“If you’re able to foresee and prepare for the future just a little bit better than everybody else, you will have a competitive advantage,” says Ulf Ceder, Business Intelligence Analyst at Scania. 

Ulf Ceder

Within the automotive sector, this is particularly true for manufacturers and operators of commercial vehicles. New trucks and bus concepts take many years to develop, and the vehicles stay in operation for a long time. Global trends such as urban congestion and climate issues have a strong effect on these sectors.

“We live in an uncertain and rapidly changing world, where gut feeling and forecasts aren’t enough,” says Ceder. He is responsible for “scenario development” at Scania, assessing how the future might unfold. Scenarios begin where forecasts normally end and include important driving forces, trends and uncertainties. They are not predictions of the future, but rather scenarios that help to prepare for the future by asking the question “What if?”

Scania has developed three separate visions of what the future might look like in 2030:

New balance, in which sustainability is the norm across societies, companies and nations.  For the transport sector this scenario means increasing demand for sustainable mobility-system solutions. The use of fossil fuels is regulated, and the use of renewable fuels and electrification, especially in cities, is prominent.

Public transport is thriving, as are methods of interaction that do not rely on physical mobility – web conferences and e-commerce, for example. An increasing part of longdistance road traffic has been replaced by sea and train transport, with “space utilisation rate” the new benchmark; “just-in-time” transport is used only in emergencies.

Perpetual growth, in which short-term economic profit is prioritised in a market-driven world. Private mobility is a priority, and worldwide most people have their own cars, typically electric vehicles. The need for more and cheaper energy has led to a diverse mix of sources ranging from oil sand to biofuels. The overall situation is not sustainable and efficient global logistics systems are extremely important.

There is an integrated global logistics system that includes both trucks and buses. Much of the transport goes between “green districts”, cities with their own legislation and subsidies. In such a segregated world (in terms of the environment and the economy), societal tensions and unrest are a problem.

Fight for resources, a worst-case scenario, in which the focus is on natural resources and their scarcity. The result is a protectionism that hampers innovation and global trade.

Low and uneven economic growth is creating social gaps between and within countries, increasing the need for and the cost of security. This in turn is driving up transport costs, leading to the growth of regional supply chains.

“We need to reflect on the consequences of all three and be prepared to deal with them,” says Ceder. “By considering several possible futures we can develop more robust strategies and the competence we need to continue as a leading company 20 years from now.”

Inter Airport Europe covers a vast array of terminal operations, infrastructure and technical installations. With its green options and modular product system, Scania can supply solutions for a great many of these, as evidenced by the exhibits at Inter Airport 2011 in Munich. Scania fire and rescue vehicles – usually chosen for reliability, uptime and performance – are in operation at major airports on all continents.

For more information and pictures, visit the pressroom >

Scania G 400 4x4 sweeper/blower/snow plough.

At Scania, environmental issues have been important since the mid 1970s. Since then, Scania has continuously worked to reduce the environmental impact from not only its own operations but also from the trucks, buses and engines that the company manufactures.

Scania’s environmental work is a part of the daily operations and the company’s ambition is to always be one step ahead of future environmental legislation. This is reflected in one of Scania’s values which is ‘elimination of waste’. Scania’s strategy, along with continual improvements, has helped significantly in achieving its environmental goals.

The year is 2025. More and more people are choosing to ride buses instead of driving cars. City bus lines have their own dedicated lanes, like streetcar lines without rails. Via feeder routes from the suburbs, passengers travel to safe, well-lit stations in the urban core where buses on the trunk lines stop. All ticket handling occurs outside the buses, reducing the risk of delays.

In Johannesburg, South Africa, Rea Vaya, the city’s new BRT system, is earning high praise from passengers.

Buses have also increased in length in order to accommodate more passengers. This scenario will become a reality in most major cities around the world, according to Rolf Hedberg, Product Manager, Scania Buses and Coaches, with special responsibility for Bus Rapid Transit (BRT).

Escaping oil dependency
In 15 years, BRT systems will be a critical part of the infrastructure, Hedberg says. He lists several reasons for this: the environment, air quality and a desire to escape oil dependency. Experiences with BRT, especially in Latin America and South Africa, have also been very positive so far.

