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www.powertorque.com.au ISSUE 62 DEC/JAN 2015 RRP: $8.95 (NZ $9.95)
IAA HANNOVER SHOW
AUSTRALIA'S LEADING TRUCK AND TRAILER TECHNOLOGY MAGAZINE
PROFILE
In
the eighties, it was not uncommon to see Peterbilt trucks working on Australian roads. In fact, there are still a few examples of the older models running around today, as PowerTorque’s feature on Bulldog Transport describes in this issue.
PACCAR’s focus for American-style trucks in this country has been entirely centred on the Kenworth product. Although some Peterbilts were manufactured here in the mid 60’s, any that have made it onto Australian roads in recent history have been the result of hard work and a very high degree of enthusiasm on the part of a select band of private importers and conversion specialists. One of the well-known Peterbilt entrepreneurs is of course Truckworks of Adelaide, and it’s this South Australian company that can claim responsibility for the importation and conversion to right-hand-drive of the Peterbilt 388 short bonnet prime mover featured here.
While a Peterbilt may not be to everyone’s taste, there are a growing number of Aussie operators showing interest. With the latest Canadian severe-duty models capable of high GCM weights, without sacrificing the classic American look or driver comfort, it’s not so hard to justify buying the truck they’ve always wanted. Added to that is the chance to get your hands on American engine technology that we may not see in Australia for another three to four years, and the benefits it may bring. One operator who was keen to get his hands on the latest American offering is John Palmer, from JP Carriers. John is the proud owner of a custom built, short bonnet Peterbilt 388, recently delivered by Truckworks. Having started from a blank spec sheet, John spent a lot of time getting things right, and making sure the big tractor would be legal under his B-double flat-top combination. “To me it’s the Rolls Royce of trucks, everything is basically hand built,” said John.
PETER
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PETERBILT ADDICTION There aren’t many prime movers with a bonnet, a bullbar and a 70” bunk pulling B-doubles along the east coast, but with careful planning, and the loss of two pallet spaces, John managed to get his Pete to fit in under the 26-metre length limit. “There’s not much room between the back of the sleeper and the front of the A trailer, but it’s enough” he said. An air-operated sliding JOST turntable helps out in the tricky situations, or while manoeuvring on uneven ground. Under the bonnet is the latest-generation Cummins ISX15, one of the first to hit our shores. This engine produces 600 hp (447 kW) at 2,000 rpm and 2050 lb-ft (2,800 Nm) of torque at 1,200 rpm, similar to the current ISXe5 offered here in Australia, but bringing with it the latest fuel saving enhancements. These include a different turbo setup and changes to the water and fuel pumps to reduce power draw. The RTLO 20918B Roadranger manual 18-speed features a ceramic 4000 clutch plate.
PowerTorque caught up with John after only its second week of work, but already he was reporting good fuel figures of around 1.7 km/l, and strong performance. Recognising the significance of this first Cummins new technology installation certainly justified a revisit. Consequently, PowerTorque once again turned up on the doorstep of his Broadford, Victoria, home to find that after its first 60,000 km on the clock the fuel economy had settled at 1.8 km/litre with a 3-4 percent use of AdBlue. Finding AdBlue in some of the more remote parts of Australian can still present a challenge to ensure he has enough for his regular 5,300 km weekly round trip up to Emerald and around Bowen. To cater for this range John has a 200-litre stainless steel AdBlue tank plus a further 70-litre AdBlue tank on the A-trailer. This gives a total distance capability of up to 8,000 km, more than enough for his current travels. It also enables him to take advantage of bulk buying at his home base, cutting the cost of AdBlue to around 73 c/litre.
RBILT Addiction John Palmer achieved a lifetime ambition when he took delivery of his Peterbilt 388 Short Bonnet – Dave Whyte reports
In distillate terms, John has three tanks, making a total of 1,211 litres. John expects his fuel economy figure to continue to improve as the engine and driveline beds-in, but these early results bode well for this engine technology, especially considering the non-aerodynamic loads he carries on his B-double trailer set. Stationery engines for power generation, and replacement engines for rear-end dumpers are not windcheaters. They are also top heavy, promoting a high centre of gravity that challenges stability at gross weights. John’s TopStart B-double flat-top trailer set is three years old and features lifting lead axles on both trailers. EBS is standard on the prime mover and fitted throughout the trailer set. He also carries alloy gates, and the trailers are both fitted with water tanks and have LED lighting throughout.
