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STRAIGHT DRIVE
T
“Technology will help tackle disruption�.
he year 2020 was a year of much learning. It was a year of unprecedented developments. The lingering effect of Covid pandemic continues. The talk of vaccine presents hope. It also indicates a journey towards a new equilibirium; a new world order. From a CV view point, this year is expected to be about growth from new quarters like e-commerce and new-age supply chains like the one needed to transport Covid vaccines. These new quarters will bring with them new value equations. They will bring with them the need to leverage technology and knowledge; to leverage a local approach and global thinking. If the age of value trucks is here, electromobility in an urban context is fast becoming a reality. The CV industry will change some more in 2021 as it looks at meeting future regulations and new market dynamics. With return on investment in the fray, attention would be on technology. Technology will help tackle disruption. Bhushan Mhapralkar b.mhapralkar@nextgenpublishing.net
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what's inside Cover story 18
Electric CVs accelerate The Covid-19 pandemic seems to have accelerated the shift to electric CVs.
05 Straight Drive Bhushan Mhapralkar 08 Letters 10 CV News ‘Garrud’ CV aggregator app. n Tata Motors’ ‘Go Green’ initiative; Marcopolo JV buyout n FM Logistic India warehouse n New BEST e-buses? n Ecom Express appoints new CFO n FASTag deadline extended? n Continental capex n VECV commissions Bhopal plant n JCB largest parts centre n ICAT startup webinar n
n n n n
Tata Ultra T.7 for urban transportation Attractive finance options; e-truck ASDC and FADA join hands with Google Maruti Super Carry turns four
We welcome feedback, bouquets and brickbats on how this magazine is shaping up. Write to us at cvonline@nextgenpublishing.net or visit us on www.commercialvehicle.in
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Commercial Vehicle January 2021 // www.commercialvehicle.in
R YOUICE VO
January 2021 n n n
n
ZF digital solutions centre IIT-M inducts e-bus with flash charging Busworld Southeast Asia rescheduled to August 2021 Olectra Greentech to supply 353 e-buses
Tata Motors and M&M increase CV prices? n Location tracker in CVs? n Electric AC buses for Chandigarh? n Mercedes-Benz trucks win 2021 Truck Innovation Award n
44 Interview: R ohet Ramesh S, Director, Layam Group 46
TuSimple self-driving truck TuSimple’s self-driving semi-truck is set to revolutionise the freight transport industry in the US.
52 Crashes to crashes America’s wild west is a land of history a nd mysteries when it comes to tin-hunting.
The age of value trucks
25
Electric threewheelers gain momentum
32
The age of value trucks is here.
Electric three-wheelers gather momentum, courtesy the involvement of bigger players.
Omega Seiki makes the move
38
Maker of Rage e-cargo threewheelers, Omega Seiki has inaugurated its first dealership in India.
Sonalika electric
42
Sonalika has unveiled an electric tractor.
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Commercial Vehicle www.commercialvehicle.in // January 2021
7
Letters Commercial Vehicle Magazine
Supporting School Bus Operators
T
he article on school bus operators was timely. It provided a rare insight into an important section of the CV industry. It highlighted how the pandemic has affected school bus operators, and how their situation has been deteriorating with the schooling season for the year 2020-21 unable to start. Even today, schools in most regions of the country are yet to resume operations, putting at risk an entire ecosystem involving school bus operators and their staff. It is important in an extraordinary situation like this, that governments at the local, regional and central levels should help them survive by providing them an opportunity to use their buses for other duties; intra-city, inter-city and other types of duties. If the need be, in close cooperation with the public bus transport organisations among others. Apart from giving a tax and insurance break, the governments should also provide them subsidies or incentives in the interest of them retaining their staff. A sight where school buses have been parked for months on end does not make for a very productive environment. Suresh Mane, Mumbai
105-106, Trade World, B-Wing, 1st Floor, Kamala Mills Compound, Senapati Bapat Marg, Lower Parel (W), Mumbai - 400013, India. Tel +91 9321546598 Email us at cv@nextgenpublishing.net Editor Test Editor Web Editor Correspondent Head-Design & Production Art Director Asst. Art Director Image Desk Production Supervisor Publisher Mentor & Special Advisor General Manager North & East
Bhushan Mhapralkar Aspi Bhathena Ashish Bhatia Deepti Thore Ravi Parmar Mangesh Sawant Ajit Manjrekar Dipak Gaykar Dinesh Bhajnik Marzban Jasoomani Hoshang S. Billimoria Ellora Dasgupta
General Manager South
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North Regional Marketing Manager Salma Jabbar (Chennai) Marketing Manager
Minocher Parakh (Mumbai)
Manager Circulation - North and East Kapil Kaushik Subscription Supervisor Sachin Kelkar Tel +91 9321546598 Apple Newsstand & Magzter Queries help@magzter.com Zinio Subscriptions Queries http://in.zinio.com/help/index.jsp Territory Sales Incharge (SIP) Mr. Srinivas Gangula (Hyderabad) Cell +91 09000555756 Territory Sales Incharge (Circulation) Vidyasagar Gupta (Kolkata) Mob: 09804085683
ELV
T
he scrappage policy from the Government is anticipated any moment. It however has to be safe and sound in a Covid environment where the economy seems to be far vulnerable than it was before. The article, ‘Managing ELVs’ in the December issue of the CV magazine made for an interesting read. It got me thinking if a sound scrappage policy will boost CV demand. The thoughts expressed by the experts in the article put forth important aspects regarding ELVs. The thoughts also drew attention to the various aspects of pollution. The need to recycle parts therefore. Also, how ELVs could make for an organised industrial sector that helps to keep the environment from fast degrading. Uday Mishra, Kanpur
Regional marketing offices Next Gen Publishing Pvt. Ltd. 105-106, Trade World, B-Wing, 1st Floor, Kamala Mills Compound, Senapati Bapat Marg, Lower Parel (W), Mumbai - 400013, India Tel +91 91 9321546598 26 B, First Floor, Okhla Industrial Estate, Okhla Phase III, New Delhi - 110020, India Tel +91 11 42346600/78 Fax +91 11 42346679 Unit No:509, 5th Floor, ‘B’ wing, Mittal Towers, MG Road, Bengaluru -560001, India Tel +91 080 66110116/17 Fax +91 80 41472574 Cenetoph Elite, No.5, Cenetoph 1st street, Teynampet, Chennai - 600018, India Tel +91 044 421-08-421/044 421-75-421 Devendra Mehta - Mob No.- 09714913234 Ahmedabad S.No.261/G.L.R.No.5, East Street,Camp Pune - 411001. Tel + 91 20 26830465 iews and opinions expressed in the magazine are not necessarily those of Next V Gen Publishing Pvt. Ltd. Next Gen Publishing Pvt. Ltd. does not take responsibility for returning unsolicited manuscripts, photographs or other material. All material published in COMMERCIAL VEHICLE is copyright and no part of the magazine may be reproduced in part or full without the express prior written permission of the publisher Printed by Marzban Jasoomani Next Gen Publishing Pvt. Ltd., 105-106, Trade World, B-Wing, 1st Floor, Kamala Mills Compound, Senapati Bapat Marg, Lower Parel (W), Mumbai - 400013. Published by Marzban Jasoomani on behalf of Next Gen Publishing Pvt. Ltd., 105-106, Trade World, B-Wing, 1st Floor, Kamala Mills Compound, Senapati Bapat Marg, Lower Parel (W), Mumbai - 400013, Printed at Kala Jyothi Process Pvt. Ltd, 1-1-60/5 RTCX Roads, Hyderabad - 20. Published at Next Gen Publishing Pvt. Ltd., 105-106, Trade World, B-Wing, 1st Floor, Kamala Mills Compound, Senapati Bapat Marg, Lower Parel (W), Mumbai - 400013. All readers are recommended to make their own independent enquiries before sending money, incurring expenses or entering into commitments in relation to any advertisement appearing in the publication. Commercial Vehicle does not vouch for any claims made by advertisers for their products and services. The editor, publisher, printer and employees of the publication shall not be held liable for any consequence in the events of such claims not being honoured by the advertisers. All disputes are subject to the exclusive jurisdiction of competent courts and forums in Mumbai only. Editor Bhushan Mhapralkar
Pen down your views and queries to Commercial Vehicle, Next Gen Publishing Pvt. Ltd, 105-106, Trade World, B-Wing, 1st Floor, Kamala Mills Compound, Senapati Bapat Marg, Lower Parel (W), Mumbai - 400013, INDIA. or Login to: www.commercialvehicle.in or Email us on: cv@nextgenpublishing.net
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Commercial Vehicle January 2021 // www.commercialvehicle.in
News
‘Garrud’ CV Tata Motors’ ‘Go Green’ aggregator initiative; Marcopolo JV buyout app. T ata Motors has announced a ‘Go Green’ initiative in cooperation with NGO SankalpTaru, and it involves plans to plant a sapling for the purchase and service of every Tata commercial vehicle. Providing the customer with a certificate and a link geotagging plantation location to allow him or her to monitor its status, the initiative is being carried out across various locations in 10 states. In other news, Tata Motors has announced a share purchase agreement with Marcopolo S.A. for the purchase of the balance
49 per cent shareholding in Tata Marcopolo Motors Limited (TMML) for a cash consideration of Rs.99.96 crore. With TMML becoming a wholly owned subsidiary of Tata Motors, all technologies pertaining to existing bus body products being manufactured will continue to vest with TMML, which has a plant at Dharwad, Karnataka. Marcopolo S.A. will continue to license the ‘Marcopolo’ trademarks to TMML for a minimum of three years with a non-compete provision in India for a corresponding period.
FM Logistic India warehouse T
wo Delhi-based engineers, Rohit Kumar and Uttam Yadav, developed the ‘Garrud’ app. during the lockdown period to enable customers to directly connect with transporters for their logistic needs. Designed to serve truckers as well as those who want to transport their cargo, the app. is currently functional in Delhi NCR region with over 5000 downloads and 1000 trips. Unique in its ability to include vehicles from twowheelers to 22-ft long trucks, the app. is claimed to be supported by a strong team of 25 people from the transport background. Said to offer over 50 artificial intelligence features including real-time tracking, the app. is claimed to have over 850 Tata Ace registered with it; over 250 pick-up trucks; over 500 threewheelers; over 150 vans, and more than 50 14 ft. trailers.
10
F
M Logistic India has announced a plan for new intra-city, multi-story warehousing units in Mumbai, Delhi and Bengaluru to meet the rising e-commerce sector warehousing needs. Providing warehousing and distribution logistics services for the FMCG, retail, automotive, e-commerce, engineering, telecom, pharma and others, the company is looking at leasing closed mills or factories and refurbishing them to include storage and safety measures like fire alarms and proper exit gates. It
Commercial Vehicle January 2021 // www.commercialvehicle.in
is also looking at building warehouses vertically from scratch to ensure most utilisation of space. The announcement comes at a time the company is about to start its operations at Bhiwandi (Mumbai) facility, which measures four lakh sq.ft and is dedicated to pharma clients. Entering into a strategic partnership with Welspun Logistic Park to develop nine lakh sq.ft space at Bhiwandi in the next three years, FM Logistic India is expecting to gain good.
news
FASTag deadline extended?
New BEST e-buses?
T
B
rihanmumbai Electric Supply and Transport (BEST) has commissioned 25 new e-buses of Tata Ultra Urban 9/9 make, claim sources. They mention that these buses are part of BEST’s phased 340 e-bus procurement initiative under FAME II. Nine-metre long, air-conditioned and replete with a ‘lift mechanism’ for differently able travellers, the 25 e-buses are furnished with ergonomic seats, roomy interiors, utility provisions like charging ports, wi-fi hotspot for on-the-go connectivity and wide entry and exit passages, inform sources. Equipped with Intelligent Transport System (ITS), telematics system, regenerative braking system, among other features for efficient and smooth operations, sources explain that the indigenously built e-buses are tested and validated by Tata Motors across Himachal Pradesh, Chandigarh, Assam and Maharashtra. Apart from supplying e-buses, Tata Motors will build, deploy, maintain and operate complete charging infrastructure across Back Bay, Worli, Malvani and Shivaji Nagar depots, state sources.
