10.8-liter D11A engine developing 370 bhp

Other: One of the company’s slogans is “Safety first” vision for zero accidents.

How it's used: To transport soil (overburden, OB) at the Susubang Mine

THE AREA

PH I LI PPI N E S

South China Sea BRUNEI

M A L AY S I A

BORNEO

INDONESIA Balikpapan Batu Kajang 200 km SVENSKA GRAFIKBYRÅN

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TRUCK MODEL

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THE DRIVING CHALLENGE Text Reg Crawford, Nic Townsend Illustration Erickton

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Coasting for pros Coasting is essentially driving without using the accelerator or brake. Developing the ability to use coasting to the fullest potential will raise your game significantly when it comes to applying world-class professional driving standards. What’s more, the improvements in fuel economy, wear and tear on the truck and safety that result from using this technique are at least as much, and probably more, than any other single driving behavior. The good news is that coasting is a skill that you can learn and use regardless of the type of truck or application you are driving in. No matter if you are operating a long-haul tractortrailer or a concrete mixer, you can utilize coasting to improve fuel efficiency and safety.

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Even better, the more you use it, the better the results you will achieve as your ability to read the road ahead improves. “Many drivers are in the habit of accelerating right up until they need to brake,” says Scott Sokach, Manager, Driver Training and Development, Volvo Trucks Academy. “We put a lot of energy into the truck just to get it moving, but when we brake, we burn away all of the excess energy, and then need to consume more energy in order to get back up to speed.” Coasting is all about letting the momentum and mass of the truck do as much work as possible without intervention from the driver’s

right foot. Achieving the best possible results involves planning ahead and a high level of situational awareness from the driver, which also promotes safety. “Through coasting, we can better utilize our fuel consumption,” adds Sokach. “It’s something I would strongly recommend all drivers try, as even the most experienced drivers are surprised by how much fuel they can save.”

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Keep brake applications to a minimum – maintain a safe momentum

Use the terrain to keep moving with the minimum of effort Use a combination of cruise control and coasting when driving on flat or rolling terrain. That way, you keep the engine load as light as possible to maintain fuelefficient forward motion.

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You can also coast up hills Plan ahead when approaching a grade. Use the truck’s momentum to carry you forward and let I-Shift automatically match the gear to the road speed. Apply the accelerator gently if you lose momentum going uphill.

Like a fighter pilot, you need to use your professional situational awareness when coasting. Coast your truck up to traffic lights. As with roundabouts or exit ramps, back off the accelerator really early. I-Shift will ensure you are in the right gear to keep moving, ideally without stopping.

B E N E F ITS Fuel Economy Uptime Safety

Back off the accelerator – let the truck do the work Plan well ahead when entering roundabouts or exit ramps. Remember to ease off the throttle, roll as much as possible, and limit the use of your brakes when slowing down.

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me & my volvo

Text Rob Simpson

“This truck probably saved my life.” Left: Crunch time. The cab shows how it performed exactly as designed, absorbing massive impact and protecting the driver from several tons of concrete.

W

hat happens when a test drive becomes a real-life safety demonstration? Just ask José Avila, a veteran driver with Iron Woman Construction of Denver, Colorado. Iron Woman, a Native American-owned company, was considering for the first time purchasing Volvo trucks, and the owners asked José to test one in real-life driving. Little did José know how “real-

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life” it would become. On the way to deliver a load of concrete panels to a job site, José, a 19-year veteran behind the wheel, noticed a wreck ahead. So did others around him. “Suddenly, cars began cutting into my lane,” he said. “And then a lady cut in front of me and stopped. I had to stand on the brakes to avoid hitting her.” José says he was impressed with how well the

Volvo braked and kept him in control. But suddenly he faced a new threat. “I had to brake so hard that the concrete load broke free and slammed into the cab. I thought it was over.” Fortunately, José said, he was in a Volvo cab. “The cab stopped those panels. I wasn’t hurt at all,” he recalls. “If I had been in my own truck, I probably wouldn’t be here, and neither would the woman in front of me. This truck probably saved my life.”