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PROFILE its distinctive pale blue livery, the Nightingale Freightlines’ fleet stands out on the highway, travelling to and from the company depots at Jimboomba in Queensland and Unanderra, on the NSW South Coast.
IN
In addition to the usually immaculate presentation of the vehicles, the 17 prime movers in the fleet are instantly recognisable due to the fact that, with the exception of one of the company’s four B-double sets, all the remaining 23 trailers are flat tops. In a transport society where curtainsiders and fridge vans have become the common denominator on our roads, finding a fleet that retains the skill set of roping and tarping loads carried on flat tops is itself a rarity. “Much of our work is particularly targeted at carrying steel or machinery and loads that don’t fit the normal daily routine of many companies. We have found there has been a consistent requirement for the traditional skills of roping and tarping a load to suit the cargo and the customer, rather than to suit the operator,” said managing director Glenn Nightingale. “We have continued to provide this level of service to our customers for over 30 years, and it’s worked well for us. We also carry a lot of produce, and during a hot night fruit or vegetables can sweat in a curtainsider. Produce travels much better if it can breathe under a tarpaulin,” he added.
Glenn and his wife started the business back in 1995 in the NSW south coast area, moving subsequently to Jimboomba in Queensland almost ten years ago where house and land prices were more reasonable. “In those days it was actually less expensive to operate a transport business from Queensland. Vehicle registration, insurance and standing costs such as worker’s compensation rates were lower than in NSW,” said Glenn. “Today there are less financial incentives to benefit an operator trying to choose between the two states. Our business has grown in such a way that it is an advantage to us in 2015 to centralise our company in NSW. We are expanding into a purpose-built site at Unanderra, with new workshop and office facilities, driver accommodation, additional parking space to cater for B-doubles and the inclusion of a truck wash bay,” added Glenn. There’s a mixture of makes in the fleet, and, starting with Kenworth, there’s an Aerodyne with a B-double, two T908s with single trailers and a restored 1986 W900 model. These all run with Cummins EGR diesel engines rated either at 550 hp or 600 hp. Currently on order is a Kenworth T909, and this will be the first in the fleet to be fitted with the ISXe5 SCR engine. “We haven’t had a moment’s problem with the EGR Cummins, except for a DPF unit, but that’s also been evident with some of the Detroits,” said Glenn.
CUSTOMER
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CUSTOMER FOCUSED The Western Star stable is well represented in the form of six Constellation FX 4900 models. Each truck features an ICEPAK APU to run air conditioning in the cab while parked up, and each sleeper is fitted with a wider bunk than normal. Engine choice for the Western Stars sees one Cummins EGR unit with the remainder all powered by the DD15 Detroit Diesel rated at 560 hp. The DD15 also makes a further appearance in six new Freightliners, of which two are cabover Argosy models and the remaining four units are Coronado prime movers. The final member of the team is a Mack Trident powered by the MP8 Mack engine. There is not a vast difference in fuel economy between the different brands. The Western Star on B-double work is returning 1.5 km/l and this compares to the Aerodyne at 600 hp with the slightly better fuel figure of 1.65 km/l. In single trailer operation the fuel returns for the Cummins 600 hp units are showing 2.2 km/litre, slightly better than the 550 hp version at 2.0 km/litre. The Argosy, with the DD15 engine pulling a single trailer, is showing 2.0-2.1 km/l. All service scheduling is completed in-house, with oil drain intervals of 30,000 km on Detroit engines and 20,000 km intervals on the Cummins-powered units, irrespective of whether the prime movers are hauling single of B-double trailer sets.
“We did experience oil leaks with some of the early Detroits through the rear bell housing area, cam box and compressor, as well as concerns with the welsh plugs. These problems have been solved by fitting upgraded seals. Now they are on top of the oil leak situation and the latest units are running well. The engines are covered by the one-million-kilometre Detroit warranty,” said Glenn. “Mechanically, the DD15 is equivalent if not better than the Series 60 used to be. It’s a very different engine to drive. “Detroit Diesel has been very helpful, they’ve done engine mapping programme downloads and spoken to the drivers to explain how they should be driven. They have a couple more settings to apply to improve fuel economy and will also be reducing the idle shutdown setting and introducing a progressive shift pattern of 1700-1750. This should encourage the earlier selection of another gear to keep the engine rpm lower. They know we want to focus on fuel economy. “Freightliner’s dealership at Huntingwood has provided excellent service, and, with Penske Commercial Vehicles owning the Brisbane Western Star dealership and now the Detroit Diesel service outlets, we see that as a good outcome.
