PowerTorque Issue 79 OCT/NOV 2017

AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE

Incorporating

ISSUE 79 OCT/NOV 2017 RRP: $8.95 (NZ $9.95)

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ISSUE 79 OCTOBER / NOVEMBER 2017

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AT THE WHEEL Warren Caves gives his view of the road ahead

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MIXING WITH THE MILITARY David Meredith Czechs out the home of TATRA

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ACROSS THE PADDOCK David Meredith reports from Perth, Western Australia

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THINKING FOR THE FUTURE If knowledge is power, Scania looks set to increase its market share

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TEAM TRAVEL Ed Higginson joined K.S. Easter for a run south to Melbourne

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DOCUMENTING DISCUSSION The 2017 NatRoad Conference sets the scene for the association in years to come

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TIME OUT FOR THE T Brenton O’Connor takes the T610 out at full weight

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SKILL AT YOUR SERVICE Nightingale Transport profiled by Warren Caves

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DIGGING TO SUCCESS A fleet of specialist Hinos goes from strength to strength in Tasmania

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DUTCH BY DESIGN Putting the DAF XF105 through its paces on B-double work

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THE RAM REPORT It’s no shrinking violet when it comes to presence and ability

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KNOWING YOUR LIMITS MAKTRANS takes the family approach to business

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SUPPLY CHAIN Simpson’s Fuel Supplies focuses on customer service

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TRAILER TORQUE

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DISTRIBUTION BY DAF Brenton O’Connor checks out the abilities of the DAF LF FAP 280 6x2

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STOCK IN TRADE Rytrans Manufacturing finds innovation in the livestock industry

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MIDDLE GROUND Clever technology adds to the strength of Isuzu

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FUEL FOR THOUGHT David Meredith meets with Craig Burrows, founder of Fuel Distributors of West Australia

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STAR PERFORMANCE Brenton O’Connor takes a close look at the latest MercedesBenz rigids

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TANKER TORQUE Warren Caves reports on the latest Holmwood Highgate tanker to join the Simpson’s Fuel Supplies fleet

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TIME SENSITIVE SUCCESS Ed Higginson visits K.S. Easter at its head office in Brisbane

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HIRE AND REWARD Semi Skel Hire takes delivery of its 1000th Barker Trailer

DIVIDE AND CONQUER Can Chinese truck manufacturer, JMC, drive a wedge into the Australian truck market?

The latest news in trailers and bodybuilding

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For all editorial information and subscriptions please contact: Managing Editor Road Test Editors Contributing Writers -

Photography Designer Account Manager -

Chris Mullett Brenton O’Connor Ed Higginson Stuart Martin Warren Caves David Meredith Rob Randazzo Torque It Up Nathan Duff Steven Foster Steven Foster Maree Mullett

Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: edit@powertorque.com.au Website: www.powertorque.com.au

P4-5 Contents PT79.indd 4

For advertising rates and information please contact: Motoring Matters Magazine Group National business development manager: Email: edit@motoringmatters.com.au Telephone: +61 (0) 7 4946 4658 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.

22/9/17 7:28 pm

ISSUE 79 OCT/NOV

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FORWARD

Hi,

and welcome.

TORQUE

As we head into the final quarter for the year the forecast is certainly buoyant, with many sections of the industry reporting strong sales and an optimistic forecast for the first half of 2018.

The growth of infrastructure projects in Sydney and Melbourne is certainly driving the improved sales for the manufacturing sector, whether it be trucks or trailers, and there are also signs that the turmoil that afflicted West Australia is fading, replaced by a more positive prognosis for the future of the transport industry.

It is disappointing that the federal government is not taking a lead position on the subject of climate change by introducing incentives for operators that upgrade their fleets to incorporate Euro 6.

In Europe, governments provide reduced freeway toll charges or tax incentives to reduce emissions. In stark contrast, for Australia the move forwards is left to the operator and, of course, to the requirements of their clients to demand an advance of environmental programmes ahead of legislation.

It is ironic that long-haul operators utilise the latest low emissions technologies, while some city-based operations, particularly at the lower end of the operating spectrum, retain vehicles manufactured prior to any environmental concerns.

Working to a similar agenda to improve communication of the high standards of professionalism is the ATA. Geoff Crouch, the respected chair of the ATA, has demanded that the Australian and state governments must set a start date for the strong new truck laws scheduled to start in 2018.

“The ATA and its members lobbied strongly for the new laws, which include a new primary safety duty for all businesses in the road freight transport chain of responsibility, including the extension of the laws to maintenance, a due diligence obligation on company executives, and a massive increase in maximum penalties,” Mr. Crouch said.

“These laws are needed to stop large industry customers from pressuring trucking businesses into operating unsafely on the road.

“The laws are due to come into effect in 2018, but we do not yet have a defined starting date.

“The ATA and its members are running strong information campaigns about the new laws, as is the NHVR. With the Australian Logistics Council, we are jointly developing a master registered code of practice to help businesses comply. But having a specific starting date is needed to focus the attention of every industry customer,” he said.

Mr. Crouch said governments must also commit to publish the results of the current review into truck driver training and licensing.

Investment in new equipment brings environmental gains and benefits the community, and government should take steps to encourage operators to upgrade accordingly.

Current options under discussion include removal of the fuel excise rebate for pre-Euro 5 vehicles in urban areas.

“As a result of pressure from the good operators and trainers in our industry, governments are reviewing the truck driver licensing and training system. The consultants undertaking the review are scheduled to report back in November 2017.

The NatRoad annual conference this year provided a very strong indication that this association is strengthening its performance and representation of its membership to improve the public perception of the transport industry to that of the transport profession.

“Given the concerns raised by industry about the quality of driver training and licensing, governments must now commit to make the report public so we can all see the findings,” he said.

Working with the National Heavy Vehicle Regulator (NHVR) and Australian Trucking Association (ATA) to develop open discussion will benefit members that are already amongst the most professional operators in the world. But being professional isn’t the same as being seen as professional.

It’s here that NatRoad can lift public perception by introducing certificated training schemes that provide professional qualifications to attract newcomers looking for a career with a future.

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The rate of fatal crashes involving large trucks like semitrailers has been steadily reducing, with the fatal crash rate for articulated trucks declining 82 percent between 1982 and 2016. This was despite the number of articulated trucks in Australia increasing from about 47,000 in 1982 to more than 96,000 in 2016.

b

Not withstanding this improvement, there were 213 deaths from 191 fatal crashes involving heavy trucks or buses across Australia in 2016, a statistic that proves heavy vehicle safety is everyone’s business.

Of ad

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NHVR CEO Sal Petroccitto said recent media articles about heavy vehicle safety highlighted the progress that had been made to reforming safety laws. The NHVR would support further expansion to new laws that target 165,000 companies that make up the heavy vehicle supply chain.

“We are working closely with state and federal jurisdictions to achieve national consistency for safety standards, and in future this may include licensing standards for heavy vehicle drivers.

“A great example of the states and NHVR working together is the new Chain of Responsibility laws, which will deliver some of the most significant reforms for heavy vehicle safety in Australia’s history.

“Under the new laws coming in mid-2018, the entire heavy vehicle supply chain will be required to take steps to deliver a safer road transport industry with many companies looking to transition to, or improve, existing safety management systems.

And now to the present day and an action-packed October issue. This month we profile the fleets of K.S. Easter, Glenn Nightingale, MAKTRANS and Simpson’s Fuel Supplies, with excellent photography from Warren Caves and Steven Foster. Brenton O’Connor reports on the new rigid truck additions to the Mercedes-Benz medium and heavy truck range, Ed Higginson reports on K.S. Easter and its latest Western Star, the 200th in the fleet, and David Meredith heads to the Czech republic for an exclusive report on TATRA. In our TrailerTorque section we review the potential savings available for Simpson’s Fuel Supplies and its latest four-axled Holmwood Highgate tanker, we talk with Rytrans Manufacturing about its specialised stockcrate designs, profile Fuel Distributors of West Australian and Semi-Skel Hire. Of course there’s also much more to entertain our readers, and, on behalf of our team, we thank all of you for making PowerTorque Australia’s leading truck and trailer technology magazine.

Once again, thanks for joining us, stay safe and enjoy the drive.

“The NHVR has delivered 76 information and education sessions across Australia and we’ve got another 26 sessions starting in the coming months as part of the introduction to the new laws,” Mr. Petroccitto said.

Kind regards,

The changes to the Chain of Responsibility laws make it clear the responsibility of duty holders is to understand and assess their risks and to better apply risk management processes to focus on safety outcomes.

Managing Editor/Publisher.

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At the WA R R E N

W

C AV E S

WHEEL

G I V E S

H I S

ith the freight task in Australia expected to double in the next 20 years, demand for skilled transport and logistics workers is increasing.

My question is – Where are we going to find the workers to fill these roles?

Already we are seeing employers taking on foreign drivers on work visas, while there are home-grown candidates who cannot get a start, with employers citing, age, insurance, and lack of a minimum two years of driving experience as barriers.

I understand that it’s a big ask to send a young and inexperienced driver out on the road with up to a million dollars’ worth of equipment and freight and hope for the best. This is not the way to encourage and retain drivers either, the subsequent stress and pressure this can create, not to mention the danger to the public and the driver, is substantial. But how can they get real-world driving experience, if no one will give them a go?

Training, I believe is the key. This is backed up by many surveys over recent years. Training is quite clearly inadequate. Many employers do a great job where they can, but quite often it does not extend far enough to enhance the industry through the resulting benefits.

For far too long, upon gaining a licence and subsequently a driving job, it has been up to individual employers to carry out the training, on the job. While the diverse nature of individual transport tasks absolutely requires specialist on-the-job training, the training gained by obtaining a licence is only a small part in the process of becoming a skilled transport operator (the licence is the easy bit). It’s unfair to expect small to medium transport companies to wear the burden of this training without government or industry support. The cost is just too high, which is where corner cutting kicks in and the, “we need that load done, you’ll be right” can occur.

It’s high time our industry was recognised as the highly skilled and diverse profession it is, with an apprenticeship or at least traineeship scheme. This is the only way I can see where we can attract and obtain new young drivers.

Traineeships are available for all manner of careers, a quick Google search brought up traineeships for store persons, finance and business, car sales, office receptionist and I even found one for a barista! Yet apart from a licence, no formal qualification-based training is available for the professional driver.

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O F

T H E

R O A D

A H E A D

Our workforce is ageing and we are not replacing the ones that are leaving with fresh talent, therefore we need to attract new and young people to this industry as a priority.

Courses should include such day to day skills as, vehicle pre-checks and what to look for, a basic understanding of the mechanical systems within the equipment that you may encounter in a variety of transport jobs, how to fill out a work diary correctly, and how to manage your hours and rest breaks. No one teaches you this stuff, it’s up to you to find out the hard way, usually by way of a fine. Great!

You’re new to this job? You have filled out your work diary incorrectly, here’s a fine, have a nice day. Is this a good way to retain young new recruits? I think not.

While there is plenty of information online and at the front of your work diary about how to fill it out correctly and rest break requirements, it can be a little overwhelming to a newcomer.

Even the front of the work diary suggests that an employer or more experienced driver may be able to help you fill out your work diary. Really? I had an employer at a national company instruct me to start work at 3:00 a.m. after working 12 hours the previous day (5:00 a.m. start and 6:00 p.m. finish, with an hour’s rest), when I told him this was not possible as I would exceed my work hours by two hours, his response was, no, it’s okay, you’ve had your seven-hour break.

I wonder if the excuse of “Davo told me this is how you do it” would stand up to a breach notice? Surely our industry deserves better than this.

There are some industry and government initiatives such as Young Driver of the Year Awards and Green Light Day, which is an industry and government awareness activity to highlight careers in transport and logistics, which is great, but still falls short of a recognised qualification with a standardised curriculum that would result in producing industry-ready professionals from the get-go.

With a rapidly changing environment in which we operate, learning is an everyday event for us all. I remember someone once said to me, “Listen to the old blokes, mate, they’ve made the mistakes you haven’t even thought of yet”.

Safe trucking.

Warren Caves

PowerTorque ISSUE 79

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T R U C K I N G

S I N C E

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ACROSS THE PADDOCK David Meredith reports from Perth, Western Australia.

A

s I write this, two-thirds of the year has scurried past and some welcome trends have emerged in the West.

For four straight months sales in the heavy commercial market have surged. Each month has been at least 11 percent up on the same period in 2016. August was a blinder, with a 77 percent improvement.

Importantly, the biggest gains were in the heavy-duty segment, and just so Mercedes-Benz didn’t get it all its own way with the new Actros, its biggest competitors, Volvo, Freightliner, Kenworth, Mack and Scania all had a stellar month.

Fresh revenue, refreshed used truck inventory, sales consultants going home happy instead of depressed – it all adds up to a better environment.

But these are really the consequences of a more significant underlying strengthening.

Rio-Tinto has recently opened its first new mine in a decade or so. It’s a $468m ‘satellite’ mine at Silvergrass, about 70 km up the dirt road from one of Rio’s signature sites at Tom Price.

The product won’t be exported directly. Instead it’ll be mined in bulk, carted from the face in driverless trucks to an on-site crusher – built locally in Bunbury – then transported to Tom Price where it’ll be blended with product from the Tom Price mine.

The high quality low-phosphorous “Marra Mamba” ore is a key ingredient in what Rio boss Jean Sebastien Jacques calls its “world-class premium Pilbara-Blend product”.

Sounds more like a boutique beer than a railcar full of dirt, but it’s expected to secure WA’s 2016 position as the supplier of 38 percent of the world’s iron ore.

WA’s premier Mark McGowan was clearly excited at the development, and the localisation of plant construction and assembly. Careful to talk the state economy up while reminding locals there was still too much state debt and 12

too much state expenditure, he underlined the remaining need for drastic cuts in the budget.

But for our industry the big question may well be, when will driverless trucks escape the confines of the minesite and hit the near-public roads that access these key export earning production facilities?

With the budget pressures in mind, it seems the answer is: Not any time soon. In addition to the heavy strain of debt on state coffers, there’s a stiff resistance from local authorities to putting any time into the infrastructure needed to support handing over more transport tasks to the cloud.

Admittedly, remote driving and autonomous driving are two completely different processes. One depends entirely on bandwidth and the other retains all the decisionmaking on-board.

Furthermore, remote driving can be done by either a human at a desk with a joystick for each truck, or by a computer that networks all minesite movements at once.

Nonetheless, the roads need to be of a standard that supports whatever the electronic commands are generated and wherever they originate.

My only ‘drive’ in an autonomous truck was in Nevada nearly two years ago. The Freightliner Future Truck only ever reported to home base on driving conditions and performance. All the command-level decisions, throttle, gear, brakes and steering were made on board through the ‘eyes’ of the truck’s camera’s, radar, inclinometers and GPS brain.

However, one of the reasons the truck gained its first licence in Nevada, was that state’s clearly defined highways and interstate network. The locals made sure white lines stayed white, broken lines were only broken when they were supposed to be, and signage was up to date.

Outside of those clinical conditions, autonomy isn’t there yet. But it’s coming, and WA’s vast nether regions may well be the place it’ll kick off.

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FEATURE

TEAM TRAVEL

Ed Higginson joined K.S. Easter for a run south to Melbourne, sharing the wheel of a Western Star 5800SS 14

PowerTorque ISSUE 79

TEAM TRAVEL

I

t’s certainly something of a privilege to be invited to experience at firsthand a new truck in the fleet, and to share the driving. However, it can be particularly daunting for the regular driver, who has yet to find out whether they are going to have a quiet and stress-free time on the road. Can the new arrival in the driver’s seat actually drive to their standards, or will they have to watch every gear change?

When offered a two-up drive from Brisbane to Melbourne in a new Western Star 5800SS belonging to K.S. Easter, and fitted with a DD15, I jumped at the chance to give the truck a trial in the real world.

When PowerTorque is invited to conduct an interview with a well-known trucking company, it’s usually just a brief overview.

But having discussed the background to the operation of K.S. Easter with Kennie Easter, it was just the start of getting to know the business. And after spending 24 hours in the cab with one of the company drivers, you certainly get to learn a lot more about the company, trucks, drivers and what has got them to where they are today.

I soon learnt that regular driver Daryl Adams had been driving for around 15 years after moving, as many do, from a mechanical background to being behind the wheel.

“I’ve been with Easters for five years now, mainly running overnight time-sensitive freight from Brisbane to Sydney, Melbourne, Adelaide and back,” said Daryl.

“This means we are away six days a week with a day at home, then we’re off again,” he added. His experience with Easter’s has been good, noting, “Here we are a name not just a number, as Ken’s fair and has an open-door policy. We aren’t pushed either, as everything has to be compliant. We also have great gear that is well maintained through the company workshops in Wacol,” said Daryl.

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FEATURE Having picked up his truck bobtail out of the main Wacol depot in Brisbane, Queensland, at 8:00 p.m. one Tuesday night, along with me in the passenger seat, it was off for a quick 10-minute drive to a nearby parcel business in Redbank.

As with many of these parcel depots, whether it’s with TNT, DHL, StarTrack, Border Express, Toll IPEC or similar, the place is abuzz with staff, freight and trucks at night, moving packages whilst the consumers are at home buying more and more goods online. Ever wondered how you can buy a small parcel from somewhere in the world with a click of the button, then a few days later it’s at your front door?

After a quick call up on the CB radio from dispatch, we were directed around the rear of the warehouse to find our two Vawdrey dry box vans in Easter’s colours, sitting at the docks full with parcels destined for Melbourne.

The truck specification features a lot of technology in order to meet K.S. Easter’s high standards of compliance. All vehicles are fitted with dash cams that show the road ahead, rearwards vision to show vehicles overtaking, plus additional vision of the driver in the cab from a camera mounted above the passenger door. Our truck also had a MT Data GPS tracker with their new Tablet Technology. This unit gives the driver’s messaging, tracking of hours, and warnings, plus more. We know that this level of tracking is off-putting for some, but, for the majority that do the right thing, the technology is there to protect them and the company.

Daryl was handed the keys back in June 2016, and with the odometer now showing 280,000 kilometres on the clock it has just loosened up, so much better for a truck review than the brand-new units we usually drive.

“At 100,000 km the engine started to loosen up, then it opened up at 150,000 km, so now is running great. I was always a CAT man, but the Detroit has won me over,” Daryl commented.

Easters also has a small percentage of the Volvo FH600s, mainly for pulling the fridge vans. Daryl is a fan of the new-style Volvos and would have loved one if they had the extended cab available from the last model continued into the new designs, but as it wasn’t an option he was more than happy with his current ride and the Stratosphere high-roof 40’ bunk.

With the B-double ready to roll south to Melbourne, Daryl decided to take the first shift behind the wheel. Loaded to a gross vehicle mass of 45 tonnes at 26 metres long, we headed east along the Logan Highway, back in through the outskirts of Brisbane to join up with the Pacific Highway for the long trip south. The trip would be roughly 1800 km taking us through Coffs Harbour, Newcastle, Sydney during the following morning’s rush hour, subsequently heading through Albury and onto Melbourne Airport the following night.

After a quick hook up of the trailers into B-double configuration, weigh off with the onboard scales and pre-trip check, we drove around to the gatehouse.

Security had soon checked everything off, sealed the doors and handed over the paperwork so we were set for the drive ahead.

The Easter fleet comprises of a selection of Western Star 4800 FXB with the more traditional bonnets and the sloping bonneted 5800 SS with set-back front axle, like the one we’d be taking for the trip.

Power for these rigs is provided by the 14.8-litre, Detroit DD15 engine rated at 560 hp at 1800 rpm, with a torque rating of 1850 lb-ft (2150 Nm) and matched to the Eaton UltraShift PLUS 18-speed automated manual transmission to diff ratios of 4.3:1. The vehicles in the fleet were supplied through Derek Schroff and the sales team that was originally based at Brisbane Truck Centre, and which subsequently now relocated to Penske Power Systems, Wacol, about a two minute walk from the transport depot.