Ecom Express appoints new CFO E
xpress logistics provider, Ecom Express Private Limited, has appointed Venkatesh Tarakkad as Chief Financial Officer(CFO) effective November 20, 2020. He will bring with him vast cross-industry experience across finance, compliance and other functions, and in the new role, look after finance, accounts, legal, secretarial, commercial and administrative functions besides spearheading business goals and the elevation of profitability.
he deadline for FASTag being mandatory has been extended to February 15, 2021, claim sources. Drawing attention to a related announcement that the entry toll plazas at Mumbai entry points are FASTag ready, sources mentioned that the move to make FASTag mandatory is to help vehicles pass the toll gates without any hitch and without having to be in long queues. Highlighting NETC’s systems helping Mumbai entry tolls becoming FASTag ready, sources informed that FASTag has been made compulsory for existing CVs as well. Their fitness certificate is not renewed until they do not have a FASTag on them. The NETC FASTag mechanism, they added, has been operational on the Mumbai-Vadodara corridor since 2013. Many banks and other financial institutions have been working with toll operators across the country to offer FASTag services. The FASTag mechanism could be used to turn parking lots into contactless facilities over time as well.
Commercial Vehicle www.commercialvehicle.in // January 2021
11
News
Continental capex T
o address a rise in export volumes to the APAC region, Continental has hiked the production capacity at its Modipuram, Uttar Pradesh plant. To cut production cost and improve profitability, the capex is the fourth such activity by Continental. Including a hike in the production of 20-inch dia. and 22.5-inch dia. Truck and Bus Radial (TBR) tyres, the capex will also help the company to increase its domestic footprint. Addressing Continental’s export markets like South America apart from the APAC region, the capex includes the installation of fully automatic, fast lane tyre building machines, chemical dosing systems, tyre dimension studies, and tyre simulation studies for development.
VECV commissions Bhopal plant
V
E Commercial Vehicles Ltd. has commissioned its new plant at Bagroda, Bhopal. To help address the CV maker’s domestic needs as well as export commitments, the plant, complying to Industry 4.0 standards, in the first phase, will have the capacity to manufacture 40,000 trucks. Complementing the Pithampur, Indore, facility, which has the capacity to manufacture 90,000 units, the Bhopal plant is spread over 147.8 acres of land. Used to manufacture the Pro 2000 series of trucks, the plant is scalable for the manufacture of 100,000 CVs per annum. With advanced powertrain and vehicle assembly lines (BSVI compliant), the Bhopal plant is about the right blend of automation and frugal approach. It is also about the green initiatives of the CV major.
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Commercial Vehicle January 2021 // www.commercialvehicle.in
JCB largest parts centre
J
CB India Limited has commissioned its largest parts centre at Bhaproda, Haryana. It is spread over 1,50,000 sq. ft., and will cater to the needs of the north Indian region through 15 dealer locations. To contribute roughly 40 per cent to JCB’s part business in India, the facility, located near Kundli-Manesar-Palwal expressway, is modern and manned by trained people. Scalable, and employing men and women, the facility has high standards of safety built-in.
news
ICAT startup webinar T
he International Centre for Automotive Technology (ICAT) conducted a webinar on ‘Start-Ups’ recently. The webinar delved on the influence of ‘Start-Ups’ on the auto industry and how an effective ecosystem for the incubation and acceleration of such enterprises could be created. Bringing together various stakeholders from the auto industry, from the ‘Start-Ups’ sphere, industry experts and others, the webinar included discussions on the changing nature of the auto industry and how it could leverage new thoughts and efforts from new-born enterprises sans the legacy baggage to arrive at ‘out-ofthe-box’ solutions; how the dependence on exports could be curbed, and how solutions that the world could benefit from innovative solutions brought by the ‘Start-Ups’.
Tata Ultra T.7 for urban transportation T
ata Motors has introduced the Ultra T.7 as the most advanced Light Commercial Vehicle (LCV) yet for urban transportation. Boasting of an allnew sleek cabin with superior safety and comfort, the LCV promises faster turnaround and higher earning potential on the basis of its modularity. Available in various deck lengths, and in four tyre and six tyre combinations, the light-truck is powered by a 100 hp 4SPCR engine. Based on a strong modular chassis and equipped with tubeless radial tyres, the truck, apart from the faster turnaround and earning potential, offers superior fleet profitability, vehicle performance, driving comfort, convenience, connectivity, and safety. Tested extensively over challenging terrains and conditions, the new truck is equipped with powerful air-brakes, adjustable seating position, tilt and telescopic power steering and a dash-mounted gear shifter. Combining futuristic styling and comfort, the vehicle is about refinement and fatigue-less driving. Laced with a music system, USB fast charging port, ample storage space and Tata Motors’ next-gen connected vehicle solution Fleet Edge, the T.7 is aimed at urban applications like e-commerce, FMCG, industrial produce, consumer durables, electronics, essential goods and LPG cylinders.
Attractive finance options; e-truck
S
igning a Memorandum of Understanding (MoU) with 18 leading banks and NBFCs to offer greater financial flexibility and convenience through tailormade finance schemes to its CV buyers, Daimler India Commercial Vehicles (DICV) is said to be gearing up to launch a range of e-trucks in 2021. This was hinted at by the union transport minister, Nitin Gadkari, recently, in his speech at FICCI’s annual general meeting. Closely following Daimler Group’s announcement to launch e-trucks and buses in all its regions by 2022, the first BharatBenz e-truck is likely to be unveiled at the ‘Future Mobility’ later this year. Industry sources claim that the Daimler Group is already working on a long-term strategy involving electric and hydrogen powertrain technologies and hydrogen powertrain technologies. They point at the CV major’s electric CVs like the Fuso eCanter LCV, the Freightliner eM2 medium-duty truck, the Mercedes-Benz eActros heavy-duty truck and the Freightliner eCascadia heavy-duty truck for international markets.
ASDC and FADA join hands with Google T
o address the digital shortcomings at the auto dealership level, the Federation of Automobile Dealers Associations (FADA) and Automotive Skills Development Council (ASDC) have joined hands with Google India. Google India, on its part, will list out over 20,000 auto dealerships for customers. It will increase the digital reach of dealerships under the aegis of FADA, bringing the technological advances to the doorstep of dealerships as well as the customers on a win:win basis. Expected to address the increasing needs of customers to experience a digital experience in a Covid environment, the exercise will provide auto dealerships with an opportunity to better connect to their existing as well as potential customers. This, according to FADA sources, would involve geo-location targeting, hyperlocal marketing and other sharply defined digital marketing techniques. The initiative would also include the up-skilling of dealership employees. Commercial Vehicle www.commercialvehicle.in // January 2021
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News
Maruti Super Carry turns four M
aruti Suzuki’s first minitruck, the Super Carry, is four years old. It has sold over 70,000 units and found particular success with its CNG variant. Having sold across 235 cities in India through more than 320 Maruti Suzuki commercial vehicle outlets, the Super Carry, available in petrol and CNG versions since the rollout of BSVI emission norms in April 2020 and in-line with the company’s policy to discontinue diesel variants across the board, shipped 1,60,226 units in December 2020, marking a Year-onYear (YoY) growth of 20.2 per cent.
T Posting a significant sales growth of 259.9 per cent on a YoY basis, the minitruck from Maruti Suzuki has succeeded in carving out a 15 per cent market share in FY2019-20 and roughly 20 per cent in FY2020-21.
ZF digital solutions centre
Z
F has recently inaugurated a modern digital solutions centre at Bengaluru in-line with its vision for automotive digital solutions. Marking an important development for the Group in India, in terms of ZF global fleet solutions development programme especially, the centre at Bengaluru is built over an area of 15,000 sq. ft. Highlighting the Group’s digital technology development capabilities, it is manned by around 150 people. Developing innovative applications concerning advanced vehicle automation like advanced driver behaviour management and
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Commercial Vehicle January 2021 // www.commercialvehicle.in
IIT-M inducts e-bus with flash charging
fleet operations support, application for fuel consumption and tyre pressure monitoring, fleet track and trace, data science and cargo safety and security systems, the centre is poised to lead ZF charge in digitisation, AI, big data analytics, and cloud-based solutions through development, testing and their deployment.
he Indian Institute of Technology (IIT) Madras, has inducted an e-bus with flash charging facility. To provide incampus mobility, the e-bus has got IIT-Madras to partner with Hitachi ABB Power Grids and Ashok Leyland. For the smooth and successful operation of the vehicle in-campus, IIT-Madras will provide the infrastructure to erect a flash-charging system. The system will quickly charge the battery as passengers alight the e-bus and exit. Hitachi ABB would provide its innovative flash-charging technology - GrideMotion TM Flash whereas Ashok Leyland will provide an e-bus. The project, run from the point of evaluation of a sustainable transport solution that is suitable to work in India’s rural and urban areas, is looked upon as an unique cooperation between the industry and academia. It is also looked upon as an experiment that would further the adoption of electric vehicle technology in the country.
news
Busworld Southeast Asia rescheduled to August 2021 D
ue to the Covid situation, Busworld and GEM Indonesia have rescheduled the second edition of Busworld Southeast Asia to August 2021. They have done so in consultation with the Indonesia Ministry of Transportation, ASKARINDO, and IPOMI. The new dates of Busworld Southeast Asia 2021 are set for August 25, 2021. The organisers of the fair are evaluating the developments regarding Covid and giving priority to the security of exhibitors and visitors.
Indonesia is expected to start its vaccination campaign in January 2021. The organisers therefore feel that by August end they will be better positioned to conduct the event. In the meantime, Busworld Southeast Asia will continue to host webinars. The webinars will touch various aspects of the bus industry in Indonesia and bring together the stakeholders of the respective industry to stand stronger together.
Olectra Greentech to supply 353 e-buses
The image is for representative purpose only.
O
lectra Greentech and Evey Trans (EVEY) have been declared as L1 bidders for 353 e-buses under the Fame-II scheme of the Government of India from five State Transport Authorities and one State Government Undertaking. Out of the 353 e-buses, EVEY has received a Letter of Award from Pune Mahanagar Parivahan Mahamandal Ltd. for 150 buses, which will be procured by Olectra Greentech and delivered over a period of 12 months. These 12 m air-conditioned e-buses will have a seating capacity of 33 people, a wheelchair and a driver. Featuring electronically controlled air suspension and CCTV cameras, the e-buses will have lithium-ion batteries with a range of more than 200 km on a single charge (subject to traffic conditions). With a value approximately equal to Rs.600 crores, tenders of 300 e-buses are on a
Gross Cost Contract (GCC) or OPEX model basis. Out of the 300 e-buses, EVEY will supply 250 buses and 50 will be supplied by Olectra Greentech. Tenders for the remaining 53 buses are on an outright sale basis where Olectra Greentech alone participated. Commercial Vehicle www.commercialvehicle.in // January 2021
15
Tata Motors and M&M increase CV prices?
M
ahindra & Mahindra (M&M) and Tata Motors has announced an increase in their commercial vehicle prices, effective January 2021, claim sources. They mention that the rise in prices has been attributed to an increase in commodity prices and various other input costs. Stating that the quantum of increase in per centage terms or Rupee terms is yet to be clear, sources inform that the steady rise in material and other input costs has impacted not just the auto industry but other industrial sectors as well. For the auto industry, the impact of regulations has been fairly severe and demanding in terms of ROI, they explained. They also pointed at the anticipation of the auto industry to tackle weak CV sales, higher compliance costs at almost all the levels, and the need to meet future regulations. In the wake of the current and ongoing developments, sources hinted at a likely increase in CV prices later this year. Discounts surrounding CVs, they said, continue and are not capable of painting a rosy picture.
Location tracker in CVs?
T
he state transport department of Maharashtra has come up with a proposal for mandatory installation of Vehicle Location Tracking system (VLTS) in CVs, including cabs, private tourist buses, school buses and heavy goods vehicles in the state. Sources aware of the development state that this will enable the department to track CVs that flout traffic rules. An agency would be appointed soon to provide infrastructure for VLTS, they inform. The infrastructure, consisting of a command and the control centre for the state, will be part of the exercise that includes authorised suppliers of tracking devices. Fitted on every CV, the device will transmit data to the command centre. It will be linked to the registration number of the vehicle.
The image is for representative purpose only.
News
Electric AC buses for Chandigarh?
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Commercial Vehicle January 2021 // www.commercialvehicle.in
The image is for representative purpose only.