Nightingale Freightlines shows that the old skills of roping and TARPING can be equally important in today’s transport.
R FOCUSED
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PROFILE
JACK
A walk through the paddock at any V8 Supercar round would open the eyes of most people, including seasoned truck drivers. The presentation of the transporter fleet is always up to show standard, and we all know how hard that can be. The dollar value tied up in each combination is mind boggling, and that is without taking into account the freight on board during transit.
While they only travel around 40,000 km a year, the driver is kept busy on a full-time basis. In the lead up to an event, the transporter driver is responsible Driving skills depend on training, ability and aptitude, but driving V8 for ensuring that the trailers are loaded correctly, Supercars is a whole new world. Words by Dave Whyte. everything is secured for the trip, and that the whole unit arrives on time, undamaged and gleaming. For the duration of a meeting, the drivers are then role of a truck driver is not as clear(generally speaking) responsible for managing tyres – cut as it may seem to outsiders. ensuring there are enough sets of each type of tyre ready The differences in what the job actually entails are huge; for the weekend, checking and double checking pressures, from loading general freight on Tautliners to carrying cars, and ensuring the right set is ready to go when needed. the job of actually driving a truck is only a small part of the role. There are some truck driving jobs that most of us like to avoid, but to the same extent there are those that a lot of drivers would love to do. One of those on the favoured list would have to be that of piloting the transporter for a professional race team. Rest assured, though, that even this job has its drawbacks, and it’s not necessarily a role that would suit any driver.
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BLACK JACK Following a big weekend of racing, the truck is reloaded for the return trip to the workshop, with the pressure on to get there so the team can prepare the cars for the next round. Ian McPhee is the man responsible for the Jack Daniel’s Racing transporter, including the 685 hp Mack Super-Liner up front. “I love it,” Ian says when asked about the SuperLiner. “It cruises along just nicely. We’ve had this prime mover since the start of last year, and they get changed over about every two and half years.” Luckily for Ian, the A-trailer is an older unit built for 25 m regulations, meaning the Super-Liner and trailers fit nicely within the revised 26 m length limit. “It’s still tight, there’s not much room between the trailer and the back of the cab, but it’s under,” said Ian. The Jack Daniel’s Racing Super-Liner is one with the lot – big power, driver comfort and imposing looks. Powered by the Mack MP10 engine, and fitted with an mDRIVE automated transmission, the big Mack handles the task with ease. While its primary purpose is to transport the team’s gear from
the workshop to the track, it also acts as a promotional tool for the team and its sponsors along the way. It is basically a 26 m long, 4.3 m high mobile billboard, and one that is hard to miss. Unlike some of the other transporter drivers, Ian prefers to sleep in the truck while travelling to and from race meets. “I can’t remember the last time I stayed in a hotel en-route. I’d prefer to get an extra half an hour down the road, and stop at a roadhouse where I know I can get a shower and a feed,” he said. “If you do book a hotel, it can be hard to get parking, so it’s just easier to stay in the truck. I always get a good night’s sleep in there, that’s the main thing.” There is another driver on the team who Ian will let steer the transporter occasionally. Todd Kelly not only drives one of the Nissan Maxima V8 Supercars on board the truck, but having a B-double licence also means he can get behind the wheel of the Super-Liner when required. While he is well versed on handling high horsepower, his normal ride is a few wheels short of the 32 that carry the transporter. Still, he has a vested interest in making sure the truck gets to the track safely – as a team owner he has a huge financial interest in making sure everything arrives on time and intact. While the drive to the track is (I assume) a fairly sedate affair, once the Nissans roll off the truck things change dramatically. The 685 hp from the 15-litre MP10 does a great job of pulling 50 tonnes of race team gear. The 5.0-litre V8 engines mounted under the bonnet of the Nissan Ultimas deliver a very similar horsepower figure from a lightweight, purpose-built race engine.
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DRIVEN
Quite often we write in these pages about all the latest safety technology available on modern trucks. While it all sounds good in theory, if you’re a good driver and have a bit of luck, you will never need to find out if or how it works. So how then does a manufacturer convince their customers of the benefits of such systems, or demonstrate in real time how it all works?