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I’d initially expected to take the more scenic route along the Newell Highway, taking in the sights of Moree, Dubbo, Shepparton, and then into Melbourne, which would have been around a 170 km shorter trip, but Daryl explained the logic to our route being: “The Company decided we needed to run along the Pacific about 18 months ago. The Newell is just too remote, and there is a lot of wildlife to hit, so when we had issues it would take hours to fix, which isn’t good with timesensitive freight. Now running along the Pacific, it’s a lot more reliable with call-out mechanics and tyre guys in easy reach along the Coast”.

After I’d taken a few hours sleep in the comfortable large bunk, we took our first stop at the Half Way Creek Shell Truck Stop, about half way between Grafton and Coffs Harbour. The café was pretty quiet at 12:30 a.m. so our dinner arrived quickly, and was decent for a roadhouse.

Admittedly the life of a trucker doesn’t help with the waistline, as most of the offerings aren’t exactly healthy, especially at this time of the night, but we tried our best.

TEAM TRAVEL After our 30-minute logbook break, we jumped back in and were ready to head out. Again Daryl took the wheel so I could get some more shuteye. Luckily, by this time of the morning, the Nightshift radio show had started with Luke Bona and Jess, a great show for all us night-shift workers, so it helped to keep Daryl going until we got into Wyong Caltex for breakfast around 6:45 a.m.

One of the disadvantages of living out of a truck all week is finding decent places for nice food and a good shower.

The stops on the East Coast are certainly hit and miss, but the Caltex in Wyong had a clean shower and a nice bacon sandwich with a good coffee.

Next was the last drive of Daryl’s shift through Sydney’s rushhour traffic and through to Pheasants Nest, 45 km south of Campbelltown, for our rendezvous with PowerTorque’s photographer, Steven Foster, who also happens to be the head of the magazine’s graphic art department.

A coffee, KitKat and 50 photos later, it was now my turn at the wheel, and for Daryl to get some well-earned sleep. It had been a while since I’d last driven a Western Star, but as I pulled out of Pheasants Nest, everything about the truck and Detroit felt familiar. The Detroit worked well and easily got up to speed when only loaded to 45 tonnes.

The Eaton UltraShift quickly worked through the gears and into 18th gear, where it sat at 98 km/hr with 1600 rpm happily showing on the dial.

Everything was in easy reach, but a shame they still use dash switches for the wipers and lights, which makes you look down when needing to use them. I’m definitely a fan of having all the switchgear on the steering wheel so you can use them without taking your eyes off the road, especially at night, but something I’m sure you get used to when in the same truck all the time.

After a couple of further scheduled stops we pulled into the BP at Wallan along the Hume Highway. Here Daryl once again took the wheel for the last run down into the parcel drop off depot near Melbourne airport. After a quick trailer drop and handshake goodbye, Daryl was off for a decent meal and sleep so he could then grab a new load in the morning before turning back to Brisbane to start over.

During the trip we hadn’t needed to refuel, and a check of the onboard data showed the truck using 915 litres over the 1806 km travelled (1.97 km per litre). Good, considering there was no AdBlue usage either. These figures backed up the good reliability and associated good running costs as described by Ken Easter the day before, and, with a comfortable ride for the driver, it’s easy to understand why the business has chosen the Western Star brand for its predominant fleet truck.

Driver’s Verdict: Likes: “It has good room in the cab, being wider than some bonneted trucks, and at 6’3” I can still stand up, plus it has the larger bed. The Detroit has been great too, especially since opening up. The 5800SS also has great manoeuvrability with the set-back front axle, which is good in tight yards”.

Dislikes: “This truck came with the poverty pack from the showroom floor, so no air vents in top of the bunk.

The aircon is just hot or cold, and the chassis can only accommodate 1200 litres of diesel. The newer trucks come with 1400 litres so they can get from Brisbane to Melbourne more easily on one tank when fully loaded”.

Tester’s Verdict: Likes: “First impression is that the Detroit DD15 with the Eaton Ultra Shift PLUS is a great match, and it’s a comfy truck to drive. The cab is also good to move around in, so I could happily live inside the Western Star on linehaul work”.

Dislikes: “The poverty pack cuts a few too many corners, such as there are no controls on the air vents to switch them off, the passenger seat isn’t good for long trips, as a passenger’s knees can hit the dash, plus it’s a shame there isn’t any room for the fridge except between the seats. The lack of under-bunk storage also makes it harder when looking for handy storage areas, especially if away all week”.

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DRIVEN

TIME OUT FOR THE T Brenton O’Connor heads down the highway in the latest Kenworth T610

T

he biggest change for Kenworth in Australia, since the big changes to Kenworth’s K-series cabover (the K200), has to be the all-new T610 and T610 SAR. This is a game changer for Kenworth in Australia, with the addition of an all-new cab with far greater space for drivers thanks to the increased cab width, and, also importantly, the new integrated sleeper that allows drivers to stand up between the seats to easily move about the cabin – something that was not possible in the old cab.

The benchmark for conventional trucks with sleeper cabs, capable of pulling 34-pallet B-doubles, has been Western Star’s FXB model. The FXB gave drivers excellent levels of cab accommodation, including stand-up walk-around cab access and a decent-sized bunk, whilst still fitting in the required length envelope. With the introduction of the T610, Kenworth has a new weapon to go to war with in a highly competitive segment, particularly for B-double vehicles running the East Coast.

Brad May, sales and marketing director of Kenworth Trucks Australia, provided PowerTorque with an explanation of the new cabin.

“The main cab structure of the T610 is assembled on a state-of-the-art robotic production facility at our Chillicothe, Ohio, plant, which allows us to assemble the structure with a consistently high level of quality control and production efficiency”.

“Made of aluminium, the main cab structure uses the latest-generation Henrob fasteners to couple components together. Steel is used in strategic locations to meet the strength demands required for durability. Sleepers for the T610s are manufactured in Australia and affixed to the main cab structure in our Bayswater facility.”

“The cabin also complies with UN ECE Regulation No. 29 – allowing the truck to be loaded to 6.5 tonnes on the steer axle,” he added.

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At this juncture, the T610 has been released in day-cab and 36-inch sleeper-cab options, with larger sleeper-cab options being considered for introduction at a later date.

This is the first locally built Kenworth to make use of CAN bus wiring, rather than standard copper wires.

Another big change to the Kenworth has been the introduction of many safety features such as active cruise control and lane-departure warning. These safety features put Kenworth well and truly back on the shopping list of large fleets that mandate these safety features when making purchasing decisions. What may prove as an Achilles heel for Kenworth making inroads into large fleets purchasing is the lack of a driver’s airbag option.

The evaluation unit was a new T610 with a 36-inch bunk that had been seconded from the PacLease rental fleet.

Under the floor was Cummins’ latest engine, the X15, and this was set at the standard rating most operators will select, being 405 kW (550 hp) with 2508 Nm of torque.

Bolted to the back of the big red engine was Eaton’s UltraShift Plus automated-manual 18-speed transmission.

TIME OUT FOR THE T Kenworth regional sales manager, Anthony SpenceFletcher, joined me for the drive, which commenced with backing under a set of tri-tri Hercules B-double tippers.

With the air and electrical lines connected, Anthony initiated the ‘Self-check’ lighting function, which cycles through the indicators, park lights, and brake lights to make the routine daily safety checks easy.

A walk around the combination highlighted the ease of service and daily maintenance requirements, with items such as the fuse box being easy to access via a panel in the passenger side of the main dashboard.

“Kenworth’s safety offerings are now up with the levels offered by the Europeans”

Climbing into the new Kenworth cabin was outstanding.

Even with the optional square fuel tanks fitted, the steps on the fuel tanks were full width and mounted externally to the tank. Some American manufacturers have fitted square tanks that are at full legal width of 2.5 m, with ‘cut-outs’ in the tank for steps, which are hard to negotiate, especially when climbing out of the truck at night. The optional grab handles, painted yellow for easy recognition, provided three points of contact at all times of the entry and exit procedure.

The way the new doors open and close on the new cab is first class, and, unlike older Kenworth cabs, you don’t need to drop the window an inch to reduce the cabin pressure to shut the door properly! The doors and door apertures are fitted with Kenworth’s new triple seals to better insulate the cabin from noise and dust ingress.

Once mobile, we ventured to Geelong to load bulk fertiliser up to a weight of 62.09 tonnes gross. From Geelong, and with our freight onboard, I pointed the new Kenworth towards Sale.

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DRIVEN The new automatic climate-control system fitted as standard to the new T610 cabin is superb. No longer is the driver constantly adjusting the temperature dial from warm to cold because of the difficulty of some systems to set a constant, comfortable cabin ambient temperature.

With 22 deg. C set, in automatic mode, we were able to enjoy a constant cabin temperature that was pleasant all day. Once you’ve experienced automatic climate control personally, it becomes a strong candidate for being a standard fit in all vehicles.

With taper leaf (parabolic) springs on the steer axle, and the standard-fit Kenworth Airglide 400 eight-bag suspension at the rear, the ride quality provided is excellent. The truck continues to handle well, particularly through corners, without excessive body roll.

Another big plus of the new cabin, particularly with the optional sleeper cabin, is the legroom available for tall drivers. The seat travel is especially impressive, and will enable any driver of any size to be comfortable. Unlike some other American bonneted trucks, cabin space is not limited by side-mounted exhaust stacks that can protrude into the cabin and limit seat travel.

The increased width of the cabin is brilliant, and makes access into the sleeper cabin a lot easier, particularly when a manual transmission is selected. Furthermore, the driver doesn’t feel as if he is rubbing shoulders with the passenger. I also found the increased foot-well room to be a winner, especially on long distances as there was plenty of room to stretch out my legs.

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The new ‘pendulum’ brake pedal (meaning the brake pedal hinges from up under the dashboard, rather than hinging from the floor like older Kenworths), allowed extra room to position my right foot in under the brake pedal on the extended drives when cruise control was enabled. On the subject of brakes, the optionally-fitted disc brakes were outstanding, particularly as the trailer set was also running full disc brakes.

The visibility of the new cab is streets ahead of its predecessor, with the standard one-piece windscreen offering excellent vision. The new wiper setup is also dramatically improved, as the blades cover more of the screen for a larger view for the driver in wet conditions. The new mirror setup also helps to reduce blind spots around the A-pillar compared with the old style west-coast mirrors.

DRIVEN Although, for taller drivers like myself, I would have liked to see the door window higher, so that I don’t need to drop my head slightly to see out the side windows.

To say the UltraShift PLUS has improved since the old Eaton AutoShift three-pedal days is an understatement.

While in the bottom of the box, the driver needs to ‘encourage’ the truck to upshift by lifting off the throttle, otherwise the truck revs out to 2000 rpm by simply holding the throttle to the floor. Once in the upper ranges of the gearbox, the truck upshifts like the best of the European offerings, without the driver needing to initiate the upshift by lifting off the throttle pedal.

The biggest hill to climb on the relatively flat route from Geelong to Sale, in Victoria’s east, is the Tynong hill. For this hill I left the UltraShift PLUS in auto mode, although I knocked the truck down one full gear to bring the revs up to 1700 rpm. Then for the rest of the pull I let the UltraShift PLUS make the rest of the decisions. The Cummins sailed up the Tynong hill at 57 km/h, although engine noise in the cabin, especially under full power, was slightly higher than I expected.

Another big change for Kenworth’s new T610 models is the location of the steering box.

Unlike previous Kenworth models, the steering box is located in front of the steer axle, instead of behind it. The new wider cabin enables this change to happen as the steering shaft can now run straight from the steering wheel in the cab, through the firewall and down to the steering box.

This was not possible with the old cabin due to the narrow cab width and associated steering-wheel position, as there was no straight line through to the steering box. This new design has reduced the number of universal joints in the steering shaft, and as a result has increased road feel.

It’s also reduced the notchy feeling that was common on older models that was due to higher number of universal joints in the system between the steering wheel and the steering box. In addition to the better road feel, the steering weight is much lighter in its operation.

The new steering wheel fitted to the Kenworth includes fingertip controls for the audio system and the cruise control. However, the engine brake switch was mounted on the main dashboard, which meant activation of the engine brake required leaning forward out of the seat to switch it on and off.

For this reason, my preference is Kenworth’s previous “Smartwheel” that included engine brake and cruise control operation direct from the steering wheel.

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For the loaded component of the trip, from Geelong through to Sale, at a gross weight of 62.09 tonnes, the fuel consumption recorded on the Kenworth in-dash display was 1.63 km/litre (61.3 l/100 km). For the return trip, empty, at an overall tare weight of 24 tonnes, the combined average fuel consumption for the entire trip was 1.92 km/litre (52.1 l/100 km).

The Kenworth T610 is a hugely impressive package, and is a dramatic improvement over previousgeneration Kenworths.

The obvious standout is the new cabin, with its increased cab width, headroom, foot-well room and the ability for the driver to stand up in the sleeper area, as well as between the two front seats. Kenworth’s safety offerings are now up with the levels offered by the Europeans, and will firmly re-establish its roots as a fleet competitor.

Coupled with the newly revised Cummins X15 and UltraShift PLUS technology, Kenworth is destined to maintain its position as heavy-truck market leader.

TIME OUT FOR THE T

“The Kenworth T610 is a hughly impressive package”

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FEATURE

S

ome three years ago, in October 2014, PowerTorque visited Glenn Nightingale of Nightingale Transport to profile how the company had been able to grow its business at a time when other transport companies were experiencing a contraction of the industry and finding it harder to encourage new business.

The distinctive pale blue livery of the Nightingale Transport fleet stands out on the highway, making identification easy as they crest an approaching hill. At the time of our visit the company operated 17 prime movers in the fleet and could be differentiated by the fact that, with the exception of one of the company’s four B-double sets, all the remaining 23 trailers were flat tops.

Now, in 2017, PowerTorque’s Warren Caves revisited the Nightingale Transport operation to review how in a transport society where curtainsiders and fridge vans have become the common denominator on our roads, finding a fleet that retains the skill set of roping and sheeting loads carried on flat tops is itself a rarity.

It’s this expertise in the industry that has driven the company growth today. Established in 1994 with one Volvo of questionable reliability, Nightingales now employs 31 staff and operates a fleet of 22 prime movers and 38 trailers, most of which are flat tops. There are two sets of B-double Tautliners, which predominantly service the One Steel Whyalla Steelworks with refractory products from Unanderra, NSW..

“Our entire fleet is set up to carry any product, sufficient to ensure the safe transportation of the goods carried,” said Glenn Nightingale. “This includes the securing and appropriate weather protection of the load – pipe frames, dunnage, dogs and chains, purpose made tarps, rubberlined timbers and general equipment,” he added.

SKILL A T YOUR S ERVICE

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SKILL AT YOUR SERVICE The company is based in Jimboomba, Queensland, and recently inducted into its fleet a T409 SAR. PowerTorque caught up with company director Glenn Nightingale at his Jimboomba acreage property for our photo shoot and to tell us more about his latest Kenworth acquisition.

“We run a mixed fleet comprising Kenworth, Western Star and Freightliner, and about 18 months ago opened a new main depot in Unanderra, NSW, to service our clients’ needs,” said Glenn.

“Our trucks don’t necessarily have any set runs, and travel all over the country with drivers going away at times for up to two weeks.

“We do have some semi-regular work carting potatoes when in season out of Atherton, Queensland, to markets on pallets on flat top trailers.

The growers prefer the potatoes transported this way, under tarp, as they breathe better and don’t sweat, thereby arriving to markets in better condition. We have been transporting for some growers for 20 years,” explained Glenn.

The T409 was purchased through Brown and Hurley at Yatala, whom Glenn says, “Are really good people to deal with”.

“Our Kenworths are ordered and then sent direct from Bayswater to Rocklea Truck and Electrical where Brock and his team have the truck for about a week fitting up the bulk of the accessories,” said Glenn.

A couple of years ago, Glenn decided to modernise the fleet design and this is reflected on the T409, with Damian Gibbs of Master Art Designs based in Caboolture having completed all the line and scroll work for Nightingales.

Nightingale Transport is justifiably proud of having the skills base to handle over-dimensional and unusual load configurations where others have moved away from the art of roping and sheeting PowerTorque ISSUE 79

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FEATURE

The personalisation and accessory fitment list is comprehensive and includes, a Whitlock polished alloy bullbar, which provides the perfect home for the Lightforce LED spot lights and the ten orange marker lamps mounted in the lower skirt. The main beam headlights are also LEDs. There are elephant ear stainless steel deflectors around the air cleaners, a stainless steel drop visor to the roof and seven-inch exhaust stacks, with laser cut “Nightingales” shrouds standing upright and proud.

Within the cab the creature comforts include an Isotherm fridge, a television and a Sleeper Air NXT cabin cooler, to ensure a bit of R&R and a good night’s sleep after a long day in the saddle.

Down the back there are stainless steel drive guards and polished propeller design belly plates.

The T409 has a fuel carrying capacity of around 2000 litres, which at the average fuel consumption Glenn stated was achieving of 2.1-2.2 km/l. This figure would allow a range of around 4000 km between fills and negates the need to 26

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fuel up at remote locations in favour of refuelling at larger centres at lower cost.

Nestled between the painted fuel tanks on either side, you would be forgiven for not being able to spot the battery box on the N/S and the AdBlue tank on the O/S. These have been tastefully blended behind colour-coded covers to maintain sleek lines down both sides of the vehicle.

The battery box cover is even fitted with dummy fuel tank straps to give the illusion of another small tank being fitted.

The only give away for the AdBlue tank is the telltale blue cap protruding from behind the covered tank.

At the time we caught up, the Kenworth was showing 110,000 km on the clock with about five months on the highway and is running an ISX e5 Cummins engine at 550 horsepower with an 18-speed manual Roadranger gearbox on single trailer work. The fuel economy figures previously mentioned are based on predominantly full weight running all the time. These are respectable figures and some improvement may be seen when the engine settles in a bit more.

FEATURE

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SKILL AT YOUR SERVICE It’s great to see fleet operators investing so much time and money in truck presentation, and equally great to see drivers displaying the pride for the vehicles they drive. Good presentation and pride of equipment promotes a professional image to the public and I’m sure we can all agree that this is good for our industry, and Nightingales is certainly promoting this culture with impeccable examples such as this T409 SAR. There are another two T409 SARs and two K200s being delivered in October, taking the fleet to 24 trucks.

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FEATURE

DUTCH BY DESIGN

Brenton O’Connor puts the DAF XF105510 through its paces on B-double work.

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DUTCH BY DESIGN

A

s the flagship of the DAF Truck range, the XF105 is the weapon the Dutch manufacturer takes to the Australian market in a highly competitive 500-plus horsepower segment that includes single trailer, B-double and rigid applications such as truck and dog.

Thanks to PacLease Laverton, the truck rental arm of PACCAR, PowerTorque hitched one of its fleet of XF105s to a B-double combination in order to gain a thorough understanding of the Dutch brand that has consistently held the position of the leading brand in the UK. The XF is available in three cab variants known as Comfort Cab, Space Cab, and Super-Space Cab. The mid-roof height cab, the Space Cab, was provided as part of the evaluation. This cab provides near walk-around ability with its internal roof height of 1738 mm. Those drivers less than 1.73 metres in height will have full walk-around access!

When opting for the Super-Space Cab, the interior height increases to a whopping 2.1 metres!

Powering the big DAF is PACCAR’s own engine, known as the MX-13. The engine is an inline six-cylinder engine, with 12.9 litres of displacement. The engine reaches its maximum power rating of 375 kW (510 hp) at an engine speed of 1500-1900 rpm. Maximum torque output is 2500 Nm at an rpm range of between 1000 and 1410 rpm. To meet Australia’s ADR 80/03 emission reduction requirements, DAF has elected to use SCR (AdBlue) technology.

