After investing Rs.400 crore in India, Scania, after building a manufacturing plant at Bangalore for trucks and buses, is looking at India as a global sourcing hub for components. The Swedish CV maker is said to employ a two pronged strategy where it will conduct components sourcing for its global operations, and increase the local content on the CVs it makes in India. Industry sources claimed that Scania will soon apply thrust on prime movers. This would be in-line with the GST regime, which is expected to make long-haul, higher-tonnage trucks favourable. To compete with homegrown players, and other multi-national players, that are looking at the emerging mid-premium market positions, mentioned an industry expert, it would serve Scania to invest in local content. Not only would this help to respond quickly to market changes, it will also help the premium CV maker to make inroads into the more populous, mass market segments that are profitable though not as much as the premium segments, and seek a better balance between volume and earnings. he said. The prime movers and tippers than Scania currently offers in India are premium, and with considerably higher acquisition cost than mid-premium or mass volume offerings. Claimed an industry source that the team at Scania is analysing if the same strategy, which lead to Scania buses acquiring a local content of up to 90 per cent, work in the case of trucks.
Indian bus industry is changing
Last fiscal saw the Indian bus industry change; experience growth and excitement.
Bhushan Mhapralkar
Last fiscal was a good year for the Indian bus industry. The industry witnessed growth followed by the enforcement of the bus body code (AIS 052), and the school bus code (AIS 063). Posting good growth, the industry also witnessed the arrival of sleeper bus code (AIS 119), which is claimed to be a world first. Progress was also achieved in tarmac and double-decker bus code draft. Experiencing buyout times on the back of good orders from government run State Transport Undertakings (STUs) and City Bus Undertakings (CBUs) as well as private bus fleet operators, the bus industry grew at an average 10 per cent last fiscal. Apart from the homologation of a sleeper coach built by Bangalore-based bus body builder (converter), Veera Vahana, under the new sleeper coach code in April 2017, the bus industry in India saw some exciting developments during the last fiscal. At Busworld India 2016, Belgaum-based Alma Motors displayed a tarmac coach with aggregates like engine, gearbox and axles sourced from tier suppliers like Cummins and ZF. Pointing at empowering key bus body builders like Veera Vahana, Alma, JCBL and others, the bus code, it seems, has provided the much needed direction to the Indian bus industry it looks like. Expressed Prashant Kakade, Manager & Co-Ordinator MDC, Central Institute of Road Transport (CIRT), that the bus code has had an influence of turning bus body builders into bus manufacturers. “They are now looking at sourcing aggregates from key suppliers to make their own bus that complies with the bus code regulations”.
If bus body builders continued to gather speed and mass, traditional bus manufacturers like Tata Motors, Ashok Leyland, Volvo Eicher Commercial Vehicles, and SML Isuzu did brisk business as well. Operating at the premium end of the market, global bus makers like Volvo and Scania did well. The premium bus market, driven by rear-engine buses, hovered around 1000 units last fiscal. At busworld India 2016, in an effort to retain its leadership position in the premium bus market, Volvo Buses India unveiled a two-axle 12 m long coach with a locally made 8-litre common-rail diesel engine. This engine is made at the Volvo Eicher engine joint venture at Pithampur, Indore, called the Volvo Eicher PowerTrain. The 5- and 8-litre engines made at this plant, which mirrors the processes and layout of Volvo’s Skovde plant in Sweden, are supplied in Euro6 guise to many European locations of Volvo. Said Akash Passey, Senior Vice President – Business Region International, Volvo Bus Corporation, “The inclusion of a locally produced engine addresses the demand of our customers for localised products, and would reflect on the cost and maintenance of the vehicle.” Akash stressed upon taxation as one of the key reasons why operators take long to achieve Return On Investment (ROI) in the case of premium buses. This is also said to be the reason why many city bus operators are not very keen to procure premium, low-floor rear engine buses.