We have all seen the videos of this technology at work, but until it is seen first-hand there is some reason to be sceptical about its real-world performance. During our trip to Hanover for the IAA Truck Show, PowerTorque was given the opportunity to attend a drive event hosted by Mercedes-Benz, in order to demonstrate the benefits of the safety systems offered on their trucks. While it is entertaining to stand track-side and watch this equipment in action, this event offered the chance to experience it from the driver’s seat. It is one thing to have an understanding of how this stuff works, but it’s another thing altogether to experience it personally. The beauty of the event was that Mercedes was able to replicate real-world conditions, including potential rollover situations, icy conditions and emergency braking manoeuvres, in a safe environment. Having qualified and experienced driver trainers on hand meant that not only were the participants in good hands, but they could also learn the finer points on the Mercedes’ products available on the day. The first stop was the off-road proving ground, where we got behind the wheel of two very different Mercedes-Benz trucks. First cab off the rank was an 8x8 Actros tipper, loaded to around 30 tonnes gross. This truck was built for a combination of on and off-road work, and was fitted with differential locks and cross locks to allow for genuine eightwheel-drive traction.
Dave Whyte gets to play with all sorts of exotic equipment and to experience electronic intervention systems in a controlled but real world environment .
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Also on board was a hydraulic clutch and retarder, reducing wear on both clutch and brakes. Given the work this truck is designed to do, these are the two parts of the driveline that would generally cop the most abuse day to day. An AMT transmission made the driving easy, while manual mode was selected for the most demanding conditions to hold the correct gear for the terrain.
PLAY TIME Even with a good load on board, the capability of the big Actros was impressive. Climbing and ascending 30-degree slopes was a simple case of maintaining even throttle pressure, and then activating the hydraulic retarder to manage downhill speed. Lifting the front and rear axles off the ground while cresting some hills makes for interesting vision in the mirrors, which come in handy for keeping on track when you can’t see the road over the crest. For a vehicle with genuine load carrying capability, the Actros 8x8 demonstrated great ability off-road, without sacrificing driver comforts or on-road suitability. Following on from the Actros, it was time to climb aboard the 4x4 Zetros, a truck built with serious off-road capabilities. The Zetros is a real engineering masterpiece, a 12-tonne truck that would leave most serious LandCruisers for dead in the bush. The cab is an older style, and built for work not pleasure. This truck is definitely more of a military vehicle than a freight vehicle, though there are parts of the world where it could be used for either. Once you get yourself in the driver’s seat, about seven feet off the ground, there is a feeling of invincibility. And that’s before you even test what it can do.
DAVE WHYTE GETS TO DRIVE ALL THE FUN STUFF FROM MERCEDES-BENZ
PLAY
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IAA HANOVER
SHOW & TELL The IAA Show once again displays the transport industry technology that will shape the way you operate in the future – Chris Mullett and Dave Whyte report from Hanover, Germany.
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or those that suggest everything centres on web-based communication and that face-toface meetings are no longer necessary, here are some solid reasons why, at least for the transport industry, this simply is not the case.
The web provides ease of access to information, in just the same way as a library is a repository of knowledge. What the IAA Show in Hanover provides is the opportunity to browse, enquire and evaluate technology in the flesh, and to talk to the engineers behind the products. “The 65th IAA Commercial Vehicles this year showcased a total of 322 world premieres by 2,066 exhibitors from 45 countries. The attending members of the international media were faced with assimilating the information provided by 82 press conferences held over two days, plus the additional challenge of trying to catch up personally with the remaining 1983 displays covering 265,000 sq m of exhibition space in an endeavour not to miss anything else that was of interest. Interestingly, of the top ten foreign exhibitors it was China that headed the list, with Italy in second place, Turkey in third followed by the Netherlands, France, Sweden, Poland, the UK, USA, Belgium, Argentina, Estonia, Malaysia and Tunisia. The introduction of Euro 6 emissions sees the nitrous oxide count drop by 80 percent out of vehicle exhausts and particulate emissions down by around two thirds.