The test truck was fitted with the standard transmission offering – the ZF 16-speed overdrive AS Tronic automated manual gearbox. As an option, Eaton’s 18-speed constant-mesh manual transmission is available.

The standard GCM rating of the XF is 70,000 kg, however, DAF may increase that for specific customer applications with approval from its engineering department.

The unique factor of DAFs sold in Australia is the driveline, which is effectively a hybrid of European and North American technology. Whilst the engine and the standard gearbox offering (ZF) are European in origin, the XF uses Meritor MT23-165 rear axles with drum brakes (the steer axle is disc brakes) and the rear suspension is Kenworth’s Airglide 400 eight-airbag offering.

Not so long ago, there were several European truck manufacturers offering this type of arrangement – European cab/chassis, European engine, with an American driveline. An example of this was Mercedes-Benz’s Custom Class 2534 in the mid 1990’s that consisted of a European engine, mounted to an Eaton constant-mesh transmission, with Meritor rear axles and Freightliner’s AirLiner rear suspension. The benefit cited was the levels of safety and comfort provided with European cabs, and build quality, and with the tare weight advantages and lower repairs costs of an American driveline.

Joining me during the evaluation was DAF regional sales manager, Clara Hornley, and we began our day from PACCAR’s Melbourne’s factory-owned dealership in Laverton, where we hooked up the XF to a set of tri-tri Hercules B-double tipping trailers.

Climbing into the XF is not as easy as some of its continental competitors for two reasons. Firstly, the door doesn’t open to 90 degrees (or greater), as you’ll find with many of the other European trucks manufacturers, and, secondly, the staircase to enter the cabin is quite steep. When exiting from the high-riding cabin, the top step is hidden from view under the floor of the cabin, which can make locating it with your foot somewhat difficult.

The interior of the XF is smart and feels of high quality, with the light colours used in the interior helping to create the spacious feel. There were no rattles or squeaks experienced from the interior during the course of the day.

From Laverton, we headed towards Geelong to load bulk fertiliser to a gross weight of 63 tonnes. The turning circle of the DAF was very impressive and made the tight turn into the warehouse for loading easy.

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FEATURE Upon entering the weighbridge to tare off – the tare weight of the DAF was very light. In the brochure, DAF lists the tare weight of 8290 kg without fuel. Compared to the North American bonneted truck that usually pulls the trailers, the DAF was 900 kg lighter, despite having two passengers, and 1000 litres (2x500-litre tanks) of fuel onboard. In many applications, such as bulk tippers and fuel haul, reduced tare weights equal increased profitability each day due to higher payloads.

Once loaded, and eastbound back towards Melbourne, two things were immediately noticeable. Firstly, the ride – since loading to full legal weight, the ride of the XF improved substantially and was incredibly comfortable, particularly as the freeway between Melbourne and Geelong is quite buckety. Having said that, the ride of the truck when empty was by no means uncomfortable.

Secondly were the low engine noise levels, which were near non-existent. The XF would have to be one of the quietest prime movers I have ever driven. Despite being seated a long distance apart due to the wide cab of the XF (2490 mm), my passenger and I were able to carry on a full conversation at a normal volume.

The ZF 16-speed made easy work of the load, and gear changes were both smooth and predictable. Despite the relatively high gross weights, I was able to leave the German gearbox to make all the gear decisions in automatic mode.

There were only a few occasions where I over-rode the decision of the ZF and downshifted to increase the engine rpm for maximum engine brake performance.

The PACCAR MX engine delivers impressive levels of retardation through the MX engine brake. This is a combination of an engine brake and an exhaust brake, delivering 320 kW of retardation at 2100 rpm.

Given the small displacement of the MX engine, (12.9 litres) I was expecting a very lacklustre engine brake offering, but the engine brake did a remarkable job of wiping speed off the B-double combination. Two minor observations that could be improved include the lack of an engine brake warning light on the dash to show the engine brake is engaged. Due to its extremely quiet operation, it can be sometimes difficult to determine if the engine/exhaust brake combination is active. Secondly, there is only one position for the engine brake with the driver unable to regulate the amount of braking required to slow down the truck.

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In addition to the very low levels of cab noise, the 13-litre MX engine performed really well despite the high weights encountered. When running from Geelong through to Sale, the only real pull to test the performance of the MX was up the Tynong hill on the Princes freeway eastbound. The MX climbed this hill at 50 km/h, which was only 7.0 km/h less than the 15-litre North-American engine that usually pulls the trailer set used for the test. In addition to its quiet noise levels, the MX engine is vibration free, and, due to its wide maximum torque band, the engine can pull up the hills with minimal downshifting.

The fuel economy encountered on the trip from Geelong through to Sale at the gross weight of 63 tonnes was a very impressive 52.6 l/100 km (1.90 km per litre). For the return trip from Sale to Laverton, at an empty tare weight of 23 tonnes, the overall fuel economy for the trip improved to 45.7 l/100 km (2.19 km per litre). These fuel economy figures are certainly impressive and would make a real difference to an operator’s bottom line.

The XF tested was fitted with the optional safety systems including Adaptive Cruise Control (ACC) with Forward Collision Warning (FCW), Lane Departure Warning System (LDWS) and Vehicle Stability Control (VSC).

The ACC system works really well, as it maintains a driverset distance behind the vehicle in front despite the cruise control setting. For example, if the cruise is set at 100 km/h, and the truck comes up behind a car travelling at 95 km/h, the truck will slow down to 95 km/h, and maintain a safe following distance. Once that car ahead moves out of the way or increases its speed, the DAF will revert back to the previously set cruise control speed of 100 km/h. The DAF is fitted with FUPS and other passive safety systems, such as a seat-belt reminder, with a driver’s airbag and seatbelt pretensioner also available as options.

The main mirrors, as well as the spotter mirrors, provided good levels of vision throughout the day. It was a different story at night with the driver’s side spotter mirror being little use due to reflection off the instrument cluster that became intrusive. The DAF XF is an impressive package, with its excellent fuel economy, light tare weight, high levels of driver comfort and competent levels of performance.

Cut costs and boost efficiency with ZF’s innovative truck technology.

Cost-effectiveness, dependability and flexibility play an important role in operating at a competitive level in the transport of goods, and ZF gives customers this decisive advantage. Our transmissions, steering systems and axles ensure the safe and economical control of driving power, reduce strain on the vehicle, freight and the environment, and facilitate driving. These are just some of the many reasons why millions of vehicles worldwide rely on ZF’s driveline and chassis technology.

zf.com/truck

FEATURE

W

hen the owner of the company has worked in the business and experienced life on the road firsthand, it leads to a better understanding of the pressures that can apply to drivers and how these concerns can be addressed.

MAKTRANS QLD Pty Ltd is very much a family business, with the company headed by Rob Hannemann and his wife Angie. Today, Rob controls the logistical side of the operation, with Angie looking after the administration requirements. They are in turn assisted in the office by Charlee Munro, who is responsible for the administrative and occupational health and safety compliance procedures.

When the Hannemanns bought MAKTRANS some 13 years ago it was operating as an existing fuel tanker distribution business. At that time, the company was owned by the original founder, Mike McDonagh, and Rob Hannemann had worked alongside Mike McDonagh as he became familiar with the structure of the business prior to its acquisition.

“I joined the business with the idea of taking it over and started driving one of Mike’s two-vehicle-strong fleet that was standardised on Sterling prime movers. Mike had built the business as a subcontractor for Brambles distributing BP refined product for Campbell’s Fuels,” said Rob. “There was no point in changing the name of the company as it had a very good reputation and a good name. It was important for the continuity of the business to maintain the MAKTRANS brand,” he added.

Mike had founded MAKTRANS on the Ford HN80 product and continued on to the Sterling brand when it succeeded Ford.

When the Sterling brand was discontinued, many of the product features were subsequently absorbed into the Freightliner portfolio for the Australian market. As the Sterlings had worked well in the fleet, it became a natural progression at the time of fleet replacement to shift allegiances slightly to the Freightliner Century Class.

The fleet today comprises seven Freightliner Coronado 114s – all powered by Detroit DD15 engines with Eaton Roadranger manual transmissions and hauling 25-metre B-double aluminium fuel tankers, supplied by Holmwood Highgate of Brisbane.

“The Freightliners have been an excellent choice for our company and we are about to take delivery of our 26th Coronado prime mover purchased in the company’s history. Apart from one unit that was powered by a CAT engine, all have been supplied with Detroit power.

“Our replacement programme means that we run each unit for approximately three years, during which time they travel on average 900,000 to 1,000,000 kilometres.

Our Coronados are supplied through Jeffrey Corbett of Westco Trucks, Toowoomba,” said Rob.

R U O Y G N I W O KN

S T I LIM

Toowoomba-based MAKTRANS takes the family approach to business – Words by Chris Mullett, images by Nathan Duff.

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KNOWING YOUR LIMITS

All the Coronados operate in B-double configuration and are pretty much identical, with each carrying a capacity of 54,000-54,500 litres of diesel. The majority of the loads are distillate as MAKTRANS predominantly specialises in the longer distance rural work that local distribution companies find difficult to fit into standard daily transport work programmes. Normal scheduling includes the distribution of fuel out of Brisbane and Newcastle, and as far west as towns such as Walgett in NSW and Cunnamulla in South West Queensland.

Drivers work usually on a roster system of five days on and five days off and may spend three or four nights away, but are then home for five or six nights. Specific prime movers and B-double combinations are assigned to two regular drivers, although some distribution work remains a one-driver/one-truck basis.

Rob Hannemann is very specific that the company will not operate fuel distribution on a 24/7 service requirement.

“It’s not something that we would enjoy doing, and it’s something that we avoid for the reasons of fatigue. Many of our drivers have been with us for ten years and we have a very good relationship with all our people. Because we

remain a small company we can work around individual requirements, such as when someone wants a specific day off, we organise it to happen. If we were employing 40 drivers it would be much more difficult to manage,” he said.

With a firm compliance programme already in place, MAKTRANS has joined with other fleet operators and distributors to form a group together and benefit from a common source of expert information on health and safety compliance procedures. This ensures uniformity of advice, and with each of the members of the group needing the same information it maximises the return on investment by the individual operators.

“We used to gain most of our information on health and safety compliance from the individual fuel companies.

Now I believe this group initiative is leading the development of providing advice that is beneficial to the fuel companies as well as our members,” said Rob. “We need to have the benchmark set high to prevent any non-compliance occurring and to ensure a level playing field where everyone operates to the required standards,” he added.

With the service intervals of the Detroit DD15s now averaging 40,000 km, the option of extending the oil drain intervals out to 50,000 km has been considered, but Rob Hannemann is comfortable with the current maintenance schedules.

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FEATURE “We went from 20,000 to 40,000 km and the mechanics have the trucks every 10,000 km anyway. I am well aware we could go further if we included engine oil sampling, but the additional gain of perhaps another 10,000 km is not what we consider worth the concern. We receive regular engine information downloads through Darren Price of Penske Commercial Vehicles and that data is always valuable.

“Our common average fuel economy average is a fraction over 1.7 km/litre while running laden one way and empty on return.

When using roads such as the New England it drags the fuel economy back a bit. Our diff ratios are standardised at 4.30:1.

“We are very fortunate to have built an excellent team of drivers, many of whom have been with us for over ten years. So far there hasn’t been much interest by the drivers in changing from manual to automated manual gearboxes, and I personally have only driven one of the earlier versions of the AutoShift, rather than the latest UltraShift Plus. At the time, it wasn’t ideal and I didn’t particularly like it, although I understand they are a lot better with the latest versions.

“As a company we stay a manageable size and that provides us with the ability to adapt to the market requirements if demand changes. Our size ensures we can keep excellent drivers with us because we can discuss individually what needs to be done. If they need a day off we can work around it. Larger companies can’t have that personal touch and be able to provide support and assistance to work around what a driver might require as part of their personal situation.

“I do like the idea of moving with new technology and am particularly interested in when Freightliner might introduce the 16-litre Detroit/ Mercedes-Benz engine matched to the PowerShift 3 AMT. I prefer bonneted trucks, and, although we have stayed with manual gearboxes, the prospect of that combination has a lot of appeal.

We will also adopt lane departure warning and other similar technologies when they become available.

Rob Hannemann, Angie Hannemann and Charlee Munro

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KNOWING YOUR LIMITS

“Safety is obviously the major focus in fuel transport and our fleet runs with WABCO EBS, ABS and roll stability systems for all the latest purchases and we are either retrofitting or replacing any trailers in the fleet to incorporate these latest developments.

“Our mechanics advise us to stay currently with drum brakes throughout the fleet, and on issues such as braking we follow their advice. We are also incorporating other recommendations to add underrun prevention systems and add yellow reflective striping down the sides of the trailer combinations.

“The company has adopted an effective tyre maintenance programme provided by the local Bridgestone Tyre dealership in Toowoomba and Warwick to ensure tyre rotation, regular pressure checking and replacement. The preferred tyre fitment for the fleet is for Bridgestone 156-295/80 on the steer and with 11R22.5 Firestone products on the drive axles and Kumho KRT 03 11R22.5 on the trailers.

“We inflate our steer tyres with nitrogen, and that resulted from some scalloping we experienced when using earlier Bridgestone 150s. Adding nitrogen and changing to 156s cured that problem,” said Rob. “Our fleet movements are monitored through the Ctrack GPS vehicle tracking solutions for speed, distance and location under the IAP and Mass Maintenance requirements, and fitting dash cams to every vehicle is part of that system, it’s all built in.

“I watch the developments in the US where they now offer advanced telematics for the engine to provide a report if a fault code comes up on the dashboard. Having the engine being able to self diagnose and order a replacement part from the nearest dealership is a great option. Electronic logbooks would also be great. It’s something that we should develop – for a driver to tag on, then have the system inform them when they should take a break would be an excellent safety and compliance feature,” added Rob.

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FEATURE

SUPPLY CHAIN

For Simpson’s Fuel Supplies, company growth results from always focusing on the needs of the customer.

Words and images by Warren Caves 38

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SUPPLY CHAIN

B

orn of humble beginnings in a small petrol station and mechanicalrepair/panelbeating business, Simpson Fuel Supplies has found a comfortable niche within the fuel transport arena.

The small enterprise was opened in 1963 by Jack Simpson and his son Neville on the Great Western Highway at Wentworthville, NSW, with the workshop being part of a service station known as Star Auto Centre.

Initially, fuel sales at the site were around 30,000 litres per month, hardly groundbreaking stuff. Over time these fuel sales figures grew to a very impressive supply of 1.25 million litres per month, and with such a substantial increase the fuel sales eventually became the primary focus of the business, overshadowing the mechanical and panelbeating side of the operation.

At that time, the Star Auto Centre was one of the largest fuel volume sites in Sydney.

Jack Simpson passed away in 1979, and by 1983 Neville Simpson was in need of a change. A fuel distributorship became available by way of a single truck, single depot operation at Oakville on Sydney’s far western outskirts.

The deal was done and Neville, who still runs the business today alongside his son Jason, set about his new career.

The distributorship then based on the current five-acre site was a far cry from what it is today. At the time of purchase the business was moving around 75,000 litres of product per annum, a lot of which was transported on flat-top trucks in drums. Within 12 months Neville had moved from drum transport into tanker deliveries, and this paved the way for the business to expand and grow to its current size where it employs 35 staff. The annual movement of petroleum products has now reached the 70-million-litre mark, supplied through three depots located at Oakville, Werrington and Mittagong in the Southern Highlands.

Simpson Fuel Supplies still utilises the Oakville site as its main operations and administration centre, and from here it manages fleet allocations to its own depots and retail and commercial customers.

The Simpson fleet comprises one 19 m B-double tanker, four single tankers, six rigid trucks, seven mini-tanker on-site refuellers and a couple of flat-top trucks for oil and AdBlue deliveries.

The semitrailer and rigid trucks are predominantly Kenworth, with a mix of tanker design from ATE, Omega, Marshall, Tieman and Holmwood Highgate, with the latest tanker being a PBS quad-axle unit fitted with the full suite of WABCO EBS safety features (see TrailerTorque for full review). The mini tankers are based on Isuzu truck chassis with a couple of Hinos in the mix.

All the Kenworth and Isuzu trucks have been purchased through Gilbert and Roach Trucks at Huntingwood.

North West Trucks at Riverstone handles all the maintenance and repair work for Simpsons, with 18,000 km service intervals on the semitrailers and 19 m truck and 10,000 km intervals for the rigids.

“They look after our schedules and let us know what needs doing and the timeframe, streamlining our maintenance operations. Liquip takes care of the tanker maintenance requirements,” said Jason.

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FEATURE “Initially we utilised our trailer fleet to only service our own depots; however, we have expanded to include around 9 service station retail sites and 10-12 commercial customers, which has increased equipment productivity substantially. Coupled with our increasing mini-tanker operations we see this as an expanding market due to Sydney’s expanding infrastructure growth, and this has resulted in our company becoming the Leading BP fuel supplier in Sydney,” explained Jason.

“I see our position as somewhat of a niche market supplier.

We don’t do or actively chase line-haul work, preferring a close relationship with our clients where we can understand their needs and requirements, providing that personalised family company service that our reputation is built upon,” explained Jason proudly.

“Our clients just want to know that, when they go to their bowsers or tanks, there will be fuel there. They just expect us to never let them run out and this is what we have done for some of our customers for over 30 years, providing a service level that we are very proud of”.

“The recent purchase of a quad-axle single tanker enables us to do just that, providing better service for the needs of our clients while maximising our profitability at the same time,” added Jason.

“Our new tanker is coupled to a new Kenworth T409 prime mover powered by an ISXe5 Cummins engine @ 550 horsepower and 1850 ft-lb of torque, driving via an 18-speed Eaton Roadranger manual gearbox”.

“We will evaluate the combination’s performance for about 12 months and see where we go from there, but, even if the quad-axle tanker was only utilised on deliveries to our own depot, I believe we would already be in front in terms of productivity and added safety”.

Jason Simpson is very much a hands-on player within the business as was highlighted by the hi-vis workwear when we met recently. He has been involved in all aspects of the day-to-day operation of the business, which he says plays

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an important role when you are directing employees to carry out tasks – he’s been there, done that, and will still get out and change a tyre, a valve diaphragm or deliver a load if required.

The success of businesses of this type is very much reliant on this type of real-world experience from the higher ranks, whether it be taking orders from customers, delivering the loads or just understanding the difficulties faced by your drivers out on the road each day. This provides a firm foundation for success, growth and retainment of clients, particularly in an industry where the phrase “Old mate up the road can do it cheaper” is far too often thrown around. Perhaps he can do it cheaper, but will your tanks still be full when you need it?

“With our varied mix of work, incorporating retail and commercial fuel supply, our plans to expand on our mini-tanker market and the greater freedom of design in equipment by way of the PBS scheme, we have a really positive outlook for the future,” added Jason.

A family business, good work ethics, industry knowledge, and an eye on innovation should see Simpson Fuel Supplies continue to grow.

L to R Neville Simpson with son Jason Simpson

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FEATURE

DISTRIBUTION

BY DAF

Becoming part of the PACCAR world cemented DAF’s global future, and the technology transfer that followed resulted in the introduction of the PACCAR branded MX engine range that forms the basis of the Kenworth and Peterbilt product range.

I

t was around the early part of the 1970s, back in the days of the first forays into the Middle Eastern countries by Western European truck operators, that driver comfort started to take a prominent role in vehicle selection.

The aspirational trucks for any driver at this time in Europe were both cabovers, with the Volvo F88 and 89, known in Australia with the G prefix, and the DAF 2800.

The DAF made a lot of converts, not least for being the first European to launch an intercooled turbodiesel, with its 11.6-litre engine producing 320 hp and 1260 Nm of torque. In February 1982 DAF launched the 3300 model.

With 330 hp (246 kW) of power the cab featured more sound insulation, something the British manufacturers had not really bothered to include in their products to any great extent.