“Buses have always been cost-effective, but the overall experience of a bus journey needs to become more attractive,” Hedberg says. “In a BRT system, the suppliers, transport authorities and city planners can adopt a comprehensive approach.”

For Scania, this means helping its customers find partners who will assume responsibility for vehicle support and other considerations such as IT communications and coordination with other types of public transport.
Building a BRT system takes one to three years, compared with five to 30 years for an underground rail system. To date, Scania has delivered about 2,000 buses to BRT systems around the world.

“The challenge over the next few years will be to persuade more cities to dare to fully invest in BRT and not be satisfied with a budget version,” Hedberg says.

Minimising congestion
Anders Folkesson, Product Manager within Sustainable Systems at Scania Buses and Coaches, cites congestion in the urban core as another reason for investing in BRT.

“There is a trend towards a cleaner environment,” he says, “but even if cars ran on electricity, that would not be enough. There is simply not enough space on the streets to enable everyone to drive their own vehicle. That benefits buses.”

There are other parallel trends. For example, buses are becoming longer in order to accommodate more passengers. Scania has delivered buses that are 20 metres long, but eventually even longer ones may be needed. In addition, the company expects more experiments with electric propulsion, including a technology called “inductive power transfer” where electricity is transmitted wirelessly from the ground to the vehicle. Another method is to charge the vehicles via “electric umbrellas” at bus stops.

Renewable fuels highly prioritised
Hedberg and Folkesson emphasise that BRT is not the only solution to current public transport problems. Expanding the network of filling stations supplying renewable fuels is high on the priority list, since a transition to renewable fuels is one of the most effective environmental conservation measures. Hybrid buses are high on the list, although their development has occurred more slowly than many had predicted.

“Everyone wants to try them,” Folkesson says, “but few want to pay what they cost. Hybrids are not yet commercially attractive enough. Virtually all hybrids being sold today are heavily subsidised in different ways.”

Scania’s aim is to make hybrid buses profitable on their own merits. Based on today’s interest rates and fuel prices, they must pay for themselves in four to six years.

“The big advantage of hybrids is that they harness brake energy,” Folkesson says. Scania developed hybrid buses at an early stage, conducting its first tests in 1986. Over the years, Scania has tested various hybrid solutions − both parallel and series hybrids.

Hybrid technology and driver training
Hybrid technology reduces fuel consumption by an estimated 30 percent, and together with an ethanol engine it reduces fossil carbon dioxide emissions by up to 90 percent, compared with a diesel-operated bus. In a parallel hybrid system an electric motor is connected to the gearbox, while in a series hybrid there is no mechanical connection between the combustion engine and the electric propulsion motor.

Not everything is a matter of vehicle development. Scania’s driver training programmes are also an important element in its effort to reduce environmental impact. Evaluations show that by using Scania Driver Support, a bus driver in urban traffic can save on average 10 percent in fuel consumption.

The European Bus System of the Future (EBSF) is a four-year-long EU project focusing on bus systems in urban areas. Rolf Hedberg represents Scania in the project. Its aim is to highlight best-practice examples. The test cities are Bremerhaven, Brunoy, Budapest, Gothenburg, Madrid, Rome and Rouen.
The project will end in August 2012. Its final report will contain proposed solutions that fit European conditions and requirements.

Read more: www.ebsf.eu

Gas-powered buses. In 1980, Scania delivered the first gas-powered buses in modern times. More than 2,200 buses with Scania gas engines are in operation, in Australia for example.

Ethanol buses. In the mid-1980s, Scania developed its first ethanol bus engines, and ethanol-powered buses have been in full-scale operation in congested urban traffic since 1989. To date, Scania has sold more than 800 ethanol buses.

Hybrid buses. The first test of hybrid buses took place in 1986. In the intervening years Scania has presented six hybrid bus concepts, among them the world’s first hybrids using renewable fuel. These ethanol-powered hybrid buses underwent trial operation in Stockholm traffic in 2009–2010.

Commercial renewable fuels. In 2010, Scania became the first manufacturer to supply buses that can operate on all three commercially viable renewable fuels available today – bioethanol, biogas and biodiesel.