Premium players eye mid-premium positions
To make a compelling case for buyers, Scania took an ethanol-powered bus route to the market. Its over three years after the first ethanol-powered low-floor 12m-long city bus began plying at Nagpur. Since then, the Swedish manufacturer is working towards supplying 55 bio-fuel city buses to the city of Nagpur. If, and how viable they are, will be known over a period of time. In a bid to tap into the emerging mid-premium position, which according to Joerg Mommertz, Chairman & Managing Director, MAN Trucks India, offers an opportunity to better specifications than the domestic budget producers, global bus makers have been introducing products while homegrown players like Tata and Ashok Leyland up their ante. In association with Alma, MAN introduced a Mammoth front-engine 12 m luxury coach in early 2016. Volvo has been pushing its UD mid-premium brand of city buses in India. It recently received an order from the twin cities of Hubli-Dharwad. Dharwad features on the Central government’s scheme of ‘smart cities’, which promises to overhaul the infrastructure and make cities ‘world-class’. Tata Motors bagged an order to supply 25 vestibule buses worth Rs.50 crore to Hubli-Dharwad in January 2017. The order followed a bigger order from 25 STUs and CBUs in September 2016 to supply 5000 buses, representing a healthy growth of over 80 per cent over last year as far as the order book went.
STUs and CBUs as growth drivers
In FY2016-17, STUs and CBUs emerged as the key bus industry growth drivers. A big surge in STU orders was witnessed last fiscal, and after a gap of nearly four years, indicating renewed focus of various state governments and city councils on public transport. With the overall commercial vehicle market in India estimated to be 715,000 units, buses make up roughly 20 per cent of it. The Indian (medium and heavy) bus market grew 7.64 per cent in FY2016-17 with the sale of 47,262 units as against the sale of 43,909 units last fiscal. The light bus market grew 3.94 per cent with the sale of 50,864 units in FY2016-17 as against the sale of 48,936 units last fiscal. Leave for the 1000-unit premium rear engine bus market, and a small chunk of rear-engine premium city bus market (that saw the arrival of a new player, JBM last fiscal) led by Volvo and Scania, the Indian bus market by and large is made up of budget mass volume buses. It is here that Tata and Ashok Leyland lead. They are followed by Eicher and SML Isuzu and others. Prominently front-engine oriented, this end of the bus market is driven by low acquisition cost, fuel efficiency, service-ability and low cost of operation.
On the back of good orders, Tata Motors grabbed the lead from Ashok Leyland in FY2016-17 as the number-one bus maker in India. For some years, the lead position separated the two by a minuscule gap of one-per cent. Said Ravi Pisharody, Executive Director – Commercial Vehicles, Tata Motors, “We clocked a growth of 22 per cent in FY2016-17 against an industry growth average of 10 per cent.” In the pursuit of higher profitability, Ashok Leyland pursued a strategy to exit some of the State Transport Undertaking (STU) businesses. Expressed Vinod K. Dasari, Managing Director & CEO, Ashok Leyland, “We decided to concentrate on innovative products.” Ashok Leyland’s stress on innovative products is not new. In 2014, the company introduced a front-engine flat-floor city-bus called Janbus. Providing a modern, albeit front-engine alternative to the low-floor rear engine premium city buses, the Janbus proved popular because it cost almost half of what a Volvo city-bus costed at an estimated Rupees one-crore. In addition to the lower acquisition cost, the Janbus was engineered to carry more people, and promised carriage of people at a lower cost. With AC optional, the bus, offering single-step entry, came equipped with an Automated Manual Transmission (AMT), an India first in buses.