SHOW & TELL These facts alone suggest a disconnect by the Australian Federal Government in terms of a global benefit that should be extended to our country, whereas the reality of the Australian Federal Government approach is to almost remain in denial. For those that don’t see a future in electric vehicles, PowerTorque can only report that their view is certainly not shared by the European community, with 21 electric vehicles on display at the IAA and available for driven evaluation. Road test editor Dave Whyte not only tried his hand at battery power, but also lined up to trial the 54 conventional vehicles also available for a test drive. When it came to offering a chance behind the wheel to professional drivers, it was MAN and Mercedes-Benz that came up as the most impressive. With a team of driver trainers on hand, and a fleet of immaculate D38-engined prime movers and rigids, Dave and I were able to independently patrol the streets of Hanover with 4x2 MAN TGX 18-560 prime movers hauling tri-axle semitrailers each laden to 40 tonnes. The newly-designed 15.2-litre, six-cylinder, in-line D38 engine with maximum power ratings of up to 640 hp suddenly makes this brand much more interesting to Australian operators when it launches here in the first half of 2015.
Road testing European style - It’s all a question of scale as nine different Euro 5 and Euro 6 prime movers took part.
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FEATURE
WORTH THE WEIGHT
There 's
something rather compulsive about watching vehicles that outperform others in circumstances that severely test ability and performance. This is the big end of town where gross combination weights can run off the Richter scale and gradients can only be climbed if power and traction are available on every wheel.
The Mercedes-Benz truck manufacturing centre at Wörth, north west of Stuttgart, is the largest truck plant in the world. Responsible for manufacturing one out of every two trucks registered in Germany, the destination list for exports numbers some 150 different countries. Out of the 11,800 employees that turn up for work everyday, 1,500 of these are employed uniquely in the special products division. It’s here that specific expertise is required that far excels general production ability to build a wide product range of special-purpose vehicles. It’s fair to assume that due to the high degree of vehicle specialisation, it’s rarely the case that models heading down the assembly line actually share identical components. 70 PowerTorque ISSUE 62
Annual build rates of the special products division are currently running at up to 5,000 units, which is a drop in the ocean compared to the full production runs of on-highway vehicles that regularly hit targets of 100,000 units per year. The flagship of the fleet is the Actros SLT heavy-duty prime mover. Boasting gross combination weights of 250 tonnes and an all-wheel-drive powertrain of up to 8x8, this heavy haul prime mover transmits its power through an innovative turbo-retarder clutch (TRC) that combines a wear-free hydraulic start-off clutch and a retarder with high brake power. The 16-speed Mercedes PowerShift 3 transmission with a specially developed shift programme ensures the most suitable ratio at all times. The prominent cooling tower behind the cab contains exclusive special technology to cope with reductions in cooling efficiency through slower traverse speeds and high loads when operating in countries with very high ambient temperatures. PowerTorque was fortunate to have as its guide to the manufacturing plant, Marc Seiger, the Global Sales Training Manager for the Special Products Division.
WORTH THE WEIGHT
PowerTorque visits the Mercedes-Benz special vehicle unit at WÖrth, Germany
“Unimog has been a real success story for MercedesBenz, particularly with sales for military applications where it is used in 128 different countries,” said Marc. “The new-generation Unimog not only looks sharper, it is more efficient, environmentally friendly and costeffective. Control systems have been revised, with the new working hydraulics operating with greater precision to enable finer control, despite an increase in hydraulic power. Hydraulic connections are fitted to the chassis on both the front and rear chassis rails to enable easy connectivity to accessories and implements,” said Marc. The new range of engines is the most powerful ever offered in the Unimog, with the four-cylinder, 5.1-litre Mercedes-Benz OM 934 developing 170 kW (231 hp) and peak torque of 900 Nm of torque. “The new engine range now conforms to Euro 6 emissions legislation with EGR and SCR, and for the first time uses common-rail fuel injection,” said Marc. “Because of the requirements of some developing countries, we still have to be able to provide the Unimog with different ratings, such as from Euro 3 through to Euro 5, but these engine designs do not use common-rail fuel injection systems.
“The advantages of Euro 6 engines are not just limited to lower emissions. Fuel economy is also improved, with an expected reduction of consumption by four percent. There is also a reduction of AdBlue use in the region of 50 percent for operators moving to Euro 5 rated engines when compared to those of Euro 4. All turbochargers are now variable geometry units, rather than using wastegate designs. “The high mobility Unimog has a drop deck frame to mount the transmission lower between the drop deck. The drive shafts run off centre from the axles to the transmission through a chassis mainframe member in order to maintain maximum ground clearance through the centre of the chassis rails. The other benefit is that the positioning of the drive shafts within a longitudinal chassis member provides protection from damage,” said Marc. Changes to the new-generation Unimog include the cab design and cockpit interior as well as the engine range. The engine itself has been relocated to the rear beneath the cab, and this mid-engine position lowers the vehicle centre of gravity while allowing more ground clearance. “Although the new-generation Unimog may look similar to the previous model, it is for us a completely new version that features new electrical systems and connections. All the underpinnings have changed with the new model and there are new hydraulic designs,” said Marc. With permanent all-wheel-drive, the Unimog features cross and inter-axle differential locks in front and rear axles and the option of changing from hydrostatic drive to mechanical drive dependent on the application at the time. PowerTorque ISSUE 62
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TRAILERTORQUE
THE SAFE OPTION WHEN IT COMES TO OPERATING SAFETY, CARTAGE AUSTRALIA BELIEVES THERE ARE STILL GAINS TO BE MADE.
