<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=1">07-04 Powering the WORKHORSES OF OBBOLA 1 ●Patroll</a> ing Poland ●UK survey boat ●Meeting Euro 5 Powering the WORKHORSES OF OBBOLA Powering the WORKHORSES OF OBBOLA ●Patrolling Poland ●UK survey boat ●Meeting Euro 5 No. 4, 2007 Power_4_2007:Layout 1 07-11-29 13.24 Sida 1
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=2">07-04 Powering the WORKHORSES OF OBBOLA Sida 2 4– </a> 20072 Scania Power is a customer magazine issued four times a year by Scania Engines. You are welcome to quote Scania Power. Publisher Robert Sobocki robert.sobocki@scania.com Editor Ann-Helen Rova ann-helen.rova@scania.com Editorial, production and layout Greenwood Communications www.greenwood.se Print Modintryckoffset www.modintryckoffset.com Distribution Sign up for a free subscription by contacting us via phone, fax or e-mail. Scaniais one of the world's leading manu- facturers of trucks and buses for heavy transport applications, and of industrial and marine engines. Scania Engines manufactures, markets and sells engines for industrial, genset, marine and defence applications. Scania Engines SE-151 87 Södertälje Sweden Phone: +46 8 553 810 00 Fax: +46 8 553 829 93 E-mail: engines@scania.com www.scania.com No. 4, 2007 Quality is one of the core values of Scania and we are proud of delivering that to our customers. An example of quality is highlighted in this edition of Scania Power, in the article about FAMA Maskin. The company’s Scania-powered wheel loaders have more than 40,000 hours of service behind them, and one star performer that has completed more than 53,000 hours. Should things go wrong though, we try our best to correct the problem as quickly as possible, bring- ing the same level of quality to our repair work as we do to our engine development and manufac- turing. Examples of advanced technology are highlighted in articles about engine development. Scania is the only commercial vehicle manufacturer in the world that can fulfill the on-road Euro 5 legislation with- out after-treatment or additives! There is no need to carry urea in an extra tank – just add diesel. This will be the main road for us at Scania Engines as well, to fulfill Stage IIIB and Tier 4 coming into force in 2011 in the industrial all-speed segment. And we will continue, of course, to co-operate closely with our customers to make sure that their needs, for their applications, are being met. We are confident about the future. We are con- vinced that we have the best engines today and the fact that we spend almost 175 MEUR on engine development every year ensures that we will have that advantage tomorrow as well. It is my hope that you, the customer, will benefit from that! High quality and advanced technology Robert Sobocki, Head of Scania Engines Power_4_2007:Layout 1 07-11-29 13.24 Sida 2
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=3">07-04 Powering the WORKHORSES OF OBBOLA Sida 3 Eng</a> ine development: Putting the pieces together B ut Scania’s Björn Westman, Head of Engine Development and Magnus Henrikson, Manager of Technical Development for Scania Engines, are sure of one thing: that devel- opment of Scania engines will be based around customer needs. “We think that our new Euro 5 engines offer the best combination of characteristics for our cus- tomers,” says Mr Westman. “With key technolo- gies such as an extra-high pressure fuel injection and exhaust gas recirculation, our engines are able to meet the latest emission standards and at the same time offer optimum performance and fuel effi- ciency.” Scania engines are unique in using the injection system, developed in co-operation with Cummins. The system is a key technology that allows the effi- cient use of exhaust gas recirculation that reduces NOx emissions without particulate (smoke) prob- lems. The new engines also benefit from an upgrad- ed Engine Management System (EMS) explains Mr Henrikson: “The EMS is now more powerful than ever before with more processing power, mem- ory and sensors. It has 50% more computing power and five times more memory capacity than the pre- vious version.” In-house advantage The fact that EMS is an in-house Scania technol- ogy is also significant in terms of future engine development. “It means that we have total free- dom when it comes to selecting components or testing new technologies,” says Mr Westman. “If our engine management system was supplied by a third party, we would be restricted to using their technology.” With Euro 6 legislation already being planned, engine manufacturers will have to develop, refine and implement new technologies and ideas. One possibility, already available today for industrial applications is engines that operate with lower RPM’s. “Reducing the engine speed would lower fuel consumption and the associated CO2emissions as well as increase engine life, though it might some- times require an extra gear to compensate for the lower RPMs,” says Mr Westman. Another factor that will affect new engine devel- opment is alternative fuels. “There is a strong trend towards biofuels and CO2neutral fuels,” adds Mr Henrikson, “which will increase, even further, the drive for innovation and technical solutions that Scania will bring to market.” Whatever the future holds though, it will be the traditional qualities of a Scania engine that will be the hallmark of tomorrow’s engines; reliability, economy and performance.