David Taylor

David Taylor has been trapping lobsters for 50 of his 64 years, and he can’t imagine another life for himself. The Maine resident is so enamoured of his Crowley Beal 33 boat that in addition to using it for work he often spends his vacations on it. “I’ve also been known to come back from work, shower, and head right out again,” he says. “It doesn’t get better than that!”

Taylor built his 33-footer in 2008 from the ground up and with the aim of making it as light as possible. Many of the components on the 12,000-pound (5,455 kilogram) boat include foam. Building such a lightweight boat and equipping it with a powerful engine was important to Taylor, who combines his livelihood with a penchant for racing competitions.

“The Scania 650 hp diesel engine is really powerful and dependable, and it can take quite bit of pounding,” he says. “It has awesome power when you put the hammer down.

“The engine is very good on fuel too,” he says, “and it’s amazing what the oil filter traps. The oil looks clean until you take that filter out. Also, I applied white gelcoat to the inside of the exhaust pipe, and it’s still white.”

Taylor also appreciates the engine’s design, including easy accessibility to the coolant pump’s impeller. “Scania certainly thought of all the things that need to be attended to and made it easy to get at them.”

With the right vehicles, an uncompromising focus on driver behaviour and use of the computer-based Scania Driver Support system, fuel consumption can be reduced to very low levels. This is the assertion of the Scania Transport Laboratory, and it’s done the research to prove it.

“On our best trips between Sweden and the Netherlands, we have reached 18.2 litres/100 kilometres, a level that many say is impossible,” says Anders Gustavsson, Managing Director of the Scania Transport Laboratory.

Fuel economy and road safety 
Scania Transport Laboratory is a wholly owned Scania subsidiary that tests and evaluates vehicle properties and performance in commercial road haulage. It also trains and coaches its drivers in economical and safe driving techniques.

Today the company consists of 65 drivers, 20 tractor units and 75 semitrailers. The fleet includes competitors’ trucks as well, to provide relevant comparisons in real-life conditions.

The practical assignment of the Transport Laboratory is to be responsible for part of Scania’s European production flow by hauling freight and components between the production units in Södertälje in Sweden and Zwolle in the Netherlands.

“From the start in 2007 we wanted the Transport Lab to facilitate communications between Scania’s product development and the daily operations of a haulage company,” says Gustavsson.
“The dialogue works very well,” he says. “Virtually every week, our drivers are visited by employees of Scania’s research and development departments, who want to talk about concrete ideas and improvement opportunities.”

Lower engine revs
One result is that the Transport Laboratory now operates tractor units that are configured with a faster rear-axle gear ratio. This leads to lower engine revs at cruising speed, which can reduce fuel consumption by 3 to 10 percent.

Another result is a new rear air deflector known as a “boat-tail” spoiler, which is mounted at the back of the company’s semitrailers. The spoiler increases the length of the vehicle combination by 30 centimetres, which is equivalent to the extra length permitted by the EU. The results are very promising.

“The fuel savings are close to 4 percent,” Gustavsson says. “For our trucks, which run 360,000 kilometres per year and consume an average of 26 litres of fuel per 100 kilometres, it represents an annual saving of nearly 4,000 litres of fuel per truck and lower CO2 emissions.”

Train and coach drivers
But the biggest improvements in terms of fuel consumption and vehicle wear and tear are still achieved by means of consistent efforts to train and coach drivers, combined with systems such as Scania Fleet Management and Scania Driver Support, Gustavsson says.

“These are the most important steps for us to achieve our target of fuel consumption averaging 22 litres per 100 kilometres.”