700-03152889
© Siephoto
Model Release: No
Property Release: No
Paseo de la Independencia, Zaragoza, Aragon, Spain
Bus technology
With the bus codes influencing the Indian bus market during the last fiscal, much technology found its way into Indian buses. AMT has proliferated since. ABS has become standard on heavier buses, and also air suspension. The market for AC buses, including retrofitment grew steadily last year. It is an estimated 20,000 and 25,000 units strong according to Pramod Verma, Vice President, Sphere Thermal Systems. It was between 12,000 and 14,000 units five years ago, quipped Verma. The demand for AC can be linked with the rising market demand for comfort and refinement. If the demand for comfort and refinement drew the demand for lighter AC buses for school, staff and tourist application in FY2016-17, many government transport undertakings – CBUs, under the Faster Adoption and Manufacturing of Hybrid and Electric (FAME) vehicles scheme, took out tenders to procure hybrid and electric vehicles. Under the aegis of the central transport minister, Nitin Gadkari, two 9m-long buses refitted with electric propulsion system were introduced in the capital city of Delhi to ferry the members of the Parliament. Tata Motors will soon deliver 25 diesel hybrid rear-engine low- and flat-floor city buses to the city of Mumbai. These mirror the CNG hybrid Tata Hispano city buses that ply at Madrid. Late last calendar year, Volvo delivered two diesel hybrid city buses to Navi Mumbai against an order for five such buses, making it the first manufacturer to supply a hybrid city bus in India. This bus is said to cost Rs.2.3 crore against the Tata Hybrid city bus, which is claimed to cost Rs.2 crore. High acquisition cost continues to be a deterrent despite a 50 per cent subsidy offered under the FAME scheme. To be precise, there is the challenge of gap-funding, which will need to be addressed.
With electric vehicle infrastructure in India lacking, hybrid buses make ample sense. CBUs however are said to be already looking at electric buses! Last fiscal saw CBUs put out tenders for the procurement of electric buses under the FAME scheme. Perhaps anticipating this, Tata Motors, at the Auto Expo 2016 premier fair, displayed a 9m electric bus based on its Ultra platform. JBM in association with Solaris displayed a 9m electric bus with a pantograph. Not to be left behind, Ashok Leyland, which owns Optare, unveiled a 9m electric bus called Circuit in early 2017. The move up to electric buses traces its roots in the first phase of emission reforms in 2008, which led to Delhi city buses being retrofitted with CNG almost overnight. Most Mumbai city buses also run on CNG. CNG however has posed limitations in terms of availability and infrastructure. The operating costs of CNG buses are proving to be higher than LNG. Promising to overcome to limitations posed by CNG, Tata Motors recently showcased a LNG city bus at Trivandrum.
As government run STUs and CBUs continue to call for modern yet cost effective buses, private operators continue to up the efficiency of their operations by deploying technology and modern buses. For private bus operators, complex bus rules and high taxation structures, which differ from state to state, continue to be a challenge. Business for them comes from government contracts, corporate staff transportation, tourist transportation, and from the transportation of school children. They accurately map the flow of people such that school and staff bus operators render to tourist transportation during weekends. Demand for large underfloor storage compartments in buses is on the rise when it comes to heavier, long-haul tourist buses. This is also driving the the need for powerful engines. With infrastructure improvements, the number of people travelling by bus continues to rise. The number of consignments transported by buses is also increasing. It serves as a good secondary earning medium. Especially during off-season. Expressed B Anil Baliga, Executive Vice President – Bus & Application, VE Commercial Vehicles, “A lot of the operator profitability comes from cargo.“
Comfort and fuel efficiency improvements
Increasing STU exposure, companies like Eicher are deploying technology to improve NVH and comfort on front-engine buses. Eicher is one of them. Said B Anil Baliga, that their focus is on NVH of front-engine buses. On the subject of high preference to front-engine buses in India, Baliga mentioned, “Indian operators are smart. They know their Return On Investment (ROI) very well. The trick lies in selecting the right route and the right bus.” The enforcement of BSIV emission norms from April 01, 2017, has ensured that most buses come with a common-rail turbo-diesel engine. Most heavy buses come with SCR after-treatment technology. This has had a definitive effect on acquisition cost, and operating complexity, what with the need to opt for annual maintenance contracts with authorised dealers rather than depend upon private garages that are much cost effective. With fuel efficiency at the forefront of operator equations, it will not come as a surprise that Daimler India Commercial Vehicles (DICV) is aluminium extensively in the building of its bus bodies. Use of such a technology is also expected to keep it ahead of its competitors, and body builders that are moving up the value chain. Taking advantage of the bus code, bus body builders (convertors) like Veera Vahana, JCBL, Alma Motors and others are investing to turn into bus manufacturers by procuring key aggregates like powertrain, suspension, etc., from the respective tier suppliers. Signalling bus industry transformation, the growing equation between convertors and aggregate manufacturers is starting to spring surprises. At Busworld India 2016, Alma Motors displayed a tarmac bus with aggregates procured from tier suppliers like Cummins and ZF.