DAF trucks were assembled in Australia briefly in the 1980’s, through a small CKD import operation based in Brisbane. Without the benefit of a full factory-backed support structure, the DAF brand subsequently faded from Australian view within a relatively short timeframe.

Following PACCAR Inc’s purchase of DAF in 1996, PACCAR Australia relaunched the Dutch manufacturer back into the Australian market with its sales, service and parts distribution being added to the existing Kenworth dealership group.

The purpose of this historical reflection on the DAF brand is to highlight the longevity of the brand and its ability to compete on equal terms with the best that Europe has to offer.

Brenton O’Connor checks out the abilities of the DAF LF FAP 280 6x2 for urban delivery.

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DAF has carved out a loyal following in the Australian market and it is now a respected brand by many operators that appreciate the growing popularity of European vehicles. This change in buying habits, in particular with the large fleets, happened in part due to companies requiring vehicles with higher levels of driver safety features, such as drivers’ airbag, disc brakes with ABS and EBS as well as driver aids such as proximity cruise control systems and lane-departure warning systems.

A further influencing factor in the increasing appeal of European trucks sales in this country has been the fuel economy gains compared to both their US and Japanese rivals.

Engine

Paccar GR; 6.7-litre; 280 hp; 1020 Nm

Transmission

ZF nine-speed synchromesh manual

Suspension

FR; parabolic leaf spring; RR; six-bag air suspension with ECAS

GVM

23,500 kg (dependent upon relevant state legislation)

GCM

23,500 kg (dependent upon relevant state legislation)

Positives

Negatives

Excellent cab access

No cupholders

Very compliant ride and handling

Limited leg room for taller drivers

Backing of an established dealer network

No automatic transmission offering

DISTRIBUTION BY DAF This become particularly obvious when emissions standards in Australia (80/02) were legislated from the beginning of 2008. The utilisation of EGR technology led to increased fuel consumption for some US and Japanese suppliers, plus other reliability issues caused by increased engine operating temperatures. As some of the US and Japanese engine manufacturers struggled to work with the new technologies, European manufacturers such as DAF showed they were significantly ahead of the pack in terms of research and development.

PowerTorque took to the road recently with a new DAF LF FAP 6x2, providing a unique opportunity to trial this newly launched vehicle that was previewed at the Brisbane Truck Show in May this year. Whilst the new Euro 6 cabin is not new to Australia (this was launched by DAF in 4x2 configuration in 2015), it’s the first time we have seen the 6x2 lift up pusher axle with the new cab.

The LF sold by the DAF dealer network in Australia is somewhat unique, as it features the Euro 6 cabin, (Euro 6 being mandatory in Europe), but with the same Euro 5 running gear that was offered in the previous product.

In addition to the cabin change, DAF now imports OEM approved 6x2 versions direct from Europe, rather than as a 4x2 chassis that was converted to a 6x2 by adding a lazy axle on arrival in this country. When compared to other 6x2 rigid vehicles from both the Japanese and Europeans, the DAF LF and CF 75 models feature a pusher axle, rather than the industry standard trailing axle.

DAF regional sales manager, Clara Hornley, told PowerTorque that DAF went down this path because of the industry-mandated maximum overhang of 3.7 m used on this type of vehicle. “If the trailing axle of a 6x2 is lifted, the overhang measurement then commences from the centre of the drive axle ahead of the lifting lazy axle, creating excessive overhang that may be over the maximum allowable length. This potentially means that the raising of the axle feature is, in many cases, illegal,” said Clara.

“With a pusher axle located ahead of the drive axle, operators can experience the benefits of a lift-up axle, whilst still being within the permissible overhang laws. The benefits of a liftup axle are better fuel economy because of reduced drag, improved traction in some situations and also reduced tyre wear when the axle is not operational,” Clara added.

“The increasing appeal of European trucks sales in this country has been the fuel economy gains”

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FEATURE At the heart of the new DAF LF 6x2 is a Cummins-derived, PACCAR GR powerplant. At 6.7 litres in capacity, this turbo intercooled in-line six-cylinder engine produces 280 hp (from 2100 to 2500 rpm) and 1020 Nm of torque (1200-1800 rpm), and utilises SCR (AdBlue) Euro 5 emission reduction standards. The driveline is completed through a nine-speed, fully synchromesh ZF transmission and a hypoid rear axle. Suspension is provided through parabolic leaf springs on the front and a six-airbag bogie suspension setup at the rear, including a driver controlled keypad for lowering and raising the ride height via ECAS (Electronically Controlled Air Suspension).

The standard fit nine-speed ZF synchromesh manual is a pleasure to use. With a light effort and very positive shift feel this transmission uses an H-over-H pattern, with a switch on the side of the gear lever to shift between high and low ranges. Although not currently available, an automated transmission would be a welcome addition, enhancing its appeal to the many fleets that are now refining their buying preferences to include AMT or fully automatic transmissions.

The LF as tested was fitted with a 14-pallet curtainsider body manufactured by AusTruck bodies in Seaford, Victoria. A nice standard inclusion of DAF is the roof hat, which removes the need for an aftermarket air deflector or a nose cone ‘bubble’ to be fitted to the front of the body.

As an option, DAF offers an adjustable height air deflector that would be useful to those who carry loads of varying height, such as a flat tray truck carrying general freight.

Opening the door to the LF, the driver is met with excellent seat access, including well-gripped, cascading steps with excellent grab handles. This is ideal for the type

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of work typically done by these rigid vehicles as the driver is in and out of the truck numerous times per day unloading cargo. The standard fit, air sprung seat is aimed dimensionally at most drivers, but for those in the taller category some additional seat adjustment to gain further leg room would be beneficial.

Once mobile, it’s easy to appreciate this new DAF would be a very pleasant spot to spend one’s working day. The truck is quiet, the steering is light, and the gearshift and clutch actuation are first class.

A neat feature is the driver information system located in the dashboard. This monitors all aspects of the driver’s operation and provides instant feedback on economical and safe operation by providing an overall percentage score of the driver’s performance. This acts as an encouragement for drivers to do the right thing, as human nature is generally competitive and we always want to better our score!

Out on the open road, the little DAF makes easy progress with an excellent ride quality, while aerodynamically the design gets the thumbs up for the near absence of any wind or engine noise, making for a very pleasant drive.

The only gripe here being the lack of bottle or cup holders, now standard fit on almost all other vehicles.

Overall, the new DAF LF 6x2 is an impressive package.

With the backing and support of Australia’s biggest selling heavy truck manufacturer, and the associated dealer parts and service network, coupled with the lift-up pusher lazy axle, the DAF would be a wise choice for any operator looking for a vehicle in this segment.

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DRIVEN

MIDDLE GROUND Clever technology and the strength of market leadership makes Isuzu a must consider option – words by Brenton O’Connor

I

t’s been quite a while since I’ve driven a truck from Australia’s biggest-selling truck manufacturer, Isuzu – so when the opportunity presented itself to test one of Isuzu’s latest models in the highly competitive 10-12 tonnes GVM class, I jumped at it.

Isuzu Australia provided PowerTorque with a FRR 107-210 with the optional AMT transmission and in long-wheelbase guise. Isuzu’s new model naming structure makes a lot of sense and will allow potential buyers to quickly identify the GVM and horsepower rating of the truck. In the case of the particular truck tested, the 107 represents a 10.7-tonne GVM, and the 210 represents 210 horsepower.

At the heart of the beast is Isuzu’s own four-cylinder, 5.2-litre engine known internally as the N-4HK1-TCS, with 154 kW (207 hp) and 726 Nm of torque.

What’s unique about this engine is Isuzu’s twinturbocharger setup that includes a low-pressure turbo and a high-pressure turbo with a variable geometry system (VGS). Both turbos operate sequentially with the assistance of an air-to-air intercooler.

According to Isuzu, it has fitted the dual-turbo setup for two key reasons – firstly, to eliminate the turbo lag at low rpm typically associated with turbocharged engines as the turbo spools up, and, secondly, to create additional boost at low rpm to help increase torque. Isuzu claims that the technology provides 45 percent more torque at 1000 rpm compared to conventional single-turbo technology. Many European car manufacturers have employed the same 46

dual-turbo technology, which has allowed them to create high power and torque outputs from small-displacement engines, whilst still maintaining strong fuel economy.

To meet the government stipulated vehicle emissions laws, Isuzu continues to use EGR technology whilst most of the industry has moved to SCR. In addition to EGR, Isuzu has fitted a DPF to help meet the emission reduction requirements. Unlike many, I am not perturbed with EGR technology, provided it’s done properly. For example, Detroit uses EGR very successfully in its DD15 engines fitted to Freightliner and Western Star heavy trucks.

Furthermore, there’s a cost and convenience benefit of not having to top up with AdBlue regularly, and operators don’t risk the vehicle shutting down or going into limp mode when the vehicle runs out of AdBlue.

The test truck was fitted with the optional six-speed AMT transmission, that allows for full automatic operation, or for clutchless manual operation where the operator makes the decisions to personally select upshifts or downshifts.

During stop-start city operations the AMT worked well and it was the same result out on highway running at 100 km/h, with the gearbox operating intuitively and producing gearshifts that were smooth and quick.

It was pleasing to see that Isuzu has geared the truck in such a way that the engine is not screaming at 3000 rpm at 100 km/hr that was all too common in Japanese trucks of the past. The FRR cruised at 100 km/hr with an rpm reading of 2150.

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MIDDLE GROUND Fitted with a steel tray manufactured by AllTruck in Melbourne, the truck was loaded to approximately 2700 kg with concrete blocks to provide some ballast, helping to provide an accurate indication of how the truck would drive, handle and perform out in the real world.

The test route taken was from Isuzu’s Westar dealership in Derrimut, west of Melbourne’s CBD. From there I headed west along the Western Highway, up the Pentland Hills.

Impressively, the truck sat on 100 km/hr with complete ease, without being affected by the incline that was causing larger B-doubles to struggle up the infamous range. In this exercise the engine did a brilliant job, with low noise levels, and next to no vibration.

The standard-fit exhaust brake made virtually no noise, whereas I’m typically used to hearing the hissing noise that most exhaust brakes generate. Whilst an exhaust brake is never going to deliver the braking performance of an engine brake or a transmission retarder, they are definitely much better than nothing, although the one fitted to the Isuzu, whilst being super quiet, was relatively lacklustre in performance.

part of the journey that I put the truck back into manual mode, as the AMT in auto mode was confusing itself and making numerous unnecessary gear changes.

As the truck was heading up a hill and the gradient tapered off for a short distance, the AMT would upshift.

However, when the gradient increased again it was holding that gear and was subsequently required to once again downshift. As good as the AMTs are these days, and they have improved in leaps and bounds since their first introduction, they still don’t have forward vision ability and cannot see the road up ahead to predict gear changes and power demands in advance. Once in manual mode, the truck handled the terrain with ease and the ample horsepower of the engine made light work of climbing up the steep terrain.

“It was pleasing to see that Isuzu has geared the truck in such a way that the engine is not screaming at 3000 rpm”

After exiting the freeway I headed towards the small town of Trentham, covering roads that twist and undulate through some quite steep road sections. It was during this

The ride of the truck was excellent, almost to the point of matching ride and handling expectations from an airbag suspension installation, despite being fitted with taper leaf (parabolic) springs on the front axle, with multi-leaf steel springs on the rear. Typically, Japanese trucks on steel suspension are stiff in the ride unless loaded to the vehicle’s maximum GVM. Pleasantly, the Isuzu FRR was able to destroy this myth as the truck both rode well, and was equally competent through the twisty roads experienced on the test route.

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DRIVEN

Access in and out of the cab was excellent, the steps had good grip on them, and the grab handles made entry and exit safe and easy.

The standard-fit ISRI 6860 with integrated seatbelt was very comfortable, with the multiple lumber supports making it easy to find a comfortable driving position.

One improvement here would be to add a right-hand-side armrest to the seat.

Within the cab, the dash layout is simple, yet modern, and feels of high quality. There were no rattles and squeaks, not that you would expect them on a Japanese truck.

48

Standard fit from Isuzu is an integrated media system that incorporates radio/CD/DVD/Bluetooth/navigation system. It would be nice to see a multifunction steering wheel fitted to the truck, in order to make volume and channel changes easier, as touchscreens can be difficult to operate whilst moving.

Isuzu has been Australia’s top-selling truck brand since 1989. A day in the FRR 107-210 served as a timely reminder why that is the case. The truck is simple, performs well, is comfortable, and well equipped using many industry-benchmarked componentry such as ISRI seats and Michelin tyres.

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DRIVEN

A

fter a successful introduction of the on-highway prime mover range in October last year, Mercedes-Benz launched its new rigid range of vehicles at the Brisbane Truck Show in May this year.

The test and development programme conducted by Mercedes-Benz Australia prior to the introduction of the prime mover range also included the rigid truck models.

This highly-focused introduction to the Australian market was certainly extensive, covering 1.8 million kilometres, with 20 trucks and included over 35 customers in a range of applications.

The purpose of this programme was twofold – both to engage customer feedback on the range and help determine the best standard spec that would cover the widest range of applications that are prevalent in the Australian market. Secondly, Mercedes-Benz wanted to test the robustness of its new range on Australian roads, given the unique conditions Australian trucks endure.

Truck manufacturers view the Australian market as one of the most difficult environments to negotiate in the world, for reasons such as long distances, high weights, rough roads, dust and high temperatures. There are few (if any) places that include such a myriad of obstacles that have the potential to make the life of any truck difficult.

Through the results of the test programme, and with the support and feedback of customers involved in the pre-launch evaluation, Mercedes-Benz was able to establish the final specifications of the vehicles, safe in the knowledge that it had the potential to be a winning range with rapid operator acceptance. The German offerings are huge, in terms of driveline, suspension, horsepower, transmission, cab and wheelbase options, so Mercedes Australia wanted to ensure the right line-up was created for our market.

E C N R A A M T S FOR R E P

Brenton O’Connor finds the latest Mercedes-Benz rigids are well worthy of a closer look 50

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STAR PERFORMANCE

The medium-duty range is available in two models: a 12 t and a 16 t variant, both of which feature the 299 hp, 7.7-litre OM936 in-line six-cylinder engine. All models in the new Mercedes range are standard with Euro 6 emissions reduction standards, using a combination of SCR, EGR and a DPF. The advantage for operators to adopt Euro 6 technology ahead of legal mandating by government enables the purchaser to future-proof their acquisitions prior to the introduction of the next round of emissions standards.

This means that eventual resale is likely to bring a higher return on the initial investment and subsequent total cost of operation. Further benefits to the operator’s bottom line come from the reduction in AdBlue usage and also potentially the lowering of engine operating temperatures.

Another big change for the Atego range is the standard fit eight-speed PowerShift transmission (AMT). On previous Atego ranges an AMT was only available with the 240 hp variant, the higher horsepower variant was available with a nine-speed manual or a five-speed Allison automatic.

The 12-tonne Atego variant has always been a popular choice for long distance transportation of caravans, boats and fibreglass water tanks, and with its 11,990 kg plated GVM it doesn’t require the use of a logbook and attracts cheaper registration costs. The optionally available sleeper cabins give operators a decent bed for a night’s rest – something the Japanese manufactures aren’t able to provide. Stepping up to the 16-tonne variant allows for increased payloads and is ideally suited to 12-pallet trays or curtainsiders.

Another big advantage of the Atego range, past and present, is the use of 19.5” wheels. They allow for a lower entry and exit height to the cabin, while also reducing the chassis height to facilitate easier loading and unloading.

Furthermore, it allows for increased cubic capacity bodies, particularly relevant for bulky cargo such as toilet paper and breakfast cereals. Mercedes has now added alloy wheels to the Atego range providing for a tare weight advantage and a visual lift in appearance for the vehicle.

The new Atego range does not include a 6x2 variant – in order to fulfil this segment, buyers will need to look to the heavy-duty distribution range of Actros vehicles available in both 6x2 and 6x4 configuration.

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DRIVEN Driving the new Atego is a breeze, with cabin entry and exit being a simple task due to the low overall height.

Once seated on the ISRI air-suspended seat, the driver is met with a smart-looking workplace. Even the standard-fit day cab (know internally as S-cab classic extended) has ample seat travel adjustment for tall drivers. As simple as that seems, most of the medium-duty vehicles tested by PowerTorque recently do not feature adequate seat travel for drivers taller than six-feet.

Once mobile, the two standouts of the new Atego range are the engine brake and the new PowerShift transmission. Drivers of Mercedes’s past models will be used to the mediocre performance of the combined exhaust brake and AEB (active engine brake), which required high rpm to produce a decent level of retardation.

That is all a thing of the past with the new standard-fit engine brake producing some 340 kW of retardation, which is simply outstanding in a truck of this size – the benefits including reduced service brake wear and also increased ease of operation for the operator.

During the test route of the new Benz rigid truck range, PowerTorque drove an Atego loaded to 14 tonnes down the infamous Toowoomba range, the engine brake held the vehicle under the stipulated 35 km/hr with ease – in fact, we were required to regulate the intensity of the engine brake with the right-hand stalk, as on Stage 3 the retardation provided was too intense.

“The new eight-speed PowerShift transmission was a gem to operate.”

52

The new eight-speed PowerShift transmission was a gem to operate. Previous-generation Mercedes trucks, fitted with either semi or fully automated gearshifts, made use of the ‘Telligent’ gearshift selector mounted on the lefthand armrest. This gear selector was somewhat clumsy to operate, and took some time to grasp for operators new to the brand. A big change for the new range of Benz trucks is the right-hand column stalk operated gearshift selector.

To upshift, simply raise the stalk, and, to downshift, simply push down on the stalk. To select from Reverse to Neutral to Drive, simply twist the selector integrated into the right stalk, following a very similar setup to that offered by Scania.

Moving into the heavy range, Mercedes offers a range of 6x2, 6x4, and 8x4 rigid vehicles. The 6x2 range, available in 299 and 354 hp variants, is targeted towards vocations such as 14-pallet curtainsider and tray work, for both city distribution tasks as well as intrastate duties. The 32,000 kg GCM allows operators to tow a trailer behind to carry additional freight.

These two 6x2 rigid vehicles feature the same OM936 engine and eight-speed PowerShift AMT as the Atego medium-duty rigid vehicle mentioned earlier.

As the Atego is no longer available in 6x2 guise, many operators will move to the larger-capacity Actros 6x2, with the additional benefits of higher horsepower, bigger cab options and also increased towing abilities. Compared with the Atego, the Actros 6x2 runs on 22.5” wheels all-round. Despite the Actros range sitting taller than the smaller Atego, cabin access is still outstanding thanks to the 2.3-metre cab width that has allowed Mercedes engineers to design the cab steps in such as way that allows for exceptional cab access.

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DRIVEN Driving the Actros 2530 6x2, PowerTorque was amazed at the ride quality, along some fairly ordinary roads around Toowoomba. Admittedly, a long wheelbase always helps with ride, but this truck truly was sensational to ride in, and those doing long trips interstate will arrive at their destination feeling fresh and relaxed.

Paul explained that hypoid diffs, suited primarily to onhighway operations, provide both a tare weight and fuel efficiency advantage, whereas the hub reduction diffs are ideal for off-road tasks due to increased ground clearance, improved tractive ability and the standard-fit power divider and differential locks.

In addition to the 6x2 range, Benz has also released its new 6x4 range of vehicles, available with two different engine size options. The same OM936 7.7-litre engine used in the 6x2 variant is offered alongside its bigger brother, the OM470. This 10.7-litre inline six-cylinder is available in ratings of 394 hp, 428 hp and 455 hp for those applications needing added oomph.

Probably the biggest change to the Benz rigid line-up is the new 8x4, which is identified by its different grille design and also the increased ground clearance commonly required for the type of vocations this truck is likely to be employed.

