PowerTorque 76 April/May 2017 by Motoring Matters Magazine Group

ISSUE 76 APR/MAY 2017 RRP: $8.95 (NZ $9.95)

ISSUE 76 APRIL / MAY 2017

www.powertorque.com.au

AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE

Incorporating

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Hereâ&#x20AC;&#x2122;s just some of the ways DAF adds up: Low tare for increased payload.

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WATW Dave Whyte gives his view from behind the wheel

RESPECTING THE BREED The ACCO just keeps on keeping on

ACROSS THE PADDOCK David Meredith reports from West Australia

CLASSIC AND CUSTOM Warren Caves focuses on Jeffsan Plant Hire

TOTAL RECOVERY Orange Heavy Towing’s new Coronado Jerr-Dan

IN THE COUP Komatsu’s new forwarder

COST CONTROL A new Actros saves costs for Mulvey Transport

BATTLE STATIONS Scania lines up on the Swedish border

CLEVER WITH CONCRETE Dave Whyte visits Constable Brothers Concrete

TRAILER TORQUE

BACK IN THE DAY Dan Whitelock’s W Model

STAYING SAFE Servicing the latest brake and stability programmes

HINO 500 Takes a Wider View

BEDROCK QUARRIES Sloanebuilt’s latest delivery to Mick Colley

MAKING A DIFFERENCE Foodbank supplies those in need

CAREFUL COUPLING JOST adds the latest technology to 5th wheels

LOOKING FORWARD The Brisbane Show Review

FILLING TIME J.R. Stephens sorts through Brisbane’s waste

THE BUILDING BRICKS OF TRANSPORT Clifford Brick & Tile Transport

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STOCK IN TRADE Rytrans Engineering of Toowoomba

T-TIME Kenworth’s new T610

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KEEPING YOUR COOL Finding the K factor

FRONTAL PROTECTION A close up of Kentweld

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TANKER TIME Heil Trailers aims to increase market share

POWERTORQUE PEOPLE Remembering the characters of transport – Lady John

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The latest news in trailers and bodybuilding

SPRINT TO THE FINISH The world of Sprint Cars

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For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Road Test Editor - David Whyte Contributing Writers - Stuart Martin Warren Caves David Meredith Rob Randazzo Specialist photography - Torque It Up Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 307, Mittagong, NSW 2575 Telephone: 0248-785373 Email: edit@powertorque.com.au Fax: 0248-785228 Website: www.powertorque.com.au

For advertising rates and information please contact: Motoring Matters Magazine Group National business development manager: Email: edit@motoringmatters.com.au Telephone: 0248-785373 Fax: 0248-785228 website:www.motoringmatters.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.

Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence arising from the reliance on information published. The opinions expressed in PowerTorque are not necessarily the opinions of, or endorsed by the publisher.

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Chris Mullett

FORWARD

Hi,

TORQUE

and welcome to PowerTorque. Communication. Just how hard is it to ensure that your customers can talk directly with your sales or customer service teams to order what they want, with the expectation that it will arrive on time, when they want it?

‘Back in the day’, if a member of a sales team was unavailable, the enquiry was answered by the departmental secretary. The secretary usually knew as much, if not more than the personnel for whom she acted as the Mother Hen. She responded to phone calls, faxes (yes, remember them?), and took care of typing and dispatching orders and relieving the pressure from the sales force. This enabled the sales team to concentrate their time on selling to existing customers, prospecting for new customers and servicing all of them to the best of their ability. The quest for improved efficiency and the reduction of staffing numbers has resulted in the loss of secretarial assistance for all but the managing director. Everyone else has to control their own day-to-day workflow, tackling the keyboard to contact customers or confirm orders. Progress has taken the secretary who answered the phone and controlled the office and replaced her with voicemail. (Apologies to those demanding total gender equality of occupational options, but, in 40 years, all the secretaries I ever encountered were female). Voicemail is a wonderful invention that explains the person you are seeking is not available, which, unless you are particularly moronic, you’ve probably worked out for yourself, as they failed to answer the call. Voicemail does not, however, tell you with any degree of certainty whether the person you wish to contact is: (a) on holiday for the week, (b) on long service leave for six months, (c) suffering from the common cold and in bed, (d) interstate, intrastate or overseas, (e) making the coffee, (f) outside in the yard having a smoke, or, (g) so disinterested in speaking to you that they are sitting watching the message light blink on the telephone. We talk of being the clever country, but, unless we indulge ourselves in some competent early planning, the nation’s industries are going to be left behind. Christmas came and went, followed by Australia Day, which turned into two days off, now we’ve had Melbourne Cup Day and Labour Day, to be followed by an Easter break. Judging from some voicemail messages, there are employees of some companies that have managed to blend their vacation time into a series of links between these public holidays, enabling them to not actually return to work for the first three months of the year, vacationing since they attended the office Christmas party two weeks before Santa came to visit.

This stream of public holidays is not necessarily a benefit that is experienced by truck drivers. Having driven in some cases thousands of kilometres to meet a deadline, they are impacted by the holidays because they can’t load or unload. They’ve done their bit for the national economy, but, in return, once again they’ve been inconvenienced because nobody thought to consider their needs. So, here’s the solution. Rather than continuing with all these disconnected, voicemail-reliant members of staff, let’s rehire the secretaries and let them once again answer phone calls, monitor workflow, keep tabs on who is doing what, and generally run the workplace more efficiently.

And while on the subject of efficiency, let’s consider safety and stop time slotting restrictive practices. The truck should be unloaded when it arrives and reloaded as fast as possible, not placed in a queue and penalised because the driver felt weary and stopped for a cup of coffee. With satellite tracking the secretary will know when a truck is due to arrive and communicate that information to the loading dock to ensure speedy and responsive action. Yes, I realise that in reinstating the position of the secretary and re-establishing the art of person-to-person communication, we’ve not had to rely on one recorded message, we’ve improved efficiency, reduced wastage, minimised disruption, improved the supply chain and reduced frustration. If the idea of appointing a secretary seems too radical, then maybe it’s time to acknowledge the old principle of basic common sense. But then what would I know? Recently I was called a dinosaur for trying to return to the way things used to be done, perhaps because they just seemed better times through my failing memory. I am however creating an app that is activated by voicemail and instantaneously combusts the phone belonging to the person you are trying to contact. Maybe that will get their attention. It will also give Samsung an excuse for their phones already having that feature. In the meantime, all of the PowerTorque team hope you continue to enjoy our approach to the global transport community. Our aim is to bring you all the latest news on technology and how to improve the profitability of your business. Thanks for all your support and for enabling PowerTorque to continue to grow as the largest-selling truck and trailer magazine in the Australian market. As always, enjoy the drive and stay safe. Kind regards,

Chris Mullett – Managing Editor/Publisher. 8

PowerTorque ISSUE 76

Whyte At the

G’day folks, and welcome back. Well, we’ve made it through another two years, and finally the big show, the Brisbane Truck Show, is rolling back around. Given some of the stuff we’ve seen and driven this year, I think it’s going to be good one, with plenty of new and interesting equipment making its way onto the market either in the lead up to, or shortly after, the show. Brisbane Truck Show is not just an Expo, but, as I’ve learned over my last few visits, it’s a social affair. For a lot of us in the transport industry, it’s a great time to catch up with old mates, share a few brewskies and have a yarn, away from the pressures of the job. I also understand that, for many of you, it’s just not feasible to get time off and make the trek to Brisbane. I will say this though, if you do get the chance to go along, even if you’re held over in Brisbane for a day during the show, it’s well worth a look. On the topic of catching up with mates, there have been a few reunions for drivers from certain companies happening lately. The latest one to cross my desk (or phone, as the case may be) is being organised for Roccisano drivers. These events represent all that is good about the industry, and provide a great opportunity to catch up with those people you used to see on a daily basis. Having been out of the chair for a while now, I have come to understand the value of the friendships we make out on the road, and miss the mateship that only comes from those who understand life on the road. While Roccisano’s has been gone for a long time now (since 1996 if I recall correctly), I’m sure there are a few guys out there who would like to catch up with their old work mates over a cold one or three. Quite often I hear about how the “brotherhood” is gone, and in many ways it has. But in many ways that’s what keeps us out there. The banter with our mates, the stirring and winding up, and the support we get from those who work beside us, that’s what makes the job worthwhile. It might only be three minutes of talk over the radio, or a chance to grab a coffee somewhere, but that’s all it takes, and you miss it when it’s not there. On a lighter note, I can’t say I was surprised to learn that VicRoads has lifted the 90 km/h speed limit for trucks on the Monash Freeway back up to 100 km/h. Apparently, the lower speed limit actually caused more accidents – well that’s not strictly true, the impatience of other motorists did that – and resulted in issues with traffic flow. 10

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WHEEL Well VicRoads, on behalf of the transport industry, we could’ve told you that before you wasted all that time and money – our time, and our money. It never ceases to amaze me how organisations such as the RACV have so much sway in these issues, and yet the transport industry so often goes unheard. What this industry needs is a good strong representative body that actually has a bit of clout where it counts, and is more interested in its members than their superannuation funds.

I have noticed that some states are coming around to our point of view, however. On a recent trip between Brisbane and Toowoomba, I couldn’t help but notice the number of A-doubles (double road trains) running that stretch of road. While I’m sure it’s not a job for the unprofessional or faint of heart running those things down the Toowoomba Range, it does make me wonder why they aren’t allowed on the Hume in NSW yet. I can’t help but wonder if there’s a hidden agenda somewhere, or if, again, a strong industry body could win that fight. Also in Melbourne recently, I had a laugh at the taxi operators going on strike and stopping the traffic on Melbourne’s freeways not once, but twice over the course of a couple of weeks. No fines, no roadworthy inspections, no nastiness from the authorities – in fact, quite the opposite. A police escort kept them away from the other traffic, and took up another lane of the freeway! Now, I don’t profess to understand the reason for their protest, and frankly I’m not interested, but I think they played right into the hands of their archrivals – Uber drivers! At a time when they need all the passengers they can get, they chose to protest at peak hour, on one of the busiest freeways in Melbourne. Way to go making friends! There has been a lot of talk about protests and park ups around the transport industry lately, and this is the reason I mention the taxi protests – if you’re going to protest, it has to be done right. Make it a peaceful process, and don’t put everyone offside by making 100,000 people late for work. Just take a week off and park up with your mates. Maybe you could go to a reunion, or a truck show? (Sarcasm, the last line of defence). Anyway, if you do make it to Brisbane for the show, be sure to keep an eye out for us and say g’day. If you don’t get there, we’ll do our best to keep you up to date, either through our Facebook site or the next issue of PT. In the meantime though, take care, have fun and stay safe!

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Find out more about TraXon. Come and visit us at the 2017 Brisbane Truck Show, 25th-28th May, stand #54

ACROSS THE PADDOCK

David Meredith reports for PowerTorque from Perth, Western Australia.

While pondering under a shady tree and thinking of the state of affairs in Western Australia, I’m driven to a remarkably insightful observation from a fictional classic a couple of centuries ago: “It was the best of times, it was the worst of times… it was the spring of hope, it was the winter of despair”. (Apologies to Charles Dickens). At the back end of a state election campaign, we sandgropers are apparently experiencing all of the above at some point or another. Repetitive warnings about the dire consequences of voting for ‘the other mob’, while promising dramatic improvements that should have been announced and undertaken years before, become background noise very early in the process. The only truck issue worth noting is the resolute determination of the current government to finish the Fremantle freight link, while the opposition is just as resolutely determined to abandon it after polling day. The race will have been run and won, or lost depending on your perspective, by the time you’re reading this. But, in the meantime, WA just keeps rolling along, still complaining about supporting the rest of the country with GST revenue, while eastern states visitors wonder what all the fuss is about.

share buy-backs as well later in 2017. That all contributes to an underlying expectation amongst West Australians that things will get better steadily – don’t panic. But many have suffered badly, and recognising well-known nameplates and signwriting at the auctions is telling. It reflects no-one is immune from the consequences of unsound business practices, in particular, credit management. From all of that, the WA Market suffered broad pain in 2016, but the heavy-duty sector dropped a whopping 24 percent on 2015. Kenworth is a case in point. In WA in 2015 it was fourth in market share, outsold by Volvo, Isuzu and Scania, in that order. In 2016 it slipped back to fifth, with Freightliner joining the trio as a Kenworth beater. It sold 83 trucks instead of 127, for a 35 percent slump. When your average sale value is as high as Kenworth’s, that’s adding up to around $9m in revenue lost. The dealership’s DAF arm didn’t help – it was down 47 percent.

“Your first loss is your best loss.”

More than ever, dealers are clinically selecting new truck inventory and have worked hard to reduce used trucks on their books.

The broad economy is still running strongly in terms of profitability percentages, but that’s largely due to cost cutting – the major miners and contractors having set themselves up as scalable operations.

One prominent and highly successful used car icon once told me, “Your first loss is your best loss, Dave,” and it seems WA truck dealers apply that same principal – quit it now; end the pain; reuse the capital.

One outcome of any slump is that companies of necessity find new ways to cut costs and operate more efficiently. When the business gears back up, it discovers it can use less staff, less resources and spend less on operations than it did previously. So the employment recovery and inventory rebuilding lingers on well beyond a business recovery.

Amidst the chaos, the much-vaunted Penske operation seems to have developed an uncharacteristic stumble with Western Star. The local dealership, a top operator, has sold only two trucks in five months.

Even with iron-ore prices surging past US$90/tonne, nearly 30 percent ahead of forecasts, little has changed within the operations, as production at the main mine sites has been maintained since the GFC. Fortescue Mining Group will pay a big dividend this year, pay down even more debt, and is likely to commence some 12

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Additionally, a few kilometres away, the giant WesTrac operation has seen its CAT Trucks’ site shrink into almost oblivion, as the brand walks away. In the meantime, Scania holds a strong position in WA with a consistent focus on the distribution market. Iron ore may sag, gold may ease, but punters still want their cornflakes delivered fresh and crispy. Scania’s aggressive sell of full-service contracts that set fixed maintenance costs has captured experienced operators who know that controlling outgoings is as important as expanding income.

The New Mercedes-Benz Actros. Prime movers never moved so efficiently. Visit mercedes-benz.com.au/actros for more information, or contact your local authorised Mercedes-Benz Trucks Dealership.

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FEATURE

TOTAL RECOVERY

Dave Whyte visits Orange Heavy Towing to see its Freightliner Coronado based Jerr-Dan recovery unit in action.

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TOTAL RECOVERY

Every day, we hit the road and take our chances, assuming we’ll make it to our destination in one piece, and with no big dramas to upset the schedule on the way. Sadly though, there are times when we need to call on someone to help get us out of trouble. Whether it be mechanical issues, or worse, there are only a select few who have the equipment and the knowledge to salvage a stricken truck quickly and safely, without causing any extra damage.

Peter started driving tow trucks not long after he got his licence, and spent time working for a couple of local businesses before he and Adele decided to go out on their own. They had their own general freight run for about eight years, running between Orange, Parkes and Forbes, and, during that time, Peter was driving tow trucks on the weekends. “Then we bought the R-model Mack with crash gear, which was basically chains,” Peter said.

One of those operators is Peter Livermore, who, along with his wife Adele, owns and operates Orange Heavy Towing. Based in Orange, central NSW, Peter and Adele operate two trucks – a super-tilt semitrailer towed by a Freightliner Argosy, and, the central focus of this feature, a new Freightliner Coronado heavy salvage unit.

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FEATURE As the other towing companies in the area upgraded their equipment, Peter and Adele needed to upgrade the old Mack in order to remain competitive. “So we stretched it out and put an Ekebol underlift under the rear end,” Peter explained. As time went on, they could see how OH&S was becoming more of a factor in the industry. “Then we saw the opportunity of going into the Western Star,” he said. Those of you with a good memory might remember we spoke to Peter around six years ago, when he had taken delivery of his previous truck, a secondhand Western Star with a heavy-salvage body fitted. After six years with Orange Heavy Towing, and with over a million kilometres on the clock (many of those before Peter and Adele took it on), the Western Star was in need of a freshen up, including a coat of paint and some mechanical work to ensure it was reliable. “The other truck needed a lot of work doing to it, even though it looked a million bucks,” Peter explained. “Instead of spending that much money on it, I thought I’d just put that money into a new truck”.

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The deal was done through Kent Collision and Kustom in Sydney, and the new Coronado was ordered. The Coronado is a serious piece of equipment, spec’d for the job straight from the factory. “This one comes as standard in the perfect wheelbase, so Jamie Kent of Kent Collision and Kustom didn’t have to cut and stretch it,” Peter said. “It comes in double-rail chassis, in that length,” he added. Power comes from a Detroit DD15, and is driven through an 18-speed manual Roadranger to the heavy-duty 52/185 rear diffs mounted on Neway air suspension. “It’s the heaviest you can get, and it’s on the wide spread rear end,” Peter said. “We’re allowed, technically, up to 23 t on the drive”. The front end is also pretty heavy, with Peter saying: “It’s rated to 7230 kg on the steer. As it sits there it would be 7.2 t on the front, and around 12-13 t on the drive”. A lot of that weight is due to the amount of equipment carried in the body, to ensure Peter has the right tools for the job when he gets there.

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FEATURE “She’s fully loaded,” he said. “I could get a call to go to Cobar, and you’ve got to have everything you could possibly need. The worst thing would be to have something you need sitting here (in Orange), six hours away”. While 20 t might seem like a hefty “tare” weight, the double chassis rails and heavy-duty driveline allow the Coronado to be rated up to 140 t GCM, meaning it can legally tow vehicles weighing up to 120 t. “When I first got it, I towed a fully loaded B-double up Tap Hill, near Coonabarabran,” Peter said. “It was a 26 m B-double, grossing 68 t. You put that in front of it, so it’s grossing 88 t. I pulled it up to the top, turned around, and ran back into Gilgandra.” While the pull up Tap Hill at that weight is impressive in itself, it was the response from the stricken driver that made Peter smile. “He said that this thing pulled it up the hill better than his own truck would, and it was 20 t heavier overall,” he laughed. The American-built body is the last of the previousgeneration Jerr-Dan design, and incorporates a lot of smart technology to make its operation easier and, more importantly, safer. While the new-generation bodies do look a little different, the boom, underlift and subframe are virtually unchanged, with only the exterior body styling being different. Controls for the boom, underlift and winches are fitted on both sides of the body, with a full-function remote control handpiece also on hand. This allows Peter to operate the many different functions from any position that provides a good view of the job, and away from passing traffic. Certain functions can also be controlled from within the cab, with buttons in the overhead console easily reached from the driver’s seat. “When I’m going through a sharp gutter, I need to lift and lower the underlift, so it doesn’t bottom out. I used to control the underlift raise and lower through using the handheld remote control unit. With this new model I can operate everything from the overhead console,” Peter added. Included in this panel are controls for all the lights (and there’s plenty of them), allowing for the scene to be well lit up before Peter even gets out of the truck. There are a few other smart features in the cab, including live feeds into the cab from cameras monitoring the vehicle during reversing as well as the individual winch operations. “I can actually look at a truck and back right up to the bullbar, then I don’t have to worry about moving again,” Peter said.

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“I’ve got another camera at the back to watch the winches, so I can keep an eye on what they’re doing, especially the front one, which is harder to see closely from the ground,” he added.