T
he Chandigarh administration has decided to hire 40 AC electric buses for a period of 10 years, claim sources. They mention that the same is being done to bring down the vehicular pollution levels in the city. Hired under the Central Government’s sanction for 80 e-buses under FAME II. in the Phase-II, the 40 e-buses, inform sources, are being procured after the approval of the Central Government since it would provide Rs.50-lakh subsidy for each bus. Chandigarh floated a tender in January 2020, which was cancelled because of Covid. A fresh tender for hiring the buses on the kilometre scheme has been floated, and would lead to the start of a scheme to replace the entire fleet of diesel buses in Chandigarh with electric ones. Currently the Chandigarh Transport Undertaking (CTU) has 514 buses, of which 361 buses run on local or suburban routes and 153 buses run on inter-state routes.
news
Mercedes-Benz trucks win 2021 Truck Innovation Award
M
ercedes-Benz Trucks has won the 2021 edition of the Truck Innovation Award for its electromobility solutions involving the eActros batteryelectric heavy-duty truck, which is scheduled to enter series production this year, and the Mercedes-Benz GenH2 Truck, a hydrogen-based fuel-cell electric concept truck, which will start operational customer trials in 2023. The prestigious award was symbolically handed over to Martin Daum, Chairman of the Board of Management, Daimler Truck AG, and Sven Ennerst, Head of Daimler Trucks Product Engineering, at the Daimler Group headquarters in Stuttgart, Germany. Acknowledging the enormous technological changes and the energy transition that is taking place in the automotive sector, the Truck Innovation trophy is given out every year by International Truck of the Year (IToY) jury consisting of 25 commercial vehicle editors and senior
journalists, representing major trucking magazines from Europe and other locations. With a winning score of 128 votes, Mercedes-Benz’s electric trucks fought off the competition from Volvo Trucks’ heavy-duty battery-electric CV concepts and DAF’s second-generation CF Electric. Having an opportunity to know the previous prototype of the eActros as well as the latest closerto-the-series-production-vehicle, the International Truck of the Year jury praised the handling characteristics of the battery-powered vehicle against the background of distribution applications. The International Truck of the Year jury also praised its performance in terms of acceleration and driveability, and in terms of user-friendliness concerning a quick transition from a conventional internal combustion engine vehicle. What tilted the opinion in favour of Mercedes-Benz Trucks was its comprehensive approach to electromobility, based on a clear-cut longterm strategy that encompasses global modular electric powertrain platform and in-house development of main critical components.
Boasting of a wide-range solution portfolio, which spans from the preproduction eActros to the battery powered eActros Long Haul, and to the fuel-cell liquid-hydrogen concept GenH2 Truck for long-haulage applications, the Mercedes-Benz Trucks won the 2021 edition of Truck Innovation Award because if its longterm electromobility strategy. Summing up the jury vote, International Truck of the Year Chairman, Gianenrico Griffini expressed, “Shaping CO2 neutral transport involving swift development of battery-electric and fuel cell trucks needs the support of a long-term electro-mobility strategy, which Mercedes-Benz Trucks is doing.” As per the International Truck of the Year rules, a Truck Innovation Award nominee must be an advanced-technology vehicle with a gross vehicle weight over 3.5-tonnes. It should have an alternative driveline or an alternative fuel system. Else, it must feature specific hightech solutions regarding connectivity (whether semi or fully autonomous driving systems), ‘platooning’ or advanced support services like remote diagnostics. Commercial Vehicle www.commercialvehicle.in // January 2021
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Cover Story
Electric CVs accelerate The Covid-19 pandemic seems to have accelerated the shift to electric CVs. Bhushan Mhapralkar
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Commercial Vehicle January 2021 // www.commercialvehicle.in
I
n November 2020, a little known company called Infraprime Logistics announced that it is rolling out 1000 heavy-duty electric trucks post the successful run of its 55-tonne prototype. It stated that 12 of its e-trucks are already in operation on the Delhi-Jaipur highway with the support of two charging stations. A visit to what looks like a primitive website of the company, and it states that their e-trucks were developed in view of the real-time duty cycle and driving behaviour. If the pictures are any indication, the e-truck by Infraprime Logistics looks like it has a cabin and other aggregates borrowed from a Tata prime mover model. The older LPT range to be precise. Pointing at an attempt to retrofit a conventional truck – a 6x4 tractor-head of Tata make, with an electric powertrain and battery back (utilising the space behind the cab for the placement of an airconditioned battery stack), the e-truck is claimed to offer features like regeneration. The regeneration ability of the electric powertrain technology aboard the truck is said to contribute 25 per cent of the duty cycle energy requirements. The e-truck, as per the company website, offers best-in-class energy consumption of 1.50 kWh per km. This amounts to 40 per cent less than the industry anticipated mileage in such trucks since no other truck is currently in commercial operation, the website states. Emphasising on a rightsized drivetrain and optimum supply chain (that led to 20
Cover Story per cent reduction in Billof-Material), the Infraprime Logistics website mentions that its e-trucks have onefifth less moving parts. In the absence of a conventional powertrain, the company’s e-truck is claimed to profit from a considerable weight reduction. Said to feature an automatic transmission that keeps the motor turning in its sweet spot, the Infraprime Logistics heavy-duty e-truck’s battery stack, mentioned by sources aware of the development, has 4000 cycles of life. The battery pack, they added, is of the Lithium-Ion Phosphate variety. Rather than talk about the origin of the battery pack, the sources stated that the airconditioned compartment based battery pack is placed such that it helps achieve a near ideal weight distribution. The lighter construction of the truck claimed to result in less tear and wear of brakes, its maker, Infraprime Logistics, is keen to convey that they used the right set of simulation tools to reduce the development time. Retro is the word Similar looks to be an endeavour of a Hyderabadbased startup called Etrio Automobiles Pvt. Ltd. when compared to Infraprime Logistics. While Infraprime Logistics took to a heavyduty e-truck, Etrio took to retro-fitment of mini-trucks that find use in typical urban applications like FMCG, white goods, farm produce, e-commerce, etc. The retro-fitment initiative saw the company borrow a Commercial Vehicle www.commercialvehicle.in // January 2021
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cover story
An Infraprime Logistics 55-tonne heavy-duty electric truck proto at one of the two charging stations the company operates on the Delhi-Jaipur highway.
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cabin and chassis of an existing Tata Ace mini-truck. A look at the Etrio e-truck and it is evident. Contributing to the rising e-truck thrust in India, at least at the urban applications levels where attention to bring down pollution is being given much thought by the concerned governments and even the government at the centre, the Etrio e-LCV is about developing an e-truck with less development costs and time too. It is about a retro-fitment formula that entails borrowing existing CV aggregates – some of them at least, to come up with an e-vehicle. Retro-fitment endeavours truly they are. They are not so much about ground-up efforts, and more about bringing something new to the table. They are about
Commercial Vehicle January 2021 // www.commercialvehicle.in
having to carry little baggage. They are about experimenting, about risking more, and about projecting out of the box solutions to today’s challenges. Indicate of a drastic shift in the manufacturing landscape, startups like Infraprime Logistics and Etrio Automobiles may succeed or not succeed, they will leave their mark for sure. They will be looked upon as companies that accelerated electric CVs in India. The earlier adoption of e-CVs, including e-trucks, is looking increasingly inevitable. Especially with regulations flying thick and fast, and efforts being made to lower the freight rates come what may. Rising fossil fuel costs, consumables, compliance costs and various other challenges making it
difficult for BSVI CVs to gallop. CV sales for the year 2020 have not been kind to BSVI CVs and all the new technology that has gone in them. It is evident that transporters in the current economic environment and with unprecedented challenges like Covid are finding it tough to go about their business. There’s simply not much demand to fuel their ambitions. Amid all this, retro-fitment initiatives for e-trucks could present a new horizon of hope. A hope that accompanies lower TCO, but poses new questions about the cost to the environment. The cost to the environment is clearly about the source of electricity, vehicle components and aggregates, use-ability and end of life journey. Over and above the cost
cover story of e-CVs to the environment, hope is had from the fact that they could help achieve a much lower TCO. It could also help tide better over regulations, higher compliance costs and unprecedented challenges. Consider the rising e-commerce demand for example. Next could be the demand for trucks for vaccine logistics. Much dynamism at play, and understandingly so. IDTechEx, in its latest forecast report on ‘Electric Light Commercial Vehicles 2020’ has outlined the uptake of e-CVs – e-LCVs, across China, Europe and various other parts of the world. Projecting global sales of e-LCVs to exceed 2.4 million units annually by 2030. A big factor as per the report is the increased price sensitivity due to the fall in demand in areas of logistics other than e-commerce. Another key factor, as per the report, is the falling price of
The Etrio electric LCV from a Hyderabad-based startup takes the retro-fitment route.
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Commercial Vehicle January 2021 // www.commercialvehicle.in
batteries. Given the typical running cycle of an LCV, which is rather continuous than those of cars, an e-LCV may be better off. It would be at a definitive advantage because of its ability to provide a much lower TCO. With issues like range anxiety being dealt with through smarter use of technology and materials, e-LCVs, the report states, are gaining good momentum among urban fleets. They are fueling the efforts of such fleets to devise charging strategies around a hub and throughout their operation radius. Market insights and data driven Marking a culmination of over two-year journey – from prototype to commercialisation, the retro-fitment efforts of Etrio Automobiles seem to be well-received at the moment. According to the company’s co-
founder and CEO, Deepak MV, the e-LCV of the company has found a place with e-commerce and express delivery enterprises. Priced at Rs.7.75 lakh (on-road Delhi) and backed by a fiveyear battery warranty (of up to 1.3 lakh kms), the Etrio e-LCV is certified by ARAI. Offered with a one year warranty on auxiliary components, and a five-year powertrain warranty (of up to 1.5 lakh kms), the e-vehicle is claimed to have a payload-carrying capacity of up to 750 kg. It is promising 60 per cent operational cost saving. Said to have a place at Amazon, Delhivery, Ikea, Flipkart, Gati, Mahindra Logistics and BigBasket among others, the Etrio e-LCV, according to Deepak MV, has covered in excess of 40,000 km by carrying out more than 10,000 delivery assignments. It has gained from activities like driver training, effective use of
cover story telematics for staying connected and a data-driven approach (which encompasses charging infrastructure as well), he added. Tested for over 1.5 lakh kms, the Etrio is claimed to cost Rupees-four per km. This effectively translates into a saving of Rs.2000 per month. In comparison to a used Tata Ace, which does about 80 km a day, the Etrio, according to Deepak, offers a similar or lower TCO. For a daily run of 100 km, the TCO of Etrio e-LCV is the same as that of a new Ace. Boasting of an intelligent architecture, the e-vehicle offers a certified range of 120 Km (chargeable with a 16-ampere home socket). It comes with a 180 cu. ft closed, high deck load body and is powered by a 20 kWh lithium-ion battery (with cooling). Propelled by a 15 kW motor that does 120 Nm of maximum torque, the e-LCV sports a compact e-axle and regenerative braking. It is fitted with an auto transmission and disc brakes at front and the rear. Fitted with waterproof electric connectors and a smart Battery Management System (BMS), the Etrio e-LCV is IP67 standard compliant. It is equipped with multiple failure protection control, a smart thermal management system and an advanced software. There is isolation protection, low flammability LFP cells, auto-charging cutoff, GPS, geofencing, remote immobilisation, predictive maintenance, drive diagnostics, and cell health and performance diagnostics as well. A new ecosystem Using data to ensure remote health monitoring through relay of motor health, the health
and state of electronics, and performance and efficiency, the Etrio e-LCV and Infraprime heavyduty e-truck are said to be supported by smart apps. The two-point at an ecosystem that is data-driven and quite intensive too. Made somewhat easier perhaps because of their retro-fitment nature, the two electric-CVs are forebearers of a significant shift taking place in the Indian CV landscape. Underlining the development that e-CVs are accelerating, the two are announcing that electrification is no longer limited to buses. The effect of e-trucks is certain to show up in intra-city as well as inter-city logistics, sooner than later. Backed by Government policies to encourage localisation, electric technology is filtering into automobiles at almost all the levels. Neither are CVs immune, nor are even the farm tractors and offhighway equipment like backhoe loaders and excavators. Clearly, e-CVs are coming of age in India. e-CVs are set to bridge the gap between optimisation of existing technologies and the advent of new technologies as far as emissions, and specifically the
reduction of CO2 is concerned. With the need for lower TCO against the backdrop of government efforts to bring down freight rates as well as adhere to the Paris accord, e-CVs, e-trucks especially, are set to grow. They are also to lead a localisation strategy where most parts are locally sourced and locally made. As of current, some very critical parts are sourced from China and Taiwan. There is a cost implication to it. The new geo-political developments are however pointing at a shift; at the emergence of a new ecosystem that is increasing local and self-reliant. With many legacy CV manufacturers watching the efforts of companies like Infraprime e-truck and startups like Etrio e-LCV with interest, a stage is being set for an all-new CV ecosystem where a long-term technology agnostic roadmap paves the way. Where CVs with a capability to beat the railways at their own game, and offer transporters a new zest for
With organised players with a long legacy watching developments like Infraprime e-HGVs an Etrio e-LCVs, an all-new ecosystem is set to grow, consisting of trucks that are highly capable of complementing the efforts to considerably lower the freight rates.