Exports
If bus body builders are turning into bus manufacturers, CV majors like Ashok Leyland and Tata Motors are concentrating on exports for growth. T Venkataraman, Senior Vice President – Global Bus, Ashok Leyland, puts the domestics and export sales ratio at 58:42 as far as his company is concerned. Buses made by his company are exported to the Middle East, SAARC and African markets. In addition to this, Ashok Leyland also produces buses at a facility at Raas Al Khaimah in the Middle East. This plant has a capacity to produce 1200 units per year, and is helping the company to cater to the African markets. Ashok Leyland is also exporting Euro5 buses to Ukraine as well. Tata Motors is also applying thrust on exports. It exports buses to various African markets, Russia, the Middle East, and other destinations. The company claims to have achieved a leadership position in the medium bus segment in the Middle East. Eicher exports buses to SAARC markets; to the Middle East and African markets. Similarly, SML Isuzu exports staff, school and luxury buses to SAARC and African markets.
Light bus market
With the participation of Japanese players like SML Isuzu, the light bus market is transforming. Tata Motors continues to lead this market. Its lighter buses flaunt quality bodies built by Marcopolo. Daimler India Commercial Vehicles is BharatBenz lighter buses are also finding good acceptance in the market for staff and tourist bus transportation. A strong player in this segment is SML Isuzu and Eicher. Both has there own bus body building plants. Both have a considerable presence in the school bus sector. A pleasant change in the school bus market is Ashok Leyland’s Sunshine. Claimed to be the first bus to comply with roll-over crash norms, the bus saw the company seek the feedback of students, parents, school authorities, drivers and others. Stress was laid on minimising blind spots and offer a cheerful travel experience. The interior of the bus is thus colourful; there are safety elements built in, and the seats employ anti-bacteria fabric. With the Nissan collaboration behind it, Ashok Leyland is expected to bring out new products in the LCV people mover segment. It currently has the Mitr. A 8 metre-long version of the Mitr will be launched soon.
Industry future
With crash norms expected to roll out in next fiscal, and the move up to BSVI emission norms scheduled for 2020, the Indian bus market has only one way to go – to advance quickly to close the gap with buses that are offered in the advanced market at a fraction of the cost. The export of 12m rear engine inter-city bus by Volvo to Europe has proved that there is a distinct price advantage in buiding a world-class bus in India. Initiatives like sleeper and double-deck coach codes by the government is empowering bus body builders to turn manufacturers. This spells good for the growth of the Indian bus industry even as the traditional CV manufacturers look at increasing their reach into the international markets. It is not for nothing, that the Indian bus market is expected to grow at a CAGR of 10 per cent by 2020. It is all about progressing demand, value and luxury after all.