TOTAL RECOVERY The display for the winch camera is located at the main control panel, so Peter can see exactly what’s happening as it happens. “I don’t have to worry about how that cable is spooling back on, I can actually watch it here,” he said. Buying a truck like this is not a simple procedure though, and Peter and Adele are very grateful for the service and respect they were given by Jamie Kent and the team at Kent Collision and Kustom. “Kents have just been awesome,” Adele said. “They were so good to work with, and treated me with as much respect as they did Peter. I can’t praise them highly enough,” she added.

Given the 24-hour nature of the job, Peter and Adele rely on another driver, Ian Thomas, to fill in when need be. Ian is well trained in all facets of the Coronado’s operation, and, as Peter explained, “He’s is the only other bloke that I’ll allow in this. We do 99% of the rollovers together, and if I go away he’ll have the truck”. It may have taken them 13 years to get a brand-new truck, with all the bells and whistles, but Peter is more than happy with the new Coronado. It’s always nice to meet people who have worked hard, and achieved what they set out to do, and Peter and Adele certainly fit that description. “My dream has always been to have one of these, and now to have this one….I can’t wipe the smile off my face!” Peter said, beaming.

“They’d bend over backwards, and do anything to help us,” Peter added, “I can’t recommend them enough. “When you’re making such a big investment, not only in your equipment but also your future, the relationship is often as important as the deal itself, and, as Adele said, they’re just a great bunch of people”. Part of the specification on this new truck was to keep the overall height down to 3.6 m. This enables it to be carried on the super-tilt trailer, and still remain under the 4.6 m height restriction. “Occasionally we go out to a job that needs the big truck to drag a vehicle out, but the super-tilt to cart it away,” Peter said. “By keeping the height down, we can carry the tow truck to the job, and utilise both trucks on-site without having to drive them both all the way”.

“My dream has always been to have one of these”

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FEATURE

Kent Collision & Kustom of Ingleburn is the official Australian distributor of Jerr-Dan recovery equipment. Jerr-Dan is recognised as one of the world’s leading suppliers of truck mounted recovery equipment, from sliding tilt trays up to fully integrated heavy-duty units with winch and recovery options as well as slider and underlift alternatives. The Freightliner Coronado supplied to Orange Heavy Towing is built to the following specification.

MODEL & DESCRIPTION

WINCHES

BODY

• HDL 700/300 35 TON, INTEGRATED HEAVY-DUTY WRECKER

• DUAL 35,000 LB TWOSPEED PLANETARY GEAR WINCHES WITH MULTIDISC WET BRAKE

• MODULAR COMPOSITE BODY, ALUMINIUM SUBSTRUCTURE

WRECKER BOOM • TWO-STAGE BOOM, RETRACTED LIFTING CAPACITY: 70000 LB, 31751 KG. EXTENDED LIFTING CAPACITY: 22000 LB, 9979 KG • WORKING HEIGHT TO HOOK 229”, MAXIMUM HEIGHT 261” • BOOM REACH OFF REAR OF TAILBOARD 132” • MULTI-POSITION BOOM LOCK OUT

• ADJUSTABLE AIR CONTROLLED WINCH CABLE TENSIONERS

• OPTIONAL COACH BOOM UNDERLIFT • THREE-STAGE STINGER RETRACTED LIFT RATING: 30000 LB, 13608 KG. EXTENDED LIFTING CAPACITY: 7257 KG • REACH WITH FORKS EXTENDED 146” • DOG TRAILER ADAPTER PLATES • LOW-PROFILE HEIGHT CROSS BAR WITH A 5” HIGH-STRENGTH HEAT TREATED PIN (THE LARGEST IN THE INDUSTRY)

• GAS SPRINGS DOOR ASSIST

• 250 FEET OF 0.75-INCHDIAMETER CABLE WITH SWIVEL HOOKS

• BUILT-IN TOOL STORAGE AND CHAIN RACKS

REAR SPADES

• OPTIONAL HUGE FRONT TUNNEL BOX FOR EXTRA STORAGE

• HYDRAULICALLY CONTROLLED REAR SPADES WITH FLIP-DOWN CLAWS AND INTEGRATED RECOVERY ANCHORS

CONTROLS UNDERLIFT (STINGER)

• INDEPENDENT RUBBER SHOCK MOUNTED BODY

• MULTIPLEX TOUCHPAD CONTROLS FOR LIGHTING AND UNDERLIFT CONTROLS IN CAB, TOUCHPAD SWITCH STATIONS IN REAR CONTROL PANELS • WRECKER BOOM AND WINCH 12-FUNCTION POCKET REMOTE • CONTROL STATIONS BOTH SIDES PROVIDING THE OPTION TO OPERATE FROM THE DRIVERS OR PASSENGER SIDE OF THE WRECKER • WINCH CAMERA AND LED DISPLAY SCREEN IN CONTROL STATION • COLOUR-CODED WINCH LEVERS TO SWIVEL HOOKS

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• AERODYNAMIC ALUMINIUM LIGHT PYLON

MISCELLANEOUS • LED WINCH WORK LIGHTS • LED LOWER HOOK-UP LIGHTS, BACK-UP LIGHTS AND WORK LIGHTS • UNDERLIFT-MOUNTED HOOK-UP CAMERA • IN-CAB SPLIT SCREEN FOR REVERSE, WINCH AND UNDERLIFT CAMERAS • RECESSED AIR AND ELECTRICAL CONNECTIONS AT REAR OF BODY • RETRACTABLE HOSE REEL • EIGHT REAR RECOVERY ANCHORS BOTH SIDES • WIRELESS LIGHT BOARD AND CHARGE STATION

LESS BUCKLES, SAME TENSION. SEE THE T-LINER MARK II IN ACTION AT THE 2017 BRISBANE TRUCK SHOW

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WATCH THE VIDEO See the Freighter T-Liner MARK II in action. Scan the QR code or visit freighter.com.au/the-next-step

IMPROVED PRODUCTIVITY – Less buckles to open and close saves up to 10 minutes per drop and reduces the risk of RSI injuries. Take the next step with Freighter. Talk to your local Dealer today.

10/3/17 3:07 pm

FEATURE

COST CONTROL

Terry Warn found that moving to new equipment brought a reduction totalever operating costs and industry images by and Dave “I’ve inonly known the– Words trucking Whyte I love it” – Alec Mulvey of Mulvey Transport. 22

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COST CONTROL This year marks the 25th anniversary of Mulvey Transport, the South Kempsey based trucking company that’s built an enviable reputation since managing director Alec Mulvey founded the company that he still operates today. Alec started in trucking at the wheel of a K100 some 38 years ago, moving up to Kempsey from Sydney as he thought being midway between Sydney and Brisbane would enable him to spend more nights at home. “Once I’d moved to Kempsey, the company I was working for at the time put me on the Adelaide to Brisbane run, so my plan to spend more time at home didn’t go too well,” said Alec. Alec is one for keeping tabs on history, and although many of the trucks he has owned have long since passed into different hands, his first K100 is still running the highway for Browns Slipway of Mooloolaba Harbour, and, his second vehicle, an International S-Line, is regularly seen in the Tamworth area. “We run 31 trucks in the fleet today, with the majority being prime movers but including four rigid trucks, one of which operates with a dog trailer,” said Alec. “We have a mixture of makes as I like to support the local dealers. If I buy Kenworth it’s from Brown and Hurley, if I buy Freightliner Argosy or Coronado it’s always been from Mavins Truck Centre of Kempsey. “We run Melbourne/Adelaide, Sydney/Brisbane and a regional service to Mackay, with depots in Sydney, South Kempsey and at Brisbane, which is our largest. It’s at the Brisbane depot that we also manage a 5000 sq m warehouse facility for our clients, which stores products for onward distribution through the Sunshine Coast, Gold Coast and Toowoomba,” added Alec. Up until now, the engine mix through recent years has comprised Cummins Signature EGR units, followed by Cummins ISXe5s with AdBlue and also 15-litre, 560 hp Detroit Diesels. All of these operate as 34-pallet B-double combinations.

Alec Mulvey and his daughter Nikki

Keeping in touch with technology has resulted in Alec being very focused on controlling, and, where possible, reducing operating costs. “The margins in transport are just that minimal. You are not going to get a customer to increases his rates. As an example, the rates from Brisbane haven’t increased in 25 years. “Most transport companies operate close to negative margins. If you can get 1 to 2 percent return you’re doing well. These days the profit available doesn’t come from what you earn, it comes from working more efficiently and saving on costs. I spend 80 percent of my life trying to save money. The operations team here and the drivers out on the road are trying to make money, while I stay here and try to save it. “We wouldn’t be in business if we hadn’t focused on taking advantage of every opportunity to save on costs. We compare fuel costs between national and local distributors and don’t presume we are getting the best price as a matter of course. “The same close attention to detail applies to our fatigue management, which is endorsed by satellite tracking. We need to monitor everything to ensure compliance, with inbuilt alarm systems to highlight driver hours and speed compliance. With point-to-point cameras I don’t know how or why some drivers try to speed. You must get smart or get out of this industry. You are not going to beat the law,” added Alec. Five years ago the company diversified and established Mulvey Tyres at West Kempsey as the local Hankook car tyre distributor for the North Coast area. Truck tyres are handled through the service workshop of Mulvey Transport in South Kempsey. “I thought it was necessary to cut my costs and tyres became one of them,” said Alec. “We get involved in testing Hankook new tyre designs on trucks and trailers. We have a series of steer tyres at the moment being tested prior to release and we have input into the compound etc. We are particularly impressed with the performance of the drive and trailer tyres and we feel the steer tyres will be the same. “We standardise on 295/80R22.5 sizing on the steer tyres and fit the Hankook DH16 in 11R22.5 sizing for on-highway drive tyres. For local tipper and dog trailer operators that run off and on-highway we recommend the DM03 pattern. On the trailers again in 11R22.5 sizing, we have the choice between AH22s and TH22s, which have different compounds. “We have been running 295/80R22.5 on several units in our fleet and finding they provide higher levels of stability. The 11R22.5 does have an advantage in heat dispersal as they cool quicker. With steer tyres we run 118-psi cold pressures and after they warm up they are reaching 128 psi on a 6.5 tonnes rated front axle weight. PowerTorque ISSUE 76

FEATURE “The secret to extending tyre life and performance comes down to establishing a tyre maintenance programmes, and we provide that service to customers with free rotations to prolong tyre life. Through our tyre maintenance programme we monitor their pressures during a regular weekly visit. All the relevant data is recorded and this justifies the effort by extending the km obtained with each tyre,” he added.

“I don’t use lane departure assist as it becomes annoying, but I use adaptive cruise control all the time. I’ve been out here for 40 years. If other drivers cut in front you adapt to the situation. The noise level inside the cab is non-existent, and in terms of ride comfort the seat is unreal. On the highway you can only feel a quarter of the bumps as you do with other trucks.

Alec Mulvey does have one prime mover in the fleet that is not currently sporting Hankook Tyres. The latest fleet acquisition is a Mercedes-Benz Actros 2658, which arrived courtesy of Steve Pinkstone of Mavins Truck Centre of Kempsey, sporting Michelin Multiway 3D 295/80R22.5 XZE tyres on the steer axle and Michelin X Multiway 3D XDE 295/80R22.5 on drive. The reason for purchasing the Actros all came down to having heard from other operators that the fuel economy gains from the Euro 6 engine could provide additional reductions in operating costs. “I have a good working relationship with Steve Pinkstone of Mavins and they provided me with a fleet demonstrator. We had it for 14 days and the savings were phenomenal. By comparison with our fleet averages, the potential saving on fuel will cover the insurance for the year, equating to $1800 every month,” said Alec. The Actros 2658 is powered by the 16-litre OM473 producing 580 hp and 2800 Nm of torque, beaten in the range only by the higher-rated version that produces 625 hp and 3000 Nm of torque. The 12-speed PowerShift 3 automated manual transmission is standard for this rating with diff ratios of 3.58:1 and with a 0.77:1 overdrive and hypoid drive axles. Service intervals are at 60,000 km, and under the purchase agreement it came with four years contract maintenance and free servicing. That was another appealing concept, even though Mulvey Transport maintains its own workshops with three mechanics looking after its fleet of trucks and trailers. Actros driver, Brad Higgins, lives in Kempsey but hails from Inverell, and has been driving trucks for nearly 40 years, the past 12 with Mulvey Transport. “I had been driving an aerodyne mainly, with a K104 or K108, all with Cummins engines, both the EGR and the ISXe5,” said Brad. “Compared with the Cummins it feels as though it has a lot more torque a lot lower. It doesn’t have the straight up sudden take-off, but overall it performs really well. “Moving from the Roadranger to the PowerShift 3 out on the highway doesn’t make much difference as you don’t change gears a lot, but around town with both hands free it’s perfect in the city. 24

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Brad Higgins

“The economy at only 50,000 km and when running B-doubles is about 2.02, currently returning 49.6 l/100 km. The AdBlue use is very efficient, and with a 120-litre tank it is using around 60-80 litres per week running 5000 km average totals. I find that the fuel capacity is a little small at 1000 litres, but with the better fuel economy it makes up for it,” added Brad. For Alec Mulvey the move to the Actros and Euro 6 technology has opened up a lot of questions about how he will structure his fleet in future. “In our fleet we have the Argosy, Western Star and Kenworth prime movers, all aimed at 34-pallet productivity with a 7.2 m lead trailer. You have to maintain versatility across the fleet and everything we run is pretty much around the 560 hp mark. “The Actros is always at maximum weights and you can’t get it under 2.0 km/l mark, with it usually at 2.02 km/l. The Detroit’s are at 1.84 km/l and the Cummins’ are about the same. “I can’t see the sense in running 20 trucks doing 1.8, with one truck doing 2.0. I’ve just been thinking that when it comes to my retirement in three of four years time, the difference between ten Actros and ten others is a saving of $180,000 per year. That could be a nice little nest egg,” said Alec.

FEATURE

CLEVER WITH CONCRETE

Dave Whyte visits Constable Brothers Concrete to discuss the move to 10x4 agitators In the construction industry, as with the transport industry, there are a few big players, and many smaller operations competing with them for work. While the competition may be tough, having the right equipment and attitude can make all the difference. One small company that has succeeded through having these attributes is Constable Brothers Concrete, based in Windsor, New South Wales.

Constable Brothers Concrete is an independent business that thrives on providing good service and quality products to customers in its local area. To do this, it needs the right equipment to not only keep up with demand, but to do so efficiently and reliably. I caught up with Ryan Constable to learn a little more about the business and their latest additions to the fleet, two Kenworth T359 10x6 agitators.

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“Originally my father had concrete pumps, for a long time,” Ryan said. “Both my brother and I went into the civil construction industry, and then we thought we’d have a crack at making some concrete”. With their dad having sold his last concrete pump about ten years ago, Ryan says, “We’ve toyed with the idea of getting another one, but this keeps us on our toes enough. The growth out here is just mental. All of north-west Sydney has just gone off”.

CLEVER WITH CONCRETE The two trucks they purchased were Kenworth T359 10x4s, powered by the Cummins ISLe5 rated at 360 hp/1160 ft-lb, and driven through an Allison automatic transmission. The trucks were bought through Gilbert and Roach and shipped directly from the factory in Melbourne to Brisbane, where the Mixers Australia barrels were fitted, before returning to Sydney for final pre-delivery to be done. Since then, they have proven to be a good thing for Constable Brothers, with Ryan saying, “Now that we’ve gone that way, it would be pretty hard for us to go anywhere else”.

This means that on a busy day the Constable Brothers’ plant can put out over 600 cubic metres of concrete, and this is where the trucks come to the fore. The Constable Brothers’ fleet of ten trucks has, until recently, been an all Freightliner affair, with a mix of 6x4, 8x4 and 10x4 agitators utilised to keep the product rolling out the gate. The recent move over to Kenworth T359s came about for a couple of reasons, according to Ryan. “We always wanted to go Kenworth, but in the early days we probably couldn’t afford them as they were a bit more expensive, so we went with Freightliners,” he explained. “Then we went to price up our next lot of trucks and the Kenworths had come down to pretty much the same price, so we decided to go that way”.

The 10x4 configuration allows the fitment of a 9.0 cubic metre barrel. “We get all of our barrels from Mixers Australia now. They’re just really high quality, and they don’t wear out. That quality doesn’t come at the cost of productivity though, with a good payload still possible. With mass management we can carry up to 8.6 cubic metres, and about 8.2 without mass,” Ryan said. Given the nature of the worksites these trucks visit, traction and manoeuvrability are very important attributes in an agitator. While their 10x4 Freightliners have a lift axle at the front of the tri-axle group to allow for weight transfer onto the drive axles, the rear suspension set-up on the Kenworths is a little different.

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FEATURE “They’re just a lazy axle. We can dump the airbags on it (the rear axle) though, which takes all the pressure off that axle and puts it on the drive,” Ryan explained. “That was the only thing that we were a little bit sceptical about when we were getting them, the fact that they didn’t actually have a lift axle,” Ryan added. As it turns out, the concerns were unnecessary, as the weight transfer through dropping the airbags gives them plenty of traction to access and negotiate work sites. As far as driving the 10x4 Kenworth goes, company driver Rob says, “The first thing I noticed was the quality of the finish on the Kenworth compared to the Freightliner. The only thing against the Kenworth would be the vision. “The vision is worse in the Kenworth than it is in the Freightliner. For comfort, and the quality of the drive, I’d pick the Kenworth. The steering, handling, brakes and ergonomics are far better in the Kenworth”. It wasn’t all one-sided though. As Rob pointed out on the 35-degree humid day I visited the yard: “Air conditioning wise, the Freightliner wins handsdown,” said Rob. “With the need to get in and out of the truck many times a day, access is also an important workplace health and safety factor. That extra step makes it far easier, especially on undulating ground”.

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Having had these two trucks in the fleet since August 2016, Ryan says they are performing well. So well in fact, that they have another unit with the same spec already on order. “We’ve had a couple of little things go wrong, like bonnet mirrors breaking, but nothing to really worry about,” Ryan said. With good driver acceptance, the WHS benefits of easy access and good ergonomics, and no dramas getting in and out of delivery sites with a big load on board, the Kenworth T359 has well and truly lived up to the long-held expectations of the guys at Constable Brothers Concrete. The 10x4 rigid has become very popular in certain applications lately, and, with the promise of big payloads, should continue to be. The trick is in choosing the right driveline, and working with a good body builder to achieve the best results. By going a little out of the way, Constable Brothers Concrete has managed to find a great combination in the T359 and the Mixers Australia barrels, to provide its customers with a quality, reliable and efficient service. In the concrete industry, as with the transport industry, that’s what keeps the little guys in business.

Ryan Constable

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FEATURE

BACK IN THE DAY 30

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BACK IN THE DAY

My job here at PowerTorque is to keep you all up to date with the latest and greatest offerings in the world of transport. Every now and then, though, something from a bygone era comes along and catches my eye. If I’m lucky enough, the owner or driver will take a few minutes to satisfy my curiosity before rolling of into the distance, usually in a big cloud of black smoke. As much as I enjoy driving and reporting on new trucks, there is something about this older equipment that takes me back my younger days, and it’s always nice to see an older truck out there working, and keeping up with the new generation. One such truck is Dan Whitelock’s 1986 W-model Kenworth, which has undergone a full restoration over the last few years and is now back on the highway earning its keep. I caught up with Dan as he was preparing for a trip from Bendigo to Sydney, and, when I had finished drooling over the truck, we got to talking about its history and how Dan came to own it. “I’ve had it for about four years,” Dan said. “It started out as a Glover’s truck, then when they fell over it went to Taranto Twinro and got painted yellow and white. Then Harold Hall bought it, and painted it back to Glover’s colours, because he already had a couple of other Glover’s truck”.