HAVING
known each other since around 1983, it wasn’t until some 20 years later that Ray Cauchi and Wayne Vella joined forces, working together under the banner of Railway Transport Services. “With our combined fleet of five trucks, in 2003 we started developing a new sand pit, and this led to a requirement to increase our transport fleet in the Melbourne area,” said Wayne.
“By 2006 our fleet had grown to 12 vehicles and we made the decision to change the company name to Cartage Australia, which better identified the type of work we were undertaking,” added Wayne. Since 2006 the fleet has grown considerably and now comprises 57 late model Volvo FMs, each rated at 500 hp and all supplied through the CMV Volvo Trucks’ dealership at Laverton. “Our entire fleet is standardised on the Volvo FM model at 500 hp. The specifications of our trucks illustrate our attitude towards safety for the driver, efficiency and the reduction of driver fatigue,” said Ray. “We have a new Volvo coming into the system every three weeks and we keep them 800,000 km or four years, whichever comes first. The trucks are warranted for 12 months, plus 800,000 km on the driveline. “We have Electronic Braking Systems as standard with disc brakes all round throughout the trucks and trailers. Everything is based on safety, and we have also standardised on the I-Shift automated manual transmission, lane departure assist and blind spot monitoring. We don’t have maintenance problems, and with I-Shift there are far less concerns. We simply do not understand why anyone would buy a manual gearbox today. The I-Shift is so good,” said Ray. The trailer fleet of four, five or six-axle units is manufactured by Hercules of Melbourne and includes the high safety specification of disc brakes and EBS throughout each truck/trailer combination.
Hercules trailers feature SAF-Holland Intradisc Z19 axles with disc brakes and maintenance-free unitised hubs. 94
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THE SAFE OPTION
“We only specify trucks and trailers with the latest EBS systems and with disc brakes on every axle. We accept the necessary expense of these systems because we are convinced that disc brake systems are more efficient and safer, providing shorter stopping distances in an emergency situation. “By adding these safer systems we reap the benefits of being more productive under PBS legislation. But what we do not understand is how another operator running with the lesser efficiency of drum braking systems and with longer stopping distances
All trailers feature SAF-Holland Intradisc Z19 integral axles and WABCO braking systems. The hub unit is a compact assembly of hub and bearing and is maintenance-free. Compared to the conventional brake discs that are cast as one piece, the INTEGRAL-DISC is a compound casting of two materials into one unit. Therefore, it can expand radially under the effect of heat during braking, and then radially retract again when cooling after operation. Specifically, that means, the INTEGRAL does not distort into the umbrella shape under the effect of heat, thus eliminating the potential for stress cracking and eventual failure found in conventional brake discs. Since the brake surfaces also remain absolutely flat in all operating states, the service life of the disc itself, as well as the pads, is also claimed to be significantly prolonged. Conical ventilation channels in the brake disc provide for optimum internal ventilation, and there are 10 ventilation channels under the brake disc and 10 additional ventilation channels under the adapter ring. This feature provides 100 percent more heat dissipating surface compared to a conventional design with one-piece brake disc and closed wheel flange. “Two of the six-axle dog trailers are being evaluated with QuickSilver liners. As well as making for a quicker discharge we see it as a safety feature as the bodies do not have to be raised fully to achieve material ejection. It also reduces material contamination by ejecting material more completely. “Everything we do is approved under the Performance Based Standards (PBS) legislation. On a six-axle trailer it gives us a payload of 48.5 tonnes, with a four-axle trailer we achieve a payload of 39 tonnes, and with a five-axle trailer we operate with a 44.5 tonnes payload. “You need a variety of equipment as jobs differ everyday. You go to six axles because of the extra weight gain, but in reality you still require a mixture of equipment to maintain versatility,” said Ray. Both Ray and Wayne voiced their concerns over the permitted variations of specification permitted under PBS legislation.