 7 tips for better operating economy

1. Consistent driver training.
   Repeat and reinforce driver training for real and lasting fuel savings. Find methods and processes for coaching drivers regularly, preferably in real-time using the tools in the Scania Fleet Management Portal.
2. Correct vehicle specification.
   Devote time to determining the correct vehicle specifications for your operations. A faster rear-axle gear ratio leads to lower engine revs at cruising speed and can lower fuel consumption by 3 to 10 percent. Correct specifications may also mean not to have too powerful an engine.
3. Scania Ecocruise.
   Make use of Scania Ecocruise. This is an intelligent cruise control system that can save up to 4 percent on fuel.
4. Scania Driver Support.
   Make use of Scania Driver Support. This computerised support system guides the driver in real time by providing tips and feedback.
5. Properly adjusted air deflectors.
   Ask your Scania workshop to help adjust air deflectors properly. An improperly adjusted deflector will increase fuel consumption.
6. Regular vehicle checks.
   Check the axle and wheel alignment regularly and adjust tyre pressure.
7. Regular trailer checks.
   Check axle alignment and brake settings regularly in order to avoid traction losses.

Source: Scania Transport Laboratory

About Scania Transport Laboratory

• Average annual mileage of 360,000 kilometres per vehicle
• 20 tractor units (4×2)
• 65 drivers
• 75 three-axle semitrailers
• 13 daily trips: Sweden – the Netherlands – Sweden
• Volume 100 m³/semitrailer, load factor 92 percent. Average gross weight of each rig is 37 tonnes en route to Zwolle and 32 tonnes returning.
• Most of this traffic goes via Denmark, with a driver change in Vordingborg.
• Average fuel consumption of 26 litres/100 kilometres (target: 22 litres/100 kilometres).

As light-emitting diodes (LED) are beginning to replace bulbs in automotive lighting applications, luxury models and “green cars” have been first in line to adopt them. The reason is that compact LED technology offers more sophisticated design options as well as lower energy consumption. When it comes to trucks and trailers, however, service life is the most important factor.

“Low energy consumption and long service life is a good combination for commercial vehicles,” says Niklas Blomqvist, Senior Engineer for lighting at Scania.

Currently, applications include daytime running lamps, side marker lamps and end-outline marker lamps, but Scania is looking into possibilities for other lamps, too.

Reduced energy consumption
A LED lamp needs fewer than 25 watts to produce around the same amount of light as a 70-watt halogen bulb. Using LED daytime running lights instead of headlights, 5-10 watts are all that is required. This reduces the vehicle’s energy consumption, which translates into fuel savings.

The secret behind this lies with the physics of semi-conductors. Light is created when a current passes through the layers of a solid-state diode, which is basically an electronic ‘one-way street.’ This process is more energy efficient than passing a current through a wire to make it glow inside a gas-filled bulb.

More light on the road
In addition, light-emitting diodes are fitted in groups on microchips with a geometry suited for efficient reflector designs, where more light is directed on the road than with a bulb.

In contrast to the reduced power demand, LED chips must be cooled because of the heat generated from the diodes. This is both a technical challenge and a cost driver for high power LEDs. Also, manufacturing LED substrates is complex: While conventional bulbs can be used without any additional electronics, LEDs require relatively expensive support circuits. Still, Blomqvist is optimistic about the future:
“Increased vehicle availability due to fewer repairs should make LED lighting a viable investment.”

KTH and Scania are preparing a wireless network system in which vehicles communicate with each other in real time. The system detects a route via GPS and, for example, obtains information about a road closure in order to take advantage of the vehicle in the best route. Also, by communicating with traffic lights, a truck knows whether braking is necessary or whether it can continue at the same speed.

One part of the project is dealing with so-called ‘platooning.’ This is when, for example, a convoy of 6–8 vehicles follows a leading truck and they all maintain the distances between each other. With today’s adaptive cruise control, AICC, the distance to other vehicles is about 25 metres (about a second in time). If the trucks could run closer together, the drag would be reduced, lowering fuel consumption by up to 20 percent.

Henrik Pettersson, the project coordinator from Scania, says, “If we can show that we can save fuel and create a more efficient transport system, there is incentive for continued development.”

As a part of the project Scania/KTH and nine other teams – including three from Sweden – recently participated in a test in Holland. The purpose of the event was to evaluate, under real-world conditions, the network systems that different vehicle manufacturers  are currently developing. The best results were achieved by a German team using a Volkswagen Passat and an Audi Q7. Scania/KTH placed fourth.

“We are very pleased with the results and the outcome of the test, “ says Pettersson. “It showed that it is possible to execute platooning with different types of vehicles – from small Smart cars to heavy trucks – all using different control strategies. The Scania/KTH team performed well despite the disadvantage using a truck.”