Since Dan bought it, the truck has had a lot of work done on it to bring it back to what you see here. “It’s been refurbished front to back,” Dan said. “The cab and bunk were rebuilt. It was pretty badly rusted, because it used to cart salt. Mechanically it’s been gone right through – I fitted a 14-litre Detroit, new 18-speed Roadranger, and the tail shaft and all that was rebuilt. It’s still on Reyco (torsion bar suspension), and I kept the spiders on it”. As the air tank on the passenger’s side of the truck suggests, this thing still makes a big noise at starting time. “It’s still got the factory air start,” Dan said, “because it’s old-school cool. It rolled out of Bayswater like that, and it’s got to stay like that. It’s the same with the spider hubs – everyone says I should put ten studs on it, but, nup, it will stay like that”. Being a qualified mechanic has definitely worked in Dan’s favour throughout the project, with all the mechanical work being carried out by Dan himself. “The bodywork and paint got done (by others), but mechanically I’ve done it all”.

During its time at Hall’s, the W-model also had a heart transplant, with Dan saying, “When he bought it, it had a 692 (Detroit) in it, and then he put a 3406 CAT in it”. The Hall’s business was later sold to Quinlans, who sold the truck to Ronny Tarr, who then sold it on to Dan. “Since around 89-90, it’s always been in Bendigo,” Dan said.

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FEATURE Given the amount of work Dan has put into the W-model, I asked him if there was anything else left to do. “The next big thing is going to be airbag suspension,” he said. “That’s the next project in the pipeline, make it a bit longer in the wheelbase and fit airbags”. While Dan spends a lot of time working as a mechanic, the W-model still gets out and about whenever he gets the chance to drive it. “It still works, I’m going to Sydney tomorrow,” he said. “With the new motor in it, it’s got cruise control, air con in the roof, it’s beautiful. It sits on the road beautifully – bobtail it’s pretty rough, but, with a loaded trailer on, it rides nicely. Going up the Hume it’s every bit as good as anything else”. Performance wise, the old girl has still got it, with Dan saying that, “It goes pretty well, there’s not much that can catch it in the hills”. “When you’re going up a hill, you drop it down a gear, and it doesn’t get any better than that!” Dan said with a smile. For whatever reason, there appear to have been a lot of older trucks making their way back onto the roads lately. Admittedly, some of them are being parked up in a shed and not returning to work, but Dan says that was never the plan for his W-model. “It’s good to not just do them up and have them sitting there looking pretty and just going to a truck show every now and then. It’s good that at 31 years of age it can still hook a trailer up and go interstate, anywhere, any time it has to, which it does. With that being said, the old girl does still get around to the odd truck show, and draws a crowd wherever it goes.” The W-model is not the only truck parked in Dan’s “field of dreams”, but it’s clearly the favourite among the fleet. The other truck that carries Dan’s name on the door is an ex Klos Brothers T600 which, as you would expect coming from the Klos fleet, is another truck that really looks the part. The T600 was sold by Klos Brothers to a farmer, who used it very little before selling it on to Dan. Having a 50” bunk fitted limits the options as to the work

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the T600 can do, due to its length. It does still earn its keep though, and spent a lot of time under a tipper during the last harvest. “The biggest problem was the dust,” Dan said. “It got in everywhere. It took me ages to get it cleaned up when I got it home. There’s no way I’d take the W-model out to do that work”. A restored International S-Line, which earned its keep carting stock feed for the family business until it was retired, also sits in the yard. While there may be some purists who would say that repowering and fitting airbags to an old truck is not the right thing to do, I would say otherwise. For these trucks to keep working, some modernisation is needed to ensure they remain reliable, efficient and viable as working trucks. That’s the beauty of this W-model, it not only looks good, but also can put in a hard day’s work with the best of them. It may not be the most fuel efficient, comfortable or environmentally friendly, but it is a piece of working history. Not only does it remind us how far we’ve come in terms of truck technology, but it also reminds us of a time when truckies were truckies, the mateship was still there, and the job was very different to what it is today. Aah, back in the day…

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FEATURE

HINO TAKES A

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HINO TAKES A WIDER VIEW

WIDER VIEW The launch of the new 500 Series sets Hino on a path towards increased market share â&#x20AC;&#x201C; Words by Dave Whyte. Once upon a time, Japanese trucks were regarded as a no-frills, around-town workhorse. While their reputation for reliability, and the ability to carry a bit more than they should, made them a crowd favourite, they were in no way the technological leaders of the transport world. The release of the new Hino 500 Wide Cab series is a great demonstration of just how far they have come, with a number of improvements, better features, and upgrades, adding to what was already a good offering in the Hino medium-duty range. The Hino 500 Series Wide Cab range has undergone a long and extensive development programme, with over seven years of work going into the new model. The list of improvements includes engines, transmissions and safety equipment, with the chassis also coming in for some attention. The result is a range of 4x2, 6x2 and 6x4 models that will compete in the hard fought 16 t to 26 t GVM rigid market. This not only brings improvements in the trucks themselves, but also, it seems, a new level of energy from within the ranks of Hino Australia. As with most new truck releases, we have had to wait a while to get our hands on the new Hino 500. Thailand and Indonesia were introduced to the new 500 Series in 2015, with product being built in both countries for their domestic markets. However, the 500 Series models that come to our shores will be built in a brand-new manufacturing facility situated just out of Tokyo, so the chances are the quality of this product will make it worth the wait. At first glance, the new 500 Series has a fresh new look, with new panels wrapped around the cab bringing a contemporary, but unmistakably Japanese, appearance. Entry and egress are easy, with those models powered by the new 8.0-litre engine having two steps up to floor height and the 9.0-litre models having three steps. PowerTorque ISSUE 76

FEATURE

Convenient grab handles make the climb to the seat a simple affair, allowing for the industry standard three points of contact without the need to stretch out. Once onboard, getting comfortable is also easy, with an ISRI seat providing plenty of adjustment and a tilt-and-slide steering column offering a good view of the dash and a comfortable driving position for all sizes of driver. An air-suspended passenger seat is also standard on wide-cab models. The biggest news though, is under the cab. The new 500 Series Wide Cab range features a host of driveline improvements, starting with the engine options. The updated engines, the 8.0-litre JO8E and 9.0-litre AO9C both achieve Euro 5 emissions standards through the use of SCR (AdBlue) aftertreatment, doing away with the need for EGR or a DPF. Not only does this simplify the system, but it reduces the ongoing cost of ownership significantly by eliminating carbon build up within the engine and the need to replace the DPF later in life.

While Euro 6 is not on the cards for the 500 Series at the moment, mainly due to the fact that Hino sells a lot of trucks into markets where Euro 6 isn’t even on the horizon yet, the fact that the SCR-only system meets Euro 5 means that Euro 6 should be easily achievable through the fitment of a DPF when it does come around. The clean emissions from these engines don’t come at the cost of power, either. The 8.0-litre variant delivers up to 280 hp (206 kW) and a 7% increase in torque over the previous version, bringing it up to 883 Nm. It’s bigger brother, the 9.0-litre, is now rated up to 350 hp (257 kW) and 1422 Nm when matched to the manual transmission, but when paired with the Allison automatic is limited to 320 hp (235 kW) and 1275 Nm. Given my experience on a recent drive, this doesn’t detract from performance, as the Allison makes great use of the reduced power output. Given the rise in popularity of two-pedal AMT and automatic drivelines, it’s no surprise to see the Allison automatic on the options list of the Hino 500 Series. While the other options include Hino six-speed and nine-speed manuals, along with an Eaton nine-speed manual, the smoothness and adaptability of the Allison auto should see it as the popular choice on these trucks.

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The new Hino nine-speed manual is a very good transmission, offering good ratios and an easy shift, but, given the stop/start nature of the local tasks these trucks are intended for, I think that anyone who goes for the manual option would only be making more work for themselves or their drivers. The Allison auto has come a long way in recent years in terms of shift quality, ratios and efficiency. The ability to select and maintain a particular gear also answers a lot of the concerns operators have had over automatic transmissions in the past.

HINO TAKES A WIDER VIEW

With all of that in mind, the biggest news with the 500 Series Wide Cab range is the standard fitment of Vehicle Stability Control (VSC), which includes Anti-lock Braking (ABS) and Anti-Slip Regulation (ASR). Given the operating environment, and the frequently changing load conditions, itâ&#x20AC;&#x2122;s surprising to think that these are the first Japanese trucks in this category to have this technology fitted as standard. A simple test of the VSC, on a skidpan, was enough to demonstrate the virtues of the system. On a wet track, with a cab/chassis 4x2 model, the VSC kept the vehicle under complete control no matter what throttle, steering or braking inputs I threw at it. While the run with the system turned off was fun, the feeling of security when the system was active was much more comfortable for both me, as the driver, and my passenger. Other standard safety equipment fitted to the 500 Series Wide Cab range includes a reversing camera, driverâ&#x20AC;&#x2122;s airbag, front underrun protection and Easy Start (hill hold) on models fitted with manual transmissions. While a lot of thought has gone into the driveline and safety, Hino has also made life easier for the truck body manufacturers. A smooth top flange on the chassis rails and predrilled modular chassis design allow for easy fitment of various body types. Thought has also been given to those applications where PTO hydraulics are used, with provisions built in for easy fitment.

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FEATURE Hino trucks have been available in Australia for over 50 years, and have built a strong following based on the strength and reliability that operators have always looked for. The introduction of the new 500 Series Wide Cab range looks set to build on those strengths, but also brings along a few new smart features for the ride. The talk among operators these days is increasingly based around safety and efficiency, and, while there may be a misconception around Japanese trucks and their ability to provide these features, the new 500 Series certainly delivers in these areas. The day of the basic Japanese truck is long gone. In its place is a new breed of efficient, safe and smart trucks, and the Hino 500 Series Wide Cab range is right up there with the best of them.

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FEATURE

MAKING A DIFFERENCE

Foodbanking in Australia celebrates its 25th anniversary aided by a little assistance from the transport industry.

Terry Warn found that moving to new equipment brought a reduction in total operating costs â&#x20AC;&#x201C; Words and images by Dave Whyte 40

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MAKING A DIFFERENCE Starting in NSW in 1992, and now a National Federation in all states, Foodbank grew to become involved with the provision of food to those in need. Today the organisation has grown to become independently capable of consistently supplying food to charities that in turn provide the end of chain support to Welfare Agencies who directly supply individuals in need. In December 2015, His Excellency General The Honourable David Hurley AC, DSC (Retâ&#x20AC;&#x2122;d), Governor of NSW and Patron of Foodbank NSW and ACT Limited(FBNA), officially opened a new warehousing facility for the organisation, which now forms the centre of the operation at Glendenning in Western Sydney. Providing 7240 square metres of storage and warehousing space, with a 1000-pallet chiller refrigeration section, this purpose-built, brand-new facility grew as a result of funds donated by the NSW & ACT Government and the private sector to the organisation. As testimony to the success of all state Foodbanks, the organisation in 2016 provided the necessary food chain to supply the components to create the equivalent of 60 million meals, distributed nationally through the 2500 charities that it supplies. For the FBNA operation, 50 percent of the recipients are in the Sydney metro area, 40 percent in NSW rural areas and the final 10 percent being in the ACT.

It is a sad indictment of a nation that prides itself on its ever-increasing sophistication and global importance that poverty continues to grow, irrespective of geographical location. The Foodbank Hunger Survey shows that 1 in 10 Australians need help sometime during the year and this covers low-income workers, the unemployed, the elderly and single-parent families are all given a helping hand, and, more importantly, food for their daily survival. An increasing area of support is now provided nationally to many schools, where young children receive a basic breakfast every morning, ensuring they start the day well fed and ready to learn, when their own home situation does not cater for their needs. The FBNA operation is almost epic by comparison with public expectation of the size of a charity that supplies food to those in need. In 2016, FBNA supplied 8000 tonnes of food supplies to registered charities, and this volume is expected to increase to 16,000 tonnes within the coming three to four-year period. The food and supplies that flow into the Glendenning DC come from industry itself, including Food and Grocery Council members and retailers Coles, Woolworths, ALDI and IGA. These supermarkets, food wholesalers, farming operations and food manufacturers supply end-of-line products, those in over supply and vegetables that are surplus to general retail requirements, direct to FBNA. These are then packaged and distributed by an extensive volunteer workforce using a truck fleet that was made possible by the generosity of companies involved in the Australian transport industry.

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FEATURE The design of the warehouse illustrates the intention of FBNA to be environmentally aware of its sustainability. The warehouse contains all the latest technology “smarts”, with low-voltage LED lighting powered completely through the day by solar panels. This points towards total control over the minimising of operating costs and illustrates the design capacity to cater for the estimated growth over the next 20 years. Completion of the warehouse facility was achieved without a resultant debt, with all funds raised by the organisation. Gerry Andersen, CEO of FBNA, explained that transport costs of around $800,000 each year were met by donations and funding, also made possible by the involvement of members of the transport industry. The pride of the fleet consists of a Kenworth T359 8x4, which more recently was joined by a DAF CF85.460 8x4. Supplied through local Kenworth and DAF dealership, Gilbert & Roach of Huntingwood, the project to supply the initial T359 came about by a chance discussion between FBNA and the executive teams of engine manufacturer Cummins, together with PACCAR Australia. “The executive team of Cummins came on a company visit to learn about the FBNA network and subsequently offered their company’s assistance in starting off the project to supply a new truck,” said CEO Gerry Andersen. “The project started gaining speed with further companies coming on board to join Cummins and Kenworth. These included DANA, Bridgestone, Alcoa, Vawdrey Trailers, PPG, Eaton, Rae-Line, DHollandia and Truck Moves. Additional supportive funding was supplied by the NSW Government and the NSW Environment Trust,” added Mr. Andersen.

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Resplendent in its purple livery, the Kenworth T359 8x4 is powered by a Cummins ISLe5 engine available in a variety of power outputs ranging from 280 to 380 hp and with peak torque rating from 778 to 1254 lb-ft (1054-1700 Nm). The driveline is completed by either manual or automated manual transmissions manufactured by Eaton Vehicle Group. In recent months the T359 has been joined in the fleet by a DAF CF85 460 8x4, which also features the same purple paint colour from supplier PPG. Powered by a 460 hp 13-litre, PACCAR MX 340 engine, it produces 460 hp at 1500-1900rpm with peak torque of 1700 lb-ft (2300 Nm) rated at 1000-1410 rpm. Both these new additions to the FBNA fleet carry the flag for the organisation while also indicating through the signage on the vehicles the involvement and support provided by member companies of the transport industry. It is a pertinent comment on our current society that while banking institutions talk of profit in billions of dollars, for many people living in Australia food has become a discretionary spend. After paying rent, electricity and transport, many low income families have very little left for food or clothing each month. One “emergency bill” for health, car repair, sickness or loss of job often results in a family going hungry. PowerTorque commends the companies that are currently supporting the Foodbank initiative. If your company is keen to sponsor the association, further details are available at www.foodbanknsw.org.au or contact Gerry Andersen at: gerryand@foodbanknsw.org.au

5 year warranty now standard. no japanese truck can match it. Fuso. all day. YEAR

warranty

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Fuso is the ﬁrst and only Japanese truck with a full 5 year warranty as standard on every new truck and Rosa bus. That’s a genuine manufacturer’s warranty, so you’re guaranteed genuine Fuso parts and service from an authorised Fuso dealer. Contact your Fuso dealer or visit fuso.com.au Warranty terms and conditions apply. See an authorised Fuso dealer or our warranty policy at www.fuso.com.au/service for full details.

FEATURE

LOOKING FORWARD

The Brisbane Truck Show is just weeks away â&#x20AC;&#x201C; time to start planning your visit. PowerTorque ISSUE 76

his year sees a bit of a celebration as the Brisbane Truck Show notches up its half-century. Opening on May 25th and running until May 28th, the Brisbane Convention and Entertainment Centre provides a world-class standard expo site for an event that just continues to grow.

While some of the old stagers may reminisce fondly about the old days when the event was hosted at the RNA Showgrounds, it’s fair to say they were not even close to the BCEC as a modern venue.

The days were either roasting hot or pouring with rain, prompting many attendees to head for the nearest bar to wait out the inclement weather conditions. Not so with the BCEC, where air-conditioned comfort and plenty of display space means the exhibitors don’t have to contend with trying to make an exhibition stand appear to be level when the ground underneath sloped in many different directions. And then there were the access problems, with pedestrians needing a police escort to cross the main road that separated one half of the display area from the other. There’s now little suggestion that the Melbourne truck and trailer event that tried to compete with Brisbane will see the light of day next year. Exhibitors at the past three events declared almost unanimously that Melbourne was an expensive exercise that returned little by way of results.

LOOKING FORWARD “It has always been an industry owned and run show, however for the first time the ownership is now national”. “Since the last show, CVIAQ has evolved to become Heavy Vehicle Industry Australia, projecting a national agenda on behalf of our industry, and with offices set up around the country. “In advancing the interests of our members, HVIA’s priorities include delivering world-class events that foster innovation, to showcase and promote the latest heavy vehicles and their components, equipment and technology,” Mr. Wright explained. “The Brisbane Truck Show has a long and proud history, and we continue to build and evolve the event to deliver value to our members and the broader industry”. Held in HVIA’s Eastern Region every two years, the Brisbane Truck Show hosts over 300 industry exhibitors and attracts up to 35,000 attendees from around the world, over four days. The event creates the equivalent of at least 269 full-time employment positions, and adds additional expenditure of over $70 million in output into the economy.

Tickets are now on sale for the Brisbane Show, and show manager Noelene Bradley says this year’s event raises the bar higher again, with the best and latest trucks, trailers and transport equipment filling the venue to the brim. “Naturally there’s an expectation that any new trucks you’ve read about will be there,” Ms. Bradley said. “There have been some high-profile releases recently, and they’ll all be on display, offering visitors a chance to get into the cabs and compare features and build quality”. “There are also more trailers and equipment than ever before, with loads of exciting innovation on display,” Ms. Bradley added. “Everything from PBS tippers and tankers to livestock crates. “Add to that three levels of engines, components, equipment, technology, and support services. There is a lot to see, so most people will come for a couple of days”. The Brisbane Truck Show is presented by Heavy Vehicle Industry Australia (HVIA), with the support of platinum partner BP Australia. HVIA chief executive, Brett Wright, says this year’s show is a landmark for a number of reasons.“The 2017 event celebrates fifty years of the Brisbane Truck Show, and that in itself is significant,” Mr. Wright said.

“Whilst we will pay tribute to the show’s history, and especially the world-class innovation that has led us to this point, this year’s event will primarily look forward, featuring the Heavy Vehicle Industry Innovation Centre, showcasing technology, engineering, manufacturing and innovation,” said Brett. The Innovation Centre will feature dynamic and interactive displays and demonstrations and information. Displays will showcase industry design and manufacturing innovations, research and development success stories, and connect businesses with support programs and services.