Commercial Vehicle www.commercialvehicle.in // January 2021
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cover story
OEM electric At the OEM level, Tata Motors showcased the Tata Ultra T.7 electric LCV sometime back. It represents a new age modular platform from the CV major. Powered by a 24-volt electrical system and an electric motor with an output of 220 kW, the e-truck is said to have a battery of 62.5 kWh. Known to feature s-cam pneumatic brakes and have a grade-ability of 26 per cent, the e-truck is known to have been structured on a robust ladder frame with the battery pack located under the cargo tray at the rear in a ‘mid-ship’ arrangement. While exact details of the e-truck are yet to be had, it is claimed to use an off-board DC charger and have a range of over 100 km on a single charge. Aimed at urban delivery cycles, the light-electric truck is said to feature auto transmission and have a maximum speed of 80 kmph. Announcing the launch of electric Dost and Boss in 2015, Ashok Leyland is claimed to be working on an electric version of its Bada Dost LCV. Marking the most ambitious project yet for the Hinduja Group flagship, the e-Bada Dost will feature the most up-to-date electric vehicle technology when unveiled. Featuring a modern electric powertrain onboard, the e-truck, according to sources, will be aimed at urban delivery applications with a good range to boot. VE Commercial Vehicles Ltd., is also claimed to be working on light electric trucks for urban delivery applications based
business, emerge. The new age value trucks have shown how technology could help tackle disruption, and the next breed of CVs is set to elevate the game to a new level. It is set to help evolve a supply chain and
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Commercial Vehicle January 2021 // www.commercialvehicle.in
on its new Pro 2000 series platform. Sources inform that the company is seeking the cooperation of its joint venture partner Volvo. In his speech at the FICCI annual general meeting, Union Yransport Minister Nitin Gadkari hinted at Daimler India launching an electric truck in India. It was at the launch of the BSVI range in Mumbai in early 2020 that Satyakam Arya, Managing Director & CEO, Daimler India Commercial Vehicles, revealed that his company will announce an alternative fuel vehicle roadmap at the end of the respective year. The first BharatBenz e-truck is expected to be a light-duty vehicle of GVW in the range of five- to nine-tonnes and aimed at urban applications. The vehicle is also expected to borrow technology from Daimler Group’s e-truck initiatives like Fuso eCanter. The eCanter is the first serial production e-truck from Daimler and has a drive range of 100 km. It is capable of a payload of up to 3,200 kg. The first BharatBenz e-truck, at the other end, claim sources, will be unveiled at the ‘Future Mobility’ event later this year, heralding Daimler Group comprehensive and a well-cared out long-term policy regarding alternate fuel CVs, including hydrogen-powered heavy-duty trucks. As work on the e-truck progresses, Daimler India Commercial Vehicles is set to transform itself from a BSVI CV Asia hub of Daimler Group to the Asian e-CV hub as well.
logistics sector that is highly automated and among the most competitive. As attention shifts from B2B to B2C, a new-age of alternate fuel CVs is set. It could be hybrid CVs, electric CVs or hydrogen CVs.
So far, the e-CVs seem to lead the way. Efforts like solar harvesting could add to their competitiveness.
........................................... Inputs: Ashish Bhatia
Special report
The age of value trucks The age of value trucks is here.
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trucks since 2004) and ABS (made mandatory since 2015) over time. Turning itself into a value-oriented proposition on the basis of technology and safety, the M&HCV segment has attained new heights with the advent of BSVI emission standards especially. From being dominated by two big players (Tata Motors and Ashok Leyland) for decades, and whose market share ratio was roughly to the ratio of either 70:30 or either 68: 32, the M&HCV segment has changed to include more players. This, despite joint ventures (and collaborative efforts) like HindustanIsuzu and Simpson-Ford not withstanding. Driven by regulatory changes by the Ministry of Road Transport & Highways (MoRTH) through
the Central Motor Vehicle rules 1989 and the Motor Vehicle Act 1988, the M&HCV segment changed quite a bit. It did so in the area of safety and emissions to be more precise. New Entrants The BSIII emission norms announced in 2010 had a considerable effect on the M&HCV segment. It was also the starting point of the segment’s evolution. Several regulations followed. The major among them being the BSIV emission standards of April 2017, the new axle norms of 2018 and the BSVI emission standards of April 2020. Metamorphosing the nature of M&HCV segment, these regulations paved the way for new players to enter.
The image is for representative purpose only.
Currently a slow evolution, which could accelerate towards safer, ergonomic and fuelefficient trucking in India.
rom the time Chevrolet and Dodge brand of trucks and buses were manufactured under license by manufacturers like Hindustan Motors and Premier Automobiles to the time Volvo and Scania took to making premium trucks, the Indian CV industry has come a long way. It has in the process highlighted the journey of M&HCV segment post rationalisation of the truck axle load norms among others. Well-aligned to the international trucking norms (now starting at 18.5-tonnes GVW), the M&HCV segment has seen significant transformation with the introduction of features like power steering (made mandatory in heavy-duty
Shyam Maller
Commercial Vehicle www.commercialvehicle.in // January 2021
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Special report Among the first to enter was Eicher Motors Ltd. in 2003 with the 4x2 16.2-tonne GVW (Jumbo) truck, the 6x2 25-tonne GVW (Galaxy) truck, the 8x2 31-tonne GVW truck and the 4x2 40-tonne (Mega) prime mover. Forging a joint venture with MAN Trucks of Germany, Force Motors entered the segment in 2005 with the MAN CLA range of trucks (of 25-tonne to 49-tonne GVW). These trucks soon acquired the reputation of being sturdy workhorses in the multi-axle tipper (8x4 and 6X4) segments, in the prime mover (in the 40 and 49-tonne GVW) range, and
in the 4x2 and 6x4 tractor range. They sported a powerful 6.9-litre power plant that developed between 220 hp and 280 hp with classleading torque values at 800 Nm and 1100 Nm. At the fag end of 2010, Mahindra Navistar Automotives Ltd. entered the M&HCV segment. In 2012, Daimler began serial production of M&HCVs at Chennai. If the Mahindra Navistar trucks sported a world-class cabin that was claimed to be the most spacious, Daimler announced that it would sell trucks with factory-built cabin only. Both the brands
Basic (mass market) trucks For decades the CV industry has been rooted in the traditional basic economy models – absolutely low-end products but apparently suited for the Indian road and load conditions. Suffice to say that trucks got the goods moved from point-A to point-B, period. Almost the entire range of M&HCV trucks sold were of cowl and chassis configuration (spawning an extensive growth of local bodybuilders across the country). Cab and chassis models were fewer in number and sparsely sold in the tractortrailer segment and sometimes in the topper segment. Value (next generation) trucks With regulatory changes (over the years in the area of emissions and safety) and the entry of new players like Volvo Eicher, MAN, BharatBenz and Mahindra Navistar, it was expected that OEMs would differentiate their trucks and treat their customers (fleet operators) to ones that deliver higher productivity, efficiency, safety, and most importantly improved TCO. These modern trucks, called ‘value trucks’ (or mid-premium trucks) would typically sport bigger engines (with a displacement capacity of between six-litres and eight-litres) with power ratings in excess of 200 hp. Their presence along with other aggregates would imply better power to weight ratio without sacrificing fuel efficiency that customers are so infatuated with. The value trucks would in addition offer superior ergonomics, safety, and features like telematics as an integral part. They would also offer better build quality, better reliability and durability to realise higher
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installed powerful engines in their vehicles. It lead to the underlining of a key defining factor in trucks, transforming their image to ‘value’ trucks. Also, demonstrating that higher engine capacity and power means superior power to weight ratio and superior fuel efficiency. Quite opposite of the notion till then, that higher displacement and power would translate lower fuel efficiency and higher running costs. Change was here to stay it was evident. Technology assumed charge as the industry leapfrogged from BSIV emission norms (effective April 2017) to
up-time and higher revenue earning per km. Leading the value trucks charge are BharatBenz M&HCVs, Tata Prima and Signa range, Eicher Pro 8000 and Pro 6000 range, Mahindra Blazo and Ashok Leyland AVTR modular range. Premium trucks In this rarefied atmosphere, premium trucks are synonymous with European truck makers like Volvo and Scania. They are about fulfilling a niche and addressing customer segments like deep mining (transportation of overburden) as well as ODC (Over Dimensional Cargo) tractors with very high horsepower output of typically 380 hp and above. The USP of premium trucks has been their phenomenal reliability and durability; their ability to operate nearly 22 hours a day and 365 days a year. This is something that is out of the purview of an Indian truck.
special report
Value trucks would pack several benefits in terms of a comfortable working space for the driver and a higher productivity and profitability tool for the transporter.
BSVI emission norms (in April 2020). OEMs rose up to the challenge. The term ‘value trucks’ took on a new meaning. It added a new dimension to the M&HCV segment, giving it an edge never seen before. Including trucks that were contemporary in more ways than one, the M&HCV segment hinted at not just
new-age machines, but also at modern plants in which they were manufactured. Projecting themselves as workhorses meant to deliver superior TCO, the M&HCV value trucks over time have come to reflect greater use of electronics, plastics and new metallurgical structures. Not only are they modern in their appearance, they are also replete with modern features (ably backed by technology of course) like telematics, cruise control, real-time fuel coaching, diagnostics, etc. Powerful, reliable, efficient, comfortable and safe, they are more attuned to the regulatory needs as well as dynamic needs of the market.
Better yet, they have been successful in closing the gap between basic trucks and premium trucks. The improvement in aggregates as well as the choice to select them as per the intended application has come to include stronger chassis (of Domex steel), lubricated for life propeller shafts, unitised wheel bearings, and various other design elements that extend the service interval; elevate reliability and reduce warranty claims (in part, extend warranty coverage of up to six-years or 600,000 km for driveline, for example). Value trucks have got OEMs to bet big on telematics as a pro-active way to
The winds of change Riding the winds of change as a key element of the road transport sector, which contributes to 4.5 per cent of India’s GDP and carries 87 per cent of passenger and 60 per cent of freight traffic, value trucks have been driving a big change. In context to the infrastructure change, which began with the Golden Quadrilateral, value trucks have been marking a logical extension of the Indian trucking industry. With the Bharatmala Project (expected to be completed by 2024) flagged off, the winds of change have also encompassed an increase in the speed of travel of trucks. As trucks average higher speeds, they bring to the fore factors like comfort, convenience and safety. With infrastructural developments like Sagarmala, Dedicated Freight Corridors (DFC) and logistics parks across the country, it is the value trucks that are providing a competitive edge to the transporters. It is they that are helping to support reduced TAT. It is they that are providing transporters with the advantage of higher utilisation. Especially in the case of new business areas like e-commerce, express and third-party logistics. Supporting the intent of next-generation transporters to use technology to their advantage; to explore new digital avenues to achieve gains in productivity, to experience the ease of doing business and achieve higher profitability, it is the value trucks that are turning the prospect of clocking 20,000 plus km per month into reality. On the basis of their ability to perform, be
it fuel efficiency and reliability or more, it is the value trucks that are offering a distinct safety edge as well as an ergonomic edge. It is they that are facilitating the prospect of driving faster and longer. Considering the need for a supporting ecosystem that would ensure the desired deliverance, it is the value trucks that are delivering higher productivity taking advantage of infrastructural changes like toll tax automation, e-way bills and warehouse automation. Taking into account, India’s logistics cost as a per centage of GDP – it is 14 per cent as compared to countries like US and Germany at 9.5 per cent and eight-per cent respectively, it is the value trucks that are promising its operators an opportunity to gain most from initiatives like the national logistics policy, which is aimed at promoting swift and seamless movement of goods through digital and multimodal arrangement. Poised to play a key role in the improvement of logistical performance index and the cutting down of logistics cost to 10 per cent of GDP by 2022, value trucks have come to signal the participation of more players in the M&HCV segment such that a competitive sphere with innovation and features are being dialed. The result of such a development is expected to further lower the TCO. Coming to offer longer service intervals, it is the value trucks that are getting the driver and transporter to experience superior refinement and
Commercial Vehicle www.commercialvehicle.in // January 2021
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Special report comfort, in-line with the prospect of trucks clocking more revenue-earning kilometres and being more productive. The BSVI value trucks, the most evolved of the lot perhaps, it is they that are adding a new dimension to the word after-sales support. It is they that are turning the prospect of after-sales support into a key differentiation in terms of TCO, up-time and reliability; in terms of trust and brand loyalty too. Key to the success of value trucks, the transition to BSVI has at its core, milestones like re-training and re-skilling of technical staff at dealerships (on the mechatronics front especially, as these trucks now incorporate many sensors, ECUs and other electronic parts) and driver training (to be familiar with new control systems and gadgets onboard like real-time fuel coaching, reading error codes, diagnostics info, fuel efficiency modes, etc.). These two parameters, which encompass the driver (who until now was not even involved in the buying decision of the transporter) and the service centre, are set to have a far-reaching effect on the trucking industry. They have come to highlight the role of technology like no other.