Scania S series is the International Truck Of the Year
The new Scania S series flagship truck has bagged the International Truck Of the Year (ITOY) award. A jury of 25 commercial vehicle editors and senior journalists, representing 25 major trucking magazines from throughout Europe chose the Scania truck with a score of 149 votes. The Swedish truck series fought off the challenge posed by Iveco’s recently-launched Stralis XP-NP long-haul range and Mercedes-Benz’s Actros heavy-duty truck with the latest generation OM 471 engine. Gianenrico Griffini, Chairman of the ITOY consortium handed over the award to Henrik Henriksson, President and CEO of Scania, during the press day of the IAA Commercial Vehicle Show in Hannover, Germany. Expressed Henrik Henriksson, Scania’s President and CEO, “This award is the leading recognition in the industry that all our engineers and in practice the entire Scania organisation have done an excellent job. Our goal is to always meet our customers’ expectations and needs and the jury’s motivation is a clear confirmation that we have also followed the right approach with the new truck generation.” Speaking about the selection of Scania S Series for the award, Gianenrico Griffini, mentioned that Scania, through its range, has delivered a truck that represents a real ‘state-of-the-art’ offering in the heavy-duty segment.
It is capable of satisfying not only today’s but also tomorrow’s transport needs. “The S cab, with its flat floor, offers a truly car-like driving experience,” Griffini added. He drew attention to the fact that during the course of the process, the ITOY jury particularly looked at Scania’s tailored service offering, which is based on the fact that more than 200,000 connected Scanias are out on the roads. Offering exceptional comfort and unrivalled space, the Scania S series could be had with dual side curtain airbags, a safety feature, which Scania claims is the first truck manufacturer the world over to offer. Said Henriksson, that the S series truck was developed by 3,500 Scania engineers in close dialogue with its customers. “The award shows that Sweden is still a leading industrial nation and that we can compete in the world markets,” he added. Based on the International Truck of the Year (ITOY) rules, the annual award is presented to the truck introduced into the market in the previous 12 months which has made the greatest contribution to road transport efficiency, based on several important criteria including technological innovation, comfort, safety, driveability, fuel economy, environmental ‘footprint’ and Total Operation Economy (TOE). Commercial Vehicle is an ITOY associate magazine, and represents India.
SKF Tech for next gen Scania
SKF Technologies will supply a range of bearings and linear actuation technologies to Scania’s new generation S and R series of trucks, claim industry sources. They add, the supplied components include gearbox bearings, propeller-shaft bearings and engine-bearings apart from seals. The tailor-made wind deflector, which uses linear actuation technology to allow for ease of adjustment is also claimed to be supplied by the company. Also supplied are the front and rear-wheel truck hub units. Stephane Le Mounier, President of Automotive and Aerospace, SKF, is known to have said that it is not the first time that such a collaboration between two companies has taken place. He is known to have also expressed that Scania and SKF have a long history of collaboration, and it has often revolved around the prospect of putting the drivers’ needs in focus. Deliveries of parts to Scania have already commenced.
Scania’s next gen truck breaks cover
Scania’s new truck range is part of a 10 year outlook to increase its market reach.
Story by: Team CV
Scania’s new generation truck range has come out in the open. The new range was unveiled in Paris and streamed live across the globe. Claimed to be an outcome of 10 years of development, the new range saw the company invest SEK 20 billion. Developed with an objective to redefine a premium truck offering, the new generation truck is expected to appeal to a wide range of audience, including those that are looking at customised products. Henrik Henriksson, President and CEO of Scania, at the event, mentioned that the development of the new truck marked the biggest investment in the history of the company. “It is undoubtedly the biggest investment in Scania’s 125 year history,” announced Henriksson. “The new products and services will bring Scania to new levels of market shares over the next decade,” he added. Mentioned Christian Levin, Head of Sales and Marketing, “To truly deliver on our mission we needed a step change in three critical areas – driver eperience, customer profitability and sustainability. We could only do that by introducing a brand new truck. What we are launching is not just a new truck range, but billions of complete and unique transport solutions. We want our customers to be profitable and sustainable than ever before.” The underlying theme of the launch was a modular system, added performance stages, connectivity and a comprehensive palette of productivity-enhancing services coupled with sustainable transportation solutions. The new truck range thus features a completely overhauled cab, and is actually a part of the S and R model range.