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FEATURE “As always, we’ve kept prices down, including concessions and free entry for under 18’s,” Ms. Bradley said. “That makes it a very affordable visit for the whole family, especially given the venue’s location in the heart of Brisbane’s South Bank precinct”. A comprehensive network of trains, buses and City Cat ferries link the Brisbane Convention & Exhibition Centre with Brisbane city and suburbs. From the airport hop on the Airtrain straight to the South Brisbane Railway Station. The same line continues to the Gold Coast. Statewide rail connections leave from Roma Street Station’s Transit Centre, which is only one train stop away from South Bank. “Hotel accommodation near the show is quickly becoming scarce, so I’d strongly encourage anyone that’s thinking about coming to lock it in now. “We are also about to launch the new Brisbane Truck Show Awards, to showcase the best of the last two year’s design, engineering and manufacturing innovation and achievements.

“Just hit the link on the Brisbane Truck Show website homepage,” Ms. Bradley suggests. “It will take you to a site of discounted hotels put together especially for the event.

“The awards will be presented at a cocktail event on the opening evening of the show”.

“It’s going to be an exciting event,” Ms. Bradley said. “We are very much looking forward to welcoming visitors from around the country to Brisbane”.

Visitors will also be entertained by the frenetic energy of the inaugural HVIA National Apprentice Challenge. Until March 17, heavy-vehicle mechanical apprentices from around Australia were able to nominate for an opportunity to represent their region in the “hands-on” competition. The Apprentice Challenge has previously been a Queenslandbased competition and always entertains the crowds as three regional teams work simultaneously, on identical trucks, generously supplied by Fuso Australia, to identify and rectify a series of programmed faults as the clock ticks. Ms. Bradley encourages all visitors to take advantage of online ticketing options with tickets available directly from the Brisbane Truck Show website.

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For those interested in trucks, some of the latest arrivals include the Kenworth T610 wide cab, the recently released Euro 6 Mercedes-Benz Actros range, the rebirth of the International Trucks brand with the launch of the ProStar, and the latest models in the DAF range. Western Star and MAN have taken the decision to concentrate their budgets on local and regional promotional events, so to catch up with them you might have to visit your nearest dealership. Hino’s new 500 Series wide cab versions for intrastate and urban delivery are already causing interest amongst the local delivery fleets, contributing to a renewed level of interest in the Hino brand. The Australian arm of this Japanese manufacturer has also been investing strongly in customer service and support.

LOOKING FORWARD IVECO is expected to showcase its new E6 Eurocargo, and there’s a lot of activity surrounding the Daily light commercial range, as well as the latest Stralis. There’s also the expectation that PACCAR member DAF Trucks will be displaying its latest version of the CF or LF models.

Trailer technology is also galloping ahead as PBS-approved trailer design continues to grow. The main aim for the regulators is to have every new trailer featuring roll stability and anti-lock and electronic braking systems, something that can only be seen as a good thing for the industry.

Cummins will be supplying the new X15 engine complete with ADEPT technology that matches its output seamlessly with the latest UltraShift Plus transmissions from Eaton. Expect to see its availability in all the North American truck lines. Detroit Diesel has also introduced its own upgrades designed to improve engine durability and lower fuel consumption.

As more safety systems become mandatory in the heavy-truck and trailer segment it means a reduction in accidents. It’s already been proven by members of the logging industry to almost eliminate rollovers, now all we have to do is persuade everyone else and make the roads safer for every road user.

The Isuzu story is one of continuing product development, where hardly a month passes without this Japanese manufacturer adding or refining models in its range to increase its competitiveness and ability. At the light end of the market, check out the NLR Servicepack body that answers the prayers from the tradies community. Built by Service Bodies Australia, the bodywork lockers are all keyed electronically to match the truck key, meaning that all the tools and equipment are safeguarded at one touch of the key fob. Fuso, as part of the Daimler Group, contributes to the choice of three major brands available from most of the national dealerships, bringing together Freightliner with Fuso and Mercedes-Benz to offer a complete solution in transport.

Remember to allow time to visit the different floors and exhibits throughout the Brisbane Truck Show, as you’ll undoubtedly discover new technologies, handy hints and maybe a better finance or insurance deal along the way. And if you see anyone wearing a PowerTorque shirt, make sure you say hi. It’s always a pleasure to catch up with our readers, who we appreciate for their help and assistance in taking PowerTorque to market leadership in the Australian industry. We thank you for your support. Show Times: Thursday 12-noon to 6:00 p.m., Friday and Saturday 10:00 a.m. to 6:00 p.m. and Sunday 10:00 a.m. to 4:00 p.m. All photos are from the 2015 Brisbane Truck Show.

Secure in the knowledge Catch the braking news on page 87

FEATURE

THE BUILDING BRICKS OF TRANSPORT Dave Whyte visits Clifford Brick and Tile of Ballarat.

When we talk about the transport industry, we tend to generalise and treat it like we are all doing the same job. In essence we are, but within that job are many different niche roles. Quite often it’s those companies that find a niche, and stick to it, that become the greatest success stories. While it might seem risky to commit to only one type of freight, if you do it well it can pay dividends in the long term. One company that has proven this theory, over many years, is Clifford Brick and Tile Transport. As the name suggests, Clifford Brick and Tile Transport specialises in the distribution of bricks, pavers and roof tiles. From its large 12-acre depot in Ballarat, Clifford’s services all areas of Victoria and southern New South Wales, delivering building products from a variety of manufacturers. It also operates a five-truck fleet in Adelaide, and a single truck in Sydney servicing the same market. In all, the Clifford Brick and Tile Transport fleet includes 40 trucks, most of which are Freightliner and Mercedes-Benz product. The relationship with Mercedes-Benz dates back to 1978, with that original truck remaining in the fleet until 2001. “In the last three years, we’ve bought about 20 trucks, and that’s been about half and half between Mercedes-Benz and Freightliner,” Peter Clifford said. “All the Freightliners are powered by either the DD13 or DD15, and we’ve had a good run with them. When we heard that the new Mercedes Actros was going to have basically the same engine, we thought we’d give it a go and bought one of the first new-generation Actros delivered in Australia. “That truck has now done around 37,000 km (at time of writing), and has returned an average fuel consumption figure, so far, of 42.9 l/100 km. That’s running 70% of the time loaded, and 60% on metropolitan work,” Peter explained. Given the heavy nature of the freight, Peter was pleased to say that the in-dash weight display is also very accurate. Clifford’s run Mass Management, and so the weight gauges need to be calibrated every month, but, as Peter explained, “Every time we check it, for the Mass Management, it’s within 40 kg of what the weighbridges says. “The driver wasn’t prepared to trust the dash weights too much in the beginning. There’s a weighbridge next door, so he’d take it into the weighbridge and come back saying it was right again. Now, after a couple of months, he knows it’s right”. 48

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THE BUILDING BRICKS OF TRANSPORT

This helps in getting the weight spread right first time around, without the need to weigh the truck and return to the yard to move the load. “Carting bricks and tiles you are normally up on your weights, but it is good that you can be so confident, and by pushing the button you can see that everything’s right,” Peter said. In terms of trailers, Clifford’s runs an all Barker fleet. This is another relationship that dates back to 1978. “When John bought that old Mercedes back in 1978, he bought a secondhand trailer. Barker’s modified it for him, when nobody else was really interested,” said Peter.

“Every trailer we’ve ever bought since has been a Barker, apart from a couple of secondhand trailers we’ve acquired over the years”. While the relationship started through good service, Peter said that Barker trailers also stand the test of time, and stand up to the work very well. “I sold a 1984 model back before Christmas, and it still never had a crack in the chassis or anything. But still, you’ve got to upgrade eventually,” he said. All new trailers into the fleet are fitted with EBS braking, but Peter said they still prefer to stick with drum brakes over discs. “Disc brakes, while they’re a very good brake, you don’t get the mileage out of them that you do with drum brakes,” he said. PowerTorque ISSUE 76

FEATURE “We’ve always tended to run with BPW drum brakes. You do get really good mileage, and really good reliability, and they are a good brake”. He also went to comment on how driver behaviour can be influenced by things such as disc brakes, saying, “People that drive with disc brakes, because they are so good, they tend to drive to them”. Due to the fact that most of their deliveries are into newly established housing estates, Clifford Brick and Tile Transport doesn’t run any PBS combinations. “PBS isn’t really any good to us,” Peter explained. “You can’t run into a subdivision on PBS. It is a great thing, but it’s no good to us,” he said, matter of factly. The third important piece of equipment in the puzzle is the forklift, with Clifford’s again sticking with a one-brand policy. “They’re all Kubotas,” Peter said. “For what we do, because we cart for different manufacturers, they’re the best overall. Some of the others work well for a particular job, but, to work well for everything, the Kubota with the four-pronged front is the best for us”. The four-pronged attachment on the Kubota not only allows for two packs of bricks to be moved at a time, but also brings safety benefits when handling longer loads. “We also move a lot of kit garages. They might be five metres long, but you can pick them up with the forks spread to 2.5 metres. With the normal forks, you’ve only got a 1.0-metre spread, so it’s a lot more stable,” Peter explained. “They’re also much better off-road, because they’re articulated”.

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Most of the servicing on equipment is carried out at the Ballarat depot, with a well set up workshop and full-time mechanics to ensure the job is done properly. A full-length pit means a truck and trailer can be driven into the shed in one piece, with easy access underneath to enable efficient turnaround times. “These days, the cost of a breakdown on the road is huge. The first thing it does is cost thousands for a tow, and you’re letting your customer down, it’s just easier to do it here,” Peter said. The depot also has refuelling facilities, which Peter says keeps things simple. “There are two things – you don’t lose the time with people winding up at fuel bowsers elsewhere, but you also don’t have thirty-five drivers going around with fuel cards”. While the history of Clifford Brick and Tile Transport dates back to 1976, the original people are still active within the business. The company’s relationships with its suppliers also go back nearly as long, proving that good equipment and service really does pay off in the long term. It also shows how the Clifford brothers got it right from the start, choosing good equipment to build their business on. Operating in a niche market has proven to be a good thing for Clifford Brick and Tile Transport, but, using the right equipment, even though it may not be the cheapest option, has also reaped rewards.

THE BUILDING BRICKS OF TRANSPORT

Peter and Neil Clifford (L to R)

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NEW ISUZU N SERIES WITH TORQUE

THE TRUCK FOR E

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23/09/2016 5:06 PM

‘TTIME ’ FEATURE

Dave Whyte delves deeper into the appeal of the T610

PowerTorque ISSUE 76

‘T’ TIME The release of the Kenworth T610 has created a lot of discussion among drivers and operators, and so it should. The T610 is the result of seven years, and over $20 million of investment from PACCAR, and represents the biggest single update in the Australian Kenworth model range for a very long time. Although a lot of the discussion is centred on the external appearance of the new model, the real beauty of this truck lies beneath the skin, with a host of comfort, convenience and technology updates that Australian Kenworth buyers have never been offered before.

The collaboration between the two brands and their respective design departments led to a Peterbilt-designed dash being used in the T610. There has been a lot of work done, aside from the right-hand-drive conversion, to reinforce and strengthen the dash to ensure it stands up to Australian conditions. Other adjustments were needed too, like converting all the switches to the Australian standard “down is on” configuration. This is not just as simple as turning the switches upside down, believe it or not, and is part of what makes the new dash seem familiar.

While the introduction of a wider cab has been a long time coming, the improvements that come with it will offer buyers many features that, until now, we have only seen on European trucks. This includes a raft of information available through the in-dash display, automatic set-andforget climate control, and added driveline features to improve economy. The great part in all this though, is that it still feels and sounds like a Kenworth.

The extra strength continues through to the firewall and floor panels, which are almost twice as thick as their American counterparts. These two panels also have a dramatic effect on the structural rigidity of the entire cab, and so improve the overall strength of the cab. Being the first right-hand-drive variant of this cab, the Aussie designers had a clean sheet to design and construct the firewall to local requirements, and the result is a good, clean finish with plenty of insulation to keep heat and noise at bay.

The development of the T610, as mentioned earlier, has taken some time. This cab has been on the road in America (albeit with a different floor and firewall) for a few years now, but even in the early days of its design there was significant input from the engineering department at Kenworth Australia’s head office in Bayswater. The fact that this cab was developed to suit both Kenworth and Peterbilt brands meant that many options were on the table when the final Australian design was selected.

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FEATURE Also incorporated into the T610 is a driver-assistance programme that offers a driver tips on how to maximise fuel efficiency. By monitoring a driver’s habits, the system will advise on ways to improve fuel economy and reduce wear, and give the driver a score on their driving. A similar system has been available on European trucks for some time, with operators reporting good results, but it remains to be seen if traditional Kenworth drivers will make use of this type of technology. I remember back in the day when the T950 was first introduced, those fitted with Detroit engines came with a cassette tape containing a tutorial on how to get the best results from the new Series 60 engine. I bet most of those tapes are still in their plastic wrappers.

The sleeper compartment was also a local development, being designed and fitted here in Australia. While there are plenty of these style cabs running around America, the length laws there are a little more relaxed, and the fitted sleepers are bigger, creating issues with our length regulations. For the T610 to be a good seller, it needed to fit within the 26-metre B-double regulations, and so a shorter sleeper was designed to allow this to happen. While a bigger sleeper may be on the cards further down the track, the T610 is currently only available in either a day cab or with an 860 mm aero sleeper. It may not look big from the outside, but the 860 mm bunk is the same size, inside, as the popular 36” unit used on the T409, with the extra space in the cab making it feel larger. The extra height in the roof, which runs from the windscreen back, also makes it easier to move around the cab, and creates a feeling of spaciousness that is sure to be appreciated by those spending their working week in the T610. The rear wall is flat, allowing for the full cab length to be utilised, with a small indent at the top to allow for fridge motors and/or steep driveways. With the new model comes a whole new CANbus system that allows for improved communication between the truck and the driveline. This allows for more information to be passed on to the driver, through the driver information display situated in the instrument cluster. This covers all manner of engine, trip, fuel economy and vehicle warning information, and is something that has never been seen in an Aussie Kenworth before this model. While there are systems, like the Cummins Road Relay, that cover engine information, this new system allows a lot more information to be displayed in an easy-toread format, right in front of the driver.

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The driveline itself also brings with it many improvements, with the Cummins X15 featuring Advanced Dynamic Efficient Powertrain Technology (ADEPT). When matched with Eaton’s UltraShift Plus AMT, the ADEPT system measures load, road speed and any incline to adjust power output from the engine, and make gear changes, to maximise efficiency. It also incorporates a coasting function that neutralises the transmission when there is no engine load, dropping the engine back to idle to reduce fuel consumption and rolling resistance through the driveline. Cummins is claiming a 3.0 percent advantage in economy, along with reduced wear and tear on the driveline. While most of the talk about the T610 at the moment is related to its looks, only a select few have had the chance to drive one at this stage. Given time, the T610 will prove itself to be a popular truck, with drivers and operators alike. While there is a certain bravado that comes with driving a Kenworth, drivers will come to love the extra space, comfort and refinement of this new model. This will make them happier employees, which in turn adds to the overall efficiency from an operator’s point of view. With happy drivers and an optimised driveline (with the AMT), the reduction in fuel burn and maintenance could well make a big difference to the bottom line. What Kenworth has done in the development of this truck is to bring the locally built T409 up to speed with the current American offering in the T680. This may not, initially, prove popular with the Aussie Kenworth purists, but long term it will prove to be a turning point for Kenworth Australia. This is the model that has brought Kenworth right back into mainstream market, with all the traditional Kenworth toughness, but with the comfort, safety and efficiency of a European truck. What’s more, they’ve done it without losing any of the emotion that comes from driving a Kenworth – that big truck feeling, the noise and the pride that comes standard with KW badge.

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FEATURE

FRONTAL

PROTECTION

Reducing front-end damage is all in a day’s work for Kentweld Bullbars. Report by Dave Whyte We are lucky here in Australia to have our choice of trucks from all around the world, with offerings from Europe, America, Japan, and of course our local manufacturers. While all of these trucks are designed to work well in their home country, there are some difficulties in adapting them to suit the local Australian operating environment. One good example is equipping them to deal with the local wildlife and wandering stock without affecting the operation of the cooling and safety systems, the vehicle aesthetics, or the ability to comply with regulations. For those who operate in rural areas, including those between our major cities, a good solid bumper or bullbar is essential in protecting the frontal area of a truck from those creatures that roam in the night. Speaking from personal experience, I can tell you it’s not cheap to take on a big roo with a plasticfronted truck. Even a moderate impact can cause damage to vital components such as radiators and intercoolers, not to mention the towing bill if the truck is immobilised. Even if it’s insured, the excess and the time off the road will put a big dent in the bank account. With more manufacturers going towards lightweight materials in bonnets, bumpers and grilles, the chances of getting away with a few scratches are greatly reduced. Animal strikes account for a huge proportion of insurance claims, and, while the replacement parts may be getting lighter, they are certainly not getting any cheaper. With a little investment up-front (pardon the pun), the consequences of a frontal collision can be greatly reduced.

Kentweld Bullbars have been manufacturing bullbars for over forty years, and while the trucks and the bullbars have changed a lot over that time, one thing hasn’t – every Kentweld bullbar is made by hand. From the design process through to the finished product, a lot of the old school methods are still used, including the use of templates for measuring, and cutting sections by hand. Francis Cain, who manages the Melbourne production facility, is well versed in creating exceptional results from bare metal. As a qualified silversmith, he is passionate about the hands-on aspect of the Kentweld manufacturing process. “Everything here is cut by hand, there’s no CNC machine. We do all the bending in-house, so all of our bumpers are handmade,” he said. “That’s why you get the quality of it. At the end of the day, that’s an amazing piece of art, because it’s all done by hand. It’s the eye to detail,” he added. Rick Hansen, Kentweld business development manager, said that the manual process was used in search of a better finish.

Terry Warn found that moving to new equipment “We’ve got CAD drawings and all the rest of it, but still go and get a template cut,” he said. “It’s brought a reduction in totalwe operating costs – Words slower (cutting by hand as opposed to using a cutting machine), but everything that comes and images by Dave WhyteCNC out of the CNC machine can have something

wrong with it. We want to maintain the tradition of the old-school craftsmanship,” said Rick.

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FRONTAL PROTECTION The handmade nature of these bars doesn’t come at a cost in terms of strength – quite the opposite in fact. “As an aftermarket bar, it may look the same (as the factory bar), but our backing plate is half as thick again. The material used to manufacture the bar, instead of being 6 mm thick is 8 mm or 10 mm,” Rick said. “We build a bullbar for a purpose; it’s not just for looks. We know our bars will stand up against the factory options every day of the week”. As a demonstration of this strength, Rick showed me a bar that had been involved in an accident with a large commercial van. “He lost a headlight cover,” Rick said. “He’s still got his bonnet, everything like that. It was fitted to a T609 – it would’ve been $9000 for a new bonnet,” added Rick. Rick is also keen to point out that Kentweld doesn’t just manufacture “off the shelf” bullbars and bumpers. While Kentweld does have standard bars to fit various popular trucks, the local manufacturing process allows for custom designs to be built to customer requirements. “If you give us the time, then we’ll give you the time, and come up with what you want. If you want a one-off bar for your truck, then that’s what we do,” he said. “Just tell us what you want, show us a picture, or draw what you want, and we can make it,” he added. The ability to design bars to suit almost any truck also helps in keeping up with new truck model releases. The introduction of so many new models in recent times has kept the designers and engineers at Kentweld busy, with some spectacular results. One of the most popular new trucks, the Mercedes-Benz Actros, presented a few challenges in terms of designing a bar to suit the shape of the truck while still allowing for the safety equipment, such as the radar used for Adaptive Cruise Control, to function without interference. Among the other new model releases are the Volvo FH and the Kenworth T610. Kentweld was the first bullbar manufacturer to come up with a good solid bullbar to suit the T610, with a sleek design that complements the shape of the truck while still providing that much needed protection. Another new innovation from Kentweld is an air-operated system to secure a bullbar, doing away with need for eye bolts. This system uses two small brake boosters and sliding wedges to secure the bullbar, allowing for it to be lowered quickly and easily with just the flick of a switch. “It’s a wedge, that’s going in about half an inch, with the pressure of the brake booster against it the whole time. There’s still more than an inch of stroke left, so if there’s any movement it will only get tighter,” Rick said.