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José says he is sold on Volvo trucks, and not just because of this experience. “Years ago I drove a Volvo and loved it. They are so maneuverable and easy to drive. In fact, that company still has several Volvos with more than a million miles, and they are still going strong!” Iron Woman was also convinced enough about the value of Volvo trucks that they just took delivery of five new Volvo VHD tractors! ■ DRIVER ’S DIGEST #1/2014

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INSIDE VOLVO Text Oliver Dixon

Blue Power Volvo Trucks’ comprehensive alternative fuel strategy leads industry 20

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INSIDE VOLVO

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onsidered unique among North American truck makers, Volvo offers customers a variety of alternative fuel options allowing them to choose the right solution for their fleet. The promise behind Volvo’s Blue Power strategy sets the global stage for a new era of fuel options including the most viable, sustainable diesel replacements. In announcing the Blue Power strategy last year, Volvo revealed plans to launch its own 13-liter liquefied natural gas engine for North America as a supplement to its line-up of compressed natural gas trucks powered by Cummins engines. And this summer, Volvo became the first manufacturer to announce plans to commercialize dimethyl ether-powered heavy-duty commercial vehicles in North America. Volvo revealed its ongoing U.S. customer field-testing of trucks powered by DME and demonstrated the technology after a June announcement at the California State Capitol. DME is a clean, simple, nontoxic colorless gas that can be liquefied under moderate pressure and can be produced from a wide variety of feedstock, including natural gas, coal, pulp and paper mill waste, forest products, agricultural by-products, municipal waste and dedicated fuel crops such as switch-grass. When produced from biomass or biogas, DME can provide up to a 95 percent carbon dioxide reduction compared with diesel. Indeed, Volvo is well prepared to offer whatever alternative fuel solutions the markets dictate, says Göran Nyberg, president of sales and marketing for Volvo Trucks in North America. “We all care about the environment, and at Volvo, we accept our responsibility to be part of the truck solution,” says Nyberg, noting that such care became a Volvo core value nearly 30 years ago. “As environmental stewards, we have extended our commitment to the exploration of alternative fuels.” While most customers say the main benefit of using alternative fuels such as CNG and LNG is the potential fuel cost savings and increased profitability, they also say there are additional benefits to their operation,” says Volvo’s Director 22

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of Customer Engineering Ivan Mitchell who heads up a team of 50 at Volvo’s New River Valley manufacturing plant in Dublin, Virginia. “Customer feedback indicates fleets enjoy the positive image that comes from associating their operation with a more environmentallyfriendly fuel. Fleets report an increase in customers requesting freight hauled with natural gas solutions,” Mitchell says. They also say they get a positive response from drivers who like the quietness of the engine and the reduced maintenance requirements as compared to a diesel engine. “With the CNG installation, there is only a three-way catalyst. No diesel particulate filter (DPF) or selective catalytic reduction (SCR) required and the engine is already EPA certified,” Mitchell adds. Although there is excitement over the introduction of the new DME engine technology, CNG continues to be be the vanguard of the recent increased interest in alternative fuels. Mitchell says the relationship between Volvo and Cummins is a strong one and has been central to Volvo’s ability to define the agenda in terms of CNG adoption. “We worked closely with Cummins and developed the design for the engine package both for the 9-liter and 12-liter engines, which we use in our VNM and VNL products, respectively. It’s not as simple as taking a diesel engine out and replacing it with a natural gas engine — I wish it were that easy. We had to adapt this to our current vehicle envelope and cooling systems as well as the electrical systems and instrumentation: we had to design a means of measuring fluid levels in the natural gas storage system, for example.” Mitchell also points to the need to not just be able to produce a class-leading product, but

“Our customers have taken a business decision to deploy natural gas; they research infrastructure needs appropriate for their specific operation and come to us to tailor a product that is optimized for that operation.” IVAN MITCHELL, DIR ECTOR OF CUSTOMER ENGINEER ING

PHOTO: DENNIS K ALE

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INSIDE VOLVO

also to assimilate the various, and at times competing, demands of a broad variety of endusers. “We get a lot of customer feedback that helps us to refine the product yet further, and we conduct a lot of customer visits in order to understand the real demands of their specific application, what fits their infrastructure and their business,” he explains. “We have to learn about a number of different aspects of the marketplace including fuel availability and quality, but, above all, we need to be able to provide a product that fits our customer’s business. “Our customers have taken a business decision to deploy natural gas; they research infrastructure needs appropriate for their specific operation and come to us to tailor a product that is optimized for that operation,” he continues. Volvo wants to ensure that any truck that bears its badge is optimized for its purpose. And so Mitchell’s involvement doesn’t end at the dispatch lot in Dublin. “We validate the products in the test cells, but we prove them in operation,” he explains. “With the 9-liter, we initially had one customer who was very interested in the product, so we built a limited run and monitored them very closely during a trial period for both reliability and overall quality so we could understand and preempt any issues. “With the 12-liter, we built four demonstration units that went to different regions of the United States for customer testing,” he continues. “We differentiate ourselves at Volvo by being very proactive in terms of understanding our customers’ present and future needs.” “There’s been a learning curve for the customer base as this sector has evolved over the past two or three years,” says Mitchell. “The customers are very interested in what we’re doing both from a manufacturing and a technology standpoint.” NATURAL GAS DEMAND GROWS