■ Scania’s Björn Westman, Head of Engine Development (left) and Magnus Henrikson, Manager of Technical Development inspect com- ponents of the extra-high pressure fuel injector –a key technology that helps Scania’s engines meet emmission regulations. The pace of change in engine development is rapid. Complying with ever stricter emission regulations, being compatible with alternative fuels while delivering performance and fuel economy all present challenges for engine designers and developers. Story and Photos: Rob Naylor Power_4_2007:Layout 1 07-11-29 13.24 Sida 3
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=4">07-04 Powering the WORKHORSES OF OBBOLA Sida 4 4 –</a> 20074 Story and photos: Rob Naylor It’s a demanding application – hauling and loading a million tonnes a year – but the wheel loaders and trucks of FAMA Maskin, powered by Scania engines are taking the paperwork in their stride.Serious paperwork Power_4_2007:Layout 1 07-11-29 13.24 Sida 4
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=5">07-04 Powering the WORKHORSES OF OBBOLA Sida 5 T h</a> e Swedish city of Umeå lies 500 kilometres north of the capital, Stockholm. As well as assorted manufacturing industries, the town is an important player in the country’s forestry industry. In the nearby small town of Obbola, SCA Packaging operates a paper mill that produces brown paper products from recycled paper, col- lected from across Europe. The mill sends the finished paper product to the nearby port of Holmsund and from the same port, receives waste paper for recycling. The job of handling this vast amount of paper is outsourced to a local family firm, FAMA Maskin. Founded in 1953 by Seth Andersson, the compa- ny is today co-owned by his two sons, Kennart and Torbjorn. FAMA (Family Andersson Machines) today employs 22 people full time, four part-time and has a fleet of vehicles that includes 30 wheel loaders, seven 24-metre long trucks in addition to several timber trucks and lorries. Measured in working hours, as opposed to mileage, some of the engines that power the wheel- loaders make for impressive reading. 53,000 hours of service “Three of our vehicles really stand out in terms of endurance,” says Kennart Andersson. “All three – wheel loaders manufactured by Ljungby Maskin – have Scania engines that have just kept on going. One of them has just completed 43,400 operating hours but our star performer has done more than 53,000.” The wheel loader that has completed 53,000 hours since its arrival at FAMA in 1997, has had two overhauls, one at 23,000 engine hours and one at 40,000. “Apart from the overhauls, all we have done in that time is basically change the oil!” adds Mr Andersson. Paperwork Over at the paper mill, the driver of the Ljungby wheel-loader that has racked up more than 43,000 engine hours, is busy loading giant reams of paper to one of FAMA’s 24-metre long Scania trucks. “This machine does just what it’s supposed to and is a joy to work with,” says driver Ambjörn Ambjörn Haggstrom, driver of the Ljungby wheel loader, powered by a Scania engine that has clocked-up 43,000 engine hours. Pleased with the performance of his Scania engines: Kennart Andersson, co-owner of FAMA Maskin. Power_4_2007:Layout 1 07-11-29 13.24 Sida 5
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=6">07-04 Powering the WORKHORSES OF OBBOLA Sida 6 6 H</a> äggstrom. “It’s a great piece of equipment.” At the heart of the machine, a Scania 9-litre diesel engine drives the huge wheels, as well as the hydraulics for the boom. Meanwhile, another of FAMA’s vehicles arrives at the mill – a 24 metre Scania truck with a fresh load of recycled paper from the port. The job of unloading the bails of recycled paper belongs to driver Ole Söderman and his trusty Ljungby wheel loader – powered by a veteran 9-litre Scania engine with an amazing 53,400 operating hours under its belt. Paper weight In total the wheel loader puts around 200,000 tonnes of waste paper on to the processing line each year – one fifth of the total tonnage hauled by FAMA between Obbola and Holmsund each year. “It’s a good machine,” says Mr Söderman, slap- ping the handrail of the loader and smiling. “It never gives us any problems.” “It was Ljungby Maskin that chose Scania engines for their wheel loaders,” points out Kennart Andersson, “but I have to say we have been pleased with their choice. The engines have performed con- sistently well in a very demanding application.” The proven success of the engines in the wheel- loaders was part of the reason that FAMA chose