“It operates on the drop of air, so if you have your air lines ripped out by a roo, or the truck just loses air, you’re not stuck with the bullbar locked up. We use the tow pin as a safety feature. “Given that a truck won’t move without adequate air pressure, there is no chance of the bullbar dropping while you are driving along,” said Rick. Not only does the system provide a significant time saving in dropping and raising the bullbar, but removing the eye bolts also provides extra room for any front-mounted signage such as over size and road train signs. By making it easier to drop the bullbar, Kentweld has taken most of the hard work out of the daily checks that require the bonnet to be opened. The simple flick of a switch and removal of the tow pin replaces the need to undo two, or even four, eye bolts while supporting the weight of the bar, and repeating the process to put the bar back up. This system provides benefits in terms of time, aesthetics and OHS – a hard trifecta to achieve. While it is still in the early stages of field-testing, Rick is keen to demonstrate its value at the upcoming Brisbane Truck Show, where it will be on display. From humble beginnings in a dairy shed down Gippsland way, Kentweld Bullbars has built a business based on good old-fashioned workmanship. Along the way, they have produced some innovative and eye-catching products, but all with the same thing in mind, protecting a truck and its occupants. When you consider the high cost of repairs, a bullbar makes good sense as a form of cheap insurance, but only if it’s doing to the job we never really want it to do.

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FEATURE

E U Q R O T R E W O P E L P O E P reat g e h t e of m o s g ort in p s i s n n g a r o te Rec y the t h f o W s e r av te charac – Words by D ry indust

Lady John began driving trucks in Queensland, in a Thames body truck.

The transport industry is a great community, and while we here at PowerTorque focus our attention on the equipment side things, the people of the industry are equally important in shaping its future. There are many great stories about how family influence has led people to join the ranks of road transport, and how many families in the industry have a multi-generational involvement. One such story is that of Lady John (Jacqueline) Southern, her son Birky and grandson Richard. It’s not often we hear a story of a grandmother encouraging the younger generations to become truck drivers. In most cases the opposite is true, even when the family is involved in transport, but it’s fair to say that Lady John wasn’t your standard stereotypical grandmother. Sadly, Lady John passed away earlier in the year. To find out a little of the history behind Lady John’s time behind the wheel, and her influence on the younger generation, I caught up with Birky and Richard, who both credit her with getting them into trucks. 60

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“When I was born, she was doing a mail run in an old Thames truck, up around Blackall, and my bassinet was a cardboard school case in the truck,” said Birky. “In the early 70s she moved south to Cobram, Victoria, and drove trucks for Norm Kortum. She was driving old 180 and 190 Inters, single drive with a bogie trailer, carting tomatoes down to Heinz in Dandenong. On the holidays, I used to go with her all the time. “The family later moved to Hay, and it was there that she became an owner operator. Over the years, she operated four Macks – two B-models and two Flintstones. It was in one of those Flintstones that she had her first big accident in 1975. She was forced off the road and rolled the truck, loaded with goats, flattening the cab.

“Both Lady John and the truck were in a bad way, but the trusty dog was fine. When they got her out of it, here’s the dog with the goats rounded up,” Birky said. It was this accident that got Birky into trucks full time.

POWERTORQUE PEOPLE

“I was up in the Territory, contract mustering when she had the accident. I came back home and was good mates with the sergeant at Hay at the time. When they’d rebuilt the truck, I went around to see him, and see what we could do about getting my licence to help her out,” he added. “After an old-school country driving test, Birky came away a qualified truck driver. “I got my licence and drove the truck, helped her out. But I honestly believe, still to this day, that I should have just turned around and gone back to the Territory. Worst thing I’ve ever done, getting a truck licence,” he laughed.

After Lady John had recovered from the accident, she got back in the truck herself, so Birky went to work for Neville Jones from Hay. Things changed again when Birky took a holiday to Griffith. “I came over here for a two week holiday, and I’ve been here for 36 years,” he said.

Richard’s story starts out much the same, skipping school as a kid to spend time in the truck with his dad.

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FEATURE “I was carted around in the truck with the old man, as a baby. As I got older, I remember going to visit my grandmother in Hay. She always had an old B-model Mack out the back, and we used to get in there as kids and pretend we were driving it down the road,” he said. “When I was about ten years old she moved to Narrandera, and I asked if I could go and stay with her over the holidays. That’s where it all started,” he added. Richard has very fond memories of the times spent in the truck with Lady John, and credits her with teaching him how to drive at a young age. “The earliest memory I have is when she used to drive a day cab S-line, and we’d go across to Hay with rice. She used to fold a thing down between the seats and sleep across the seats. I used to climb up and sleep on the tarp, or out in a swag,” he said. “Then she started driving for Pattersons in Narrandera. That’s where she stayed, for as long as I can remember. I’d go along every holidays, and sit there all day just watching her. Sometimes she’d sit me in the driver’s seat and teach me how to drive. She taught me quite a bit”. Spending time with his grandma not only got him into trucks, but it kept him out of trouble. “I think most of the time the family was happy I’d go, ‘cause I was the one that would stir everyone up and cause trouble. If I was with Nan, I wasn’t getting my arse kicked, so that was pretty good,” he laughed. Even after all that learning from Lady John, it took a while for Richard to get his truck licence. As he explained, “I’d been driving for about five years now. I was a bit stupid when I was younger and lost my licence. I couldn’t get my truck licence, so I spent about eleven years on the tools as a mechanic”. Trucks are in the family, with Richard having uncles who are truck drivers and aunties who married truck drivers.

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“I think I’m about the only grandchild that’s driving trucks though,” Richard said. “I’m the only one of the third generation that’s driving”. In 2005 Lady John was inducted into the Road Transport Hall of Fame, and, as Birky explained, gave her sons a warm welcome when they arrived at the ceremony. “My two elder brothers, my younger brother and I turned up there, and she didn’t know we were coming. Within earshot of everybody, she said, ‘That’d be right, you can’t travel 85 km to come and see me at home, but you can fly up here’. She gave it to us” he laughed. Lady John was driving trucks right up to the age of 77, before her licence was revoked. “She wasn’t happy about it,” Birky said. “She used to go out and do the odd load even after that”. Lady John broke all the stereotypes in her career behind the wheel. She started out in the days when driving trucks was a man’s job, but history shows that she did it well, and for a long time. She also raised ten children, and passed some of her knowledge onto her grandkids. “I’m sure there were some hard times, and with ten kids to feed life wasn’t easy, but through it all she maintained her sense of humour, and became a much loved part of the community,” said Richard. “I don’t think there’d be one person in Narrandera that didn’t know her, or didn’t like her. Even just in passing, she was a nice person. She’d always stop, say g’day, and have a chat,” Richard added. Birky and Richard are still both driving trucks, ironically for the same operator, Aaron Gooda from Yenda. While Birky has been with Aaron for three years, Richard is on his second stint, after doing 18 months the first time around before going elsewhere and coming back. Both seem very happy to be working for Aaron, and commented on the quality of the equipment, and his attitude towards keeping it right. With their passion for the job, it seems to me that these are the type of blokes I’d want driving my trucks, and I can’t help but wonder if that’s not something in their genes.

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FEATURE

RESPECTING THE BREED While road trains capture the imagination, the venerable ACCO just keeps on working.

There’s a lot to be said for experience, with sales personnel belonging to the old school of knowledge able to run rings around the new young professionals that access their information from an iPad. While some confuse the profession of being in retail with passing a marketing degree, the trucking industry is one that demands personal insight into the working life of an operator in order to specify the right truck for a specific application. Buying the right truck can be made easier if it comes with an unimpeachable reputation, and there’s none better on that score than the ACCO. Regardless of whether it sports an International badge or that of IVECO, this is one model range that will always be referred to by the best-known four-letter word in the trucking vocabulary. Somewhat like the Land Rover, that ceased production in January 2016 after 67 years of manufacturing, the ACCO still includes basic components that have changed little through its life. The cab being a major example here, as throughout its life it has provided crash protection that conforms to current requirements, offers acrosscab access, good visibility and an all round comfortable workplace.

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In its 45-year history, the ACCO has benefited from over 4000 design modifications and additions, since it started life as a relatively simple 4x2. Today’s ACCO has evolved to be configured as a 4x2, 6x4, 8x4 and 10x4 and can probably boast to having played host to every type of body imaginable. Power and performance is also an aspect that has changed dramatically. Back in 1972 it was powered by a naturally aspirated, International D358 six-cylinder diesel of 5.87 litres. Maximum power of 109 kW was produced at 3000 rpm, with peak torque of 386 Nm rated at the same engine revolutions in order to haul around its GVM of 12,810 kg. Fast forward to 2017 and the powerplant is the Cummins ISL six-cylinder turbocharged diesel, producing a maximum output of 254 kW at 2100 rpm and with peak torque of 1510 Nm rated at 1300 rpm, hauling around a GVM of 30,000 kg.

RESPECTING THE BREED

With all this history and proven ability, when PowerTorque decided to take a look at some recent deliveries on the ACCO’s home turf of council operations in the Melbourne area, it needed to look no further than the Banyule Council in the north-eastern suburbs. The City of Banyule has added to its fleet of hardworking compactors, with the arrival of two new ACCO 6x4 trucks equipped with Bucher Municipal sideloaders, making an IVECO line-up that totals 20 vehicles. The trucks are assigned to residential refuse collection duties and were selected following a competitive tender process and input from council employees including drivers, mechanics and fleet services engineer, David Walczak. “Our fleet of sideloader compactors is exclusively based on the ACCO platform. For this demanding start and stop application we’ve found them to be very good,” Mr. Walczak said.

Tim Mellor Managing Director of Leebo Transport Services

“Some of the other truck brands we’ve used haven’t provided the same longevity. Typically, the council’s sideloader compactors work to full capacity for five years or 7000 hours. After this, some are kept as spare trucks for when vehicles in the regular fleet are being serviced or to accommodate extra garbage runs, and this can extend their operational life to 11,000-13,000 hours before disposal,” he added. The sideloader body and equipment fitted to the ACCO fleet is manufactured by Bucher Municipal, a leading manufacturer of refuse collection equipment that’s based in Clayton North, just a short distance from the Dandenong factory that has been the home of the ACCO since its inception. Bucher Municipal chose the ACCO 6x4 cab/chassis to form the basis of its latest compact design, the Gen V Series II Side Loader.

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FEATURE With a choice of seven wheelbases available in the ACCO 6x4 range, Bucher engineers opted for a shorter 4800 mm wheelbase to complement the new sideloader’s more compact dimensions. The refuse body’s reduction in length can largely be attributed to a more compact designed tailgate. The combination allows for the shortest wheelbase possible without exceeding rear overhang limits. This means that the new compactor provides improved manoeuvrability in tight city streets and cul-de-sacs without negatively affecting payload – over 10 tonnes is still achievable in this 22-m³ model (chassis dependent). Other benefits of the body include a grab that is closer to the driver for easier and more comfortable operation. For truck models with heavier cabins there’s also the option of being able to fit the body further towards the rear of the vehicle, minimising front axle load. Bucher Municipal product manager, Marcus Hughes, said the ACCO was chosen as the platform on which to fit the Gen V Series II Side Loader for a number of important reasons. “There were many benefits to using the ACCO for this project – firstly the ACCO is the industry standard for compactor work,” Marcus said. “The chassis is easy to work with, and being locallydesigned and manufactured allows for extensive customisation down the production line. Other benefits include the ACCO’s optimal payload, factory-built and supported dual-control systems and excellent resale value. “Also standard are ABS brakes with Active Traction Control and the low cabin height is a safety benefit for providing an optimised field of vision and easy vehicle ingress and egress,” he added.

ordering an ACCO in 10x4 configuration and subsequently growing the fleet with an additional two units each year since 2011 operation. The fleet now numbers five 8x4 units and five 10x4 units. “Quite simply, the ACCO presents the best value and the best set of features for the job,” said Tim. “I consider electronic stability control (ESC) to be of critical importance with the agitator application. Some concrete companies, including two for which we work, now make ESC a mandatory requirement for their subcontractors’ vehicles. We opted for this feature as soon as it became available, and it is fitted to all five of the latest ACCO 8 x 4s. The front and rear airbag suspension is another standout feature,” he added. “Driver feedback is an important part of our business. Some drivers had only used other brands, but in all cases when they got into an ACCO their first drive was enough to impress them. In fact, some have been amazed at the range of features that come standard on the ACCOs,” Tim said. “The unanimous reaction of our drivers has been that this truck is the best on the market for agitator use.” Integral ergonomic features of the ACCO cab include a solid steel construction, including large, non-slip selfcleaning steps; three-point contact for ingress and egress; and an optimal driver field of vision. “A feature particularly popular with drivers is the low cabin entry height, making it easier for them to get in and out. The new dashboard has also won many plaudits. For me, as the business owner, the internal cab layout being ready for application-specific fitout is also a real advantage,” Tim added.

Another confirmed ACCO operator is Leebo Transport Services. Founded in 2005, managing director Tim Mellor chose the ACCO for agitator work, firstly

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FEATURE

CUST O M CLAS & SIC OLD 5 00

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CUSTOM & CLASSIC

Warren Caves focuses on Jeffsann Plant Hire

Long before Mack trucks sounded like Volvo’s, and black exhaust stacks were more common than Euro 5 badges, the Mack Super-Liner, among others, epitomised the era of “Super Trucks”. Australia was under the leadership of a beer-swilling prime minister in the form of Bob Hawke, and diesel prices were low enough to ignore the cost, and black smoke belching out of the exhaust, in preference for more spritely performance. The year was 1985, and the unmistakeable sound of the air start, waking neighbours for miles, heralded the dawn of a new working day for the Mack Super-Liner. Introduced in 1977 to replace the R-model, the Super-Liner was a development of the “Brockway Superliner”, Brockway being a subsidiary of Mack until its closure in 1977. PowerTorque ISSUE 76

FEATURE

The words “Jeff’s Dream” painted on the side of the bonnet. This is a tribute to Jeffrey Refalo, another of Charlie’s sons, who, as a kid, dreamed of owning a fleet of Mack trucks

The Super-Liner production run lasted for fifteen years until it was discontinued in 1989. The Series-11 ran from 1985 to 1989.

This is very much a family business and it became very clear upon speaking with Luke and Joe during this photo shoot they are fiercely Mack truck devotees.

The current custodians of this fine-looking Mack SuperLiner are Jeffsann Plant Hire operating out of their Agnes Banks yard west of Sydney.

Sadly, Charlie passed away after a battle with cancer in 2009 and was posthumously inducted into the Road Transport Hall of Fame in 2010.

Jeffsann Plant Hire was started by Charlie Refalo and his eldest son, Joe. Charlie emigrated from Malta as a young boy and tried his hand at a few different jobs before initiating the beginnings of Jeffsann Plant Hire. Joe’s younger brothers, Laurie and Luke, joined the enterprise in 1988, officially marking the beginnings of Jeffsann Plant Hire.

A keen eye will notice the words “Jeff’s Dream” painted on the side of the bonnet. This is a tribute to Jeffrey Refalo, another of Charlie’s sons, who, as a kid, dreamed of owning a fleet of Mack trucks. A tragic turn of events in 1978 meant that he never got to realise his dream, a fatal accident whilst riding his bike saw his life cut short at the age of 12. As a fitting tribute, young Jeff’s ambition is proudly reflected on the bonnet of all the Jeffsann Macks.

Currently operating a fleet of trucks dominated by the Mack brand, and a wide array of earthmoving equipment, Jeffsann specialises in excavation and demolition work as well as site remediation, asbestos removal, and plant and tipper hire. 70

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Purchased in 2011, this 1985 Series-1 Mack Super-Liner was originally configured as a body tipper and was operated that way by Jeffsann for approximately four years before being taken off the road for a six-month restoration in 2015.

road, with some alsowater. offering themay useAuto of showers andthat spare were still justof treading (You also remember we Australian distributor Command Group, says Australian with every issue. examples simple, decent humanity at work – the fallout from The Trade Payments Analysis, which examines the millions and piping characteristics. How often, significantly in the venture capital sector, have beds. This was repeated north offuel Sydney where fires had had a 5000-litre head start on the account.) fleets are crying out for technology like Mobileye. Sandy in New York being a case in point. of accounts-receivable records contained on thepaying D&B executive misconduct or wrongdoing by inept directors been closed the Pacific as well, with residents showing Under the currentHighway industry standard practice of database, shown national average forshows business-toexposed tocompassion the detriment ofstranded shareholders? genuine forthe This invoices on anhas end-of-month plus 30drivers. days basis, any that

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FEATURE

The burble emanating from under the bonnet is unmistakably from a 500 hp E9 Mack V8, although Luke said, “I think it may have originally been a 440 hp, however the 500 hp version is how we purchased it”. Either way, 500 hp was a BIG deal back in 1985. An 18-speed Maxitorque triple countershaft transmission sits behind the engine and the rear end is the bulletproof 44,000 lb camelback setup. The restoration project was carried out by Ben, Dave, Will and Brad, the mechanics employed in the Jeffsann workshop. With the bin removed, a sleeper added and all the mechanicals refurbished, the paintwork was then completed under the spray gun of Josh Bonichi. In August 2015, after a six-month labour of love, the big Mack lurched into her second life with a trip to Alice Springs for the Road Transport Hall of Fame re-union.

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“Old 500 is still working within our operations. Sometimes she works every day…”

CUSTOM & CLASSIC As you read this article, I can almost hear you saying, “Ahhh, the good old days,” and “They don’t make them like that anymore.” Maybe that’s just as well, as I think it’s easy to look back at things with rose-coloured glasses and reminisce. While these old rigs certainly have a great deal of character and a ruggedness born of simplicity, modern trucks, from a workspace point of view are more efficient and comfortable. And, regardless of how hard I looked, I couldn’t find an acronym anywhere on this truck – no, ABS, EBS, ECU, SCR ATC, ACC or any of the other fancy systems of today. It’s great to see our historical machines being so well preserved by the loyal supporters out there, however camelback springs, solid-mounted cabs, and sliding into a sleeper through an opening the size of a large letterbox, don’t make for a comfortable day.

At the time, we didn’t know any better and this was the best of its kind for the day. We didn’t know we were missing out on anything, but one thing is for certain, the driver’s working environment has certainly moved forward in leaps and bounds since 1985. Luke Refalo said, “Old 500 is still working within our operations. Sometimes she works every day, sometimes only a couple of days a week”. The Super-Liner is also a frequent attendee to local truck shows. While her semi-retirement lifestyle is suiting her well, I believe there will be a stall in the Jeffsann stable for this “Old 500” for many years to come. (Editors Note: Old 500’s fuel delivery system may have been, well, slightly enhanced temporarily for dramatic effect on our photo shoot.)