Much of the dialog surrounding alternative fuels for heavy trucks is intertwined with the notion of U.S. energy independence. And it’s the abundance of domestic natural gas that is driving the transition. Natural gas could make a big dent in the 8.5 million barrels a day of oil that the U.S.currently imports. Steven Horton, senior chief project manager, is quick to point out that a single, market-wide solution won’t work in North America: “There 24

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is no silver bullet here,” he says. “For some applications, natural gas is a very good fit, and for other applications, it’s not.” Horton, who’s been with Volvo for 10 years, says it is down to the individual user to decide which solution is the most appropriate choice. Simply designing the best products isn’t enough when it comes to alternative fuels. After all, trucks are real tools for real businesses, and there is always a bottom line. REAL WORLD TESTING

Any alternative fuel needs to be evaluated in terms of the end user being able to make money from its use. This is key to understanding the interplay between Volvo’s testing professionals and their customers. There’s only so much that Volvo can learn from in-house testing, and it’s only when the product gets out onto the highways, with real loads and delivery schedules, that it can be evaluated. To continue real-world testing of the DME engine, Volvo is partnering with California startup Oberon Fuels. The company has developed new skid-mounted, small-scale production units that can cost-effectively convert biogas and natural gas into DME. The first of Oberon’s innovative production units went online in June in California’s Imperial Valley region. “Our small-scale process enables the utilization of regional feedstocks to produce DME,” says Rebecca Boudreaux, Ph.D., president of Oberon Fuels. “Cost-effective, regional fuel production addresses the distribution issue, and offers the potential to bypass the need for a national fueling infrastructure, while reducing the carbon footprint associated with transporting the feedstock and the fuel produced.” Safeway is putting DME-powered Volvo VNL models to work in the San Joaquin Valley region of California using Oberon-produced fuel. “Safeway is very interested in alternative fuels, and we currently run Volvo trucks in our fleet,” says Tom Nartker, vice president of transportation at Safeway. “We decided to test Volvo DME technology in our fleet because it is a natural fit with our sustainability strategy.” Ultimately, success is measured not in how well these new products perform during Volvo’s rigorous testing program, but how well they measure up when they are in the hands of the people who matter most: Volvo’s customers.

“Alternative fuel technologies can be tough projects to work on with unexpected challenges, but that’s also what’s exciting. It takes a lot of talented and hardworking people to develop and release good products. STEVEN HORTON, SENIOR CHIEF PROJECT MANAGER

PHOTO: LEE RUNION

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INSIDE VOLVO

HOW IT WORKS

Alternative Fuel Overview

CNG is stored under 3000 psi of pressure

This VNM with ISL G 9 liter engine has 4 tanks (2 back of cab) which is equivalent to 170 DGE (diesel gallon equivalent). 170 DGE tanks can travel approximately 600 miles. The Fuel Management Module (shown on passenger side) has fueling ports and shut-off valve.

PHOTOS: DENNIS K ALE 26

“We learn a lot from our static testing, but the sooner you can get test trucks into fleets, the better,” explains Horton. “Remember that we don’t just look at individual vehicles — we look at overall fleet performance as well as on a vehicleby-vehicle basis and this is very useful data. Different fleets work in different ways, and we have to be able to offer our products on the basis of their needs.” Volvo continues to lead the way in exploring viable and sustainable alternatives to diesel, but Horton urges caution: “I think we have to be careful to manage expectations as far as alternative fuels are concerned,” he says. “The marketplace is evolving very rapidly, and customer requirements are changing all the time. We have to be able to anticipate these changes and be ready to react correctly.” And while Volvo continues to lead the way in terms of research into sustainable alternatives to diesel, Horton points out that diesel is still king. “Diesel engines will remain at the heart of the majority of powertrain applications for many years to come,” he says. “Alternative fuel types are complementary to our core diesel products and shouldn’t be seen as being in competition with them.” Volvo’s approach to alternative fuels is one designed entirely to provide its customers with the best possible solution for their individual needs. By listening to and interacting with its customers every step of the way, Volvo’s development and testing processes produce products that are not just suitable for the market but are defined and designed by the market. While there is no consolidated, global, one-size-fitsall alternative fuel technology, Volvo continues its agile, proactive leadership towards developing and testing new technology. It’s no easy task, however. “Alternative fuel technologies can be tough projects to work on with unexpected challenges, but that’s also what’s exciting. It takes a lot of talented and hard-working people to develop and release good products like these, and it’s motivating for everyone working on products on the cutting-edge that everyone is talking about,” Horton says. “It takes a lot of talented and hard-working people to develop and release good products like these, Horton says. The market will continue to evolve as people understand better what is available and how best it can meet their needs. Volvo will continue to work to lead the way with ensuring customers get the products they want with the quality they demand.” However interesting the business case may be, it is Volvo’s business to ensure that its customers get the products they need to do the job they do in the most efficient and profitable manner possible. Through high levels of investment, infinite attention to detail, and regular dialog with its customers, Volvo has produced in Blue Power a portfolio of alternative fuel products that are setting the standards for