Embodying the Scania image in a true sense according to Levin, the new truck range promises outstanding performance and innovative services. The modular construction of the truck assures ease of maintenance. The cab, which contributes towards the stunning looks of the new truck, according to Levin, goes beyond everything that Scania has done until now. Retaining the connection with the earlier Scania trucks in terms of appearance with its horizontal ribs in the grille, the cab sets the new truck apart. Despite looking typically Scania, this is an all-new truck according to Levin. “At the top of the range,” he explained, “is the S series with a complete flat floor and maximum interior space.” The cab, designed in close cooperation with sister company Porsche Engineering, not only offers maximum interior space, it is also safe and aerodynamic. “Driver environment, fuel economy, optimum use of interior space are some of the key areas that have been focused upon, and have influenced the cab as well as the overall design,” remarked Henriksson. With more variants to follow as part of Scania’s modular system, the company claims to have no less than 24 basic cab models on offer. “Stress is on providing a customised offering for the customers,” explained Henriksson.
Driver experience
Boasting of having a height that should make it comfortable for drivers measuring between 150 and 200 cm of height, the new generation truck, in terms of driver experience, will offer the most ergonomic and driver spacious cab like the earlier Scanias have offered. “Scania engineers found out, that by moving the driver position 65 mm forward, and a tiny 20 mm out, a considerable improvement could be achieved. Both, in terms of visibility as well as ergonomics,” mentioned Levin. Built using high-tensile steel with the structural elements shaped using advanced technology to create a monocoque structure, the task of building the cab proved to be a challenge. According to Göran Hammarberg, Head of Cab Development at Scania, it proved to be a complex process that involved the incorporation of factors like visibility, comfort, legal requirements, ergonomics, good repair-ability, low weight and high safety. Emphasis was laid on building a cab around the trucker so that he has the best working and living environment. From the shape of the steering wheel to the personalised instrument cluster, every element was given considerable attention to turn out a thoroughly driver-centric set up. “The interior quality of this trucks is something that the industry has not seen before,” Levin expressed.
Stress, in design terms, was laid on an athletic build. The truck would have to look muscular. It had to look agile and well proportioned. Mentioned Kristopher Hansen, Head designer, “An important consideration in cab design was fuel economy. Every surface, at the front as well as the sides, and even below the vehicle has been optimised for minimum drag. Even components like wipers, rear-view mirrors and the various lights have been designed with this in mind.” To reduce fuel consumption by two per cent, attention was paid to improve the cab’s ability to cheat the wind. Featuring a large glass surface for improved visibility, the instrument panel is set lower. Door panels are slimmer, and A-pillars have been optimised. Rear-view mirrors have been given due attention too. The mirrors in both the R and S cabs have been given a wide-angle function. Electrically adjustable, the mirrors can also be heated, and are engineered to effectively dampen vibration. Stress was laid on sound, colour and functionality in particular. These would not just enhance the driver experience, but also bring about that feeling of being in command of the magical power underneath, said Hansen.
Henrik Henriksson, President and CEO of Scania at the launch.
Safety
To improve steer-ability, the erstwhile steered tag axles have turned electro-hydraulic. The steering angle was increased from 14 to 19 degrees to imprive the steering feel. A 30 kg weight reduction are among the various benefits the new truck would offer. First to offer a rollover side curtain airbag (integrated into the cab roof) according to Levin, the new truck has seen an improvement in braking performance. According to Levin, the new truck sets a benchmark in braking performance. This was achieved by moving the front axle forward while introducing a new suspension and braking system. Moving the axle forward has reduced the kneeling effect under heavy braking. New software has also been developed, averred Levin. “The new truck stops 2 m earlier,” he added.