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FEATURE

PowerTorque ISSUE 76

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PowerTorque ISSUE 76

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The new Komatsu 845, 855, 875 and 895 Tier 4 Final Forwarder family has rated payload capacities of 12,000 kg, 14,000 kg, 16,000 kg and 20,000 kg, respectively.

Komatsu in the Australian market is probably best known for its range of earthmoving equipment. Probably not so well known, unless you happen to work in the forestry industry, is the Komatsu Forest Division. Back in 1961, Valmet of Finland started manufacturing forestry machines and continued to grow its market share through to 1994 when the company became part of SISU Logging. That company was subsequently taken over by Partek Forest, and in 2005 both companies were acquired by Komatsu Forest. As part of Komatsu Corporation, Komatsu Forest is headquartered in Chattanooga, Tennessee, with manufacturing plants in both Tennessee, and Umea in Sweden. With a product line-up of tracked harvesters, tracked feller bunchers, forestry excavators, harvester heads and felling heads, the company has just released a completely new line of EPA Tier 4 Final certified forwarders. This new 845, 855, 875 and 895 line-up provides increased performance, productivity, operator comfort and convenience, and serviceability, compared to the prior 855.1, 865 and 895 Tier 4 Interim models. The 845 is a new, additional model that competes in the 12,000 kg payload class. Rated payload capacities for the 845, 855, 875 and 895 are 12,000 kg, 14,000 kg, 16,000 kg and 20,000 kg, respectively, and provide broad market coverage. The 875 model is in a unique size class, compared to competitors, which have either 15,000 kg or 18,000 kg capacity. These EPA Tier 4 Final certified engines provide more horsepower and lower fuel consumption, compared to the prior models. The new 845 features 140 kW, while the 855 with 170 kW features a torque increase of 12 percent over the previous model. Moving up the scale, the 875 is powered by a 185 kW engine with 15 percent more torque, and the 895 features a power output of 210 kW, up 9 percent in torque output over the previous model.

Along with the increased power output, these engines also feature high torque backup, high capacity cooling systems and lower noise levels, for high performance and productivity. Rough terrain capability has been significantly improved with larger hydrostatic transmission (HST) pumps and/or motors producing 3-11 percent higher tractive effort. The intelligent HST control unit continually responds to changes in terrain, load, engine power output and crane usage. This HST combines with the proven Komatsu Comfort Bogie system with high portal offset, 42º articulated steering, over 25 mm higher ground clearance, and V-shaped, high-strength, steel-frame bottom, to create the ideal combination of traction, speed, manoeuvrability and comfort in all driving conditions. A new, front blade arm design improves front-end ground clearance. The updated Komatsu F-series family of parallel cranes features high lifting and slewing torque for excellent productivity. The 875 has 14 percent more lifting torque and 32 percent more slewing torque, and the 895 has best-in-class lifting and slewing torque. Komatsu’s exclusive ProTec system provides excellent grapple hose protection for increased reliability. The new, more robust FlexBunk system, with multiple frame lengths, optimises the load space to further maximise productivity. The 845 and 895 feature the latest version of Komatsu’s patented rugged FlexGate headboard, which “flexes” when hit by the crane or log. The 855 and 875 use Komatsu’s proven fixed headboard with hydraulic telescopic upper gate. A premium, modern cab serves as the centre point for exceptional operator comfort and convenience. Large windows offer excellent 360° and upward/downward lineof-sight visibility, providing the operator with a widescreen working view. Fourteen LED working lights provide excellent illumination, for improved productivity in low light conditions. An air suspension, air-vented seat, fully adjustable ergonomic armrests and hand controls, and an automatic, four-season climate control system, keep the operator comfortable in all working conditions. PowerTorque ISSUE 76

FEATURE The spacious cab has multiple covered and open storage areas, including separate heating/cooling boxes for food and beverages in the 855, 875 and 895 (optional on the 845). The unique Komatsu Comfort Ride hydraulic cab suspension system option on the 855, 875 and 895 greatly reduces operator fatigue, due to its smoothride characteristics.

A release date for the Komatsu Forwarder range to be available in the Australian market has not yet been confirmed by Komatsu Forest Australia, but, given the obvious interest this new product range will generate amongst the forest industry, it could well be sooner, rather than later.

A new, more powerful computer and Komatsu’s advanced MaxiXplorer control and information system allow the operator to track production, adjust machine settings, and track machine functions and status. A deluxe AM/FM/CD/MP3 stereo system, with remote control, USB, Bluetooth©, SiriusXM® capability and handsfree microphone, comes standard. All daily maintenance checks and service points can be performed at ground level. All filters are now vertically mounted to minimise spills and ease replacement. The electrically-actuated engine hood tilts 90° to provide full engine access and serves as a work platform (manuallyactuated hood on 845). Separate hydraulic tank and crane service platforms allow easy access to these component areas. Eight service hatches under the front and rear frames provide excellent drivetrain component access. The new 855 14,000 kg capacity class forwarder has 12 percent more power.

PowerTorque ISSUE 76

The 845 is Komatsu’s new entry into the 12,000 kg capacity class.

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FEATURE

BATTLE STATIONS

Sweden increases its military presence as Europe destabilises, adding a new level of importance for Scania military hardware. Sweden abolished conscription back in 2010, ending over a century of enforced military service. But the latest moves by Russia in Eastern Europe have prompted the Swedes to rethink their strategy and increase the size of Swedish armed forces. During the Cold War era, almost 85 percent of Swedish men were drafted into the army, due to the perceived threat of the Soviet Union. As military activity today increases in the Baltic region, following the annexation of Crimea in 2014, Sweden is once again demonstrating its concern that results from its close proximity to three former Baltic States, Latvia, Estonia and Lithuania. The Swedish Government has recently announced that up to 4000 men and women will be called up for military training in 2018 and 2019. What has changed is that conscription today is now based on gender equality. An increase in military personnel requires additional investment in the infrastructure necessary to provide the required level of mobility and supply, bringing Scania into the front line of Swedenâ&#x20AC;&#x2122;s defence. Scania is well known for its range of on-highway and off-highway trucks, but perhaps not so well known is the diversity of its applications, which have a heavy involvement in military supply.

In place of using vehicles designed specifically by the military, national defence organisations and their procurement divisions are turning more of their interest towards adapted commercial off-road capable trucks and commercial engines, rather than purpose-designed and very expensive equipment and components. Major companies, such as Scania, can deliver on their ability to create strong partnerships and offer support throughout the vehiclesâ&#x20AC;&#x2122; total service lives, without any trade-offs regarding performance and ability.

PowerTorque ISSUE 76

BATTLE STATIONS

“Defence customers have realised that they don’t have to settle for goodenough solutions, but can benefit from COTS (Commercial Off The Shelf products) capabilities and get virtually all the necessary functions, but with vastly reduced investments,” says Heikki Fant, product manager of defence at Scania Trucks. “Instead of buying specialised, very costly solutions, they have realised that our robust, high-end trucks offers very attractive qualities. Scania’s state-of-the-art trucks stand for solid performance also when it comes to traits like robustness, reliability, traction and load carrying capacity”. “Many defence customers ask for advanced ILS (Integrated Logistic Support) capabilities when they evaluate potential truck suppliers. Defence vehicles have to last for many years and be suited for different kinds of operations, often under unpredictable conditions. Fullyfledged ILS solutions secure proper maintenance and parts availability over time, regardless of what kind of operation the actual truck will face. “Defence customers buy in to our philosophy with COTS and turn their attention to aspects such as service networks, spare parts commonality and long-term supply in order to decrease life cycle costs and secure vehicle availability,” added Heikki Fant. The ability to resolve flexibility issues and offer access to a service network is made much easier because the military vehicles are built on the same modular principle as the existing international truck products. This means there is a close synergy between vehicles for the military, and those used in civilian transport operations.

PowerTorque ISSUE 76

FEATURE As a result, all of the 1800 Scania service workshops in the world have the skills and equipment to service and maintain military vehicles 365 days a year. This international back up is further reason for not designing and trying to maintain a range of highly individual vehicles with limited resources. For Scania engines, efficiency is the decisive characteristic regarding size and performance, as well as fuel consumption and maintenance. Scania engines range from 330 to 846 kW and are compact and efficient, as well as easy to install and maintain. Thanks to rational production with industry-leading quality standards Scania is able to supply both engines and parts with very short lead times. Finland is a recent example of a customer that has prioritised partnership during the vehicles’ operational lives. “The Finns realised that it doesn’t take military trucks to fulfil their needs,” said Heikki Fant. “Trucks from Scania meet future demands from a technical perspective and are capable of handling alternative fuels without the need for any alteration. Due to Scania’s modular design, its truck range can be fully adapted for certain missions and demands within 24 hours, including sufficient armour. This increases the flexibility of fleet availability and reduces the need to have purpose-built vehicles standing idle between different missions,” he added. In future planning by global defence forces there is also the possibility to introduce a degree of autonomous truck operation. It is expected that trucks capable of being operated remotely could one day replace the need to add costly and heavy armour protection to safeguard a driver and personnel. The cost is brought down substantially from the use of commercial solutions, while the reduction of exposure factor for human causalities is close to 100 percent.

“Our solutions have a proven track record in the defence industry, and, in combination with our global sales and service network, Scania has all the prerequisites for ensuring performance and operational fulfilment,” Mr. Karlsson added. Scania power units provide leading fuel economy and exceptional torque rating already from low revs, making them equally suitable for combat vehicles and demanding marine applications – environments where high engine load is default mode.

The advantages of adhering to a modular design throughout engineering and powertrain solutions extends beyond the transport fleet on land to include comparatively similar engines used in marine activities as well as for power generation using stationary engines.

The performance of Scania engines has been proven in a wide variety of operations, such as with off-road use in armoured wheeled and tracked vehicles for the Swedish BAE Systems Hägglunds CV90 series, the Finnish Patria AMV vehicle, and the Spanish BMR/VEC.

“Reliability, favourable fuel consumption and exceptional service life are among the most sought-after traits for engines in defence applications,” said Erik Karlsson, key account manager for Scania Engines.

In marine use, Scania engines are used in the most critical applications, such as combat vessels and patrol ships as used by both the Swedish and Finnish Navy. Scania Gensets are available for a wide variety of applications, from standby power to prime power, with output spanning from 250 kVA up to 770 kVA.

PowerTorque ISSUE 76

THE LATEST INNOVATIONS IN

TRAILER TECHNOLOGY

TRAILERTORQUE

BRAKING DOWN THE BARRIERS It’s time for all aspects of the transport industry to embrace EBS and roll stability in order to improve safety and reduce rollovers.

ustralians are by their very nature early adopters. We all run around with smartphones and iPads, while the fitment of dashcams, blind-spot cameras and satellite navigation and tracking are now becoming more commonplace.

Amidst all this focus on fatigue reduction and improved safety levels there’s a remarkable lack of understanding of the technology behind EBS (Electronic Braking Systems) and roll stability, which together bring a major benefit to road safety when incorporated in truck and trailer design.

The smart operators worked out a long time ago that trying to run at higher than legal weights and at higher than legal speeds was a recipe for a discussion with the police or the local roads authority. The controls over truck operation are now so comprehensive that unless you conform, you will eventually be out of business, probably sooner rather than later.

The number of rollover accidents on our highway can be reduced almost to zero, and safety increased dramatically, by incorporating EBS and roll stability into all trailer specifications.

Fatigue management and the introduction of electronic work diaries will eventually clean up the detractors that want to drive for as long as they can stay awake. It will also modify the culture of the traditionalists that believe changing gears manually will always prevent a driver from falling asleep.

TRAILER TORQUE

But, as TrailerTorque has discovered, the level of understanding of the systems in some cases is so low that, although a trailer may be equipped with EBS, if it’s not correctly calibrated, certified and switched on, the system will not function. Putting it bluntly, if it’s not switched on, or the Suzie coil is not connected to power the system to the trailer, the EBS and roll-stability system will remain inoperative.

BRAKING DOWN THE BARRIERS

The mobile diagnostic and maintenance service provided by AirBrake Systems has resulted in a purposebuilt ute with all the necessary equipment installed for roadside or workshop calibration and repair, complete with the necessary 12-volt/24-volt multi-volt power socket to match up to a trailer Suzie coil. To find out what fleets should be incorporating in the service and maintenance schedules specifically in respect of trailer diagnostics, TrailerTorque caught up with Shane Pendergast, NSW sales and service manager for AirBrake Systems, distributor of WABCO braking systems. Shane works at the sharp end of the trailer industry when it comes to calibration and certification of EBS and roll-stability braking systems, working with vehicle operators, trailer manufacturers and traffic enforcement agencies. “With service managers in Brisbane, Melbourne and Sydney, AirBrake Systems has built its business on providing the right level of customer service,” said Shane. “Operators and service technicians need to possess the level of knowledge that enables them to do their own analysis. No longer can you just arrive with a laptop, plug it in and tell the customer what needs to be done. You have to be able to provide the diagnosis, replacement and repair of any item in the system,” said Shane.

Before commissioning a trailer for use it is necessary to input data into the electronic data control unit that confirms the tyre and rim size, airbag volume, suspension type, booster size and length, slack adjuster length, tare weight and gross vehicle weight. Additional information includes the input voltage, air-tank pressure and airbag pressure, diagnostic memory and storage of fault codes. It is also important to be aware of the type of operation of the trailer, as when carrying swinging meat it would be necessary to desensitise the roll stability to acknowledge the different forces acting on the trailer during cornering. As well as providing an accurate on-board weighing system, additional features include WABCO TailGuard, which enables the operator to have the brakes applied automatically when reversing the trailer as it reaches a minimum distance of 400 mm from the loading dock, preventing the risk of damage.

TRAILER TORQUE

TRAILERTORQUE TRAILERTORQUE The inclusion of WABCO tilt alert uses the trailer sensors to determine if the tipping process is stable and safe, preventing the tipper body from being raised to a position where it might become unstable. Similarly, further systems can be incorporated to prevent raising a tipper body in the vicinity of power lines. Visual checking of the systems in operation, plus the onboard weighing data are easily available through viewing the WABCO SmartBoard, mounted on the side of the trailer, augmenting the visual display inside the cab. In the event of an emergency brake application, the electronic braking system will control the air-line pressure to apply the brakes, removing the risk of brake lock up and the subsequent flat-spotting of tyres. It’s interesting to note that the tyre costs that can be saved by this feature alone often equal or exceed the initial cost of the EBS and roll-stability system fitment. Of considerable value to any operator is the ability of the on-board Operating Data Recorder (ODR) to monitor driver behaviour. The ODR-Tracker records the distance travelled by the trailer, its speed, time and date, number of trips, standard brake applications and emergency brake applications. It also records how many times the EBS and roll-stability system has been activated to prevent a rollover scenario from developing through being able to monitor within milliseconds the effects of G-forces, lateral influence, wheel speeds, oscillation, yaw angle and lateral deceleration. If the control unit recognises that an unstable situation is developing it is able to add line pressure into the brake boosters to reduce brake application times when applying the brakes. Where trailers are hauled by multiple tow operators, the system is also capable of monitoring how many times the vehicle combination is brought to a halt solely by the application of the trailer brake control, without the use of the prime mover service brakes. As Shane Pendergast pointed out, every service workshop should incorporate a diagnostic analysis of the trailer braking system during every regular maintenance schedule.

“With the correct equipment, a trained operator can complete a full diagnostic check within just a few minutes, validating the efficiency and conformation of the braking system. “No longer do you need to bring in external assistance. WABCO makes the software available to an operator at no cost, and a PIN number is provided for security, making it easy and quick to assess both your own trailers and those of others. There are also separate programmes for bus and coach diagnosis,” added Shane. With the WABCO diagnostic test equipment provided in an easy to use carry case, the monitoring of an EBS system has never been easier to complete. It also provides the operator with a valuable tool to assist when considering the need for further driver training or the need for upskilling of company personnel. A couple of final points relating to the regulations covering the use of trailers fitted with EBS and roll stability. If a driver fails to connect the power lead to the trailer connection, these systems will not become active or functional. The trailer is then non-compliant with ADR requirements, (ADR38/04 clear states a fitted anti-lock system must be operational) bringing into question non-compliance with vehicle or trailer registration and insurance requirements. It also brings into question whether the driver possesses the ability to compensate for the non-operation of ABS and roll stability. If a trailer EBS and roll-stability system should malfunction and assistance is not immediately available, the braking system reverts to replicate a standard non-EBS or ABS braking system. It can be safely driven until repair work can be undertaken. For workshops running regular diagnostic checks on trailers, or prime movers and rigid trucks, Shane recommends building a small mobile trolley that locates the diagnostic equipment to suit the different systems available. It should also contain a 12-volt power supply to enable a power connection to the multi-volt systems in use today.

TRAILER TORQUE

Real peace of mind for trailer owners Catch the braking news on Stand 5 in the main hall at the Brisbane Truck Show.

If you know trailers you know there is nothing more important than keeping them in service and on the road. When it comes to road safety and stability there is no better partner than Knorr-Bremse, a world leader in braking technology.

So what’s real about Knorr-Bremse TruckServices? • Knorr-Bremse has trained over 1500 service technicians across the country and more are signing up every day for certification. • Knorr-Bremse has relationships with over 30 major service centres around Australia on key transport routes, with many more to follow. • There’s a Knorr-Bremse smartphone Service Locator App that pinpoints your nearest point of contact should you, your trailer or truck need it.

Keep it running So if you want to get real with the best thing that’s happening in trailer confidence, insist on Knorr-Bremse.

Phone 1300 309 991 Email cvs.aus@knorr-bremse.com Or visit www.knorr-bremse.com.au Download our Service Locator App

TRAILERTORQUE

SUPPLYING THE BASICS

Bedrock Quarry Products gains payload advantages from operating high-payload PBS units

Seven years ago, Mick Colley made the decision to step out of the boardroom of a specialist concrete supply business and into the cab of a 12-month-old Mack Granite rigid tipper, complete with dog trailer. With his own company and his own truck and trailer, Mick founded Bedrock Quarry Products, creating a viable business that has continued to grow strongly since those early days as a sole operator.

TRAILER TORQUE

Each year of operation has generally seen the addition of two new vehicle combinations, with Bedrock Quarry Products adding Mack Tridents and Super-Liners into the fleet utilising the advances in truck and trailer design to continually improve efficiency and payload performance.

â&#x20AC;&#x153;We have grown strongly through our focus on maintaining good relationships and always concentrating on the needs of the customer. If we can do the job, we do it to the best possible standard, and we are very mindful that everyone that works with us represents that attitude,â&#x20AC;? said Mick.

SUPPLYING THE BASICS

“All I want to do is supply quarry products or sand and gravel to the concrete business. With the delivery of our two latest units our fleet now consists of 13 truck and trailer combinations and we operate with a similar number of subbies. The market in Sydney just keeps on growing,” said Mick. One consistent factor in the fleet is the use of Sloanebuilt Trailers of Smeaton Grange, in Western Sydney, as the company’s preferred supplier of truck and trailer tipper bodywork. “We work very closely with Sloanebuilt, and our latest high-efficiency combinations are the result of two years of discussions with interested parties such as Mack, Sloanebuilt and the RMS, to fine tune the specification to suit full PBS and HML requirements,” said Mick. “In our PBS accredited fleet we have five-axle dog trailers that feature lift-up front axles on the rear of the tri-axled trailer combinations. This configuration enables us to operate at 63 tonnes gross weight for the rigid tippers. By extending our compliance to conform to Mass Management and the installation of IAP, it increases our permitted gross weight to 68.5 tonnes,” said Mick. Like the five-axled Sloanebuilt trailer, both the PBS units run on HML routes, similar to running a B-double. Onboard weighing is fitted as standard to all PBS units, and the preferred choice of hoist is Edbro. “We started talking to the RMS back in May 2014 about our wish to operate a tridem, three-axled rigid tipper with a lifting lazy axle on the front of the three axles.