can also gain PBS approval. To our way of thinking that is not establishing a level playing field. If you want to achieve the top level of productivity you should be operating the top level of technology for maximum safety,” added Wayne and Ray. “We are pushing the manufacturers to provide the upper level. It should be a case of providing the best. It’s all about safety. If you allow a drum-braked truck to operate at the higher levels it’s a compromise to what can be achieved for safety standards. We provide peace of mind for all our drivers. We want to bring all our drivers home safely each day,” they added. Ray Cauchi is always on the lookout for new ideas and is a regular visitor at each IAA Show in Hanover. “This year I found that V.Orlandi has produced a remote indicator kit for a Ringfeder coupling. A sensor for the Ringfeder coupling shows the driver on the dashboard that the coupling is in the locked position and the pin has gone down all the way. “Occasionally, a stone can get jammed into the coupling and the pin doesn’t go into the locked position properly. In that situation you could disconnect from the trailer and rip the hoses off. The unit sounds a warning, plus there is a display in the cab, alerting the driver immediately that it is not locked in. “I went to the V.Orlandi factory at Brescia and brought 25 units home with me. We have started fitting them already,” said Ray. The Cartage Australia fleet is accredited for mass and maintenance management and operates under a fixed cost per kilometre maintenance agreement. This is provided through CMV Trucks of Laverton and applies to all trucks and trailers in the fleet. Service and maintenance requirements are provided on a 24/7 basis, often performed during the night shift, enabling maximum utilisation of vehicles through the day. TRAILER TORQUE
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FUTURE TECH
The IAA Expo in Hanover enabled SAF-HOLLAND to provide a valuable insight into the next generation of components
ONE
of the most valuable benefits that comes from visiting the major international truck shows is the availability of expert technical advice. Advanced technology is not just the domain of the engine manufacturers. PowerTorque joined Steffen Schewerda, president of Trailer Systems for SAF-HOLLAND, and was fortunate to have a personal tour of the products on display together with a full briefing of what we can expect from this well-known supplier. Amidst the regular trailer suspension and coupling products was a glimpse of the results of the company’s German-based research and technology division. “We have an aluminium brake drum on display that is produced by casting the aluminium around a metal matrix composite material. The weight savings this unit can offer are as high as 70 kg. It has a standard brake chamber that applies the force directly to the brake, and it is completely self adjusting, achieved without camshafts or slack adjusters as a result of featuring the automatic brake adjustment built into the brake chamber,” said Steffen.
“This development is purely for use as a trailer axle and is not yet available on the market,” he added. One of the common threads noticeable amongst the trailer component manufacturers was the need to move away from hydraulic shock absorbers where possible. As one component supplier commented, the major fault in suspension systems occurs when one or more of the dampers develops a leak. Not only do they then discharge hydraulic fluid, they increase tyre wear. “We have a new trailer axle with drum or disc brake alternatives that removes the need for additional hydraulic shock absorbers,” said Steffen Schewerda. “It’s a direct damping unit. We asked from the fleet perspective, not from the OEM, where do the fleets spend their money? Maintenance of the hydraulic damper unit is always expensive. We looked at whether it was possible to get rid of the hydraulic shock absorbers, and the answer was yes we could. “We have an air tank with two valves that control the airflow. With a high frequency activity nothing happens, but with low frequency it starts dampening the airflows in the pressure on return. The clue here is the valving and the tank. We included the function of the shock absorber within the air tank attached to the brake chamber, and it is a totally sealed system without the need for hydraulic dampers. “The research and development that is coming out of Germany results from an idea developed 18 months ago, and we have been testing it with the University of Germany.
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TRAILER TORQUE
FUTURE TECH The new UP system suspension is used when loading trailers onto trains with straddle carriers and automatically detaches the airbag bellows.