Scania trucks, with Mr Andersson citing “the truck’s intelligent and well thought out design,” as a key motivator for his choice. Workshop view Back at FAMA’s workshop where all of the com- pany’s vehicles are serviced, mechanic Thomas Petterson says that for his part, the long-serving Scania engines of the wheel loaders are good to work on. “The good thing about them is that when it comes to servicing, everything is easily accessible. They have fewer overall parts than some of the other engines. They are compact, simple and reli- able,” says Mr Petterson. Though most of the servicing is done by FAMA’s in-house mechanics at the well-equipped workshop that also contains a hose-making and repair facili- ty, Mr Andersson says they have a good relation- ship with the local Scania dealership. “We know that Motorcentralen in Umeå is there to back us up if we need anything,” says Mr Andersson. In keeping with family tradition, Mr Andersson’s two sons, Mats and Thomas are already involved in the company, setting the stage for a third gen- eration of Anderssons to tackle the paperwork of Obbola. ■ Driver Ole Söderman beside his trusty Ljungby wheel loader. The Scania engine has logged more than 53,000 hours. Thomas Petterson, mechanic, at work in FAMA Maskin’s well-equipped onsite workshop. Power_4_2007:Layout 1 07-11-29 13.25 Sida 6
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=7">07-04 Powering the WORKHORSES OF OBBOLA Sida 7 T h</a> e mirror of water on the bay next to Dockstavarvet’s shipyard on Sweden's northeastern coast, is shattered by the V- shaped aluminium hull speeding through it at 40 knots. The hull's 20 degree angle makes the vessel agile and supremely manoeuvrable. After a few minutes, project manager Per Öberg slows down and turns the latest boat in Dockstavarvet’s product range, Patrol Boat IC 16 M –ordered by the Polish Coast Guard –back to the quay. “This is the first of four boats to be delivered to Poland, where they will safe- guard the outer borders of the EU,” says Mr Öberg. Proven hull type Patrol Boat IC 16 M has been developed from a hull type designed by the Swedish Defence Materiel Administration and Dockstavarvet for the Swedish Navy. This is the hull type used for, among others, Combat Boat 90. The 16-metre hull has been adapted and equipped according to specifications from The Polish Register of Shipping. The vessel is built from 20 mm thick aluminium plates that have been welded together and divided into six waterproof bulkheads. The vessels are equipped with radar, GPS, a chart plot- ter and VHF radio. The cabin’s four seats have three-point safe- ty belts and there are four radio headsets to facilitate communication. Made for a crew of four, this model can carry six extra pas- sengers, for example policemen or coast guards, when necessary. Long collaboration The family-owned shipyard dating from the early 20th century has, since 1989, delivered over 240 combat boats, pilot boats and patrol boats. Aside from the Swedish Navy, customers can be found in Denmark, Norway, Russia, Mexico and Malaysia. Many of these boats are powered by Scania engines. In the case of the Polish order, each vessel is equipped with two 16-litre marine engines delivering a total of 1,600 hp. These engines, which reach 2,200 rpm, power two water jets, giving the boats a top speed of 42 knots. “We have worked with Scania since the end of the 1980s, and are very happy with the col- laboration,” says Torbjörn Larsson, Managing Director of Dockstavarvet. “The demands placed on these patrol boats are very severe. They have to combine reliability, seaworthiness and the ability to add an extra two tonnes of payload.”■ Patrolling for Poland They are robust, well-equipped and fast and will soon be an integral part of the EU border control programme. The first of four new patrol boats from Swedish boatbuilder, Dockstavarvet, was delivered to the Polish Coast Guard in June. Patrol Boat IC 16 M Length: 15.90 m Beam: 3.96 m Crew: 4 Displacement: 20 tonnes Engines: 2 x Scania DI 16, 589 kW Cruising speed: 35 knots Top speed: 42 knots Fuel Capacity: 2,500 litres Range: 330 nautical miles Story and photos: Bernt Josephson Torbjörn Larsson, the Managing Director of Swedish boat builder, Dockstavarvet. The first of four boats, ordered by the Polish Coast Guard that will be used to patrol the European Union’s borders. Power_4_2007:Layout 1 07-11-29 13.25 Sida 7