Unlike the 6x2 variant, Mercedes is fitting a 12-speed AMT to the 6x4 range of vehicles. The 12-speed box will provide a finer spread of gears available to the operator, as this type of vehicle is quite often used in unique operations that can include off-road work, such as tandem-drive tippers and rubbish trucks.

The same cab with its excellent access is offered, as well as a sleeper cabin option for those who can be required to spend a night or more away from home. The vehicle evaluated by PowerTorque featured Benz’s famous hub reduction diffs; however, Mercedes-Benz product manager Paul Fagg confirmed that the standard-fit axles would include hypoid differentials, with hub reduction available as an option.

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In previous iterations of this model, Mercedes did not offer an 8x4 variant with air suspension from the main production line at its factory in Wurth, Germany. As such, vehicles were manufactured on the main production line as a 6x4 with air suspension and the second steer axle was added at another specialised Mercedes factory catering towards customised trucks. This added to both the build time and cost of the vehicle.

During the launch, Andrew Assimo, senior manager of Mercedes-Benz Trucks, explained that the new 8x4 range is now fully built on the main production line at Wurth.

Unlike most 8x4 vehicles, the new Benz’s second steer axle is controlled electro-hydraulically for smoother and lighter operations at low speeds. Driving the 8x4, you can feel the difference this makes, as this truck would have to have the lightest steering on any truck on the Aussie market, with the driver able to steer the vehicle with literally one finger, even at low speeds.

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STAR PERFORMANCE

Andrew Assimo further explained Benz is targeting palletised freight, equipment haulage and the waste industry with its 8x4 range.

Driving the 8x4 is an enjoyable experience, not limited to just the light steering, but also the PowerShift 3 is a huge improvement in operation compared to the previous generation of Benz’s PowerShift AMT. The speed of gearshifts, especially under load, is chalk and cheese compared to the old model. Given the PowerShift AMT was always a point of criticism on the old Benz range, this new PowerShift has taken it right up to Volvo’s industry benchmark I-Shift. Another advantage of PowerShift 3 is the clever crawl function that allows the vehicle to creep forward when drive or reverse is selected and the accelerator pedal is not being depressed. Unlike the previous generation, the driver doesn’t have to remember to engage the ‘manoeuvring mode’ switch on the dash to make this happen.

A slight disappointment was the location of the coolant expansion (header) tank, which is located behind the cab, on some of the variants displayed. Whilst on prime movers it’s no issue, for rigid bodies it will require the operator to tilt the cab in order to top up the coolant, as the body will restrict access behind the cab to add coolant.

Overall, the new Mercedes-Benz rigid range of trucks is an impressive package. Given the level of groundwork done

by Mercedes in testing the range in real life Australian operations, which has proved such a success for the prime mover range, it seems that the same will apply for the rigid. Mercedes seems to have overcome some of the common criticisms of its previous generations of trucks when it comes to engine brake retardation, and both the improved operation via quicker gear shifting and selection of gears using the gearshift controller when compared with the old Telligent selector.

“Benz is targeting palletised freight, equipment haulage and the waste industry with its 8x4 range”

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DRIVEN

The new Mercedes-Benz rigid truck range specifications are as follows: MEDIUM-DUTY DISTRIBUTION

HEAVY-DUTY DISTRIBUTION AND VOCATIONAL

4x2 Rigid

6x4 Rigid

1230 L and 1630 L

2635, 2640, 2643 and 2646

ENGINE: 7.7-litre OM936 with 299 hp and 1200 Nm

ENGINE: 7.7-litre OM936 with 354 hp and 1400 Nm (2635), 11-litre OM470 with 394 hp and 1900 Nm (2640), 11-litre OM470 with 428 hp and 2100 Nm (2643) and 11-litre OM470 with 455 hp and 2200 Nm

TRANSMISSION: Eight-speed PowerShift AMT CABS: S-Cab Classic and S-Cab Classis Extended, L-Cab Classic Space and L-Cab Big Space WEIGHTS: 11,990 kg GVM and up to 28,000 kg GCM on 1230, 16,000 kg GVM and up to 28,000 kg GCM on 1630

CABS: M-Cab Classic Space and L-Cab Classic Space

HEAVY-DUTY DISTRIBUTION

HEAVY-DUTY DISTRIBUTION AND VOCATIONAL

6x2 Rigid

8x4 Rigid

253 0 and 2535

3240 L, 3243 L, 3246 L

ENGINE: 7.7-litre OM936 with 299 hp and 1200 Nm (2530) and 354 hp and 1400 Nm (2535)

ENGINE: 11-litre OM470 with 394 hp and 1900 Nm (3240), 11-litre OM470 with 428 hp and 2100 Nm (3243) and 11-litre OM470 with 455 hp and 2200 Nm (3246)

TRANSMISSION: Eight-speed PowerShift AMT CABS: M-Cab Classic Space WEIGHTS: 26,000 kg GVM and up to 32,000 kg GCM

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TRANSMISSION: 12-speed PowerShift AMT

WEIGHTS: 26,000 kg GVM and up to 32,000 kg GCM (2635) and 26,000 kg up to 44,000 kg GCM (others)

TRANSMISSION: 12-speed PowerShift AMT CABS: M-Cab Classic Space WEIGHTS: 32,000 kg GVM and up to 44,000 kg GCM

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4x2 + 6x2 = THE SMART CHOICE NEW LF FAP EURO 5 + LIFT UP PUSHER AXLE

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13/09/2017 2:28 pm

FEATURE

TIME-SENSITIVE SUCCESS

The secret to success in the parcel business comes down to reliability, as PowerTorque’s Ed Higginson found while visiting K.S. Easter at its head office in Brisbane.

R

eliability is the key when your business focuses on delivering time-sensitive freight along the East Coast, and the same reason why K.S. Easter now buys mainly from Western Star fitted with Detroits.

K.S. Easter is a well-known brand on the highways from Brisbane down through Sydney to Melbourne and Adelaide.

In business for 41 years, the distinctive tangerine trucks with their unique Pegasus emblem certainly stand out.

In the Easter family there are three generations of Kens in the trucking business, being Ken Senior, Ken Junior and

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Kennie, along with his brother Matthew, and maybe even a fourth generation with eight-year-old Ken 4 (known as Triple J or K4 by the drivers).

Ken Easter’s father had a small trucking business back in Newcastle when Ken started his own trucking business from scratch in 1976. As his business in Newcastle grew, with trucks running mainly Sydney to Brisbane, Ken J looked at both ends of his truck routes to find a more suitable depot, and understandably picked sunny Brisbane in December 1988.

TIME-SENSITIVE SUCCESS

After being invited to run with one of their drivers between Brisbane and Melbourne to have a decent trial of the company’s new Western Star 5800SS myself, I was able to spend time with Ken Easter Junior’s son, Kennie, now the company’s general manager, to learn more of the business and the fleet.

Kennie explains that, “Whilst growing up in Newcastle Dad had his own trucking business, and I learnt to drive forklifts and front-end loaders before I even got a car. We probably spent more time helping with the business than we spent at school. I went straight into the company after turning 16 and started with sweeping the yard, loading trucks and then 15 years in operations before management.

“Many of us in this generation have been lucky enough to grow up in a trucking business, spending as many hours as we could riding in trucks or helping service and polish them on weekends for a little extra pocket money.

“But, unfortunately, this has been lost for the next generation of kids as Health and Safety makes it increasingly difficult for the younger ones to get involved. This was often the best way for them to get passionate about the industry from an early age. These days we haven’t as many young guys coming through that are as passionate about trucking or that respect them either,” added Kennie.

The family has worked hard over the years during the good and bad times, but has focused on compliance and reliability over the decades to build a strong customer relationship with some of the biggest clients in the parcel business.

Kennie’s wife, Karlie, has been a big advocate for transport safety and is on the board of TruckSafe within the ATA. Now as the company’s HR and compliance manager, they ensure that they lead from the front.

“Karlie has ensured that we have all of the accreditation in place, such as TruckSafe, NHVAS, WA Heavy Vehicle accreditation plus others, and is always making sure our guys are on top of everything”.

The K.S. Easter fleet also has all of the latest compliance technology onboard. Managed through MT Data, the fleet is fitted with GPS, onboard tablets for information sharing and electronic monitoring of driver’s hours, plus dash cameras facing towards the driver’s seat, forwards through the windscreen and rearwards to show overtaking vehicles for the protection of the driver as well as that of the company.

“The hardest challenge is to ensure the drivers are able to keep up with the modern technology, so we spend a lot of time on training if they need it”.

Over the years, the Easter’s fleet has gone through periods of selecting brands dependent on which model worked best for the business at the time, from a range that includes Kenworth, Mack, Freightliner and Volvo.

In recent years the company has standardised on Western Star and Volvo. Bonneted trucks comprise around 80 percent of the current fleet, with the remainder being cabovers that pull refrigerated trailers or service the company’s clients that operate from depots with limited access dating back to before the advent of B-doubles.

As both the Western Star and Volvo trucks are assembled within walking distance of Easter’s depot in Wacol, Queensland, they are certainly staying local. Ken also comments that, “The support we get from the local dealerships for both brands has been great”.

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FEATURE The decision to trial a Western Star 5800 came as a result of seeing the display at the 2015 Brisbane Truck Show, then later seeing the same truck in Dick Johnson racing colours. After many discussions with the sales team at Brisbane Truck Centre, which is now based at Penske Power Systems, Wacol, they purchased their first unit through Derek Schroff in 2016.

“We liked the first 4800, so looked at getting ten more, being five 4800FXB and five 5800SS prime movers in late 2016,” said Kennie.

After the initial purchase of eleven Western Stars in the fleet, another five 4800FXB and five 5800SS prime movers came in early 2017, and by the end of 2017 a further eleven Western Stars will be entering service. The latest eleven Western Stars will all be 5800SS models with the sloping hoods and set-back front axle.

K.S. Easter recently celebrated a milestone event in its company history by purchasing its 200th truck. The heavily customised Western Star 4800FXB carries “200th” decals and is resplendent with custom grilles, steps, exhausts and LED lighting. It is powered by the 14.8-litre Detroit Diesel matched to an Eaton UltraShift PLUS automated manual transmission.

The 4800FXB and 5800SS prime movers are powered by the 14.8-litre Detroit DD15 engine that produces 560 hp at 1800 rpm. Peak torque is rated at 1850 lb-ft (2150 Nm). These are matched to the Eaton UltraShift PLUS 18-speed automated manual transmission and run with diff ratios of 4.3:1. They also come with EBS (as does all the fleet), FUPs bumpers from AJ’s bumper, Western Star springs on the front and Airliner AB46K bags on the drives to go with a GCM of 90.5ton on CML. In terms of the bunks, they are fitted with the 40-inch Stratosphere sleeper, something that I would get to appreciate on my two-up ride back to Melbourne.

Kennie adds, “We’ve been happy with the Penske Power Systems and the Western Star trucks, as well as the Volvo FH600 with the I-Shift for their cabover fleet from VCV. The same applies to the support provided through the service centres of both brands”.

The family has found that sticking with a two-brand fleet works well, especially when keeping workshop stock as low as possible, also ensuring that staff is fully trained on the products.

“We do still run a number of Kenworths in the fleet, ranging from the older Aerodynes, some SARs and T609s plus three T909s, some of which have notched up towards two million kilometres. Although the company has considered adding new T610s, which many are impressed with, we need a good reason to change suppliers when, at the moment, we are happy with the two we have chosen.

“We have found that, with the 5800, the improved aerodynamics do help with the fuel economy, which is good compared to the other trucks. The drivers also like the tighter turning circle and smoother ride, so, as they all talk, more of the drivers are now putting their hands up for the 5800.

“The 5800 should also make a better truck for the secondhand market where they need it to run locally.

When accessing shopping centres and running around town it is much better than the 4800,” he added.

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For maintenance, K.S. Easter has its main workshop in head depot in Wacol, and with the majority of the fleet returning here for service, they can keep an eye on the equipment. Recently, the company has started to look at extending the oil change intervals using Castrol lubricants, so they are interested to see how this goes. The fleet is all equipped with the Groeneveld auto greasers, which helps to confirm maintenance procedures.

When it comes to trailers, the company is sticking with MaxiTRANS for fridge and dry van needs and with Freighter for Tautliners, all set up for running at 64 tonnes under CML. Again everything comes with EBS as new, and there is a programme in place to retrofit EBS systems to older units.

For the future, Kennie sees that the bigger fleets will look to well-placed businesses like Easters for solutions, with compliance being the key in order for them to uphold their own high standards.

“The important point is to ensure you only start with what you need to do the job, and don’t let others dictate your terms,” said Kennie.

No doubt the parcel industry is sure to see some interesting years ahead as online shopping continues to grow, attracting giant companies such as Amazon to enter the arena, adding to the mix.

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

Performance data dependent on a range of operational settings, environmental conditions, and model type. Data is based on the Vector 1550-T Low Noise model. © 2017 Carrier Corporation.

Carrier_Weighs_Less_Vector 1550_2017-02-15.indd 1

15/02/2017 10:06:46 AM

FEATURE

MIXING WITH THE MILITARY David Meredith Czechs out the home of Tatra

W

hen a manufacturer uses a military design as a template for civilian equipment, there may well be substantial pay-off in robustness and longevity. But the effect that armour plating, IED proofing and the odd gun turret mount reinforcement has on the fuel efficiency of a commercial vehicle tends to upset the business case.

Tatra has existed longer than most – as PowerTorque found when we attended its 120-year anniversary – and has managed its way through economic, political and social upheavals that would permanently dull the senses of a less resilient company.

What really intrigues me though is a truck builder who persists with an engineering profile that’s identical whether the application is a war zone, a city building site, a declared national emergency zone or the great civilian outdoors.

The Czech Republic’s Tatra has a sole focus – to build an all-wheel-drive platform that can take the heaviest loads anywhere, anytime, and seemingly forever, no matter what the climate, nor whether the people it serves are wearing combat greens, fluoro vests, hazard suits or boardies.

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MIXING WITH THE MILITARY Then there’s the small matter of past invasions and occupations from the Nazis in their unstoppable Panzer tanks, followed 29 years later by the Soviets in their tanks.

The factory facilities visited still bore the scars of the commissars, dull concrete facades and depressed architecture, mingled with brightly painted new development built to meet a steadily rising demand for the company’s key asset – an utterly unstoppable off-road truck chassis.

And that’s one of two major reasons several European and Middle Eastern military forces check the Tatra box when they need to reliably transport troops, supplies, missile launchers, warheads, ammunition, fuel and anti-aircraft equipment across impassable natural landscapes, without any unexpected and inconvenient explosions, as well as recover bogged APCs – and old Russian tanks.

The second reason for the visit was looking a little dodgy until recently. Tatra’s own diesel engines have never shirked heavy workloads, nor ambient temperatures ranging from -40 to +50 degrees centigrade.

But the emissions performance stopped dead at Euro 5. A few years back the company was owned by a US machinery group, which pulled back on development and stripped the assets. So much so the company went into administration.

However, Czech investors have moved in and brought some expansive thinking along with freshly minted chequebooks.

In order to see how that thinking was playing out in future plans, PowerTorque spent a day playing with new Tatra trucks and old Tatra cars at the 120-year gig, then an hour or so with Radomir Smolka, a vice-chairman of the Tatra board and director of research and development.

It seems work on developing the air-cooled, 13-litre, V8 diesel to Euro 6 had been underway several years ago, but was halted when the financial attack on the company’s viability was made by the US Machinery Group that owned it at the time.

TATRA TRACK TEST PowerTorque spent over an hour on Tatra’s test tracks, highlighting how the company’s unique swing-axle setup can be a perfect formula for getting heavy equipment across seemingly impossible terrain without shaking drivers, passengers, bodies and payloads to jelly.

Part of the evaluation included traversing a potholed mud track at relatively high speed. Had this been any other allwheel-drive truck it would have been likely to have pounded suspension, body and occupants, while constantly losing traction from unmanageable axle rebound.

In a plus for body longevity, as well as load security the suspension’s unique configuration and extraordinary articulation irons out body flexing.

Tatra’s fully independent suspension and traction system easily coped with a demanding 65-degree incline – that’s one in 0.4663 or a 214.5 percent gradient.

Coming back down in the Tatra desert racing truck was even more dramatic, especially with race driver Tomas Tomecek laughing all the way.

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FEATURE

Now that work has recommenced in earnest, and, in an exclusive for PowerTorque magazine, Mr. Smolka told me the Euro 6 version will be available to the production line by early 2018. Not only that, but during the rethink it became clear some heavy-duty military applications demanded more power than the 13-litre could muster.

Finding another engine supplier wasn’t difficult, but the process of squeezing pumps, coolant, hoses, radiators, anti-corrosion materials, anti-freeze, thermostats, header tanks and electric radiator fans into the Tatra cabs was so complicated, the new boss said, “Hovno – let’s revive the V12”.

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RAISING EXPECTATIONS

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22/9/17 7:36 pm

FEATURE

So the new management approved the redevelopment of Tatra’s air-cooled V12, and that will also meet the Euro 6 standard as well. At least the Dakar Rally enthusiasts will be happy. They’ve been keeping 1100 hp versions of the old V12 on the track by raiding parts bins at the factory.

The Euro 6 work is being done in conjunction with another Czech company and will include full electronic control and direct injection for the first time on a Tatra engine. Currently,

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the only electronic gadgets on Tatra V8s are three sensors on each head that kick off the viscous engine-cooling fan when temperatures reach 210 degrees F. It must be effective. The Tatra V8 powers trucks built at a CKD plant in India – the Indian military has 10,000 of them in service – from -20 C. in the mountains to over +40 C. on the plains with no coolant, no pumps, no plumbing and no cooling problems.

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MIXING WITH THE MILITARY

With a further nod to the geographic realities of Tatra’s customer locations, Radomir told me that mechanically controlled Euro 3, 4 and 5 versions of both engines will continue to be built for what he called the “s*** fuel spots.”

The new Phoenix has opened the door for sales into the European mainland, and given the company a much broader reach for its traction technology. Tatra feels that most of its Australian sales will be the Phoenix version.

This engine development process is a significant shift in strategy for the maker. Tatra had already signed up to take DAF cabs and the MX-13 engine from PACCAR for a less military looking model option.

When asked if the new Tatra engine work would make the MX-13 option redundant, Radomir replied, “No! The DAF cab is all-electronic, and matched to the MX-13 CAN bus.

We couldn’t use the Tatra V8 without major investment, so

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FEATURE we’ll run both engine options side-by-side. Our own cab will have the Tatra V series, and the Phoenix will run the MX”.

Perhaps the only negative is that Phoenix buyers will have to accept a conventional cooling system, while Tatra V8 and V12 users have none of that complication.

PowerTorque also met with Ondrej Skacel, the engineer responsible for cab development. I was actually surprised there was such a role, as Tatra cabs are what I perhaps unkindly call flat-pack cabs, with zero styling input.

Whenever I’ve wrinkled my nose at Tatra’s cab appearance, local distributor Larry Gill of Offroad Trucks Australia has always been quick to point out that the roof is 6.0 mm steel and needs no rollover reinforcement, indicating a probable link to the original design incorporating a gun turret.

But Ondrej explained that although the low-profile cab was mainly for the military, it was very popular with civilian low-profile applications such as drilling and fire fighting.

In my final discussion with Radomir I asked him why there was ongoing development of the chassis when the company claimed it was already ideal?

He said that refinement in the areas of suspension tuning and steering geometry would always continue, and the braking system was also upgraded for the mixed terrain in Europe.

Operators had advised that more and more tasks included up to 90 percent on-highway running, and that the drum brakes in that environment weren’t up to standard. Discs are now required on fire trucks in CZ, where fire truck drivers all think they are doing a stage in the Dakar and drum brakes regularly overheat.

Some modifications were recognised via feedback from Australian operations through Offroad Trucks Australia, the Perth, West Australian based distributors of Tatra vehicles for our market. Dust management was enhanced and the testing program modified to highlight that requirement.