Technology (not just mechanical but electronics as well as chemical engineering) it is clear is at the core of value trucks. It is definitely at the core of BSVI value trucks. Right from the materials and aggregates, the production ecosystem to the spare parts and service system, it is the technology that is leading the charge as far as value trucks are concerned. It is the technology that is set to support the many endeavours of value trucks throughout their lifecycle. With BSVI emission norms ushering in a drastic change, it is the technology that has taken the front seat in the value trucks. The BSVI value trucks have in fact come to rub shoulders with the trucks in Europe. Well, almost. On the emissions side to be more specific- a complex Exhaust After-Treatment System (EATS) that is standard on every heavy-duty truck with DPF (Diesel Particulate Filter), DOC (Diesel Oxidation Catalyst), SCR (Selective Catalyst Reduction) plus ASC (Ammonia Slip Catalyst) that together reduce NOx by 88 per cent, PM by 50 per cent and HC by 86 per cent (the tailpipe emissions) as compared to BSIV trucks have come to define value trucks rather profoundly.
Powertrain evolution of M&HCV’s Engine capacity – Horsepower – Torque Emission
OEM
Engine (litres)
Horsepower Nm
Torque
Tata 6BT Cummins
5.9
180/266
680 /970
Tata 697 TC
5.7
160
630
Ashok Leyland H Series
5.6
180
660
Eicher (VECV)
5.1 /7.7 (4/6 Cyl)
180/210/ 220
750/825/ 850
BharatBenz
6.4
225
810
Tata 6BT/ISBe Cummins
5.9/6.7
180/230
700/810/ 870
Eicher (VECV) VEDX5/8
5.1/7.7 4/6 Cyl)
210/240/ 260
950
Ashok Leyland H Series
5.7
158-224
550-820
BharatBenz
6.4
232
850
Tata Cummins ISBe
6.7
250-300
950-1100
Tata Cummins ISBe
5.6
186-220
850
Tata Turbotron
5(4 Cyl)
176-205
700-850
Ashok Leyland H Series
5.7
200-250
700
Ashok Leyland A Series
5.3(4 Cyl)
250
900
Eicher (VECV) VEDX 5
7.7
260-350
1000-1350
Eicher (VECV) VEDX 5
5.1(4 Cyl)
210-240
825-900
BSIII
BSIV
BSVI
Exhibit B
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Commercial Vehicle January 2021 // www.commercialvehicle.in
special report Customer segmentation The transition of CVs to BSVI may have been unkind to transporters in the wake of the prevailing market situation, at least in the short term. But for value trucks, it is an opportunity to get better; to drive closer to the efficient and technologically efficient trucks of Europe. Value trucks, since their advent a few years ago, have been fairly successful in getting some of the most price sensitive buyers to look beyond cowls and provide their drivers with basic creature comforts at the least. In segments like multi-axle tippers and long-haul tractors, value trucks have seen widespread and successful deployment and the customers haveX,benefited from the advantages of a ]["'I'0 'CC./01(0#/ 0"'/ factory-built safety cabin from a view point of safety, comfort and productivity. Value trucks with factory-built cabins, is thus, on the rise. These also promise their buyers the
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ability to get down to business from day-one and to operate for longer duration (18 to 20 hours a day). While the BSVI truck prices are 10-15 per cent more than a BSIV truck, it is the improved fuel efficiency, reliability (more on-road time), durability and better TAT that drives more revenue-earning kilometres contributing to improved TCO and hence profitability. Value trucks, and it is no surprise, is rapidly gaining acceptance in growing segments like progressive logistics companies and e-commerce startups. Below (Exhibit C) is an overview of how customers are seeing value trucks as a key ingredient of their productivity. The way forward would be to offer such trucks on TCO terms, a sales methodology that is prevalent in the premium truck segment. It is a technique that premium CV players like Volvo and Scania has honed to their and their customers advantage.
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9'=N.<.7@ '.@:2 :='*%* >=' (=$'*%* .7 %"(: 2"'@%2 *%@1%72 B5:.S.2 ?
Exhibit C
&:% 2"S#% S%#=T FFB5:.S.2 Q <%1=7*2'"2%* U =N%' 2:% R%"'* U 2:% "<=O2.=7 => that 1=<%'7 the 2'$()* .* =7 2:% '.*%V &:% O"(% (=$#< :"N% S%%7 >"*2%'U S$2 >=' 2:% >"(2 2:"2 2:% &'$() -=<R ?=<% / related to it, enhance profitability; toU :=T stay .1O#%1%72"2.=7 :"* S%%7 :"7@.7@ >.'% >=' =N%' " <%("<% 7=T "7< 2:%'%>='% 2:% O'%>%'%7(% => #=7@ :"$# 0D! ($*2=1%'* 2= *2.## O$'(:"*% (=T#* "7< S$.#< (=1O=*.2%Z1%2"#FT==< 2'$() ("
connected. The â&#x20AC;&#x2DC;connectedâ&#x20AC;&#x2122; truck functionalities encompass fuel management, trip management, remote diagnostics and predictive maintenance. It is because of telematics and developments
CV manufacturers have succeeded in setting up uptime centres (much like a control tower in an airport) capable of elevating the driver and operator support system to a new level.
Capable of connecting the driver with the dealer with the up-time centre for guidance troubleshooting, technical knowledge, asset utilisation, reduction in operating expenses and
Commercial Vehicle www.commercialvehicle.in // January 2021
29
Special report SHARE OF VALUE TRUCKS OVER THE YEARS : MARKET SHARE (M&HCV’s) YEAR
Tata Motors
Ashok Leyland
BharatBenz
Eicher
Volvo
Mahindra
MAN
AMW
Scania
MercedesBenz
Per centage share of others
2012-13
59.9
26.9
1.2
4.5
0.4
1.8
1.2
3.9
0.1
0.1
13.2
2013-14
59.9
25
3.4
4
0.6
1.8
1.4
3.6
0.2
0.1
15.1
2014-15
56.9
28.3
5.4
3.6
0.6
2.1
1
1.8
0.3
0.1
14.9
2015-16
54.9
31.5
5.2
4
0.5
2.5
0.9
0.4
0.1
0
13.6
2016-17
51.7
33.8
4.7
4.9
0.5
3
1.1
0.1
0.2
0
14.5
2017-18
50.3
33.8
6.4
4.6
0.4
3.5
0.8
0.1
0.1
0
15.9
2018-19
51.2
33.3
6.6
4.5
0.4
3.7
0.3
0
0.1
0
15.6
2019-20
53.3
30.2
6.7
5.1
0.8
3.6
0
0
0.2
0
16.4
Note: The last column shows the cumulative share of the M&HCV players other than Tata Motors and Ashok Leyland and can be taken as a quasi indicator of Value trucks market share(approximated on the lower side). Assumption: Predominant sales of Tata Motors and Ashok Leyland in the long-haul segment being cowls, a large per centage of sales is taken as basic trucks. Also, the share of fully-built and more modern offerings of Tata Motors, for example, the Prima and Signa range, in terms of break up, is not available as far as prime movers and tippers are concerned. They are considered as value trucks hence. The same has been the case with Ashok Leyland fully-built Captain truck range too. The table highlights a gradual rise in the share of value trucks over the years. In BSVI, it is expected that the share of modern, higher powered trucks with a superior power to weight ratio and advanced features will accelerate.
Modern truck offerings in BSVI undermined. This is effectively reflected by Exhibit-D. The Talk about creature comforts and ergonomics of value Exhibit-D also reflects the predicament of the CV industry trucks in the BSVI avatar especially, and at the forefront are in terms of their interpretation of customer mindset and completely digital instrument clusters. These provide a big behaviour, which translates into truck purchases. As the shift from the analogue instrument clusters that were often quadrant of ‘value innovation’, value trucks have come of overlooked by the operators. The modern digital instrument age. Not only that, they are eagerly driving past the concept clusters – a reflection of their change, are also about of being sticker price-driven. relaying comprehensive Acknowledging this, OEMs are information. It is they smartly positioning their cowls that have paved the way as the most basic offerings. to turn a truck into a Just above the basic driver-centric machine, segment, we have Tata Signa, sensitive to his needs Ashok Leyland G45/M Cabin as a human and have variants on AVTR platform, therefore incorporated Eicher Pro 6000 reflecting features like walk through it the most. The ones like the cabin, improved NVH, Eicher Pro 8000, Tata Prima, suspended driver’s seat, BharatBenz and Ashok four-point suspended Leyland NGC cabin-based cabin, AC, heating, etc. AVTR platform are reflecting Despite the fact how value trucks are capable that many CV makers of packing the right set of continue to offer BSVI bells and whistles that would cowls except BharatBenz appeal to the customer and Mahindra, the shift segments demanding of brought about by value superior productivity and Exhibit D trucks is not to be
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Commercial Vehicle January 2021 // www.commercialvehicle.in
special report applications – customers that are VLP oriented. The coming of age of value trucks is in a big part to do with their features. These could be roughly divided into safety features, information features, driver convenience and comfort features, choice of aggregates, data acquisition and productivity enhancement features, etc. The advanced safety features gamut includes Advanced Emergency Braking System (AEBS), Electronic Stability Program (ESP), Lane Departure Warning to further elevate driver behaviour through virtual as well as real-time coaching, value trucks have come to promise lower TCO and higher profitability like no other. It is not surprising therefore that almost all the CV manufacturers have made telematics a standard fitment on their BSVI trucks. The positioning and differentiation strategy of OEMs pertaining to their value truck offerings as fuel-efficient, safe,
System (LDWS), and hill start device. The advanced driver information systems feature digital driver assist for guidance and navigation, diagnostics and driver prompt features, fuel coaching, etc. The driver-oriented convenience, comfort and information systems include not just a completely digital instrument cluster with comprehensive information, but also systems like a reverse parking assist, electronic fuel theft indicator, dash-mounted gear lever, etc.
comfortable, convenient, reliable and durable machines has been well received. The proposition of better TCO compared to their rivals has been the talking point of it all. With ‘customer and his business success’ at the centre of new developments concerning value trucks, a new age beckons. It is about an opportune moment for OEMs to reboot their strategies, re-imagine the future of Indian trucking
and chart a new innovation call. A call that is about an ability to introspect, practice ingenuity and involve all the stakeholders. ......................................................... The author was former executive vice president – sales, marketing and aftermarket at VE Commercial Vehicles Ltd. The views expressed by the author are his personal opinion and do not necessarily reflect the views of the CV magazine.
M&HCV LANDSCAPE PREMIUM
MID PREMIUM
VALUE
BASIC
1-2%
1-2%
VOLVO, SCANIA
18%
TATA PRIMA VECV PRO 8000 BHARATBENZ Ashok LEYLAND CAPTAIN MAHINDRA BLAZO
VOLVO, SCANIA
TATA PRIMA VECV PRO 8000 BHARATBENZ
12-14%
TATA PRIMA VECV PRO 8000 BHARATBENZ ASHOK LEYLAND AVTR NGC
16-20%
TATA SIGNA VECV PRO 6000 BHARATBENZ ASHOK LEYLAND AVTR G91 MAHINDRA BLAZO
80% TATA LPT/LPK ASHOK LEYLAND UTRUCK G45 VECV PRO 5000
65-70% TATA LPT/LPK ASHOK LEYLAND UTRUCK G45 VECV PRO 5000 COWL OFFERINGS
ESTIMATED INDUSTRY STACK UP UNTIL BSIV
ESTIMATED SCENARIO 2020-2025 Commercial Vehicle www.commercialvehicle.in // January 2021
31
In focus
Electric three-wheelers gain momentum Electric three-wheelers gather momentum, courtesy the involvement of bigger players. Team CV
T
he electric mobility division of Mahindra and Mahindra recently announced the launch of a new electric threewheeler cargo model, Treo Zor. It is powered by an eightkW lithium-ion battery with a life that exceeds 1.50 lakh km. With a payload of 550 kg, the e-three wheeler features an advanced IP67-rated motor that gives a driving range of 125 km. With a wheelbase of 2216 mm, the Treo has a clutch-less automatic
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Commercial Vehicle January 2021 // www.commercialvehicle.in
transmission. Priced at Rs.2.73 lakh (ex-showroom Delhi, net of FAME two and state subsidies), the electric cargo three-wheeler offers savings of more than Rs.60,000 per year as compared to an equivalent diesel cargo vehicle. This amounts to a fuel cost saving of roughly Rs. 2.10 per km. Aimed at first and last-mile deliveries, the Treo Zor is backed by an investment of Rs.1000 crores in technologies and infrastructure.