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=8">07-04 Powering the WORKHORSES OF OBBOLA Sida 8 4 –</a> 20078 W hen the Emma Maersk, which at 11,000 TEUs (Twenty-foot Equivalent Units) is the world's largest and longest declared container ship, heads towards the British Isles her compass is firmly fixed on Felixstowe, the UK's largest container port. It is one of the few destina- tions in the world capable of handling this giant of the seas. Access to Felixstowe for the vessel, and all other large ships visiting the port, is via its 14.5 metre deepwater approach, a channel that would rapid- ly silt up if left unattended. Consequently, regular surveys and dredging are required to ensure this vital economic gateway remains open. The task of surveying the port entrance is the responsibility of the Harwich Haven Authority, whose base lies just half a mile away across the estuary of the rivers Stour and Orwell. From his office window on the Harwich seafront, the Authority's Marine Engineering Manager Bevan Thomas can see the location clearly. “It's a big job,” he says. “From the port itself, the approach channel extends 12 miles to natural deep water in the North Sea. To facilitate this, Since joining Harwich Haven Authority seven years ago, the Scania-powered fleet overseen by Marine Engineering Manager, Bevan Thomas, has covered a remarkable five million miles – equivalent to more than ten round trips to the moon – with an outstanding record for reliability. As well as maintaining a busy pilot boat operation there is a harbour launch, a dedicated oil spill response vessel and a new survey boat – in total 17 Scania engines. The survey ship, Egret, is powered by two 12-litre Scania engines and has multi-beam echo sounding equipment for surveying the deepwater approach to Felixtowe port. Story andphotos: Phil Sampson THE FIVE MILLION M Power_4_2007:Layout 1 07-11-29 13.25 Sida 8
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=9">07-04 Powering the WORKHORSES OF OBBOLA Sida 9 4 –</a> 20079 we've just put a new survey vessel, the Egret, into service. She, like all five of our pilot boats and our harbour launch, is Scania powered; the only dif- ference being Egret has twin 12-litre in-line six engines while the others all have 14-litre V8’s. “The primary reasons we have once again spec- ified Scania are, quite simply, performance and reli- ability. My first encounter with Scania was more than 20 years ago when I was working for ABP Hull. At the time, we had serious problems with the engines in our pilot launches and I moved to Scania in search of better reliability. Whereas the old engines were regularly blowing pistons and gobbling up oil, the greater capacity of the Scania units enabled us to run a far more successful and reliable operation. “Over the years, an excellent working relation- ship has been developed both with Scania and its dealers, who provide us with technical support and parts supply respectively. “When I moved to Harwich, an order for four Scania-powered pilot boats had just been placed. The launches are all 16-metre Cara Marine hulls, powered by twin 552hp DSI-14 engines produc- ing a vessel speed in excess of 24 knots. This hull form has served us well over the years – and accord- ingly, Harwich Haven Authority specified the same for Egret. “Her configuration as a survey boat includes a well-deck at the stern and a unique 686 mm diam- eter “moonpool” directly beneath the wheelhouse for her multi-beam echo sounding operations. In addition to her work on the deepwater approach to Felixstowe, Egret is also used for berth-surveys at the port, inter-tidal surveys on the rivers Stour and Orwell and a range of other environmental monitoring operations in the area.” Looking forward For the future, Bevan Thomas is looking forward to introducing the latest generation of 16-litre Scania electronic engines into service. “I've had good feedback from my colleagues at other ports around the UK who are already using them,” he says. “The engines have excellent fuel economy and a low environmental footprint – a factor that is very important to us today. “In parallel to this, we are also looking at alter- native fuels. We burn between 1.6 and 1.7 million litres of diesel a year and the new 16-litre Scania V8 offers considerable opportunities in terms of its ability to run on a variety of sustainable fuels. Although at present we do not have a guaranteed source of supply for alternative fuels, if and when one does become available I'm intent on being ready. “Our pilot boat operation alone services almost 12,000 ship movements a year – and as I see it, operating as efficiently as possible with respect to the environment is every bit as important as pro- viding a first-class support service to shipping with- in the region.” ■ “The primary reasons we have once again specified Scania are, quite simply, performance and reliability,” says Bevan Thomas, Marine Engineering Manager, Harwich Haven Authority. MILE MAN Clear channels, surveyed by Harwich Haven Authority, allow Emma Maersk, the world’s longest declared container ship, to navigate safely to the port of Felixstowe, UK. Power_4_2007:Layout 1 07-11-29 13.25 Sida 9