In some cases components developed for military markets were included in the Aussie spec trucks, however, no matter what the Australian application there has been no need to modify cooling system parameters.

Radomir concluded our interview with an observation familiar to Australian operators. “The preoccupation with up-front purchase price is always more prevalent in developed nations and markets. When whole-of-life cost is considered more, as it often is in secondary markets, Tatra always does well”.

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FEATURE

“The challenge for me is the competition from so many manufacturers”

G N I K N I H T E H T R O F E R U T FU oks o l a i n , Sca are – r e w o ge is p market sh d e l w If kno ncrease its llett i set to by Chris Mu re p or t 70

Mikael Jansson

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e

s”

THINKING FOR THE FUTURE

R

unning a successful fleet these days involves much more than just organising maintenance schedules and having a favourite brand relationship. The long-term associations of the industry that were prevalent 20 years ago no longer guarantee the buying preference for the future, especially with technology moving at such a rapid rate. Allegiances on the basis of friendship, rather than profitability, could in future be hard to justify.

Scania has been moving slowly but surely up the sales chart, and with the impending introduction of its New Generation range it has product for the future that is certainly attractive and highly competitive. Testing of the new product starts in Australia in the latter part of this year, and, with a good 12 months of proving the product in the hands of Australian operators, the company will have plenty of local feedback to fine tune the specification for our market in advance of the official on-sale date in late 2018 or early 2019.

The strength behind the push forwards for Scania comes in the form of an enormous database of vehicle operating information captured and stored on a global basis.

Currently there are 270,000 Scania trucks connected to the manufacturer’s telematics system, and these provide constant upgrades of vehicle operating data in the form of a snapshot every ten minutes. It’s therefore not only possible for Scania to identify the location of every truck linked to the network, it’s also possible to analyse the operating conditions and the welfare of the vehicle remotely.

The continuing exchange of data enables Scania to profile the operating parameters of a vehicles in a set application and to predict very accurately what may or may not be required for an effective preventative maintenance programme. Rather than slotting in a regular kilometrebased maintenance schedule, this wealth of data simplifies the prediction of what the driveline will require, often extending the service interval while reducing downtime.

Learning from the experience of hundreds of thousands of vehicles operating on the global road in real time, Scania can assist the operators to keep their vehicles working and to predict in advance when is the optimum time for a component replacement, prior to a possible component failure. As the system develops, it is feasible the truck itself will report the need for maintenance and attention, alerting the company of its specific requirements.

By comparing trucks operating in similar circumstances, it’s also possible to establish predictable fuel consumption statistics. Where an anomaly occurs, the Scania technician then has the opportunity to advise the company to seek a solution to rectify the problem to maximise fuel economy. Historically, this may not be a mechanical fix, rather the need for a driver to receive additional training in how to get the best performance and fuel economy from their vehicle by way of driver training.

The buyer of any new Scania in Australia automatically gains the benefit of time spent with one of the company driver trainers, and this process ensures that old habits don’t die hard on the bitumen at the expense of the employer.

Modern technology has meant that engines perform differently from the old-school motto of “drive it like you stole it”. That may have worked with a two-stroke Detroit, but we have moved on from that premise, even though that attitude might not have made the transition completely.

The management team at Scania Australia in the last nine years has become very hands-on and quick to react to market opportunities. Roger McCarthy as managing director came to head up the Australian operation in 2009 with a wealth of knowledge gained from his background of working in the European truck arena.

As the competency of the management team increased it was reflected in the improved specification of the products, the implementation of ready-to-work prebodied options, the growth of the bus and coach division with alternative energy powertrains, the start-up of the Scania truck rental operation and a renewed focus on customer service through the dealerships to improve the ownership experience. The driver training team was also an important part in the ability of the company to extend that competency into the workplace of the customer.

Unlike some truck and engine manufacturers that prefer to work with separate, seemingly isolated divisions, Scania Australia presents itself as one main entity that handles on and off-highway transport, marine applications and power generation. The modular design of the engines in the

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FEATURE range also simplifies this approach as it is based on the strength of the engine range having commonality for repair and maintenance.

After nearly nine years, Roger McCarthy is moving on to the next step of his career, remaining as a non-executive director of the Scania Australia board while adding further non-executive board positions across a number of key Scania growth markets in Asia and Oceania as well as some European markets. In his place as managing director of Scania Australia is Mikael Jansson, who brings to the company 30 years’ experience of working for the brand in a variety of different areas.

Mikael brings to Scania Australia a strong knowledge base gained from working with the IT and the parts departments. In his career, his responsibilities have included heading up the parts product management team, before becoming vice-president and head of parts in 2006, and subsequently a senior vice-president of the company in 2008 and head of parts and service in 2013, a role he held up until his appointment now as managing director of Scania Australia. He was also a board member of several Scania sales and service companies around the world.

“The challenge for me is the competition from so many manufacturers, and to promote the offer to our customers of a unique service and maintenance programme for a specific vehicle application. With 270,000 vehicles providing data it provides a unique insight into the operating conditions,” said Mikael.

“We have already done our groundwork on Euro 6, and when the market wants that technology we are ready to go. There is no deterioration in fuel consumption, and as we further develop the Euro 6 platform we will start to improve economy,” he added.

With Mikael’s background based on technology, and the importance of the correct management infrastructure to deliver the right level of customer experience, he will be assisted by Martin Toomey, who joins Scania Australia as the head of sales for truck, bus and engines.

The growth in repair and maintenance (R&M) programmes that can produce set operating cost predictions will obviously be an important part of the company’s future growth, especially given the value of the data collection from the telematics links that underpin the creation of flexible R&M options.

On the global forum, Scania’s performance for the first half of 2017 shows a growth of 17 percent compared to the same period of 2016, with orders for new trucks rising by 29 percent.

As Scania heads towards the introduction of the New Generation range, previewed by PowerTorque late last year, the Australian division is in a strong position with 6.6 percent market share and an estimated annual sales volume for its truck, bus and coach performance totalling 840 vehicles. It has grown its customer base year on year at a rate of 30 percent, added a truck rental and leasing operation and increased the take-up of its repair and maintenance agreements.

With the ability now to provide Euro 6 emissions compliance across its full product range, it has the systems in place, supported by advanced telematics, to grow its business. With its New Generation product range also heading this way within 18 months, the future for Scania in Australia is looking extremely positive.

Martin is well known to PowerTorque for his highly successful management roles with Knorr-Bremse, and, more recently, Eaton Transmissions, and he brings to Scania a very strong supplementary background of experience in the Australian heavy truck and trailer industry.

Together with Ron Sculz, head of marketing and communications, the management team certainly has the credentials to take the company forwards at a time when the competition has also never been stronger.

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Martin Toomey

22/9/17 7:37 pm

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FEATURE

DOCUMENTING DISCUSSION

The 2017 NatRoad Conference sets the scene for the association in years to come.

O

ne of the long-term complaints often heard from transport operators is how there is little unity in the industry and that increasing legislation adds to the paperwork burden, often overwhelming the smaller operators.

There are of course so many other factors affecting the day-to-day working of a transport business, as the operators come to terms with the increasing stringency attached to the monitoring of drivers’ hours, introducing work health and safety requirements plus factoring in the chain of responsibility legislation, all the while ultimately trying to make a profit.

There is no excuse in not knowing when legislation changes, but there is the likelihood of that happening if the operator is not linked to an association that focuses on change on their behalf, communicating the developments and recommending the actions that need to be taken to achieve compliance.

The 2017 NatRoad Conference was presented under the banner of “Transport In Transition: Future Focus”, and for those attending it highlighted a noticeable change in attitude and intention. Far from being a venue for the disgruntled members of our trucking community to complain long and loud about how things used to be, this year there was a clearly defined attitude towards accepting change and the need to embrace new ideas that will enable the transport industry to survive and prosper.

The NHVR is no longer the enemy, feared for the change it might bring to those that don’t want to change. Chairman

and commissioner of the NHVR, Sal Petroccitto, displays a completely open request for the input of the views from members of the industry with the intent to blend their practical suggestions into forming sensible outcomes that will benefit safety, efficiency and productivity. This level of cooperation is necessary to ensure the transition of transport operators from being part of an industry to becoming recognised by government and the public as a transport professional.

We talk of wanting to work on a level playing field. The increased focus on the controls to which a company must comply has the capability of levelling out that field.

When compared to the regulatory requirements of those in Europe, Australian operators already have a wider range of freedoms, although many of those will have to be revisited in the near future.

In the United Kingdom, a transport manager or anyone wanting to set up his or her own transport business will require a Certificate of Professional Competence as a legal requirement of the operator licensing system. The Level 3 Certificate of Professional Competence includes civil law, commercial law, social law, fiscal law, business and financial management of the undertaking, access to the market, technical standards and technical aspects of operation and road safety. And once you’ve mastered those topics, it’s worth remembering that maintenance records must be kept, showing completion by a qualified service provider, and your vehicles must have dedicated off-street parking and not just prop outside your house or in the driveway on a Saturday night.

Emily Watson (Don Watson), David Jackson (NTI) and Laura Hobson (Kennedy Express)

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DOCUMENTING DISCUSSION

Sal Petroccitto

Mike Angelatos

Driver fatigue is recognised as a significant factor in 20 percent of truck crashes in Europe. While it should be noted that, although traffic congestion is much higher, and weather conditions more variable, the road network is largely superior, with much better truckstop facilities and overnight parking options.

solved when a truck driver works twice the average hours of other workers to earn an acceptable living wage.

Driving time in Europe should not exceed 9 hours a day or 56 hours a week. After 4.5 hours a driver must have a rest break of at least 45 minutes. To retain their truck licence a driver must complete 35 hours of periodic training every 5 years.

Australian driving hours often correlate to the distance between capital cities, rather than the determining of the onset of fatigue. In time, and with the introduction of tighter restrictions to reduce fatigue and truck accidents, transport is going to have to operate with driver changeovers on long routes, and a working week for those on the road similar to those in the office.

As transport operators transition from being part of an industry to becoming members of a profession, these tighter legislative requirements will level out the playing field and establish recognised professional standards to replace the old-school attitude of expecting a driver to be at the wheel for virtually double the time of their European counterparts.

Despite the expected push back against the introduction of tighter controls, a close look at the problems of attracting new drivers to the profession is not going to be

While out on the road, the opportunities for eating healthy food are reducing, together with the availability of offhighway parking areas with decent toilet and shower facilities. Healthy attitudes also relate to drinking sufficient water during a shift, but many drivers avoid rehydrating at safe levels because they don’t have time factored into their driving schedule to stop for a toilet break.

The NatRoad conference addressed head-on the problem of attracting a sufficient numbers of drivers for the future with a specialist panel of industry youth, including Emily Watson (Don Watson), David Jackson (NTI) and Laura Hobson (Kennedy Express).

The ideas put forward by panellists with a younger perspective were reinforced with anecdotal comment from Emily Watson on how to attract the under-30-year-olds into the industry, to combat the retirement of older drivers faced in the near future. With the younger generation being more qualified and more technologically aware than previous generations, the profession of truck driving will have to be made more appealing.

Companies looking to employ drivers and office staff in their mid-20’s can arrange for the necessary training and insurance cover if they take the trouble to look for the necessary relationship with their insurers.

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FEATURE

2017 Professional Driver of the Year: Bruce Adam J R McDonald Transport

The Ted Pickering Memorial Award for Outstanding Contribution to the Australian Road Freight Industry: John Morris

One major fleet operator addressing the delegates outlined how the introduction of facial monitoring to detect the onset of driver fatigue has, in his view, prevented three major accident situations from developing. The introduction of this technology had subsequently resulted in a reduction in insurance premiums of $100,000 per annum.

Mike Angelatos, senior vice-president and general manager of Seeing Machines, the company that developed the technology, outlined how it can be incorporated in any vehicle to monitor the onset of drowsiness or fatigue with an alert sent to the driver to raise awareness. In the event of a second alert the driver would be contacted and advised to cease driving.

NatRoad members who have made significant achievements in the trucking industry were honoured at the conference Gala Dinner and Awards event.

“Each year, we take pleasure in recognising outstanding members of the trucking community, and this year is no different. We’ve heard the stories of these incredibly worthy members and are proud to honour them,” said NatRoad CEO Warren Clark.

Youth Driver of the Year: Zachery Appleton Murrell Freight Services

“With an aging workforce, recognising up-and-coming youth in the trucking industry has never been more important. I personally congratulate Zachery, who I’m sure is looking forward to a bright future in the industry”.

Bruce Adam from J R McDonald Transport was awarded as winner of the 2017 Professional Driver of the Year.

“Having covered 4,700,000 km in his career, with the loss of only three demerit points, Bruce has proved to be an impeccable driver who proves his worthiness for this award with every day on the job,” said Warren Clark.

The Ted Pickering Memorial Award for Outstanding Contribution to the Australian Road Freight Industry was presented to John Morris.

A well-known name in the industry, John has had a long and esteemed career, which included giving his time back to the community by sitting on a number of road transport committees and groups. He has also worked closely with prime ministers, transport ministers, heads of department and various chief executive officers.

Taking out the Youth Driver of the Year award was Zachery Appleton from Murrell Freight Services. Zachery earned his stripes working his way through from forklift driver to rigid driver, then semitrailer driver to now a B-double driver. At only 23 years of age, Zachery has impressed his peers by achieving this in a period of only 18 months.

Belonging to an association such as NatRoads enables all transport professionals to play their part in shaping the future of the industry. This is a future that depends on attracting and retaining younger members that are looking to engage in a vibrant, well-run and inherently safe profession. It will involve change, but it will be a necessary change for the better.

John Morris

Warren Clark

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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.

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FEATURE

DIVIDE AND CONQUER Can Chinese truck manufacturer, JMC, drive a wedge into the Australian truck market? – Report by Chris Mullett

H

aving endured this stop/start/stop process of introducing new products from overseas manufacturers attempting to take the Australian market by storm, there’s now a new player entering the market in the form of JMC Motor.

Founded in 1968 and part of the Jiangling Motors Corporation Limited of Nanchang, China, the company is claimed to hold the 120th position amongst the top 250 companies in China. Employing close to 17,000 personnel, the company has operated a joint venture operation with Isuzu Motor Company since 1997, plus it operates a passenger-car making joint venture with Changan, which sells vehicles under the Landwin marque.

With the company building Isuzu Trucks for the Chinese market it is perhaps a coincidence that the JMC truck range bears a striking similarity to the designs of Isuzu within its own range of products that are marketed under the Conquer nameplate.

These light trucks are available in short-wheelbase 4x2 form as the Conquer 2750 (55-90-SWB), in mediumwheelbase form as the Conquer 3360 (60-90-MWB) and 3360 (67-110-MWB), and in long-wheelbase form as the Conquer 3815 (75-110-LWB).

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The engine common to these products is an early version of a Ford Transit unit (also assembled by JMC in China, together with the Everest, under licence from Ford), and produces 90 kW at 3200 rpm with 315 Nm of torque rated between 1600 and 3200 rpm in the first two models, rising in output to 110 kW at 2800 rpm with peak torque of 375 Nm rated at 1600-2800 rpm in the upper two models.

This is a four-cylinder, 16-valve diesel with high pressure, common-rail direct injection, using a turbocharger and liquid cooled intercooler. In line with Euro 5 emissions levels the engine exhaust system uses SCR and AdBlue to achieve the desired results.

The transmission is a Getrag 6MT1420 six-speed manual (also built in China), with air over hydraulic drum brakes.

The suspension is leaf spring all round, with eight leaves on the front and a seven plus seven spring pack on the rear, and it runs on 7.5x16-inch 14 ply tyres with duals on the rear. If things go to plan, there should be an AMT version available within the next 12 months.

GVMs range from 5500 kg up to 7500 kg, but the lighter rated models can be de-rated down to 4495 kg in order to take advantage of the car licence provisions for drivers.

Payloads run from 2377 kg for the de-rated car licence version, through the standard weight of 3377 kg and peaking at 4702 kg for the Conquer 3815 model.

DIVIDE AND CONQUER

“With the company building Isuzu Trucks for the Chinese market it is perhaps a coincidence that the JMC truck range bears a striking similarity”

Given the association between JMC and Isuzu for the Chinese market, the overall appearance of the body is somewhat reminiscent of the Isuzu product, but whether the panels are in fact identical, or could be used as replacements is a matter for conjecture.

The cab is typical of the smaller-weight Japanese style cabovers, and access and egress is again to the same standards. The driver’s seat is neither air nor spring suspended, although this is on the cards for future models.

As could be expected by the size of the spring pack, the ride is on the harsh side, no doubt because in its home country this model would be subjected to overloading abuse by owners keen to make the best available use of each trip. With a one-tonne weight up against the headboard the ride was also choppy, but it has to be said that the engine and transmission worked well, with a good match of ratios and available power.

Unlike the JAC Truck models that have disappeared from Australian roads, the steering on the recirculating ball-type steering box is relatively direct, without the wandering that was obvious in the JAC and subsequent Higer bus applications. While the driver and passengers are aware of road imperfections that are not completely damped out by the suspension, the truck goes where it is pointed, a factor that the JAC did not necessarily provide.

JMC is currently investigating appointing a factory tray supplier to source the completed unit from Australia, but may also pursue a factory-supplied steel tipper from home base.

The big question for those considering the purchase of this newcomer to the market comes down to the vehicle’s intended use.

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FEATURE For the collection of fruit and vegetables from the local market on a daily basis, and then transporting the load to the retail shop, the driver will not be phased by the harder than normal ride standards, as long as it performs its daily task without mechanical failure. The influencing factor here will be the ability to save $6000-$8000 on the purchase price by comparison with the established Japanese-owned alternatives.

As was proven by purchasers of the late and unlamented Kia Pregio, if the price is right then the buyer can ignore the lack of sophisticated safety features and higher comfort interiors. This is basic transport, but it’s affordable for those that accept it for what it is offering as a load carrier that’s fit for a specific purpose.

The dealer network is currently numbering around 20 outlets, with more planned to expand the company reach.

It’s also important to note the truck range as available currently in Australia is only part of the total product range.

There’s a ute option called the Vigus available as a pick-up in 4x2 and 4x4 that’s been available for the past year with a petrol or diesel engine, albeit units that conform to Euro 4 emissions standards. This model is a precursor to the next-generation Vigus that will soon be available with Euro 5 compliance and host of interior upgrades that shift the competitiveness of the model much closer to the current expectations of the market.

The next-generation Vigus will shift from a five-speed manual to a six-speed upgrade, linking in ABS with EBS, an improved audio entertainment system and steering wheel controls. An automatic transmission is mooted for introduction within the next 12 months.

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DIGGING TO SUCCESS

A fleet of specialist Hinos continues to expand at Paneltec in the north of Tasmania, going from strength to strength – words by Ed Higginson.

P

aneltec was formed in 2000, when Stephen Guy joined his son, John Guy, in transporting LPG cylinders throughout Tasmania. The ‘Panel’ portion of the name comes from their panel beating background, and the ‘Tec’ comes from their computer supply business.

Not a mix usually synonymous with a trucking business, but as soon as you visit their premises in Kings Meadow, just outside of Launceston in Tasmania, it becomes apparent that this has been a perfect mix for the business to succeed, with an immaculate fleet fitted with some very technical pieces of equipment.

Stephen says, “The fleet is always clean. We need to show a professional attitude at all times in everything we do, especially when working for the utilities companies”.

When natural gas came to the island in 2002, the family knew that the demand for LPG supplied in cylinders would quickly reduce. They needed to adapt, and they did so by focusing on setting up the gas infrastructure.

By 2003, they had become one of the few to meet the high standards set out by the gas companies and so quickly expanded to meet the ever-growing demand for supplying gas to homes and businesses across Tasmania.

As the gas rollout started to come to an end, they then adapted to the growing communications infrastructure and the NBN, then into water and sewage.