To add to over 5000 Treos (passenger carriers) already running on the roads, the cargo e-three wheeler, with over 50 patents in the electric vehicle space, is expected to enhance the efficiency of e-commerce players; of individual fleet buyers and others. Packed with cloud-based connectivity features, the Treo Zor joins an increasing market space of e-three wheelers that include new and existing players, some of them closing on the
in focus
Uday Narang, Chairman of Anglian Omega Group with Rage+ model.
Gayam Motor Works e-rickshaws deployed by BigBasket.
Commercial Vehicle www.commercialvehicle.in // January 2021
33
In focus
Jeff Bezos, CEO and Founder, Amazon.com, Inc. with a fleet of electric rickshaws used by Amazon India.
fine line that separates the unorganised players. Faster adoption With the adoption of the electric vehicle set to happen faster than anticipated in the wake of regulations and as US president-elect speaks about his country rejoining the Paris climate change accord, e-cargo three-wheelers are set to add a new chapter to the efficiency graph of many logistics players, especially in the area of e-commerce and express deliveries in urban and semi-urban regions. Promising lower running as well as maintenance costs, these vehicles are also addressing the local needs of local clients. Taking into consideration the aspirations and needs of such vehicle users, many of them global in nature, the e-cargo three-wheelers are
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Commercial Vehicle January 2021 // www.commercialvehicle.in
Lithium-ion battery developed by Varta AG.
also coming to address the per capita income difference between this market and the other, more advanced markets. With a high potential for growth through a cautious local approach, e-cargo three-wheelers could do with the use of range-extending
technologies like battery swapping in the wake of their working cycles that could extend up to 20 hours. Consider the Omega Seiki e-cargo three-wheelers for example. They offer a range of over 100 km much like the Treo Zor e-cargo three-
in focus wheeler. Built ergonomically with the use of simulation software in keeping up with Indian driving conditions, the Omega Seiki e-cargo threewheelers are yet another example of a local approach in terms of achieving 100 per cent localisation and local manufacture. With the entire driving and vehicle handling experience felt using immersion reality tools, the Omega Seiki e-cargo three-wheelers are also an example of how new emerging technologies are being put to smart use. Without losing sight of affordability, the vehicles use telematics to gather data that could be analysed to ensure higher efficiency and profitability at the end of the day. Like the Treo Zor and the Omega Seiki e-cargo three-wheelers, there is a similar breed of vehicles
from Kinetic, Lohia Auto and many others. Aspirations and needs Common among them all is the ability to meet the needs and aspirations of the local buyers. Most employ telematics and cloud-based connectivity to remotely monitor their behaviour, vehicle range, speed, location and more. Most are drivercentric and replete with â&#x20AC;&#x2DC;smartâ&#x20AC;&#x2122; features onboard like different driving modes, secure and lockable storage spaces for documents, and customisable cargo trays among others. Arriving at a time when aspirations and needs are influenced by factors like a sluggish economy, higher inflation, stagnant freight rates and subdued projections, electric cargo three-wheelers have
work cut for them. Backed by a standard warranty of three years and up to 80,000 km, the ones coming from the organised sector players are supported by a strong arm of technology. In terms of costs, the competitiveness is growing vis-a-vis conventional IC engine three-wheelers but at an albeit slower pace. The factors dictating the changing competitive index of conventional cargo three-wheelers and electric cargo three-wheelers are linked to the TCO. They involve higher operating costs of an IC engine threewheeler largely influenced by rising consumable costs and initial acquisition cost. At the other end, the electric three-wheelers are coming to gain from falling battery prices and rising localisation. These are also the two prime
Gayam Motor Works e-rickshaws deployed by Amazon India. Commercial Vehicle www.commercialvehicle.in // January 2021
35
In focus
Gayam Motor Works e-rickshaws deployed by IKEA.
reasons perhaps that has e-commerce companies and express delivery logistics players interested in e-cargo three-wheelers. The relative commercial value of the electric vehicles in the shared space and last-mile space fast getting on par or exceeding that of conventional cargo three-wheelers, traction is only poised to rise. Proliferation through a local approach For its Treo Zor e-cargo threewheeler, M&M is known to be talking to large players like Flipkart, Amazon, Reliance Retail and others. It is the same story with other e-cargo three-wheeler manufacturers as well. An early involvement of customers like Flipkart, Amazon and Reliance Retail means that the design and development of e-cargo three
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Commercial Vehicle January 2021 // www.commercialvehicle.in
Aluminium fuel cell battery developed by Log9 Materials.
wheelers from the organised players is on par or close to meeting the aspirations as well as the needs of the local customer. Scoring well on the customer value proportion front thus, electric cargo three-wheelers are expected to grow to 1.45 lakh units by 2030. Electric vehicles, at the other end, are expected to grow by 34 times the number today, contributing about 64 per cent of sales by 2030. With some regions in India showing higher interest for electric cargo three-wheelers over others, there is a clear
emphasis on localisation that is emerging. It is partly supported by Government regulations and partly by the market aspirations and needs. In terms of localisation, M&M has invested in a MESMA 48 platform at its Bangalore facility. For its e-cargo three-wheelers, Omega Seiki has claimed 99 per cent localisation, including the local manufacture of batteries. The Kinetic Safar Jumbo e-cargo three wheeler, which is priced at Rs.2.5 lakh, is also said to be completely localised. With a running cost as low as 50 paise per km, it has 100 per cent indigenous parts. For the Treo Zor, M&M has developed its own eight-kilowatt motor; its own battery management and the battery pack. Some critical parts such as motor controllers, the battery pack, and associated electronics are
in focus
Flipkartâ&#x20AC;&#x2122;s electric three-wheelers for last-mile delivery.
made by M&M itself, in fact. While the lithium-ion battery packs of most e-cargo three-wheelers are assembled locally, the key parts like cells are sourced from China and Korea. That could however soon be a thing of the past. India Energy Storage Alliance (IESA) and the Centre for Materials for Electronics Technology (C-MET) recently conducted a twoday workshop on the pouch cell fabrication and battery testing. Ten participants from companies working on battery manufacturing, automotive component manufacturing, and ESS (energy storage system) technology, participated with a view to tap the latest technology trends and understand the fundamentals of cell manufacturing. While such efforts gain momentum and could accelerate the complete localisation of lithium-ion battery packs, recent announcements to manufacture the pouch cells locally include Exide
Industries, Nexcharge, Li Energy, Tata Chemicals among others. These endeavours are supported by a government initiative to enhance Indiaâ&#x20AC;&#x2122;s manufacturing capabilities and exports. A production linked incentive scheme worth Rs.1,45,980 crores were approved by the Union Cabinet for 10 key sectors, one of them a sector for cell manufacture under advanced chemistry cell battery initiative. Efforts like these are also complemented by many states who announced their EV manufacturing policy.
In view of the commitment to adhere to the Paris climate change accord, a robust longterm policy for emissions reduction that looks beyond the nature of technology and instead at a local approach through the development of new or existing technologies is being called for. Such a policy mandate would further accelerate the building of a strong local supply chain for EVs. An organised effort on this front would further fuel the market acceptance of e-cargo three-wheelers.
Gayam Motor Works e-rickshaw battery.
Commercial Vehicle www.commercialvehicle.in // January 2021
37
Industry talk
Omega Seiki makes the move Maker of Rage e-cargo three-wheelers, Omega Seiki has inaugurated its first dealership in India.
I
ntroducing electric cargo three-wheeler, Rage and Rage+, powered by an IP65 certified powertrain and swappable lithium-ion 48-volt battery pack of sixkWh and 7.5 kWh capacity respectively, Omega Seiki has inaugurated its first showroom at Hyderabad. The dealership, OHM Automotive, has already set up several battery
38
Commercial Vehicle January 2021 // www.commercialvehicle.in
Team CV charging stations in Telangana and is operating them for the past three years. To retail the modern and attractive Rage and Rage+ e-cargo threewheelers that boast of a superior aerodynamic ability and features like GPS tracking and short-route calculator, the OHM Automotive, as a franchise of Omega Seiki is well-poised to tap the
rapidly evolving market for e-three wheelers in the country. Opening bookings of the Rage range of e-cargo three-wheelers on the eve of the festive season, OHM Automotive, is confident of a good run in the market. Offering electric threewheelers that promise superior quality and support when compared
Industry talk to the offerings from the unorganised market that provide electric threewheelers made from kits sourced from China, OHM Automotive is expected to invest further into this venture in-line with the demand and spread of the market. Offering e-cargo three-wheelers that present innovative features like the ability to capture data and support thorough analytics, Omega Seiki Mobility, a part of the Anglian Omega Group, is focusing on cutting technologies and IT-driven businesses in the e-mobility segment. The same is being reflected by its vehicles that offer a range of 70 to 80 km range on a full charge. Their top speed is 45 kmph and the cost of running is a low Rs.0.50 per km. Equipped with a regenerative braking system, the vehicles comprise of a roll cage for
driver safety. Its chassis has been designed and engineered to be robust. Local touch Equipped with hydraulic brakes, the Rage range of e-cargo three-wheelers have a helical coil spring suspension at the front and independent suspension at the rear. They have a GVW of 960 kg each and Rage+ is priced at Rs.3.50 lakh with carrier and Rs.3.40 Lakh without carrier respectively (after passing the government incentives). The result of an in-depth market survey carried out by the company, the vehicles are supported by a sound manufacturing infrastructure. Capturing customerâ&#x20AC;&#x2122;s voice, vehicle segments, price points, vehicle positioning, market segments, growth trends, market dynamics, competitor landscape and more through a survey, Omega Seiki Mobility has invested in a facility at Faridabad that would over the next few months produce 15000 vehicles. Using the information gathered through the survey to design and develop e-cargo threewheelers that would address
the market requirements better, the company has come to cultivate a network of 40 suppliers and achieve high levels of localisation. Conducting multiple regression analysis to develop the right business model, Omega Seiki Mobility, according to Uday Narang, Chairman, Anglian Omega Group, is focusing on data connectivity and an ecosystem that comprises of not just connectivity, but also mobility and energy management. Investing Rs.500 crore in the initial phase, the company has earmarked an outlay of Rs.200 crores. Aiming the Rage e-cargo three-wheelers at a market that is estimated to be one million units strong, Omega Seiki Mobility is confident of the market evolving rapidly to the tune of three lakh units in the next two-to-three years. Of the opinion that roughly 50 per cent of three-wheelers out of the one million units produced annually are exported, Narang informed that an estimated 1.25 lakh three-wheelers out of the one million units are cargo carriers.
Commercial Vehicle www.commercialvehicle.in // January 2021
39
Industry talk Modern tech A small per centage of the 1.25 lakh cargo threewheelers may account for e-cargo three-wheelers as of now but the number is fast growing. A part of this is fueled by the unorganised market, but a shift to quality vehicles and a supporting infrastructure offered by organised players is underway. The understanding of lower TCO is driving a change in this space. The typical application area is last-mile mobility, and made interesting by the ingress of AI and IoT. With data analytics the buzzword, organised players like Omega Seiki Mobility are confident of carving out a niche for themselves. Available with a cargo tray that measures 1500 mm x 1200 mm, the Rage e-cargo three-wheelers have a top speed of 45 kmph. Profiting from the latest developments in battery technology in terms of higher energy density, lightweight construction and pricing, the vehicles are being currently offered to B2B clients like e-commerce players and mobility service providers. A plan is being worked to invade the B2C market at a later date. Keeping a close eye on the new developments in the EV space with a hope that the rapidly changing battery chemistry would soon extend the range to 500 km, Omega Seiki is looking at entering into the middle-mile space as well. It is looking at an opportunity to create a sustainable energy ecosystem driven by environmental pressures, government policies and economic benefits. Eyeing the e-two
40
Commercial Vehicle January 2021 // www.commercialvehicle.in
(L to R) Karan Reddy, Co-founder, OHM Automotives, Nirmal Reddy, Founder, OHM Automotives, Uday Narang, Chairman, Omega Seiki Mobility, and Deb Mukherjee, Managing Director, Omega Seiki Mobility, at a ribbon-cutting ceremony of OHM Automotiveâ&#x20AC;&#x2122;s first dealership store in India.