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=10">07-04 Powering the WORKHORSES OF OBBOLA Sida 10 4 </a> – 200710 T he first heavy vehicle manufacturer to achieve Euro 5 standards without exhaust after-treatment – and maintain fuel econ- omy – is Scania. After five years of development the new engines for bus and truck customers have arrived. The new engines are based on a unique plat- form that uses Exhaust Gas Recirculation (EGR) and an extra-high pressure fuel injection system. The system requires no after-treatment in the form of additive or particle filters, yet still com- plies with Euro 5 standards. “Filling up with additives can be a nuisance, especially for smaller companies,” says Jonas Höfstedt, Scania’s Head of Powertrain Development. “With this new platform, operators have the convenience of just filling up with diesel.” No tanks EGR reduces emissions during the combustion stage, eliminating the need for exhaust after-treat- ment equipment and onboard additive tanks. The EGR system is air and water cooled, lowering the combustion temperature and in turn lowering the formation of nitrogen oxides. The supply of exhaust gases to the air intake is controlled by a variable geometry turbocharger that is regulated by the engine management system. And as for fuel economy? “The new engines are as economical as the Euro 3 engines, and bet- ter than anyone dared dream of for a Euro 5 com- pliant engine,” replies Mr Höfstedt. The first Euro 5 engines to market will be the 5- and 6 cylinder units of 9 and 13 litres for buses and trucks. This new technology will allow Scania’s indus- trial engines to meet the StageIIIB emission leg- islation when they are released in 2010, with Marine engines incorporating the technology thereafter. ■ Engines that meet Euro 5 standards without after- treatment or additives? Introducing Scania’s innovative new engine platform… Story: Rob Naylor Photos: ScaniaEURO5 Innovation meets: “The new engines are as economical as the Euro 3 engines,” says Jonas Höfstedt, Head of Powertrain Development. Power_4_2007:Layout 1 07-11-29 13.25 Sida 10
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=11">07-04 Powering the WORKHORSES OF OBBOLA Sida 11 4 </a> – 200711 Poland has Scania’s best service workshop team. This became clear at the final of the Top Team competi- tion in Warsaw last weekend. The ten teams that had qualified in the semi- finals last spring were eager to show off their skills on November 10, when it was time to compete for the title of “Scania’s best service team”. Six stations were set up at Scania Polska’s facility in Warsaw. At one station, the teams had to answer various theo- retical questions. At the others, vehicles had been rigged with faults and shortcomings. The task for each team was to trace and resolve these faults within 20 minutes. The Polish team was genuinely determined to be the winning home team this year and many training hours behind them and superb teamwork, they made it to the top of the winner’s stand. The Netherlands took second place, with Italy coming third. Top Team is a competition for staff at Scania serv- ice workshops. The main purpose of the competition is to improve knowledge of Scania’s products and working tools and to strengthen teamwork. Hybrid technology’s city centre debut In a shipyard on the outskirts of Moscow, Russia lies an 80-meter long passenger ferry, the Henry Dunant. The old propulsion engines, from 1972, are being replaced by two new 16-litre Scania engines. The ship was once used by the Red Cross to provide holidays for sick and handicapped peo- ple and is named after the founder of the organ- isation. In 1986 the ship was completely refurbished and continued her charitable mission until 1995. Then, for about 10 years, she was used as a hall of residence for shipyard workers. In 2005 the ship was purchased by the Russian shipping com- pany, Belata Shipping Moscow, and from the beginning of next year, will be operated by the trav- el company ‘Caravella’ under the name ‘Princess Isabella’ as a cruising vessel, mainly on the Moscow – St. Peterburg route. In early 2008, the first city buses with Scania’s new electric hybrid technology will go into service in Stockholm, Sweden. The technology will be fitted to existing, ethanol- driven buses that operate in the city centre. The system stores the energy from brak- ing using a supercapacitor and reuses the energy to power an electric motor on the next acceleration. The electric motor is pow- ered by a diesel engine when there is not enough electrical energy. The result is 25 per cent better fuel economy and a corre- sponding drop in emissions. Repowering in Russia Poles on top Poland take the title of best service team. Wondering about the orange clogs? They are a traditional gift from the Dutch team. Supercapacitors, on the roof of this Scania bus, store energy generated by braking and ‘recycle’ it to aid acceleration. Power_4_2007:Layout 1 07-11-29 13.26 Sida 11
<a href="/v5/viewer/files/Default_s.aspx?gKey=mvcq53pm&gInitPage=12">07-04 Powering the WORKHORSES OF OBBOLA Sida 12 No</a> . 4, 2007 ON OCTOBER 1, 2007, Scania Industrial & Marine Engines changed its name to SCANIA ENGINES. The division is one of five, producing world-leading products: Trucks, Buses, Engines, Parts and Fleet Management Systems. Power_4_2007:Layout 1 07-11-29 13.26 Sida 12