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With each new type of infrastructure project, the family behind Paneltec searched for the world’s best pieces of kit and latest techniques, building up an impressive range of equipment for every conceivable utilities and infrastructure project. Whether it’s for existing upgrades, new subdivisions or emergency repairs, Paneltec is well known on the island for its eye for detail and professionalism.

Stephen and John are also joined within the business with Stephen’s other son, Tim, plus his grandsons Daniel and Luke. All up, the team currently sits at 39 personnel, with 18 trucks plus a lot of equipment, from 1.7-ton excavators up to eight-tonners, tippers, vacuum tankers, and nondestructive drilling machines.

Recently, they have also ventured into traffic solutions under the sub brand, Viatec. Harold Burgess joined the company to help set up the traffic controllers and in 2013 Harold’s wife Beverley also came on board. Stephen explains that the traffic division has grown and works well with the rest of the business. From having started with four utes, that number has now grown to seven utes that are always busy.

Although they claim not to be a trucking company, they are all passionate about their fleet and make sure they are specced to a high level that looks as good as new, regardless of age.

DIGGING TO SUCCESS Trucks are purchased both new and secondhand, depending on the task they’ll be tackling. Some of the fleet, such as those fitted with specialist vacuum tankers or drilling rigs, travel less distance than even a family car, as they only transport the equipment to a work site.

Whether the truck is brand-new or 15 years old, both Stephen and John, along with others in the team, set to building the units to their standards, even stripping them down and repainting if required.

The high standard demanded with their trucks can be seen in the line-up of five Hinos for the photo shoot. They ranged in age from 12 years old to just 4 weeks, but it was hard to spot the difference, definitely showing that having a panel beating and spray-painting background has worked to their advantage.

Recent improvements in digging have led to more nondestructive techniques, whereby the infrastructure crews just need to dig a small hole at the side of the road or yard, before a specialist machine can dig a trench up to 100 metres sideways just below the surface without damaging the road. This obviously comes in handy for those busy highways or newly laid carparks.

In terms of trucks, they have tried many brands over the years, especially since Stephen started driving log trucks over 50 years ago. But recently they have started to focus on purchasing solely from Hino as a great fit for what they need. John explains, “We really like the gearing ratios, they are great on fuel and the drivers really like them too”.

Out of an ever-increasing fleet of 18, the past 7 have all been Hinos, as the management and drivers prefer them to earlier brands. Customer service and support is also highly valued, with the new dealership of FRM Hino of Launceston opening within a kilometre of base and providing excellent service.

Back in 2013, the first Hino in the fleet was a FD1124 4x2, which was fitted out for gas utilities. Feedback from the drivers was great, especially since the diff ratios worked really well in their applications.

Previous brands had struggled in respect of trying to provide the correct gearing, but Hino was good at setting up the trucks for Paneltec. Next, in 2014, came a new FE1426 that was fitted out as a drill rig, then in the same year a 12-year-old GH1022 that had a specialist Flocon asphalt machine fitted. After a quick refurbishment by the family and new paint job, it was put to work and looked fantastic, feeling just like new (below, far left).

As work increased the expansion continued, without the need to sell any of the old units as they all still had relative low kilometres on them. In 2015, a new FE1426 4x2 was purchased and fitted with a DitchWitch Vacuum tanker from America, and due to its success more were needed.

The next unit came in 2016 and was again fitted to a Hino, this time a new FG1628 4x2, then, most recently, in June 2017, a brand new GH1835 wide cab, being one of the first of the new styled Hinos in Tasmania.

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FEATURE As each truck gets assigned to a single driver, this newest addition was handed over to a very happy Tim Guy, another of Stephen’s children. Tim commented, “The Hino is a great truck. The diff ratio is much better than the previous brand, meaning it’s a lot smoother at highway speeds plus gives a great saving in fuel, about $40 less when running to Burnie (roughly a 300 km round trip)”.

Tim and his offsider are also big fans of Hino’s new entertainment system, which includes the navigation system. It enables the driver to input the truck’s dimensions so it can then direct you on the legal route, a great help when they go off the main highway most days.

They were so impressed with the new design and fuel economy that a second GH1835 wide cab was ordered straight away. On the day of the photo shoot, the truck was away having its new tipper body fitted, but was expected (fingers crossed) to arrive soon to join the fleet.

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Configuration: 4x2 with GVM 18.0 tonnes Wheelbase: 4.23 metres Gear Ratio: 4.875 Engine: 350 hp turbo intercooled Euro 5, 9.0-litre, six-cylinder

Max Torque: 1422 Nm at 1100-1600 rpm Transmission: Nine-speed manual with airshift and clutch Suspension: Semi-elliptic leaf springs for heavyduty application

In terms of tyres, Paneltec would be the envy of many trucking companies when Stephen commented, “We rarely have to worry about tyres because we don’t cover the distances, they just don’t wear out!”

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Model: GH1835 Wide Cab

Max Power: 257 kW at 1800 rpm

Maintenance on the new trucks will be looked after through the local Hino dealer, being the guys at FRM Launceston. Then like all of the other pieces of machinery and trucks, after the warranty period they will be serviced through a trusted mobile mechanic who works onsite.

The family is looking forward to more Hinos joining the fleet, as the outlook for the business is strong, especially with the upcoming water projects around the island.

HINO 500 SERIES SPECIFICATIONS

Additional: VSC, ABS, cruise control, driver and passenger airbag, hill start, alloys, diff lock, entertainment system including satellite navigation.

“So impressed with the new design and fuel economy that a second GH1835 wide cab was ordered straight away”

John Guy

PROBONO0009 Print Ad for Motoring Magazine v1.indd 1

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FEATURE

THE RAM R H

ere’s one ute that could never be likened to a shrinking violet when it comes to presence and ability. As a standalone division of Fiat Chrysler Australia (FCA) since 2009, the RAM Truck brand has confirmed it is an ideal solution for Australians needing a vehicle with high-capacity towing abilities that blend high torque availability with the stability and safety not available from smaller-capacity vehicles.

At first sight the size is daunting, but the overall dimensions seem to blend into the Australian landscape as you get more used to sitting behind the wheel, especially when there are hundreds or even thousands of kilometres of bitumen ahead of you that need to be covered.

The RAM Trucks family is on the increase, and the most recent additions include the Code Black version of the RAM 2500 and the Redback Laramie.

In place of the mass of chrome that usually takes pride of place framing the grille, the Limited Edition Code Black opts for an aggressive matt-black grille with black, heavy-duty wheel arch flares.

The black treatment continues from the grille to the front and rear bumpers, the badging and the doormounted rear-view mirrors. The 20inch black finish alloy wheels are factory fitted with aggressive NITTO ‘Terra Grappler’ 275/65 R20 A/T 126/123R all-terrain tyres.

And of course there’s more, in this case the new RAM REDBACK 2500 limited edition.

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The RAM REDBACK 2500 is instantly recognisable thanks the new black PowerWagon grille which replaces the traditional RAM ‘cross-hair’ chrome grille with the RAM badge at its centre. The PowerWagon grille is emblazoned with RAM across its centre in striking bold silver letters and, to ensure there’s no mistaking the new limited edition

THE RAM REPORT

REPORT Don’t think of it as a fuel guzzler. As a recent PowerTorque test run of over 2400 km proved, this engine is capable of frugal fuel use as low as 10 km/litre over long distances, while maintaining high average road speeds.

As we reached our destination in Toowoomba the average fuel consumption recorded dipped to 9.9 l/100km, but as we pulled up to photograph the final result, it clicked back up to 10 l/100km. Try getting anywhere near that from a Toyota while averaging 88 km/h over an each way trip of 1200 km.

The RAM 2500 Laramie offers a payload of 913 kg in the tray, and, depending on the type of towing hitch, with a 50 mm or 70 mm towball or pintle hook, the maximum towing capacity is rated up to 6942 kg.

For those wanting to tow with a 5th wheel or gooseneck trailer the RAM 3500 is now available in two versions, one rated at 4490 kg GVM and able to be driven on a car licence, and the second version rated at 5309 kg GVM that requires a light rigid truck licence to meet Australian licensing rules. from the rear, for the first time in Australia, the RAM name is also spread across the width of the tailgate, too.

The RAM REDBACK 2500 also features massive tow hooks at the front colour coded in bright red, like the fangs of the spider after which it is named, as well as bonnet and side decals, black side steps, and REDBACK badging. The RAM REDBACK 2500 is available, of course, in Flame Red, but for owners looking for something a little more subtle it is also available in Brilliant Black.

For those that get a buzz from driving the ute with the largest capacity diesel engine in the market the 6.7-litre Cummins turbo diesel engine produces 276 kW of power and 1084 Nm of torque and is coupled to a six-speed automatic transmission.

The down-rated RAM 3500 continues to offer a maximum towing capacity of 6171 kg, but the payload in the tray drops from the 1713 kg load of the normal RAM 3500 to 894 kg to provide a GVM of 4490 kg. Additional features for all models include twin-mode exhaust brakes, switched chassis electronics with a tow/haul mode and factoryfitted controls for separate trailer brakes, as well as a spacious 1930 mm length tray.

One of the unique upgrades for 2017 line-up is the innovative RamBox storage system. Mounted on either side of the RAM 2500 Laramie, they turn the load area into a vertical-sided box and create two lockers the length of the load area. This feature capitalises on the space that is wasted in most utes and turns it into a flexible, easily accessible, versatile and secure storage box.

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FEATURE

These lockers are weatherproof and are included in the central locking, or locked separately. They have their own lighting and they create a space that is 152 cm long and provides 243 litres of storage space on either side of the RAM. This RamBoxes are easily accessible, regardless of the load being carried in the main tray, and have lids that open a full 90 degrees. The lockers incorporate drain holes so that they may be used as cool storage with ice and space for up to 140 drink cans on either side. For work or play use they are large enough to hold items including a set of golf clubs, helmets, toolboxes, kayak paddles, fishing rods or chainsaws.

The RamBox system also includes an adjustable and lockable bed divider that creates individual compartments in the pickup bed to separate payload equipment such as tools or equipment. It can be conveniently stowed in the front of the bed when not in use. The cargo box itself is also fitted with a cargo rail system with sliding, adjustable cleats for infinitely adjustable tie-down versatility.

Even with the RamBox system in place, the RAM 2500 tray is still wide enough to take a standard pallet and the load bed divider may be used to hold the pallet – and its load – firmly in place, allowing the rest of the tray to be used for other items while securely separated from the palletised load.

The standard equipment list features heated and ventilated front seats that are ten-way power operated for the driver and six-way for the front passenger, with all seats leather trimmed.

As well as 12-volt power outlets, there is a 240 volt 100 amp mains power socket; the ventilation system is climate control dual-zone; the steering wheel is heated; the pedals are power adjustable; a sun roof is standard; the audio system has nine speakers and a sub-woofer; and the dashboard includes a vehicle information system.

There are also two rear cameras, one for the cargo area and another for reversing, which display on the 20 cm touchscreen display.Emphasising the sheer size of the interior of the RAM Laramie truck, the 2017 model gains a second microphone for the standard Bluetooth hands-free system, so that both driver and front seat passenger have their own microphones in the roof lining above their heads.

The change has been made to ensure that the front seat passenger has the same voice clarity as the driver, despite the width of the interior of the RAM Truck.

An official nationwide dealer network and a threeyear/100,000 km warranty that includes 24-hour roadside assistance back the RAM range.

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THE LATEST INNOVATIONS IN

TRAILER TECHNOLOGY

TRAILERTORQUE

STOCK IN TRADE Toowoomba-based Rytrans Manufacturing adds its own innovations to the design of livestock transport

I

f you are looking for a better way to do something, very often it’s a simple matter of asking questions. For Ashley Daley, managing director of Rytrans Manufacturing, the basis of his company’s success is knowing how to ask the right questions of his customers in order to incorporate their experience into the company’s designs of livestock trailers.

If you know what faults customers experience in their equipment you can determine how these faults develop and how they impact on the final design. Finding the solution removes the fault and improves not only durability, but also the reliability and usability of the trailer and its components.

After 22 years working for a major trailer manufacturer and building livestock trailers, Ashley and his wife Leanne started Rytrans Manufacturing with the intention of focusing on trailer and equipment repairs and providing help to operators needing to keep their equipment in top shape.

“Repairs have always been our bread and butter,” said Ashley.

“That’s how we started. I just opened up a little welding shop, and at the time I thought I was stepping away from livestock, 90

the mining boom was on and I thought I would be getting in to the mining area to develop new equipment.

“A customer came to me that didn’t have a preferred repairer for a livestock trailer, then he gave me a second trailer to repair and word of mouth started getting around.

We also have our earthmoving side of the business where we build dozer canopies, modify stick rakes, and build tow couplings for dozers,” he added.

Having branched out on their own just four years ago, Rytrans Manufacturing is expanding its business and its reputation rapidly. Having already outgrown its existing manufacturing facility, the company is currently investigating potential local sites in the Toowoomba area that provide improved access for B-doubles and road trains. The move will enable the company to consolidate its new trailer manufacturing and repairs workshops into one site, significantly improving efficiency.

With 22 staff on board, Ashley recognises that qualified employees are hard to find, but, while he is confident that

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his team comprises the best skills available, he actively encourages his people to reach further to extend their own capabilities and gain higher qualifications.

“It’s the attitude we have for customers and pride in what we do that’s our difference. I now have the best crew since we started. I can’t fault any of my staff; they all have the right work ethic and levels of responsibility and quality. We keep in very close with them; we talk to them on a one-onone basis and worry about them as part of the family.

“Boilermaking skills are a big thing on our agenda, but when we hire people it’s not a necessity. We train our employees and every person that does not have a Certificate 3 qualification in boilermaking is actually going through a course with RPL and TAFE. We also have a qualified diesel mechanic as part of the team who is also doing a Cert 3 in boilermaking.

“Our very first apprentice has just been signed off as a Cert 3 and we are talking with him and another employee about doing Cert 4 to advance their skills. The more they want to go with their learning, the more of an asset they are to me, and the greater they benefit financially. It’s a way to grow our people,” said Ashley.

“The faults that we see on the trailers brought to us for repair and rectification are very often the result of poor manufacturing, or damage, or both. As the larger companies increase their production levels they tend to reduce their quality assurance standards.

When they start doing high volumes of production, there’s a “got to go” attitude for delivery of the finished product, and they worry about it after it’s out on the road and in the hands of the operator.

“Livestock trailers are really all we build, along with dollies.

Although we do have a model of a skel’ and flat top, we haven’t taken that further because of the groundwork we have to do to get a product off the floor. We are not that big a company to be a multitrailer design manufacturer.

Eventually we will, but with the influx of orders we have for new trailers we stay with what we do well.

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TRAILERTORQUE “Our engineering side is continually optimising the new designs we are developing through listening to our customers about the faults they find and creating solutions that we can incorporate in our own designs. We look at where other trailers are fatiguing and why, and we cater for that in our design.

“I am a great believer in stainless steel for flooring, and we try to use it for every floor in every livestock trailer we build. With stainless steel as a floor material I can guarantee 10-15 years of operation without a fault.

“We refurbish a lot of them for operators, and in so doing we put a lot of our design features into their older trailers.

Replacing an old steel floor with a new stainless steel floor can add a further 8-10 years of life for a trailer.

One of the more recent growth areas in livestock transport has been for the movement of pigs, and Rytrans has developed new designs for three-deck pig trailers.

Rytrans will shortly be commencing a build for a new pig trailer where the complete rear two decks lift up and down.

Rather than have loading ramps at the back, they load through the back door and the ramps lift to the next deck level. The operator then drops the deck back down, loads again and lifts them up to the next deck.

The deck is the size of a standard pig pen, and when using this system the operator can lift and load the pen through to the front deck, repeat the performance for the second deck, and then the third on the mezzanine level. There’s no climbing up three decks or moving on swinging decks.

“It’s a design my customer came up with and we have incorporated these ideas. We use a hydraulic ram driven pulley system to raise the decks on the pig trailer. This trailer incorporates a motorised power pack mounted to the trailer," said Ashley.

“Pigs are very susceptible to heat stress, and all pig trailers we build have a retractable shade cloth rollover tarp, plus a fully plumbed overhead water system throughout with sprinklers. If you don’t wet them they become boisterous and restless. When they have a proper sprinkler system they are more comfortable and go to sleep. It’s also vital to have proper air gaps to push ventilation through the decks to keep the pigs cool. This is far better than snorkel systems used in some designs,” he added.

With a new livestock trailer in the yard awaiting collection by its owner, Ashley took the time to walk through the trailer explaining the design features.

“We use galvanized zinc in our construction, and where we can’t get galvanised metal in our main rails we do a thermal zinc coating that is a metal spray applied after the trailer has been sandblasted. We metal spray all the areas that are not galvanised and that provides a zinc coating protection prior to applying two-pack paint finish.

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“The floors are stainless steel and the internal gates are galvanised steel. The longitudinal draining floor angles are set at 45 degrees everywhere that effluent could pool and be trapped. It makes it easy to clean out the drains in the skid plates, as there are no places for the effluent to stick.

Effluent tank capacity on our larger trailers is 460 litres.

“Other features we include on our trailers are heavy-duty latches and we fit heavy-duty nylon bearings on all our roller doors. There is no discernible wear and the door operation does not create a groove that can ultimately make the door stick. We also fit anti-wear block plates on the outside edges of the side doors to protect them against damage and marking, plus we have fold-down ladders installed on the sides of the trailers, making it safer and easier to use.

“This attention to detail also extends to the inside of toolboxes, which are flush with the door opening to facilitate washing out. The toolbox mounting system we use enables a universal approach with pre-drilled holes for mounting toolboxes of different capacities along with water tanks,” Ashley added.

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TRAILERTORQUE The longitudinal ramp design has a 14 ft length, compared with the 12 ft length ramps of some other designs. The additional length reduces the loading angle, making it easier for the stock to access and easier to wash out.

When the stock is on the ramp, the operator can “long pen” the trailer with with 22 per deck or 11 in each pen.

They raise the ramp up by operating a control at the back of the catwalk. When walking the cattle to stay forwards, the operator doesn’t need to get in and chase cattle.

“All the little things we have seen and dealt with over the years we can incorporate into one design. We don’t fit slam locks, we have a physical drop pin to put in each flap so you know it’s physically locked up and is not going to connect with the next trailers.

“We love fixing things for people and building things for people, and we love the challenges that people bring to us and that we get over. My biggest advertisers are my customers, guys talking to each other guys in truck stops, and when they look over each other’s trailers at sale yards.

“We are also very proud that our livestock trailers will now be available through the Brown and Hurley network as the national distributors of Rytrans Manufacturing. To have Brown and Hurley recognise our ability and provide their support as a reputable company behind me is a great thing,” added Ashley.

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Ashley and Leanne Daley

22/9/17 7:39 pm

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TRAILERTORQUE

FUEL FOR THOUGHT

David Meredith meets with Craig Burrows, founder of Fuel Distributors of West Australia

B

etween the line of the Great Eastern Highway running east from Perth to Kalgoorlie, and the magnificent southern coastline of Western Australia, the WA country is dotted with small communities.

Given the wide range of bulk fuel customers across WA – primary industry, transport, commercial fishing, retailers, local government municipalities and mining operations – distributors have to buy tanker rigs that are as manoeuvrable as they are capacious.

Each is connected by relatively few major routes – the Forrest Highway, South-West Highway, Brookton Highway, Coastal Highway, Albany Highway and the vast straight stretches of narrow-gauge bitumen heading for Ravensthorpe and Esperance through Wagin.

The fuel distribution business is in a constant search for capacity and accuracy. That’s why one local distributor ordered his latest truck as an 8x4 – to grab another 5.0-tonne capacity, which translates to 5000-litres of fuel.

Six loads a week for around 50 weeks of the year in total is around 1.5 million litres of additional fuel per year. Not a bad revenue boost for ticking the right box on the order form.