“When hauling a five-axled dog trailer this combination gives us a payload option of 48 tonnes. This compares with the payload of a B-double at 44 tonnes and that of a five-axled dog trailer and rigid tipper at 43 tonnes. “The quality provided from Sloanebuilt is why we have standardised on their tubs and trailers. Every time you raise the bin and look underneath you can see where the quality is built into the product. It is now very refined and very reliable. “The way the hoses and wiring are clipped to the body; the care taken to get everything right the first time. You don’t have any issues with their products, which are excellent, together with their service levels. Sloanebuilt also takes care of all the PBS paperwork for compliance.

“We work very closely with Sloanebuilt, and our latest high-efficiency combinations are the result of two years of discussions” TRAILER TORQUE

TRAILERTORQUE TRAILERTORQUE “From day one we have standardised on Hendrickson INTRAAX suspension with Hendrickson axles and brakes and have never had a drama. These are light when it comes to tare weight. If you can save a tonne in tare weight you benefit to the tune of $12,000 each year – so, weight is very important. “We are now evaluating disc brakes in our fleet fitted to a B-double combination as well as to our two latest units that have just been delivered. We will assess how they go. Drums are quick and easy to repair or replace but we will see how the B-double does over time with discs and go from there. “Our trucks are running 150,000-170,000 km each year and brake relines are coinciding with the upper levels of annual distance covered,” he added. “We originally thought of operating a twin-steer and loadsharing front axles with tri-drive, but we couldn’t make it work with the horsepower we needed through not having enough room for tanks and other equipment. “Aluminium hangers on the trailer reduce overall tare weight and minimise the opportunity for corrosion. From a safety perspective, when working with a long overall length of trailer we have fitted a 12 mm OKUSLIDE floor liner to help with material discharge and consequently reduce the tipping angle, again as a safety feature,” added Mick. With a lifting axle on the front of the tri-axle grouping, the new truck and trailer combinations include the full Wabco EBS and roll stability systems, together with satellite tracking and IAP to conform to mass management PBS 2A HML requirements. The second new trailer is a Super A-double, and this will be used for carrying quarry products and sand and gravel north to Sydney and beyond. “We are successful because we appreciate that good relationships are something that have to be cultivated. Working with Sloanebuilt, other suppliers, and our customers, all comes under the same approach to our business,” said Mick. The specification of the Sloanebuilt Trailers units joining the Bedrock Quarry Products fleet is an indication of how the truck and trailer combinations in the future will be focused on including the significant improvements in safety now available. The safety features built into the Sloanebuilt trailers in the Bedrock Quarry Products fleet include Wabco roll stability, EBD (with ABS), satellite tracking, the fitment of blind spot cameras on both the truck and the trailer, onboard weighing plus the option of rear-guard warning that automatically applies the brakes within 400 mm of proximity to a loading dock or other obstacle when reversing. 90

TRAILER TORQUE

The ability to reduce heavy truck rollovers by applying the latest technology is something that should no longer be optional. As proven by the adoption of EBS and roll stability programmes by the logging industry, it makes the transport industry safer, reducing the accident rate. As an indication of the interest generated in the latest 685 hp Super-Liner tridem coupled to a five-axled dog trailer, plus the 600 hp Super-Liner that will be hauling the Super A-double, Mack Trucks Australia organised a handover ceremony at the VGA dealership at Blacktown to congratulate Mick Colley on the new trucks and trailers joining the fleet. Present at the handover was Mack Trucks Australia vice president of marketing Dean Bestwick, together with Govi Kannan, senior vice president of Mack Trucks Global Brand, who had travelled to Australia from the company headquarters at Greensboro, North Carolina. Also present were Sloanebuilt executives Ben Weckwerth, the company’s business development manager, and Scott Winter, Sloanebuilt’s sales manager, together with members of the Mack Trucks dealership team.

Reversing with WABCO TailGUARD™

Reversing without WABCO TailGUARD™

TailGUARD™ is a new WABCO Retrofit Solution for more safety when reversing. It recognizes small, large, fixed and moving objects in the blind spot behind the vehicle and brakes it automatically:

TailGUARD™

Helps the driver in the dark and when visibility is restricted. Helps reduce accidents and injuries of people who are behind the vehicle, when reversing.

TRAILERTORQUE

CAREFUL

The humble fifth-wheel coupling, or turntable as most of us would call it, has changed very little over the last 20 years. While the materials used in manufacture, profile options and top surface designs may have altered, the general architecture remains the same.

The basic idea of a king pin being held in place by springloaded jaws has served well over the years, and has proven to stand up to some massive tasks. When you consider that these couplings are used to pull weights in excess of 150 tonnes in some applications, and the forces that must be put through both the king pin and turntable, it really is remarkable to think that three inches of steel and a spring-loaded locking mechanism are all that keep the prime mover and trailer, or trailers, travelling at the same speed. With this in mind, it is vital that the coupling is properly engaged, and we have all seen what happens if itâ&#x20AC;&#x2122;s not. While it isnâ&#x20AC;&#x2122;t rocket science, correct coupling is imperative to the safety of the vehicle and those around it. For some drivers it becomes a mundane task, performed several times a day, which can lead to complacency and increase the chances of things going wrong. To assist in ensuring correct coupling, JOST Australia has a Sensor Coupling system, which gives the driver a visual and audible warning should there be any problems with the hookup. Until recently, this has involved having a display unit mounted in the cab, with the wiring being run from the turntable to the display. More recently, however, Jost Australia has been working with both Mercedes-Benz and Volvo to have the Sensor Coupling system run through the vehicleâ&#x20AC;&#x2122;s CANbus wiring, allowing for the information from the Sensor Coupling system to be viewed through the driver information display in the dash.

TRAILER TORQUE

CAREFUL COUPLING

COUPLING

The Sensor Coupling system works off three sensors fitted to the turntable – one in the top surface to detect the skid plate on the trailer, one in the centre to detect the king pin, and one on the handle locking mechanism to ensure the handle is locked in positon. The skid plate sensor is used to make sure the skid plate is resting on the turntable, to avoid the king pin going over the turntable. The centre sensor recognises the king pin is in position, and references the handle lock sensor to ensure everything is in place. Should the handle lock sensor not activate, the system will alert the driver that something is wrong. The system is designed to act as a guide only, and drivers still need to do a visual check on the jaws to ensure they are closed correctly. There have been a few other improvements made to the system during the integration process, including a change to the way the skid plate sensor interacts with the system. In previous versions, the skid plate sensor would send an alert when the skid plate separated from the turntable, as is common when running empty or turning into angled driveways. This lead to many a false alarm, frustrating drivers and resulting in many units having tape put over the red warning light. With the updated system, the skid plate sensor is not active once the coupling is complete and the vehicle is in motion. Ron Finemore Transport has recently ordered 50 trucks with this new system installed, made up of a mix of Volvo FM and Mercedes-Benz Actros prime movers. Safety is a main priority for Ron Finemore Transport, and as Laurie Brothers, Finemore Transport’s chief fleet and maintenance officer, said, “Safety is a never ending journey. We’ve actually got to up the ante, and eliminate the risks”.

TRAILER TORQUE

TRAILERTORQUE TRAILERTORQUE Other safety features fitted to the turntables in the Finemoreâ&#x20AC;&#x2122;s fleet include a yellow section painted on the handle to provide a visual warning that the handle is not in correctly, and a dog clip that goes through the handle lock to eliminate the risk of the handle moving when out on the road. Extra lights are also fitted inside the rear of the chassis rails to shine forward and allow for good vision of the turntable jaws, even at night. Having this sort of safety equipment is pointless though, without providing the operators with adequate training on how the system works, and how it should be used. With this thought uppermost in my mind, I travelled to Wodonga to be involved in a training exercise, where JOST Australia representatives talked Ron Finemore Transportâ&#x20AC;&#x2122;s own driver trainers through the system and its features. From that information exchange, the driver trainers will then take the initiative to inform and educate other drivers within the fleet on the correct use and operation of the system, so everyone involved in using it is confident with the technology before it gets fully rolled out. With some of Ron Finemore Transportâ&#x20AC;&#x2122;s drivers dropping and hooking up trailers up to ten times a day, the benefit of this system should be well appreciated in the fleet. While it is only a guide, and visual inspection is still required, it does remove a little more of the risk associated with dropping trailers. It is encouraging to see an operator working with suppliers to come up with a solution, rather than waiting for it to be handed to them, and then taking on the responsibility of training people to use that technology safely. The result is a safer workplace for us all.

TRAILER TORQUE

WEIGHS LESS, WAY LESS. The Vector 1550 unit from Carrier is one of the lightest trailer refrigeration units on the market (712 kg) and operates with low noise emissions (71 dB). And while Vector 1550 units weigh less, they also offer way more. Designed using the patented combination of a hermetic compressor with an economizer, it delivers a 40 percent increase in refrigeration capacity during pull down. As a result, Vector 1550 units deliver faster temperature pull down, reaching the desired set point up to 25 percent faster compared to conventional technology and with extremely precise temperature control (+/- 0.8°C). As if that’s not enough, the Vector 1550 unit’s low fuel consumption reduces its overall carbon impact by up to 19 percent compared to conventional systems, the equivalent of removing 2.8 tons of CO2 per unit per year.

Carrier Transicold Australia Nationwide Ph: 1800 448 166 www.transicold.carrier.com.au

Carrier_Weighs_Less_Vector 1550_2017-02-15.indd 1

15/02/2017 10:06:46 AM

TRAILERTORQUE

FILLING TIME J.R Stephens & Co is the transport specialist for Brisbane’s landfill and resource recovery.

Moving the nation’s waste has become a highly specialised segment of the transport industry. Not only does it involve landfill and resource recovery, as the technology and infrastructure develops in an area it can lead to the creation of bio-generation plants and the production of green energy from waste products. J.R Stephens & Co was founded in 1954 in Ipswich, near Brisbane, and for 40 years moved coal. With its current fleet numbering 83 trucks and 155 trailers, the company business has diversified through the intervening years. Since the mid 90s it has focused on the requirements of the waste industry, performing the cartage of waste materials and recycling from transfer stations to landfill sites. As general manager, Nathan Stephens is the grandson of the founder and is one of several members of the family working for the company, which remains privately owned by his grandmother. The region has a long history with coal mining that dates back to 1848 when the first recorded mine was established in the Woodend area. Many of the early mines were open cut seams and many of these were developed into underground mines prior to the industry ceasing operation in 1997. 96

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After mining of the open cut seams was exhausted, the pits that remained were developed for landfill, providing new opportunity for companies specialising in waste recovery, such as J.R Stephens & Co. TrailerTorque caught up with Nathan Stephens and Glenn Steele, the company’s fleet manager, to discuss how the vehicle and trailer fleet has adapted in recent years to enable the latest design innovations to achieve higher levels of productivity and efficiency. The bulk waste cartage side of the business is centred on the movement of waste product from transfer stations to tips for landfill, glass recycling, bio-solids and scrap steel. Some of the sites are B-double accessible but others are restricted to single-trailer access with walking-floor discharge, side tipper or end-over tipper discharge. As technology improves it enables the development of other technologies such as Bio Waste generation. Companies such as Veolia are already able to generate enough electricity to power 10,000 homes per year in the local area. It is envisaged that the appeal of landfill operations will reduce, and over the next 50 years less waste will be going into landfill and more effort will be placed on recycling and more effective waste recovery to reduce environmental damage. Whatever the outcome, there remains a resource that needs to be moved.

FILLING TIME

“Eighty percent of our trailer fleet is manufactured by Lusty EMS, but recently we purchased five sets of B-double Stag combinations from Brisbane-based Graham Lusty Trailers (GLT). The lead trailer in the Stag combination features a Keith walking floor with the Stag rear trailer being an end-over tipper. “Being shorter than the lead trailer, the Stag trailer is highly stable and can be tipped quickly and then jackknifed into position. At this stage the larger capacity lead trailer with the Keith walking floor can discharge completely and without any risk of instability. When unladen the Stag trailer can raise both the front and rear lift axles so that the turning circle is much better and tyre wear is minimised,” said Nathan. Director of GLT, James Yerbury, told TrailerTorque: “With the type of materials they were looking to haul in these trailers, the Keith walking-floor system with Hardox V-9 V-Floor slats was an ideal. “The slats, bearings, sub-decks and drive units in these trailers have been given a tough workout, but we have been impressed with how well the system has stood up to the job. “From a fabrication point of view, the Keith system is easy to build around. The drive module comes pre-assembled, making it easy to install. Keith has a large range of slat profiles to choose from so they can cover a wide range of applications. Support from Keith Walking Floor Australia has also been great, providing us with solutions if we have any issues,” added James.

“Including the five new GLT trailers and those from Lusty EMS, we operate around 16 or 17 walking-floor trailers and all of them use the Keith walking-floor system,” said Nathan. “There is no other manufacturer in the market that supplies a heavy-duty walking floor that can match those of Keith. They make a very good floor with high durability. Some are now seven years old and we are refurbishing them in our own workshop to replace the bearers. The other competitors for walking-floor designs have lightweight slats and lack the durability for the hard work. “We are always on the lookout for the most efficient configuration, and dependent on the application we run 60 cubic metre roll-on/roll-off bins, 48-foot walking-floor trailers, AZMEB side tippers in a B-double configuration as well as high volume RediTips from GLT. “The side tippers carry 65 tonnes while returning a 32 tonnes payload, whereas the high volume Stag trailers have a higher payload of 37 tonnes. “Although we get a bigger payload on RediTips, the downside is they take longer to unload. Rear discharge trailers are not suited for our work, which is more linked to concrete and building waste. “We do have PBS units with rigid truck and quad-dogs and quad-axle single trailers, plus for the container market we operate A-doubles that can carry 2 x 40-foot containers across the Toowoomba ranges. All our fleet is under satellite tracking monitoring,” added Nathan.

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Unladen weight is one of the guiding factors affecting trailer selection, and to date the company has preferred to stay with drum brakes, rather than switch to disc brakes. “We don’t run disc brakes largely because when you enter landfill sites the dust and debris can damage the disc pads and rotors,” said Glenn Steele. “The condition of landfill sites is also responsible for damaging tyres and we have to contend with a high tyre damage cost that can average between $2500 and $5000 per week, just from tyres being staked by debris. “For the on-highway trucks and trailers we use Ringtread as our supplier, with premium tyres and cleanskins such as Bridgestone, and opt for low-profile tyres in order to gain payloads of up to 30 tonnes per container. Nathan Stephens Manager, with Lauren Fullarton of J.R Stephens & Co

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For trucks running off-road and into landfill sites, a more realistic approach is to use brands such as Triangle that stand up to the abuse and provide a better financial return on investment. In this application we use recaps for drive and trailer tyres. “We have fitted BPW axles in the past for their reliability and extended warranty, but we are now currently using Hendrickson INTRAAX for the slight gains in tare weight reductions and because of the one million kilometre warranty support,” added Glenn. J.R Stephens & Co has traditionally operated a Mack fleet, but recently the company has added 20 new Kenworths to the fleet, with T409, T409SAR and T909 models. These are powered by a combination of Cummins ISX and ISXe5 engines and the PACCAR MX 13-litre. A new T1610 SAR powered by a Cummins X15 is also due for delivery shortly. “We are not having any problems with the MX-13, which is performing well. Our intention is to evaluate them over 1.3 million km before we move them from B-double to local single life for the remaining three years,” said Glenn. “The MX-13 has fitted in well to the fleet. Apart from a few water leaks we haven’t noticed any high distance issues. Our B-double work is at 65 tonnes and we're looking to push them past 68 tonnes with HML. “We continue to operate our own service workshop to cater for the vehicles not covered by contract maintenance. Having different brands requires different tooling and different computer systems. Keeping pace with this can prove to be difficult, but it is necessary to invest in the correct equipment,” said Glenn. Photography by Abi Salomen

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13.03.17 13:27

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STOCK IN TRADE Rytrans Manufacturing shows how specialisation in high-quality trailer solutions can lead to consistent growth – Words by Dave Whyte. The trailer manufacturing industry in Australia has, for a long time, been a battle of the big guns. Whatever type of trailer you are after, there will only be a few options in terms of manufacturer, with most specialising in one particular type of trailer. The tanker manufacturers build tankers, tipper manufacturers build tippers, and so on. The livestock trailer market is no different, with many trailer manufacturers competing for market share. While there has been an influx of imported trailers into the Aussie market recently, not many of those have been for livestock, and so the status quo has remained for the crate builders. Rytrans Manufacturing is one company that has recently thrown its hat into the ring, and has quickly built a reputation for the quality, design and reliability of their trailers and cross loading platforms.

“We’re building them for drivers. The driver’s safety and the animal welfare are the main things”. 100

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STOCK IN TRADE

This small family-owned manufacturing company based in Toowoomba, Queensland, has, over a period of just four years, grown from a three-man show to the point where the company now employs over 20 staff.

“So we did one skid plate, which led to another skid plate, and then the word of mouth started to spread. We were doing trailer repairs, and then people started coming out of the woodwork”.

“I opened up in July 2013,” Ashley Daley, director of Rytrans, said. “I just wanted to open and own my own business, and see where it took me”.

The increase in workload was welcome, but also led to some concerns for Ashley. “We had a rollover accident come through for repairs. It scared me, because we didn’t have the income to do it. You obviously have to invest time and money, with wages and materials, into those big jobs,” he said.

Having done his apprenticeship as a boilermaker with another trailer manufacturer, and worked there for over 22 years, he had developed considerable insight into the requirements of the market, but wasn’t looking to build trailers as such. “My history has always been in heavy transport,” he said, “but I just wanted to step away from that, and open up a welding shop”. “The first couple of jobs involved repairing a boat trailer, and refurbishing a Bobcat bucket. Then I was approached by Martin’s Stock Haulage to do a skid plate for them. At that stage, any work was good work,” Ashley said.

“It basically grew from there. Every cent we made was invested back into the business”. From humble beginning with two staff, the increasing workload eventually led to more staff being employed, and more space being required to fit everything in. In September 2015, a job came up that meant even more space was needed. “We had the old shed full, and I was approached by Martin’s to build four tri-axle dollies for them,” Ashley said. “So I came down and saw the guy that owns this shed (two doors down from the original workshop), and asked him if I could lease it off him for a couple of months, while I had this job on. We’ve never left since, we’ve filled it up too”.

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TRAILERTORQUE While strength and durability are important factors in building a good stock crate, OH&S and animal welfare also rate very highly on the list. Depending on the animals being carted, Rytrans’s designs accommodate for animal comfort, including sprinkler systems and tarps on those designed to carry pigs, and minimising bruise points and risks associated with cross loading on cattle crates.