Uday Narang, Chairman, Omega Seiki Mobility.
and e-four-wheeler space, the company is keen to increase its capacity utilisation on the back of good market traction. Evaluating the development of a hub-and-spoke model to promote its products, it is looking at exports to ASEAN
markets as well. In advanced stages of discussion with a Latin American enterprise, according to Narang, Omega Seiki Mobility is working on a robust financing model for the domestic market. Emphasising on the creation of a complete ecosystem of energy management system which would include manufacturing vehicles, battery, charging stations, mobility operations and vehicles to grid energy, the company is locally manufacturing the lithium-ion battery packs. Sound infrastructure Importing only the lithiumion battery pack cells,
Industry talk Omega Seiki is in discussion with a large battery manufacturer to source even the cells locally. Of the opinion that e-three wheelers provide excellent economic benefit to the owners with a running cost that is ten times less than that of a roughly equivalent IC engine three-wheeler, Narang mentioned that the government policies have been consistent and supportive of faster adoption of EVs. Pointing at many states announcing EV policies, he averred that a strong supporting infrastructure for EVs would soon emerge. Stating that oil and energy companies will also participate, Narang explained that there will be good participation from the private sector too. Of the opinion that clarity of GST on battery versus vehicles is necessary, and on battery swapping arrangement as well, Narang said that a strong government policy on battery manufacturing side would do wonders. Stressing on the need for the availability of critical raw materials like lithium in India, he expressed that the financing network for EVs needs to evolve further. Experiencing good pull post the lockdown, Omega Seiki Mobility has signed a Memorandum of Understanding (MoU) with the Foundation for Innovation and Technology Transfer (FITT), Delhi, an industry interface organisation established by the Indian Institute of Technology, Delhi (IITD) for
Omega Seiki Mobility has opened its first dealership in Telangana.
Anil Wali, Managing Director, FIIT and Uday Narang, Chairman, Omega Seiki Mobility have signed an MoU to work together on Electric Vehicle Technologies.
joint working on electric vehicle technologies and advanced research. It has also tied up with three Italian firms for research and development. With companies like Exide, Ricardo and Olia Energy by its side, Omega Seiki Mobility is looking at leveraging data analytics to help the vehicle operator to bag the right assignment, run on an optimised route by avoiding obstacle and maximise revenue. Streamlined tax structure
Developing a wide range of practical and economical EV solutions, including four-wheeler pickup trucks and two-wheelers in the near future to offer an entire range of products in the cargo segment, the company, according to Narang, is looking at the streamlining and lowering of tax structure of automobiles, which is currently layered on the basis of vehicle length, specifications and performance.
Commercial Vehicle www.commercialvehicle.in // January 2021
41
Off-highway
Sonalika electric tractor
Sonalika has unveiled an electric tractor.
H
ot on the heels of the announcement that it has crossed the onelakh annual tractor sales for the third consecutive year, the Sonalika Group has unveiled a field-ready electric tractor called the ‘Tiger Electric’. Claimed to be the first field-ready product of its kind in the country that could be booked right away, the Tiger Electric is powered by a state-of-the-art IP67 compliant 25.5 kW natural cooling compact battery to ensure one-fourth the running costs when compared to an equivalent diesel powered tractor. Coming from a company that recently announced its position as the
42
Commercial Vehicle January 2021 // www.commercialvehicle.in
Team CV number-one tractor exporter, the Tiger Electric highlights an ability to innovate. It also highlights the capabilities of the Sonalika Group in terms of research and development. Having earned 10 lakh customers globally and 1.25 lakh customers in the export markets, the Group has engineered the Tiger Electric such that its highquality battery could be fully charged with a regular home charging point in 10 hours. Reducing the effort to travel frequently to petrol pumps to refuel, the Tiger Electric employs an energy-efficient Etrac motor. It is about high power density and high peak torque. Ensuring zero RPM
drop for optimal performance, the motor has 100 per cent torque availability at all times. With an ability to accelerate quickly under a variety of load conditions, the e-tractor is priced at Rs.5.99 lakh exshowroom. Introduced as part of the group’s commitment to accelerate India’s march towards a greener tomorrow and stay in-line with Government of India’s ambitious move of introducing EVs by 2030, the Tiger Electric is made unique by its ability to provide extra torque as part of the working range of the field ready unit. Coming from a company that announced in June 2020 of
Off-highway having registered phenomenal overall growth (domestic plus exports) of 18.6 per cent with sale of 9,177 tractors in May 2020 as compared to 7,737 tractors in May 2019, the Tiger Electric offers the farmer an ability to perform better; to get a better yield per hectare. The e-tractor also assures him of better comfort. Sans an internal combustion engine to generate heat, noise and vibration, the Tiger Electric is about higher up-time and productivity. It is about a top speed of 25 kmph and a battery back-up of about eight hours while operating with a two-tonne trolley. The Sonalika Group is also offering a fast-charging system that could charge the battery in just four hours. Witnessing a healthy
growth of 26 per cent in tractor deliveries in Mayâ&#x20AC;&#x2122; 2020, the Sonalika Group is quite confident of the Tiger Electric making it big in the Indian market. It is confident of it proving its use-ability and advantage in the market sooner than later. Manufactured at the Groupâ&#x20AC;&#x2122;s vertically integrated tractor manufacturing plant at Hoshiarpur, Punjab, the Tiger Electric was designed in Europe and developed with global technological solutions to deliver seamless power, easy home charging, zero carbon footprint and noiseless farming to the Indian farmers. Set to roll out of a facility that is replete with much automation (the takt time per tractor is two minutes), the Tiger Electric uses proven aggregates. Developed in-house, it assures
to be a farmer-friendly animal whose operations are no different than regular tractor. Said to have been engineered to provide a degree of customisation, and be scaled up as per the requirement, the Tiger Electric marks a field-ready tractor, according to Sonalika sources, that will elevate farm mechanisation to a new level. Especially in the face of economic changes and changes in weather patterns, which call farmers to re-align their farming practices. The use of tractors involved in applications like puddling, mulching, baler application, orchards, horticulture, etc., the e-tractor from Sonalika Group was developed with the rising demand for customised tractors and specialised implements.
Commercial Vehicle www.commercialvehicle.in // January 2021
43
interview
Q& A
Rohet Ramesh S, Director, Layam Group
Manpower Bhushan Mhapralkar Q. When was the Layam Group established? A. The Layam Group was established in 2007 as an organisation to help companies acquire the necessary manpower. Q. What kind of auto industry recruitment does the Layam Group specialise in? A. The Layam Group has been providing manpower for the auto industry since its establishment in 2007. It has helped the industry acquire the necessary manpower of more than one-lakh people on direct payrolls of organisations. It has also worked as a staffing provider to the companies with specialisation in permanent deployment, RPO and staffing deployment. Q. What sections of the auto industry does the Layam Group carry out recruitment for? A. The Layam Group has been addressing manpower requirements of various sections of the auto industry as per their requirements. To be precise, the company has been working with the complete gamut of functions in the auto industry. Q. What nature of recruitment the company does? A. In the case of permanent deployment, the company has been scouting the profile as per the requirement of the respective organisation and helping it to get the right person for the job. As part of the process, it is also carrying out profiling duties as well. In the case of RPO, which is a dedicated service, the Layam Group has been creating dedicated recruitment teams. It has been placing recruiters at the clientâ&#x20AC;&#x2122;s end to coordinate as well as understand the exact requirements and help address the same at the earliest. In the case of staffing deployment, the
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Commercial Vehicle January 2021 // www.commercialvehicle.in
Layam Group does white-collar and blue-collar sourcing. In white-collar sourcing, the company provides people with minimum experience and exposure. In blue-collar sourcing, the company has been providing manpower such as fresh engineers and diploma holders with less than 60 per cent scores. It is, as per the need, taking them on their payroll and imparting basic skill sets necessary. Q. What kind of expertise and knowledge does it call for? A. The expertise and knowledge necessary for auto industry recruitment varies as per the requirements of organisations. It varies in terms of functions and many other factors. To provide a birdâ&#x20AC;&#x2122;s eye view, the Layam Group aids organisations to recruit people across functions that encompass the plant, production, marketing, sales, accounts, human resources, purchase, design, etc. Each of these functions calls for a different set of expertise. For example, the sourcing for design functions involves people that have a certain proficiency in the use of design softwares like Catia. Q. Does the Layam Group work with auto components manufacturers and dealers as well, or with OEMs only? A. The Layam Group has helped not just the OEMs with manpower sourcing, but also the auto components manufacturers and dealers. It has supported various sections of the auto industry pan-India. Q. Are the requirements of manpower been changing in the auto industry, and how? A. The transition of the auto industry in its ways of working has had an effect on the
interview
nature of its manpower needs. In view of the shifting and evolving skill set needs of the auto industry, the Layam Group has been adapting itself too. For example, the focus is on ‘Manufacturing 4.0’, which speaks about digitisation at the shopfloor level. In-line with this, the manpower requirements are shifting to people with the use of modern and advanced automation systems and machinery. The requirements are about artificial intelligence, about data collection, data analysis, about the use of data that can help improve efficiency, agility, productivity, etc. A big shift to advanced algorithmic software is taking place. Industry shifts like BSVI and development of electric vehicles are also having an effect on manpower and skill set requirements. A trend of seeking manpower not just from within the sector, but from other sectors is also growing. Q. Is contract manufacturing coming off the edge in the auto industry? A. Contract manufacturing has been evolving at a high pace. It is giving the auto industry an opportunity to focus on its core activities without losing sight of the cost factor. As the industry organisations look at reducing costs, scaling up productivity and achieving 100 per cent quality, contract manufacturing is rapidly evolving. It is helping organisations to work with specialists to outsource some of their sourcing responsibilities and concentrate instead on other equally important tasks. With brain count and headcount at the core of the contract manufacturing, the effect of it on manpower has been about external agencies specialising in the respective field providing the best manpower to ensure high productivity and quality standards. Contract manufacturing has also been driving a change from the generic nature of manpower sourcing to sourcing of the manpower that is actually needed. The best part of contract manufacturing perhaps is the involvement of an external manpower supplying agency to be a part of the company’s growth and be accountable for its production needs.
in place that exceeds manufacturing and encompasses supply chain and logistics. Add to this the prospect of digitisation, and the manpower requirements have been changing. This is especially the case in the wake of controlling costs. In the case of fleets and transporters, it is about reducing costs, reduce maintenance costs, reducing the cost of damage or insurance. The recruitment needs have changed, and are continuing to change. These can get quite technical in nature too.
Q. Does the nature of recruitment for the commercial vehicle industry (truck & bus) differ from other streams of the auto industry? A. The recruitment scenario of the industry is changing. As far as the CV industry goes, there is a complex structure
Q. What CV industry clients does the Layam Group cater to? A. The Layam Group caters to CV industry organisations like Ashok Leyland, Tata Marcopolo, Tata Motors and Tata Hitachi.
“The Layam Group does white collar and blue collar sourcing”.