"The dampening effect is almost exactly what we have today with a conventional hydraulic damper. We are confident this will work. We have this system now undergoing on-road testing and are very confident with a production schedule expected for 2017. “We have also looked at the use of composite materials to see if we can save further weight. On display we have a carbon-fibre axle tube that on its own contributes to a weight saving of 30 kg. “The self-damping direct brake actuator unit saves another 20 kg, with the alloy drum brake another 30 kg, so it has the potential to save 80 kg on one suspension. On a tri-axle combination its combined benefit can be a weight saving of 240 kg. “There is an obvious significant value for fleets. Carbon fibre is very expensive but you can reduce the costs by producing simple geometries like a laminated beam. I know that we will be selling this in the future and hopefully within the next two years,” said Steffen
SAF-HOLLAND was also displaying its Intra R and Intra S designs that have been developed for the different requirements of the heavier-duty application of tankers and tippers compared to the lighter-duty application requirements of curtainsider and fridge vans. “It’s the Intra R for tankers and tippers, and the Intra S for curtainsiders and fridge vans. With a curtainsider and cooler the body behaves like a shoe box, the tanker and tipper behave like a brick, with much more stress going into the chassis. This is also affected by the total weight carried, with the curtainsiders usually cubed out while the tanker and tipper operators go for maximum payload,” said Steffen. “The brake chamber needs to be protected in high damage risk applications, and here you can see a very flexible but very robust construction. The area around the brake chamber is fabricated in Germany from high-strength steel and it protects the brake chamber from any damage. The suspension interface is always the same, so you can use any suspension design as a plug and play installation,” added Steffen.
At 176 kg, the SAF INTRADISC plus INTEGRAL air suspension unit is one of the lightest in its class. TRAILER TORQUE
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PERFOR PBS-APPROVED QUAD DOG TRAILERS BRING IMPROVED PRODUCTIVITY. (IMAGES BY LUCY RC PHOTOGRAPHY)
ELEVEN
months after taking delivery of the company’s first PBSapproved quad dog trailers, Queensland based Ostwald Bros Group is well placed to comment on how these highefficiency trailers are performing in the tough conditions of the resources industry in the Surat basin. Entering service with Ostwald’s Transport Bulk Haulage Division, the three sets of aluminium truck and quad-axle dog 20-metre combinations were manufactured by Hamelex White and supplied through local agents Trailer Sales of Brisbane.
Each combination is coupled to a Kenworth T409 SAR rigid and tips the scales at 57.5 tonnes gross combination mass, achieving a payload of 39.5 tonnes. Other key features include a 5.0 mm flat lining sheet along each sidewall, complimenting the 8.0 mm thick base sheet. The specification incorporates Edbro hoists, BPW tenstud, 285 drum brakes, Alcoa Dura-Bright rims and BPW AL2 suspension. A full WABCO Electronic Braking Systems (EBS) that includes roll-stability protection is standard on
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each combination, and these have Multivolt connectivity for compatibility with the EBSS level 2 systems fitted as standard to the T409 Kenworths. Disc brakes are fitted on equipment where applications are suitable. “We conducted extensive research into the benefits of PBS, which ended up becoming a two-year process, but it was all worth it,” said Athol Carter, Ostwald Bros’ Safety & Compliance Manager. “The goal for acquiring the new truck and dogs was to reduce our footprint on the roads, raise productivity and maximise payload. The sheet can handle the punishment from bulky rocks, road materials and cement boulders without sustaining damage to the interior, and enables quick load discharge. We also had Hamelex White install sludge locks to the tailgates, which means we can keep sensitive products on board without it leaking out the back. “We pride ourselves on consistently adding the latest and most innovative transport gear on the market, since we know it will keep us profitable and improve safety and compliance of our operation and industry.
PERFORMANCE PLUS
RMANCE
PLUS
“From my point of view, PBS makes perfect business sense. That’s a seven-tonne gain for us compared to conventional truck and dog models. Under the PBS scheme, we now have flexible vehicles that can travel on Level 1 and Level 2 roads here in Queensland as opposed to B-doubles and Type 1 road trains in our fleet that are required to use alternative routes. The performance of the PBS trailers has been outstanding,” said Athol. Set up originally by the National Transport Commission (NTC), PBS is a nationally agreed process for assessing innovative heavy-vehicle alternatives that provide substantial productivity gains not possible under general access guidelines. “PBS focuses on a vehicle’s on-road performance rather than on its length and mass, ensuring that the vehicle complies with all standards of stability and rollover risk,” said Hugh Carr from Trailer Sales, which supplied the trailers to Ostwald Bros Group.
“The new PBS combinations maximise both flexibility and payload, providing similar payloads to that of a standard B-double. At the end of the day, the PBS combination returns higher yields in cost per tonne comparisons to a conventional truck and quad-axle dog combination, while providing increased flexibility when compared to a B-double,” added Hugh.
Ostwald Bros has taken delivery of three sets of PBS aluminium truck and quad-axle dog 20-metre combinations.
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