Scania Fuel Efficiency Duel drivers Hanna Fange and Peter Röder in Vordingborg, Denmark.

Show Scania fuel duel 2011 on a map.

Scania Fleet Management reports on several parameters. The table below includes a list of some of the most relevant criteria including average fuel consumption (AFC), Scania Driver Support percentage (SDS), location, distance and average speed. The target values for AFC and SDS are 26.0 l/100 km and 85 %, respectively.

Note: Updated values reflect accumulating trip averages.

Read more about the drivers.

Day 2, 27 May 2011

Time	Hanna Fange	Peter Röder
12:18 (finish)	22.7 l/100 km 97 % Södertälje, Sweden 677 km 78.0 km/h	22.4 l/100 km 79 % Södertälje, Sweden 678 km 77.3 km/h
12:00	22.7 l/100 km 97 % Järna, Sweden 665 km 79.5 km/h	22.3 l/100 km 81 % Järna, Sweden 668 km 79.0 km/h
11:00	23.0 l/100 km 96 % Jönåker, Sweden 583 km 79.1 km/h	22.4 l/100 km 81 % Jönåker, Sweden 585 km 78.4 km/h
10:00	23.4 l/100 km 94 % Linköping, Sweden 503 km 78.7 km/h	22.5 l/100 km 79 % Linköping, Sweden 504 km 77.8 km/h
09:00	24.6 l/100 km 93 % Gränna, Sweden 420 km 78.0 km/h	23.5 l/100 km 78 % Gränna, Sweden 421 km 76.9 km/h
08:00	25.2 l/100 km 91 % Skillingaryd, Sweden 339 km 77.2 km/h	23.4 l/100 km 76 % Skillingaryd, Sweden 339 km 75.7 km/h
07:00	25.0 l/100 km 91 % Klevshult, Sweden 333 km 77.7 km/h	23.3 l/100 km 76 % Klevshult, Sweden 333 km 76.2 km/h
06:00	25.5 l/100 km 91 % Hamneda, Sweden 264 km 77.3 km/h	23.6 l/100 km 76 % Hamneda, Sweden 263 km 75.6 km/h
05:00	26.0 l/100 km 85 % Östra Ljungby, Sweden 182 km 75.2 km/h	24.4 l/100 km 72 % Östra Ljungby, Sweden 181 km 73.0 km/h
04:00	24.6 l/100 km 77 % Helsingør, Denmark 136 km 76.4 km/h	23.1 l/100 km 65 % Helsingør, Denmark 136 km 74.4 km/h
03:00	24.4 l/100 km 100 % Greve Strand, Denmark 79 km 79.3 km/h	23.3 l/100 km 70 % Greve Strand, Denmark 78 km 75.8 km/h
02:00 (start)	- l/100 km - % Vordingborg, Denmark 0 km - km/h	- l/100 km - % Vordingborg, Denmark 0 km - km/h

Follow the duel here!

Name:		Hanna Fange		Peter Röder
Age:		31		49
Nationality:		Swedish		German
Employer:		Scania Transport Laboratory, Södertälje, Sweden		TSL GmbH, Groß-Umstadt, Germany
Years in the profession:		4		29
Best quality as a truck driver:		“I am attentive and have good anticipatory skills. I always think ‘traffic’ and ‘flow’ even when I am walking.”		“I am a very relaxed driver, I always treat the truck with care and respect and I am very reliable.”
Favourite Scania model:		“Driving the customised Scania Blue Shark V8 was fantastic.”		Scania R 500 V8
Mileage per year (kilometres):		100,000		160,000
Favourite truck stop:		Cloppenburg in northern Germany		Schwarmstedt, Germany
What I like about driving as a profession:		“I have always wanted to be a truck driver, so it’s difficult to say what I like the best. I like driving far distances and being ‘King of the Road’ in a big machine. Also, I learn new things and tricks all the time, thanks to great colleagues.”		“The freedom and that I can be somewhat independent.”
Hobbies:		Reading, listening to music, spending time with my girlfriend		Working in the garden