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TuSimple self driving truck TuSimpleâ&#x20AC;&#x2122;s self-driving semi-truck is set to revolutionise the freight transport industry in the US. Team CV
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upported by Navistar, which announced recently that it is investing an undisclosed amount in the US-based autonomous vehicle start-up, TuSimple has developed a semi-truck that has the potential to revolutionise the freight transport industry in the US. The irony of the situation is that it is not the only one. There are others in the fray too, like Tesla, Nikola and many others. Working closely
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with Navistar, the company has developed an SAE Level 4 self-driving semi-truck that is scheduled to go into production by 2024. Poised to add a new dimension to the trucking scene in the US by combining the legacy of truck manufactured by Navistar with the domain knowledge and expertise in IoT, AI and areas of automation of TuSimple, the semi-truck employs Autonomous Freight Network (AFN). About selfdriving trucks, AFN is an
ecosystem which consists of autonomous trucks, digitally mapped routes, terminals and autonomous operations monitoring system called TuSimple Connect. With emphasis on higher safety, reduction in transportation costs and carbon emissions, TuSimple is said to be currently testing the semi-truck at the prototype level. It has until now run the truck for about 15,000 miles in China and the US combined. With a foundation in computer
International vision, algorithms, mapping, and artificial intelligence (AI), TuSimple, which was founded in 2015, is aiming to bring SAE level 4 autonomous truck driving solution in the transport industry. It is looking at empowering the transport industry with an ability to allow freight to be moved with safety, improved cost-efficiency, and fewer carbon emissions. Expressed Xiaodi Hu, Founder President and CTO, TuSimple, that autonomous driving systems based on AI could be termed as the most complex human creation yet. â&#x20AC;&#x153;It is through such a creation that we are focusing on the commercial solution,â&#x20AC;? he mentioned. Arriving at
the current stage after three years of intense research and achieving self-set goals, the company is now confident of employing its autonomous solution on a commercial vehicle. Claiming to currently operate a fleet of 40 selfdriving trucks in the United States, TuSimple is planning to demonstrate completely driverless operations in 2021. The Shipping freight autonomously for companies like UPS and McLane Company between Arizona and Texas, the current fleet, as per the regulation, has a driver onboard even though he may not intervene until the need to do so is called for. Said
to be 10 per cent more fuel efficient than the manually driven trucks, the current fleet, with autonomous technology onboards, is involving a number of suppliers like ZF, which is the co-developer of cameras, LiDAR, radar, steering and automotive-grade central computer (ZF ProAI). LiDar The autonomous truck provides light detection and ranging sensors to give a detailed view of the surrounding area within the range of 200 m. The companyâ&#x20AC;&#x2122;s system uses an array of perception and localisation sensors and data along with their proprietary
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deep-learning detection algorithms to detect and track objects in real-time and make pixel-level interpretations within the field of vision. According to TuSimple, a truck can achieve a decimeter-level of positioning accuracy even in a tunnel or under a bridge. This technology guides the vehicle along a safe and fuelefficient route based on terrain and real-time road conditions. The sensor array is optimised for use on Class 8 tractors and provides redundant secondary and tertiary perception, detection, and tracking data.
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Light Detection and Ranging (LiDAR) sensors provide secondary perception and detection at medium- and short-range. Radar Sophisticated radar technology is used by TuSimple to detect and classify objects within a distance of 300 m. This radar tech provides enhanced visibility in adverse weather conditions such as dense fog, sandstorms, and heavy rain. Cameras equipped on the trucks offer perception and identification up to 1,000
meters away. TuSimple uses AI to improve safety by allowing the truck to see up to 1,000 meters away. It locates objects at night and brings massive amount of data to simulation to help the vehicle in handling any problem. Prediction The company claims that with 360-degree awareness, a virtual driver could see, recognise, and plan manoeuvre or action in a span of 30 seconds. Such a short action time helps to avoid problems, maintain efficiency and keep
International
the vehicle out of danger. TuSimple has tested its autonomous system across its entire fleet day and night on the road carrying freight. Enabling a self-driving truck to improve shipping times for goods and materials and to make highways safer and less congested. The company uses internationally recognised standards recommended practises and guidance from the US Department of Transportation, Aerospace and Military to inform the design, sourcing, verification, and validation of every element of the self-driving system.
Operational Design Domain The SAE Level 4 (L4) selfdriving vehicle operates autonomously under the operational design domain (ODD), according to Milton. The ODD for an L4 selfdriving system dictates trucks operating limitations and excludes scenarios and situations for which an effective technical solution has not yet been validated. ODDs can be extremely broad (for example, interstate highways in clear conditions) or extremely narrow. The ODD must be specific and use clear
and unambiguous statements to define the limit. The ODD must also take into account road types and conditions, weather, topographic features, speed limits and traffic laws, as well as other jurisdictional regulations. TuSimpleâ&#x20AC;&#x2122;s ODD includes highways and surface streets from depot to depot during night and day and during harsh weather. It also includes parameters for road types, geographic and topographic features, speed limits, and laws and regulations. Cyber Security To protect the automated driving system from malicious attacks, TuSimple has designed protection that will help prevent attacks and implement mitigation strategies to minimise the potential impact of any cyberintrusion. The protection suite
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has been engineered with cybersecurity specialists to create security protocols that protect vulnerabilities in the self-driving system and all features, components, or tools that interact with the selfdriving electronics. Companyâ&#x20AC;&#x2122;s cybersecurity protocols are designed to isolate and protect all onboard systems that
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communicate with the outside world through a variety of strategies, including physical isolation, firewalls, intrusion detection and authentication. Future plan Working towards getting the AFN to start operating in three phases, TuSimple will start with Arizona and Texas routes later
Commercial Vehicle January 2021// www.commercialvehicle.in
this year and the next year. Between the year 2022 and 2023, it will expand with Los Angeles to Jacksonville routes. In the third and final phase, the company will grow its network all over the nation (read US) between 2023-24. The success that TuSimple will gather, will be replicated in Europe and Asia (the Asian pilot will be in
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Shanghai). Wanting to provide a nationwide transportation network that consists of mapped routes connecting hundreds of terminals to enable efficient, low-cost long-haul autonomous freight operations, TuSimple will open
a new shipping terminal in Dallas, according to Xiaodi Hu. With the AFN, it would launch TuSimple Connect, an autonomous operations monitoring system to ensure safe autonomous operations and allow customers to track
their freight in real-time. With a post-money valuation of USD 1.095 billion from various rounds, TuSimple has raised around USD 178 million till date. Its list of investors includes Nvidia, ZP Capital, Sina, Composite Capital.
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Crashes to crashes America’s wild west is a land of history and mysteries when it comes to tin-hunting. Will Shiers
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he typical tourist traps of America’s wild west include the Disney World, the Empire State Building, the Las Vegas strip, the Grand Canyon, Yosemite National Park and Hollywood. It is these places that create the image of America’s wild west for most. Give it a miss however and a different world beacons. It is a world where a history in tin-hunting could
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be carved out. Lying beyond big cities and interstates, and in the boondocks on two-lane blacktops, the America’s wild west is where abandoned vehicles are found – abandoned trucks are found. In barns, fields, ghost towns, deserts and junkyards. Spread thin and thick through 50 states as an effort is made to explore them without being stung, shot, stabbed and bitten. Photographing such
American roadside relics is a revelation. Here’s some of them from a 3000-mile roadtrip through California, Nevada, Idaho, Washington and Oregon. This 1944 FWD SuCOE is one of 2700 4x4 6-tonne trucks built for the US Army Ordinance Department by the Four Wheel Drive Auto Company (FWD). Capable of carrying heavy loads over rough terrain, they saw active
International service in Europe and Russia during WW2. This righthand-drive example, which has a machine gun turret in its roof, resides in a junkyard in Mountain Home, Idaho. Although it hasn’t turned a wheel in two decades, incredibly it still holds air in all four tyres. The engine and radiator have long since gone, but the transmission and drivetrain are still in place. Fancy such an interesting, largely rust-free restoration project, head over to Idaho with USD 3500. (Pic 1.) It would be fair to say that this 1940s Chevy truck has a face that only a mother could love. Except for the Ford Otosan Cargo in fact, this truck could be the most aesthetically challenged truck ever! Photographed in an old Nevada ghost town called Gold Point, which as the name would suggest, was once a gold mining town, the Chevy truck most likely spent most of its working life servicing the mines. The mines remained in operation until the 1960s. Please note the bullet holes in the passenger door of the truck. (Pic 2.) Just how this 1960s Ford Econoline ended up in this condition, abandoned in the Nevada desert, miles from civilization, is anyone’s guess. Seeing as there’s nothing much to do in Nevada (except gambling, drinking and prostitution of course), the bored locals seem to use any dumped vehicle as a target practice. This van is so riddled with bullet holes that it’s starting to resemble an alopecic hedgehog! (Pic 3.) Photographed in a junkyard in northern California, this
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Mack AC ‘Bulldog’ is a real rarity. The AC model, with its distinctive snub nose design, was built for the military, and first went into production in 1916. With its chaindriven rear axle, the truck proved to be unstoppable in arduous conditions, and quickly developed itself a reputation for reliability on Europe’s battlefields. The AC actually got its bulldog nickname from the British troops, who reckoned it had the appearance and tenacity of a bulldog. Of course, the truck maker would later go on to adopt the bulldog as its official mascot. By the time production ceased in 1939, some 40,000 ACs had been built. (Pic 4.) All American Classics of Vancouver, Washington, has had a massive cull recently. Ever-increasing property taxes forced the salvage yard to
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sell-off 14 acres or its 20 acres. This resulted in the crushing of 1200 classic vehicles. Fortunately, this wonderful 1950s White 3000 wasn’t one of them. (Pic 5&6.) Ford’s once-ubiquitous C-series is fast disappearing from America’s roads. There’s still plenty of them in salvage yards. The one in this picture was spotted in Turners Auto
Wrecking of Fresno, California. The cab it sports was used by at least four other truck makers during its time, including the Mack, FWD and Canadian fire truck specialist Carl Thibault. Despite being in production for 33 years (1957 to 1990), the Ford C series isn’t the longest-built truck in America. That accolade goes to the Kenworth W900, which
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is still rolling off the line after 57 years. (Pic 7.) Rhyloite, Nevada, 120 miles north-west of Las Vegas, is a true ghost town. Gold was discovered there in 1904, and two years later an estimated 5000 people called it home.
But when the gold ran out, so did the people, and by 1920 the place was deserted. Today the town still has some fantastic stone ruins, including the old school that can be seen in the background, behind the late 1940s Ford truck in the
picture. (Pic 8.) The American ghost town of Goldfield, Nevada, was home to 20,000 people at its peak in 1906. It boasted the largest hotel west of the Mississippi (which is still standing today). Its famous
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residents included Wyatt and Virgil Earp. It had schools, theatres, countless bars and a thriving red-light district. Today, post numerous floods and fires, the place is a shadow of its former self. Some 200 people still live there though, and the vast majority have at least a handful of abandoned cars or trucks on their properties. The one among them to catch attention is a now rare Model TT. It probably dates to 1924; has wooden wheels, and is surrounded by other abandoned stuff like the old railway carriage behind it. (Pic 9.) In Vancouver, Washington, thereâ&#x20AC;&#x2122;s a classic truck that escaped and it was lucky to escape the crusherâ&#x20AC;&#x2122;s jaws. It is a 1952 Autocar U-series COE. Starting to build cars (Brass Era automobiles) in
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1897, Autocar took to trucks in 1899. It is today the oldest surviving motor vehicle brand in the western hemisphere. Building mainly heavy-duty trucks for the refuse, mining and construction sectors,
Commercial Vehicle January 2021 // www.commercialvehicle.in
Autocar is today a leader in in several vocational segments. This truck in the picture was purchased by a collector in Sacramento, California, soon after it was photographed. (Pic 10.)
International It’s not uncommon to find an old truck rotting away in a far-flung corner of a UK haulier’s yard. They’re generally kept for sentimental reasons, with the false belief that one day they’ll be restored. But instead, every year the tin worm feast on them, until eventually, they’re well past saving. It’s a different story in America’s desert states though, where vehicles can sit outside in the elements for decades without coming to any harm. This original FWD is a perfect example. It’s over 100 years old, yet has nothing worse than the surface rust. A 1917 manufactured vehicle most likely, the Model B 3-tonne truck could be one of the 14,000 units delivered to the US Army to help in the European war effort. (Pic 11.) Here’s a retired workhorse that travelled the world, before finally being put out to pasture in a Nevada ghost town. It’s a 1950s FWD HST-COE, and was originally built for the US Coast Guard. During its years of active service, it would have helped to build and maintain electric power and telephone communication pole lines in the South Pacific. In its second life it was purchased and used by a Californian water well drilling company. The homemade wooden bumpers, it would be safe to assume, were added during this stint. (Pic 12.) In 1864, a prospector exclaimed “Eureka” upon discovering silver deposits in a mountainous region of central Nevada. The town of Eureka thus got its name. Situated on US50, a 3000-mile road that starts in Ocean City, Maryland, on the east coast, and finishes in Sacramento,
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California, in the west, Eureka is where this beautiful 1941 K4 International pickup truck was found parked-up outside an abandoned hospital. Interestingly, the 4,828 km US50 passes through 12 states, and the Nevada leg is known as ‘The Loneliest Road’ in America. (Pic 13.) Cabovers were once hugely popular in the United States. They began to lose favour in the late 1970s when length
law restrictions began to ease up. Pictured here is a 1980s Freightliner, complete with a trailer, at a bus graveyard in Williams, California. .............................................................. CV is an associate member of the International Truck of the Year (IToY). As part of this association, the magazine provides exclusive articles, written especially by IToY jury members.
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