Being a small operation has many benefits in terms of flexibility, with Rytrans being adaptable to customer needs. “This is where the manufacturing side of things came along,” Ashley said. “We were approached by a bloke in the livestock transport industry, who came to me and asked if I would build him a set of trailers”. While this might sound like a dream job for an up-andcoming engineering company, the reality was that Rytrans wasn’t set up for such a big job. “I said I can’t. I don’t have the resources, I don’t have the drawings, I don’t have the people, and I don’t have the income,” he said. But the customer was adamant, and as Ashley explained, “He said, look, I don’t care how long it takes you, I’ll wait for it”. It took eight months to build the first trailer – but, with so many people dropping in and seeing the build in progress, it started a lot of conversations. Since then, Rytrans has built 44 dollies and trailers, but Ashley is quick to point out that they are not a mass manufacturer. “We’re only trying to do one or two a month,” he said. “We’re not out to mass-produce; we’re just out to build a quality product”. While Rytrans may be a new name among trailer manufacturers, the time spent repairing other makes is seen as a beneficial factor in producing their own designs. “We’ve been fixing other manufacturers’ trailers for a long time, so I know what to fix and how to make them right,” he said. “So we’ve avoided all those issues everyone else was having, and built a decent product. And to this day, they still don’t come back to us. We’ve never had a warranty issue that we’ve needed to fix. I ask the customers to bring them back, but they don’t. There’s no reason to”.

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Floor profiles are designed for easy cleaning, and effluent tanks are custom built, in-house, for each individual trailer. “We’re building them for our drivers. The driver’s safety and the animal welfare are the main things”. Stainless steel decks are fitted, to reduce wear and corrosion, with Ashley making a big call on their expected life span. “The way we fit our decks, rather than getting three or four years out of them, I anticipate a typical durability of 8-10 years out of our decks. I will replace them free of charge if I don’t get that. That’s how confident I am,” he said. In any industry, manufacturers can become complacent. Sometimes it takes a newcomer to bring some fresh ideas to drive improvement across the industry, and Ashley commented on a number of Rytrans features that have been replicated on other manufacturer’s equipment. Not that he minds, in fact he takes it as a compliment that he is doing something right. It’s refreshing to see someone taking a chance, going out on his or her own, and doing well at it. By providing a good product, designed with years of experience behind it, Rytrans is proving that you don’t have to be big player to make a difference. “No one is as passionate as we are about what we do,” Ashley said. “We love doing what we’re doing. I love being able to manufacture a product that lasts, without getting caught up in the numbers game. Rather than building multiples of lower quality, I’d rather build fewer, topquality trailers,” he said.

TRAILERTORQUE

KEEPING YOUR COOL Dave Whyte finds that not every fridge pan keeps up the pace when it comes to controlling temperatures

The importance of refrigerated transport in Australia is greatly underrated. Given the warm weather conditions for which our country is renowned, the fact that we can eat fresh food all year round is a testament to the power of refrigeration.

While you might think that all the dairy in your local supermarket has come from producers in your local area, it has more likely spent 10, 24, or even 48 hours on the back of a truck to get to your local Woolies or Coles. The same can be said for the fresh produce (fruits and vegetables) and meat, all of which has travelled from the farm or abattoir to the final point of sale in refrigerated conditions to maintain freshness. Suffice to say, without refrigerated transport, the world would be a very different place. Carting refrigerated freight also means carrying a big responsibility. Maintaining the correct temperature not only ensures the freight arrives fresh (or frozen, as the case may be), but it also has a big effect on the health of the end user. While it’s easy to tell if your lettuce has been frozen (not a pretty sight), it can be a little more difficult to tell if meat, dairy or frozen products have gone outside their optimal temperature range in transit. In many cases, the receiver will check the temperature of the freight before unloading the truck, and if it’s not right the load will be rejected. This is for two reasons – firstly, they don’t want to pay for a product that is not in perfect condition, and, secondly, they don’t want to carry the liability of anyone becoming sick through the consumption of products bought through their business. Given the importance of temperature control, you might be surprised to learn that there is not a mandatory regulation or standard for refrigerated freight bodies in Australia. 104

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Thermal efficiency plays a big part in looking after the freight, and in the amount of energy needed to maintain a controlled environment within a refrigerated body. There are many aspects that can affect the thermal efficiency of a refrigerated body, and, while the thickness of the walls is important, the quality of the construction, number of doors (and door seals), and standard of maintenance all play a part in controlling the conditions within a refrigerated body. With all the obvious stuff out of the way, the question is how do we test a body for thermal efficiency, and why would we bother? To find out the answers to these questions, I travelled to Ormeau, just south of Brisbane, and caught up with Mark Mitchell and Ken Newton from Supercool Asia Pacific. For Mark Mitchell, the interest in the efficiency of refrigerated truck bodies is not new. For over 30 years, Mark and a group of other like-minded people have been investigating, testing and spreading the word about thermal efficiency.

In 2003, the group came together and created an Australian standard for thermal efficiency in transport bodies, AS4982. This was created by referencing many similar standards across the globe, including US and European standards. While the standard is recognised, it is not mandatory, and so there is no official obligation to abide by it. “Our standard, AS4982, is not enforced, it’s a voluntary standard,” Mark said. However, it does provide a standard to measure against, and so it is surprising that we don’t see many manufacturers (only one at this stage) using the standard as a sales point of difference.

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Measuring thermal efficiency of refrigerated bodies is not a simple process. Supercool has invested a huge amount of money in building a facility that meets all the international guidelines for performing the test, and now offers the service to any body builders, or equipment owners, looking to get an official figure on the thermal efficiency of their equipment. The test must be carried out in a stable environment, with consistent temperature (known as steady state), and with very accurate data measuring tools. For the purpose of testing truck bodies and trailers, the sealed room (which resembles a cool room) is 23 m long and over 5 m wide. The entire room is cooled down to between 22 and 25 degrees, while the interior of the trailer body is heated to 20 degrees higher than that of the room. The test measures the amount of energy required to maintain that higher temperature within the van, without affecting the conditions outside the van, over an extended period of time. Temperatures are monitored by 32 sensors on the outside, and 32 sensors inside the van, all coupled to a data collection unit. The power draw of the heater to maintain

the internal temperature is also monitored, and this is the allimportant factor in obtaining the efficiency rating, or K value. The other part of the test is validation of the van for chiller or freezer rating. Once the K value is acquired, the whole system gets turned around. The main room is now heated to 38 degrees, and the inside of the van is cooled down. To achieve a freezer rating, for example, the internal temperature needs to drop to -18 within a set timeframe, and then hold -18 at 38 degrees ambient temperature. AÂ good K factor will mean less load on the refrigeration unit, and so reduced fuel consumption. All of this takes time, with half a dayâ&#x20AC;&#x2122;s work involved in the setup, before the room can be closed up in order to achieve steady state conditions. That in itself can take 8-12 hours, and only then can the testing begin. Once steady state is achieved, it must be maintained for eight hours. To complete both lots of testing takes up to four days, including the temperature change in between, but the results are accurate and legitimate.

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TRAILERTORQUE TRAILERTORQUE Given the amount of money invested in refrigerated trucks and trailers, it’s surprising that more operators aren’t looking for some sort of legitimate rating from manufacturers before they buy. It’s also surprising how few manufacturers have this testing done before taking equipment to the market. In the current era of environmental responsibility, I shouldn’t think it will be long before the larger fleets, whether by their own choice or that of their clients, will be looking for ways to improve the efficiency of their fridge vans, and I would guess the AS4982 standard will become the industry norm. The upside is that Mark says the quality of Australianbuilt vans is actually pretty good, though there are some that are better than others. I’ll be interested to see, at the upcoming Brisbane Truck Show, how many manufacturer representatives will actually know the K value of their fridge vans. I also think that if enough people ask them, they might just go to the effort of finding out.

Amir Jahan, project and product engineer, with Mark Mitchell, managing director of Supercool

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TANKER TIME Australia comes under the spotlight as Heil Trailers looks to increase market share

Back in 2014, TrailerTorque visited the Heil Trailers factory in Thailand, finding that the “Land of Smiles” is not just the centre of manufacturing for the global ute market, but also the provider of high-quality trailer equipment, exporting under the Heil Trailer brand name to the Australian market.

Heil Trailer Asia Limited, which, along with its fellow Asia-Pacific subsidiary, Heil Trailer Australia Pty. Ltd., is a division of Heil Trailer International, headquartered in Athens, Tennessee.

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With over 2000 employees globally, Heil Trailer International boasts a history of 116 years and is the world’s leading aluminium tank trailer manufacturer, and the only global supplier of tank trailer equipment. Heil Trailer equipment can be found all over the world, built in ISO certified plants in North America, South America, and Asia.

The company commenced Australian operations in 2005 with the appointment of a local dealer to promote their products to the market. In February 2009, Heil Trailer Australia Pty. Ltd. was formed to continue operations in Australia under it’s own entity.

TRAILERTORQUE

TANKER TIME Australia comes under the spotlight as Heil Trailers looks to increase market share

Heil Trailer Asia Limited, which, along with its fellow Asia-Pacific subsidiary, Heil Trailer Australia Pty. Ltd., is a division of Heil Trailer International, headquartered in Athens, Tennessee.

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TANKER TIME

Mark Dale is Heil Australia’s regional manager, and, recently, TrailerTorque caught up with Mark during a visit from John Snodgrass, vice president of international sales, together with Giles Cazenave, Heil’s chief engineer of global technical resources.

“We have concerns over our Mexico plant, but when we built that plant we identified that it could be called upon to build for the Central American and Mexican markets, together with the option of including other international markets,” said John.

Since our meeting at the Heil factory in Thailand, Heil Trailers owners, American Industrial Partners (AIP) based out of New York, purchased Polar Corporation, a Stainless and Aluminium tank OEM based out of Minnesota with over 30 Parts and Service locations spread through the US.

“We already do a lot of business with Canada and are watching that market closely for both Heil and Polar. To put things into perspective, there are over 300 American companies in Juarez in Mexico that are doing business.

“We will operate both companies as two separate brands, but there is also some commonality in product through Polar offering aluminium models, so we have combined manufacturing facilities to produce super plants in Tennessee, Minnesota and Mexico,” said John. “Polar’s key strength comes from being one of the premier Stainless Steel tank manufacturers in the industry. This meshes very well with Heil Trailers leadership in Aluminium.” In response to the question of whether the Australian market was worthy of further investment, John Snodgrass commented that it was currently being analysed to see where the products of the two combined companies would fit. The threat of the discontinuing the North American Trade Agreement (NAFTA), as suggested by the Trump administration in the United States, is obviously a concern to all American companies with extensive export programmes, but John Snodgrass is hopeful the concept would not impact on the company in general.

“The components for Mexico versus North America can be similar to those of Canada, South America and Brazil, especially for B-train applications. “The trailer business is always customer driven and regulation driven. We don’t have much ability to make a revolution in materials as this is at the control of government regulations. “From a European perspective we don’t mix in those markets, but from an Australian market we are looking purely at petroleum tankers and bulk pressure in aluminium, and for food grade and chemical tankers in stainless steel,” he added. Australian companies specialising in specific tank construction using new techniques, such as Omni Tankers of Smeaton Grange, have appeared on the radar at both Heil and Polar. “We have looked at acquiring other tank manufacturing systems but are currently just watching the market and listening to the voice of the customer. We think it is very innovative and will keep an eye on it,” added John.

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TRAILERTORQUE In an interesting comparison between the volume production capability of Heil globally and the requirements of the Australian transport system, Mark Dale outlined that the Australian market currently had annual sales volumes of 300-350 tankers per year, depending on contracts. “With the EPA (Environmental Protection Agency) changing laws there may be a requirement for fleet upgrades in the Australian market. There are still trailers running out there that are 30-40 years old. In other applications some our trailers have covered 1.5 million kilometres in under three years service,” said Mark. “We tend not to share production numbers as an industry, but Heil and Polar can build over 200 tanks per month in both the Tennessee and Mexico facilities, around 60-100 stainless tanks in the Minnesota Super Plant, plus Heil Asia in Thailand is capable of producing a further 50 tanks per month. “We are looking at trailer rental in the Australian market and have been evaluating it over the last five years with national hire fleets. That’s still not out of the question and open for further discussion. “An average trailer costs from $200,000 and it needs to be utilised. We never wanted to diversify from tankers in the last 40 years and have stayed focused on our core products,” said Mark. As John Snodgrass pointed out, being owned by a venture capital company means it’s always a possibility the company might be held for a long time or shorter. “They want us to grow, especially in export markets. AIP is a great owner and through operating as a private equity group they already have smart finance and engineering people on board. They get involved in the business, recommend things and are ready to fund it for growth. The takeover of Polar, as an example, was such a good fit for us. “I’ve been in the business for over 40 years and I take back to the US what I gain from always looking at different equipment and the way people are doing things. Safety 110

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is a common subject wherever you are. When people see pictures of road trains they are always interested. We will take back to the US the details of what they do in Australia. “With Heil being an international business, we know that what we build in the US doesn’t necessarily work in oversees markets, and it’s fun to see what we can do. In the Australian market the last couple of years have not been record years, and challenged with a lot of competition from other parts of the world,” added John. Mark Dale summed up the current Asian competition by saying that China was becoming more capable, and with too many players in this market it would be very difficult to make it worthwhile manufacturing in Australia. “When Chinese manufacturers sent their first products to Australia the quality was not good. Chinese manufacturers do not invest in the infrastructure and support, leaving that aspect of customer support and service to their agents. The quality from different Chinese manufacturers still varies considerably. “All the Heil tanker products for the Australian market are sourced from our Thailand factory,” said Mark. “One of our advantages is that our axles, suspension, lighting, braking systems and king pins are all purchased in Australia and sent to Thailand for assembly, prior to being then shipped for sale in Australia. “This means that every customer is running the same equipment that he can purchase in the Australian market, serviced and supported by the same suppliers. A customer can always buy replacement parts from the same Australian distributors. This provides peace of mind as well as service continuity. “Quality is the crux of our heritage. There’s a lot of functionality testing and a lot of pride in our craftsmanship and workmanship that resulted in our gaining global certification under ISO 9001 and ISO 14001,” added Mark.

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TRAILERTORQUE

Dave Whyte takes a close look at the art of Sprint Cars

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SPRINT TO THE FINISH

Over the last couple of years, I have had the pleasure of bringing you stories on various motorsport transporters, including the Red Bull Racing Australia and both Team Honda Racing transporters. While they basically perform the same task – getting the machines and equipment to the track and back – they each use an entirely different setup customised to suit their individual needs. This is also the case for many other racing categories, and while not everyone has the budget or the space for a large transporter, for those that do it can make life a lot easier. A prime example of this is Michael Cunningham Racing’s new sprint car transporter, custom-built to accommodate the car, equipment and crew in style en-route to, and at, the track. This trailer is different from the other transporters we’ve seen. While the previous teams we have reported on unload all their gear at the track and set up a pit area, this trailer is more of a mobile workshop. The only things to get unloaded on arrival to the track are the car and support vehicle, with everything else staying on board until needed. The external walls are built using Fibre Reinforced Plastic (FRP), which not only keeps the weight down, but requires very little maintenance to maintain the “as-new” appearance. For the interior, both sides of the trailer are lined with cabinets that contain everything from cleaning equipment to spare parts, each in their own designated place.

Designed with just enough room to fit the sprint car and support vehicle down the middle, the cabinetry makes full use of the available space, and keeps everything secure during transport. Those wall areas that are not lined with cabinetry are lined with hard-wearing carpet, while the floor is covered with timber-look vinyl flooring. You could be mistaken for thinking you were in the foyer of a corporate office, which I guess this is. While the rear half of the trailer is strictly business, the lounge area up front provides a little luxury for the team between races. A huge flatscreen TV sits in the front wall, with a table, seating for six people and a kitchenette filling the gooseneck area of the trailer. Above the lounge area are two beds, and the entire area is air-conditioned for comfort. Downstairs, just behind the drop in the floor, is a small bathroom with toilet and shower facilities. A large water tank with an electric pump provides for the kitchen, shower (hot and cold water, of course) and toilet, with grey water collected in a separate tank for safe and hygienic disposal. TRAILER TORQUE

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TRAILERTORQUE A mezzanine floor also runs about half the length of the lower deck, and provides storage space for bigger parts, including wheels, tyres and engines. Two electric winches, mounted to a full-length track, allow for easy movement of the heavier parts, and enable the team to do a complete engine swap on the car in under 15 minutes. At the rear of the mezzanine, both upper and lower levels are sealed off with glass doors, keeping the forward section of the trailer insulated against heat, noise and dust. This becomes a welcome refuge when the outside temperature is hovering around 36 degrees, as it was for the weekend I joined the team in Sydney. To power the full suite of appliances aboard the trailer – including the two split system air-con units, hot water service, fridge, TV, lighting and air compressor – a Cummins powered Onan generator is fitted in the front of the trailer. It also provides 240 V power to many points throughout the trailer, and charge to the battery backup system that is used to run some things, like the fridge, while in transit. The batteries also power the main operating system in the trailer, which controls interior and exterior lighting, power to the compressor, and many of the roller shutters on the bigger cabinets throughout the trailer. While this system itself is very smart, Michael says that all of these functions will soon be operated through an iPad type device, and will be able to be operated remotely when away from the trailer. This will also include the GPS tracking and on-board security cameras, which will be adapted for remote viewing. A 240 V connection is also fitted to allow the trailer to run directly off the mains. The trailer sits on TMC axles, and is fitted with airbag suspension to look after the valuable freight. To keep the floor height down, it rides on 17.5-inch wheels (only singles, not duals) fitted with 235/75 rubber. This allows for the car to be loaded with the big wing still attached (but lowered to the lowest positon), with space to hang two spare wings from the roof. It also keeps the centre of gravity down low, making the unit very stable on the road. The fact that this trailer is so well equipped for the task is no coincidence, as it was designed and built in Michael’s workshop at PRP Engineering in Kyneton, central Victoria. PRP is a long-established business that covers all areas 114

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of engineering, from large-scale civil construction projects to vehicle servicing and maintenance. While building semitrailers was not, historically, a big part of the business, these have made up a significant portion of the workload over the last four years. This came about through Michael wanting a better trailer for his Michael Cunningham Racing sprint car team. “I went looking for a proper transporter, and didn’t see anything I liked,” Michael said, “So I decided we’d build our own. The first weekend we took it to the track, the other guys were all over it”. The interest in that first trailer resulted in it being sold to another team. That trailer is still doing the rounds, and was parked directly across from the MCR trailer at the meet I attended in Sydney recently. The build quality and finish, even after a few years of use, showed that they got it right the first time around. The guys in the PRP workshop have since built eight more, with the unit pictured here being the most recent to hit the road. With all the other work going on in the workshop, there are still a few little things to be tidied up on this one, most of which would go unnoticed to the untrained eye. The most obvious one is the signwriting, which Michael said would be done by way of vinyl wrap, making it easy to maintain, remove and replace should the need arise. As far as getting the right equipment for your business goes, Michael Cunningham has proven that building it yourself can reap big benefits. The one-off build that was their first big transporter was not only good for the team, but also for the PRP business. Looking around the pit area at Sydney Speedway, it was easy to spot a few of the PRP transporters, with their clean lines and attention to detail setting them apart from the rest. These trailers are not your average pantech, in fact they’re a long way from it, but then they’re not carting your average freight either. The beauty of these trailers is in the ease of use, and the benefits they offer in terms of convenience while parked at the track. They work as a fully functional mobile workshop, billboard, office and home away from home. As Michael’s son Aaron put it, “They won’t win you the race, but they do make life a lot easier”.

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