Volvo Trucks has expanded its commitment to environmental care and energy security through the installation of the Cummins ISL G & ISX12 G natural gas-powered engines and Volvo's recently announced D13-LNG (Liquid Natural Gas) and D13-DME (Dimethyl Ether) engines.

VNM & VNL CUMMINS WESTPORT POWER CNG/LNG Natural gas power for low emissions with minimal aftertreatment APPLICATIONS

ENGINES

TRANSMISSIONS

Day & sleeper tractor

CNG - Regional transport

Cummins Westport ISX12 G, Spark Ignition Natural Gas, 11.9 liters, 350 HP and 400 HP, 1450 lb-ft torque, Fuel: CNG or LNG

ISL G, Allison 3000 Series fully automatic transmission; ISX12 G, Eaton-Fuller 10-speed or 13 speed manual transmission

Medium & Long hood

LNG - Regional & long transport

These features and benefits are for the current spark-ignited CNG and LNG engines FEATURES

BENEFITS

Lower Emissions

Up to 20% lower greenhouse gas emissions than diesel

Economics

Improved reliability and efficiency over previous gas engines: lower total fuel costs

Energy Security

Uses domestic fuel sources and reduces reliance on oil

Maintenance-Free Aftertreatment

Does not require Diesel Particulate Filter or Selective Catalytic Reduction to meet EPA ’10 emissions

Simplicity

Spark ignition is simpler overall than compression ignition

Lower Weight

Elimination of after-treatment saves weight on chassis

SEE MORE AT:

http://www.volvotrucks. com/trucks/na/ en-us/products/ alternativefuels/Pages/ alternative-fuel.aspx

VNL VOLVO POWER LNG

A Volvo D13 compression-ignition natural gas engine for diesel durability and diesel fuel efficiency. Future technology. CABS & SLEEPERS

APPLICATIONS

ENGINES

TRANSMISSIONS

Day & sleeper tractor

Regional & long haul transport

Volvo D13-LNG, Compression Ignition Natural Gas, 455 HP;1750 lb-ft torque, Fuel:  LNG  with 5% diesel Pilot Ignition

Volvo AT and ATO I-Shift; 12-speed automated manual

Long Hood

VNL VOLVO POWER DME

A Volvo D13 compression-ignition engine powered by DME for diesel-like fuel efficiency, durability, and performance. Low emissions requires no DPF and minimal after-treatment. Future technology. CABS & SLEEPERS

APPLICATIONS

ENGINES

TRANSMISSIONS

Day & sleeper tractor

Regional & long haul transport

Volvo D13-DME compression ignition; up to 460 HP, 1750 lb-ft torque; fuel: dimethyl ether

Volvo I-Shift; 12-speed automated manual direct drive or overdrive transmission

Long hood

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CABS & SLEEPERS

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QUESTIONS & ANSWERS

“We have a strong network of Volvo dealerships within our operating footprint that are natural gas certified to service and support our vehicles.” Joel Hirschboeck is the superintendent of commercial and alternative fuels for Kwik Trip, a family-owned and operated convenience store chain that offers a variety of fuel products. What type of business is Kwik Trip and where do you operate?

JOEL HIRSCHBOECK

Company: Kwik Trip Inc. Location: Wisconsin Operation: A chain of convenience stores with a vertically integrated model that includes its own bakery, dairy, commissary, ice plant, bottling plant, distribution center, transportation and distribution.

Kwik Trip Inc. operates in Wisconsin, Minnesota and Iowa and thrives on a verticallyintegrated model by operating its own bakery, dairy, commissary, ice plant, bottling plant, distribution center, transportation and logistics arm, vehicle and facilities maintenance, as well as an internal store construction and engineering team. Describe your responsibilities at Kwik Trip.

I am the superintendent of commercial and alternative fuel and oversee the Kwik Trip Natural Gas Program and commercial fuel sales, which includes infrastructure development, fleet education, promotion, system design and development, outside fuel sales, inside sales,customer service, fleet card operations and business development. Which alternative fuels are you currently using and why?