The heart of the system
Presenting Scania with the opportunity to further expand the already broad spectrum of engines on offer, the new truck has been instrumental in taking the range of engines to 55; between seven and 16-litres of volume. During the launch phase of the new truck, the SCR and V8 engines will see further improvement. The Euro-six engines will get new engine management systems, and their installation has been overhauled. Featuring improved cooling capacity, the new truck is powered by an in-line 13-litre, 500 hp engine mated to an automated opticruise gearbox. Found on the new generation truck range wil be the Opticruise transmissions. Mentioned Björn Westman, Scania’s Head of Engine Development, that the engines require only Selective Catalytic Reduction (SCR) for after treatment of exhaust gases in order to meet Euro-six standards. “Our inline 13-litre engine performs fantastically well with only SCR and a robust fixed geometry turbocharger,” he added. He further explained, “With this addition we are, from a power perspective, offering a concept that will appeal to a large number of customers in a wide range of applications.” Quipped Levin, that with the new range, Scania has succeeded in further reducing the fuel consumption. “A reduction of at least five per cent has been achieved,” he expressed. Levin also emphasised upon this being a true step change, and was achieved through a combination of factors including aerodynamics.
With the new generation truck range, Scania will also introduce super low ratio rear axle gear ratio of 2.35. This will contribute towards reducing fuel consumption by allowing the driver to drive the truck faster and at lower engine revs. Averred Levin that Scania will be offering a variety of alternate fuel propulsion technologies including bio-diesel, bio-ethanol, bio-gas in the form of LNG and CNG, and hybrid. Supported by a long standing experience in the manufacture of commercial vehicles, the new truck range was tested over 10 million kms. Designed to stay longer out there on the road and contribute more to the earning of its operator, the truck accounts for 10 years of development work.
Introducing a lay shaft brake system as standard in the opticruise gearbox, Scania will be globally introducing the new truck range in five phases. Improving the driving experience, the new Scania truck has been test driven for 10 million kilometers. All set to redefine the term ‘premium’, the new generation Scania is set to make it to India too.
Scania’s innovative simulator trains drivers
An innovative simulator for driver training has been installed at the Durgapur Larsen & Toubro (L&T) service centre. The simulator gives the operator a realistic feel of a Scania truck apart from presenting him an opportunity to drive it in different mining scenarios with detailed dashboard, instruments and exceptional features that bring the simulation to life. The package contains intricately designed courses and tasks in realistic environments that puts an operator firmly into the seat. It becomes an effective skill enhancement tool that gives an operator the confidence of trucking. Scania’s mining trucks channel partner, L&T operates 12 site workshops providing effective product support, field diagnostics and driver training. The centre at Durgapur is yet another testimony to our strong commitment to implement safe, comfortable and world-class sustainable transport in India, expressed Mikael Benje, Managing Director, Business Unit, Scania India. Scania offers its P410 tipper for deep mining tipping operations in India.
New Board of Directors appointed at Scania
Andreas Renschler has been appointed as the new Chairman of the Board of Scania AB. Other new names in the Board of Directors are Per Hallberg, Annika Falkengren and Markus S. Piëch. At the statutory meeting of the Board of Directors on 26 June, Per Hallberg was appointed President and CEO.
The new Board of Directors consists of seven members, of whom Peter Wallenberg jr, Helmut Aurenz and Christian Porsche will continue the assignments they have had since 2005, 2008 and 2014, respectively.
As previously, the Board also includes two ordinary members and two deputy members who represent the employee organisations in the company: Johan Järvklo and Lisa Lorentzon respectively Mikael Johansson and Mari Carlquist.
Andreas Renschler, born 1958, is a member of the Board of Management (Vorstand) of Volkswagen AG and Head of Volkswagen Truck & Bus GmbH, i.e. the holding company that coordinates the operations in the Group’s commercial vehicles companies.
Per Hallberg, born 1952, joined Scania in 1977 and has been a member of the company’s Executive Board since 2001.
Annika Falkengren, born 1962, is President and CEO of the Swedish financial group SEB AB and member of the Supervisory Board of Volkswagen AG.
Markus S. Piëch, born 1985, is a member of the Executive Board of Salzach Privatstiftung.