Kwik Trip is committed to natural gas as a vehicle fuel. The majority of our alternative fuel fleet operates on CNG, but we do have about 15 LNG tractors. By second quarter next calendar year approximately 50 percent of our heavy duty fleet will be powered by natural gas. The decision to move to natural gas powered vehicles began as a way to reduce operating 28

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costs for our own fleet. As we continued down the path we realized that we were able to apply natural gas vehicles to every application in our fleet including yard spotters, bulk petroleum, grocery delivery, straight truck applications as well as medium- and light-duty service and store support vehicles. By combining roughly $2 per gallon cost savings, an alternative fuels program that did not require government assistance to be successful and the multitude of applications natural gas worked in, we knew we had a powerful opportunity with CNG and LNG. What kind of infrastructure is available to support and service these vehicles?

Initially, when we considered natural gas vehicles two years ago, the fueling, service and support for NGVs was nonexistent in our marketplace. Since then, the industry has responded in leaps and bounds and Kwik Trip currently offers 20 CNG fueling facilities in Wisconsin, Minnesota and Iowa. We have a strong network of Volvo dealerships within our operating footprint that are natural gas certified to service and support our vehicles. Where do you see the alt fuels market going?

CNG seems to be making a strong case as the dominant alternative fuel. The infrastructure is growing rapidly and vehicle technology for

CNG is rapidly improving compared to others. Diesel will always play a role in fleet operations as a dominant fuel option, but natural gas will continue to grow market share. Having a plentiful domestic natural gas supply adds a great level of price stability to an industry that has become accustomed to volatility and educatedguessing the future cost of diesel. Which Volvo models/engines are you currently using?

Kwik Trip currently operates the VNM day cab with the Cummins Westport ISL-G spark ignited 9-liter natural gas engine as well as the VNL day cab with the Cummins Westport ISXG spark ignited 12-liter natural gas engine. Why have you partnered with Volvo Trucks as your supplier of alt fuel products?

In addition to the dealership’s support, it was also important to have corporate support provided to those dealers and to the industry as a whole. For Kwik Trip, it was very important to know we had the backing of our corporate partners such as Volvo Trucks as we continued down the path of an infant market like natural gas vehicles. ■ For more information on where you can find Kwik Trip Natural Gas to fuel your Volvo CNG fleet, visit: [email protected] DRIVER ’S DIGEST #1/2014

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the year: 1928

Text Lina Törnquist Photo Istock, Volvo

TECHNOLOGY

Yo-yos and penicillin 1928 saw breakthroughs that illustrated the possibilities of the modern era. Notably, the first television broadcast was made in February that year. Then, in late September, Scottish biologist Alexander Fleming noticed a clear area around a mold where the colonies of bacteria appeared dissolved. The discovery turned out to be penicillin, one of the greatest medical advances of the 20th century.

Fleming would later say that the discovery of penicillin was entirely accidental. “I certainly didn’t plan to revolutionize all medicine by discovering the world's first antibiotic, but I suppose that was exactly what I did.” The year also saw the introduction of another technical breakthrough that defined the era: pre-sliced bread. As more bread was being produced in factories in the ’20s, bread had become fluffy, soft and difficult to slice, so the invention

answered a new need in the industrial age. With bread an important staple, the invention even became a kind of “small, edible promise of a better world,” according to a historian covering the era. By the 1950s, Americans were praising their favorite inventions as “the best thing since sliced bread”. The year also saw the first mass production of the “yo-yo”, a favorite toy among children to this day.

TRUCK TECHNOLOGY

Series 1 – The first truck In February 1928, the very first Volvo truck in history rolled out of the gates at the factory in Gothenburg, Sweden. Dubbed Series 1, the truck was a medium-duty truck with a four-cylinder gas engine delivering a modest 28 horsepower. But the truck’s simple and sturdy design made it a runaway hit. The official legal load for Series 1 was 3,300 pounds. But the truck’s robust build meant that drivers frequently used it to

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haul loads up to double that figure. Other features that made the model popular included a three-speed transmission, decent ergonomics and sound levels that were low compared to other contemporary models at the time. Nevertheless, the performance and comfort of Series 1 falls far short of today’s standards. The max speed of the truck was about 31 MPH, and this was brought down further when carrying loads,

especially up hills. Heating meanwhile was limited to the heat produced from the truck’s engine. Heat entered the cab through a metal sheet that separated the engine from the cab. While sales of Volvo cars were supressed at the time due to low personal incomes in the 1920s, demand for the Series 1 was high from the day the truck was launched. Fewer than six months after its debut, all 500 of the Series 1 trucks sold out.

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