North of that line the roads are even more sparse, and, except for the key regional cities of Kalgoorlie and Geraldton, population centres are often smaller and separated by bigger distances.

But fuel dependency is critical wherever you are in WA, and from Esperance to Albany, up to Perth and then reaching to the far north Kimberley, plus everywhere in between, fuel is supplied almost exclusively by road.

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In April 1999 Craig Burrows started Fuel Distributors of Western Australia Pty Ltd (FDWA), with a single truck and trailer. His first contract was with Gull Petroleum, distributing its products over an extensive territory in WA. Before getting behind the wheel of FDWA, Craig spent a lot of his time on the footy field, making his AFL debut in

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1995 with the Fremantle Dockers – a step up from his days playing for East Fremantle Football Club. Multiple injuries brought that career to a premature close, but his next venture had to be just as challenging, and proved to be more rewarding.

Based in Kwinana near the shores of Cockburn Sound, he now operates a fleet of over 30 trucks and 50 trailers, servicing a wide range of commercial and retail customers throughout WA’s wheat belt and the Perth metropolitan area.

Craig has successfully steered his company to become one of the leading distributors of bulk fuels and lubricants in WA, and it’s now the largest distributor of Puma Energy petroleum products in the state.

The nature of the work and characteristics of the company’s customer delivery points means a fleet specification that varies across the network.

The Fuel Distributors’ fleet list reads like a truck show inventory. There are nearly a dozen Kenworths, split between three K200 8x4s and a single 6x4, with the remainder being seven T359 6x4s for single trailer work.

Volvo is well represented with 6x4 FH and FM prime movers, plus FH eight-wheelers for rigid tankers. MAN TGX 540 6x4s are fairly recent acquisitions, and the fleet is rounded out by a single DAF XF105 6x4, a Freightliner Argosy 6x4, a Scania 8x4 rigid tanker and a single UD mini tanker.

The company has a fleet of pocket road trains focused on linehaul and larger deliveries. For commercial customers,

the company uses semitrailers and rigids with pumping capacity, while for retail deliveries semitrailers are used without pumping capacity.

I followed the process recently when one of Fuel Distributors’ pocket road trains was preparing for a run north to Geraldton, about 400 km north.

In what was once a predominantly Volvo fleet, the Kenworth K200 8x4 was chosen for this job by the Fleet Distributors’ fleet manager for several reasons, including height restrictions under the filling gantry and low tare weight.

The K-series is rated to 105-tonne and the whole rig is wired for electronic stability, with the Kenworth configured to communicate with the WABCO system. The latest roll stability and EBS systems are able to operate effectively at 12 volts for up to two trailers in combination, but with three or more trailers it is necessary to operate at 24 volts to ensure adequate voltage is available to the rearmost trailer.

There’s a GPS location system installed on the fleet that allows the company to track its trucks in any area that has mobile communication. The system generates data on driving style and fuel usage and will download the data to base as long as the rig can receive a mobile signal.

This truck’s EBSS system includes traction control, drag torque control, electronic brake force distribution and the electronic stability programme, and reflects the company’s insistence on specs that will enhance safety as well as productivity.

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TRAILERTORQUE TRAILERTORQUE In terms of innovation and the latest technology, it’s the tankers that take the spotlight.

For the tanker fleet there are multiple Holmwood Highgate tri-axle trailer and tri-axle dolly combinations for the road train work. Under the Accredited Mass Management scheme the largest volume of fuel on a Fuel Distributors’ pocket road train is over 80,000 litres.

After taking on over 80,000 litres across five compartments on each trailer, the two brand-new ultralight Holmwood Highgate aluminium tankers were at maximum weight, and required every kW the Cummins ISX could generate.

The trailers are not interchangeable as the tri-dolly is fixed.

The axle spacing on the lead trailer and dolly is very wide, but it means that when the loaded rig is rolling it’s super stable and stays glued to the track of the prime mover.

In addition, there are Omega tri-axle trailers and Australian Tank Engineering (ATE) tri-axle trailers with the Alfons Haar fuel systems split between retail and commercial work.

ATE is based in Sunshine Victoria, and fabricates the new Fuel Distributors’ tankers locally. The company claims the “Made in Australia” tag is quite often used with more enthusiasm than fact, which is why the ATE team proudly waves the Australian Made triangle on all its products.

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ATE’s managing director Dan Mejak told TrailerTorque the company “custom designs and builds the world’s only certified Australian-made road tankers”.

“ATE’s Australian-Made certification guarantees its raw materials and components are purchased from local suppliers, and its product is truly manufactured in Australia (not just packaged or assembled). This is another level of quality control and assurance – we inspect and have full visibility over every aspect of the tanker and its components as it is being built – ensuring stringent compliance with Australian Standards”.

The ATE tankers were specified by Fuel Distributors to include new safety features, plus an upgraded delivery system that will extend service life beyond the life of the trucks that pull them.

With a full WABCO braking system, the new trailers are also fitted with WABCO’s ‘TailGuard’ reversing safety feature that adds three ultra-sonic proximity sensors to the rear bar of the tanker. If a person walks behind the tank outside the driver’s view while the rig is reversing, the system will recognise unexpected movement and will apply the trailer brakes.

If a pedestrian strays near the trailer when out of the driver’s sight, the first the driver will know is when the rig stops automatically, and, as most fuel prime movers are now AMT transmissions, that won’t stall the engine.

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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

It’s a vital measure when so many people walk out of places like service station shops and head for their cars with their heads – and attention – buried in their smartphones. The sensors are also mounted low enough on the rear bar so they will spot children, introducing a safety system that has the potential to remove a driver’s worst nightmare.

The system is a valuable safety addition in today’s world, where many people habitually ignore safety signs and even beeping reversing beacons, as it applies the tri-axle brakes if it senses a person or obstacle within 500 mm.

Although it doesn’t lift the axle, the system deflates the rear axle airbags to reduce scrub off when the rig is manoeuvring. When the steering wheel is turned under 30 km/h, it effectively turns the trailer into a dual-axle rig until the steering straightens out.

The rig feels as if the truck has an adjustable steering ratio. The driver can feel the trailer drag reduce as the weight comes off the back axle and the turn tightens. The reduction in tyre wear is a bonus.

Another WABCO feature is ‘Optiturn’ that is especially appealing to the company, particularly when servicing those tight spots around the smaller delivery points.

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Underneath the tanker is the most appealing new component of the rig, at least as far as supply accuracy is concerned.

The Alfons Haar PreciTURBO system is an NMI approved tanker-mounted gravity metering system, which enables split compartment deliveries into underground tanks. It includes a combined metering outlet that can deliver specified fuel types to within 100 ml accuracy, minimising overflows and eliminating the need for drivers to climb on the tank to dip levels.

Weighing only 32 kg, the multi-product single metering system is connected to an automatically operating manifold, allowing the metered delivery of multiple compartments in any simultaneous or consecutive order.

Put simply, the operator selects the required delivery volume, chooses a compartment or multiple compartments, and PreciTURBO does the rest automatically. Flow rates up to 1000 litres per minute and the ability to drop a complete compartment while measuring off another via PreciTURBO provides ultimate flexibility with no added delivery time.

Ivan Laurie, director of Haar Australia, the distributor, says the system is an industry first, “since a fuel delivery at 1000 litres per minute can now be gravity metered into an underground tank, making it the fastest metered discharge system on the market today. It also delivers both petrol and diesel through a single system with an automatic purge function”.

Mr. Laurie claims that features like the ability to split gravity drops make this metering system one of the most state-of-the-art devices on the market. According to Mr. Laurie, PreciTURBO is “grabbing the attention of industry operators across Australia”.

The outlet is smaller than the standard API array that sits above it, but the one-step process eliminates swapping hoses when multiple compartments are required to top off the one underground tank.

Most importantly, all the operator’s work is done at ground level. There is no climbing on top and dipping compartments, a process known to only be accurate within 50-60 litres. Night deliveries and wet weather are now far easier and safer.

The precision of the metering enables deliveries to bring ground tanks up to near maximum capacity with minimal possibility of overflow.

From an operational point of view, it means a tanker won’t have to leave the depot with a part-filled compartment for a customer who only wants a small delivery. All compartments can be filled at the depot as the delivery size is metered at the customer’s premises.

The system’s control BUS brings all process control to the one unit. The large display of the delivery volume is active and visible from 50-60 metres away, highlighting to the public that a delivery is under way.

Inbuilt safeguards mean the system remembers the last product delivered so the possibility of blending is eliminated.

The system is NMI certified for complete drainage for contamination free product changeover.

Fuel Distributors’ is the first in Australia to fit its tankers with the PreciTURBO technology, raising the bar on safety and efficiency within the bulk fuel distribution industry.

The system also provides a base on which to add further innovations as they become available.

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TRAILERTORQUE The main components in the Fuel Distributor’s units are the basic platform for additional systems such as crossover protection to be added in the future, futureproofing the system to a large extent.

Complementing the ease of operation, and the safety in eliminating the need for operators to climb on top of the tanker, the system’s accuracy to within 100 ml takes productivity to a new high.

Fuel Distributors enjoys a couple of firsts with its new tankers. With both systems providing a vital base to add further innovations as they become available.

The latest trailers brought into the fleet are a good example of Fuel Distributors’ fleet manager’s eye for efficiency. In particular, the latest WABCO braking and stability technology shows the company is keen to incorporate new safety features as they become available and viable.

Of its many advantages the system allows metered deliveries of different products, while conventional gravity feed drops can be made at the same time.

The advantages of being able to load each tanker to its capacity and then meter out the deliveries by customer are both operational and financial.

IT’S THE MARGINS THAT COUNT. In WA there is only one refinery at Kwinana and it is the largest producer of fuel in Australia, accounting for around 20 percent of the national capacity.

WA is also Australia’s leading producer of oil and condensate - 71 percent of it to be exact.

Most is exported, so the Kwinana refinery gets its supplies from a combination of other Australian sources and Asia.

At each distributor gantry, a carefully metered batch of additives is routed into the tanker compartments as the fill starts, mixing with the pumping turbulence and converting the base fuel into the unique blends of each brand.

“It also delivers both petrol and diesel through a single system with an automatic purge function”

Craig Burrows

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TRAILERTORQUE

TANKER TORQUE Hazardous goods transport requires the highest levels of efficiency and safety in the trucking profession. As Australia has embraced new and more efficient trailer designs that enhance safety and increase productivity, companies such as Simpson Fuel Supplies are leading the industry with innovation, working closely with the manufacturers of trailing equipment.

The introduction of PBS (performance based standards) approved vehicles is on the increase, particularly within the bulk aggregates world, as competition heats up, and this in turn is one of the major driving forces of innovation amongst trailer manufacturers.

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Warren Caves reports on the latest Holmwood Highgate tanker to join the Simpson Fuel Supplies fleet

Whilst this trend has ramped up over recent years, the uptake from the broader transport community has been a little slower with a bit of, “let’s sit back and watch for a while” going on. This is a wise approach up to a point, as jumping in blindly to new industry-available trends can be counterproductive to your business if it does not meet the needs of your operation and subsequently your clients.

But at what point do you begin to be left behind?

A good deal of homework is required, as with any new equipment acquisition. However, extra consideration should also be given to access routes, client location, fleet versatility, payload gains and return on investment.

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The bulk fuel industry is an area with substantial gains available within the PBS scheme resulting from careful design and manufacture of equipment.

Although we have seen A-double fuel tankers recently gaining access to routes into and out of Sydney and Brisbane metropolitan centres at weights of around 81 tonnes, uptake has been a little slower than other areas of transport.

Simpson Fuel Supplies located at Oakville in Sydney’s west, has just recently commissioned into their fleet the first of its quad-axle PBS single tankers.

PowerTorque spoke to co-owner of Simpson Fuel Supplies, Jason Simpson, about the project.

“We have somewhat of a unique fuel transport operation moving product to our own depots, retail sites and onfarm deliveries utilising onboard pumping equipment.

We did our homework with regards to going down the PBS path and found that this option should benefit our customers and increase our productivity concurrently”.

“While we do operate 19-metre B-double combinations in our operations, I envisage that this quad-axle single tanker would negate our need to run 19-metre B-doubles in the future. This is mainly due to our clients’ holding capacities of generally between 45,000 and 62,000 litres. This on-site capacity means we either must download our 19-metre combinations to prevent arriving and finding insufficient ullage at site to fully unload, or run the clients’ tanks down so low that we risk running them out. The 40,000-litre legal (diesel load) weight capacity that this new tanker will be able to transport gives us a bit of a buffer whilst still maximising vehicle payload”.

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As Jason explained the further benefits: “Obviously with the quad-axle single trailer our payload in comparison to a 19-metre B-double is reduced by around four to five thousand litres. However, we don’t do line-haul work as such, and I believe that for our operation this will be more than made up by only registering and complying one trailer, not requiring an MC-licensed driver, which increases our versatility of staff. Being able to reduce loading times for quicker turnaround is of equal importance, keeping our clients’ tanks full. Also, not to be forgotten, we now have a unit that has a payload advantage of around 8000 litres (diesel load) over a traditional tri-axle tanker”.

Adding to the overall versatility, the new quad-axle tanker comes in at a total length of 17.98 m when coupled to

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Simpson’s Kenworth T409, enabling the reduced weight of the total combination to run on general access routes when required.

After doing the initial evaluation of the PBS tanker option and deciding that it was worth pursuing, Simpsons approached several tanker manufacturers for advice and quotations before deciding on Holmwood Highgate Pty Ltd of Loganholme, Qld. Jason said, “Holmwood Highgate, and in particular Ian Williamson, have been great to deal with and sent a representative down to discuss our design requirements and needs. Shortly afterwards the company followed by providing us with the drawings and specifications for our build.

TRAILER TORQUE

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TRAILERTORQUE

“The whole process from acceptance of the quote to completion was really streamlined with updates and pictures sent of the build progress, and the PBS certification being handled in-house”.

The end product results in a 48,600-litre maximum capacity, six compartment, quad-axle road tanker, featuring Hendrickson INTRAAX axles, a push steerable rear axle, with drum brakes throughout on Alcoa alloy rims.

“Holmwood Highgate has been accommodating PBS build requirements for some time now, in particular with multi-combination units. This was the first of this type of configuration tanker it had embarked upon, with a second unit being manufactured at the same time for another client,” Jason explained.

ABS, multi-volt TEBS (trailer electronic braking system), and rollover stability as per PBS requirements are controlled through the WABCO EBS system to comply with ADR 38. Braking and suspension functions are controlled and monitored by the WABCO Smartboard, a centrallylocated multifunction control panel, with all functions easily accessed by a single click, to monitor axle weights, suspension height, odometer and diagnostic functions.

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The six individual compartments have SFLs from one to six of 8210 litres, 8210 litres, 8200 litres, 7100 litres 7130 litres and 8210 litres, with the maximum of three loading arms loading at any one time in most terminals, and a full load of diesel being loaded at rates of 2200 litres/minute.

Drive-in/drive-out load times of 35-40 min could be achieved, a definite advantage over a B-double that must be disconnected and reconnected for each trailer and a seventh compartment to load.

Jason concluded, “We envisage that when we consider the reduced registration cost over a B-double combination, the faster turnaround, the lesser cost of a HC driver, and, of course, the extra 8000 litres per load, we will recoup the cost of PBS compliance in around six months, which in a life of equipment period of as little as five years makes for a sound investment decision for our type of business�.

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“We now have a unit that has a payload advantage of around 8000 litres (diesel load) over a traditional tri-axle tanker”

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TRAILERTORQUE

HIRE AND REWARD Semi Skel Hire hits No. 1000 with Barker Trailers – Report by Ed Higginson

W

hen it comes to challenging operating environments across Australia the trailer rental business must be high on the list.

One company that excels in this area and has thrived on the challenges is Semi Skel Hire Pty Ltd based in Yarraville, Melbourne.

Formed in 1991 by Geoff Kelly, the company has expanded from an initial nine trailers to over 1000 trailers, comprising refrigerated, dry vans, skels, curtainsiders, side loaders, and tipping skels.

Semi Skel Hire is a family business with Geoff Kelly as the MD, his daughter Kim Kelly in the position of general manager, and his son David Kelly as the workshop manager. With some of the largest Australian transport companies amongst its long-standing clients, Semi-Skel Hire now operates one of the largest fleets in Australia.

As Geoff Kelly explained to TrailerTorque, the business started by chance.

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“We originally ran a small trucking business, and when the recession hit back in 1991 we decided to sell our 9 trucks and 14 trailers. It didn’t quite go to plan, as, after we sold the trucks and half the trailers, a couple of guys then asked if they could rent the other trailers. As they weren’t selling we decided to take up the offer and we are still here today,” said Geoff.

Kim Kelly explained, “As a family business there is no hierarchy, so we can all make decisions quickly to get a customer’s trailer on the road as soon as possible. We have a great team with everyone in operations working well together, and, as we all know the equipment and can look out of the window to see what is available, we can all give the customer an answer straight away”.

Geoff added, “We don’t employ a receptionist like others in the industry, so when a customer phones for an urgent hire, anyone in the office can give them the quote knowing exactly what we have available and what will do the job.

We don’t let calls go unanswered either, we all answer the phone when it rings”.

HIRE AND REWARD

This point was made a few times during our interview, as, when others in the office were on calls to customers, Geoff would pick up the phone if it continued to ring in case a customer needed something urgently.

As Semi Skel Hire itself started out as a trucking business, Geoff and the family have always focused on making sure they give out quality equipment to their customers. “We buy the best equipment available, we maintain it to the best standards and we don’t rely on others to look after the gear,” Geoff explained.

The business stays with the two brands that have served it well over the years, mainly Barker and FTE. There are a few other trailers that have been acquired over the years when secondhand equipment has been too good to pass on, but testament to the strong relationship with Barkers has been the recent addition of the 1000th trailer.

Barker Trailers now comprise 75 per cent of the Semi Skel Hire fleet.

“The 1000th trailer was a marker for both businesses to show we’ve evolved with new ideas to make them hard wearing,” said Kim. “Geoff spends a lot of time with Barker’s engineers and Rob Benson, its technical manager, to incorporate our ideas and to make trailers that are built to last. We also brought both teams together after the 1000th trailer was delivered to celebrate the occasion,” said Kim. “The first Barker trailer was purchased back in 1995 after one of our customers suggested that they made a great drop-deck trailer with a strong neck. The trailer was number 27, we still have it in the fleet and it's still going strong,” said Geoff.

“We have seen Barkers become reinvigorated in the past six months since the new CEO, Simon Meadows, has started. They have always had the best trailers, and now they have the best service too,” he added.

Semi Skel Hire’s team members pride themselves on focusing on their customers. Opening hours are 6:00 a.m. to 5:30 p.m. during the week, and several hours on a Saturday, but most importantly they also have 24 hours site access for all of their major or regular customers.

When purchasing equipment, the company focus is for maximum equipment strength to ensure it can be relatively trouble free over its expected 20-year lifespan with standard inclusions such as BPW axles with drum brakes and spider rims, JOST legs and Hella lights.

“We’ve found that these specs give us the best run, and we also get great support from these suppliers,” said Geoff.

The strategy of operating equipment built to a similar specification also helps when all of the maintenance is performed in-house. In Geoff’s view, the company has never liked to rely on others for keeping its equipment maintained to the highest level and it also gives the team the ability to focus on turning jobs around quickly.

Workshop manager, David Kelly, employs a team of 16, with 10 mechanics covering the maintenance, plus labourers, wash guys and the company’s own tyre fitters.

The benefit of building its own workshop team has helped Semi Skel Hire stand out over the years and offer a high level of service that ranks above the competition. For its large account clients the company can arrange for its own mechanics and tyre fitters to visit the customer’s premises to maintain the long-term rental equipment, ensuring it’s in top condition.

“If we can’t fix it on-site we’ll use our own trucks to swap the trailers out. Sometimes the customers don’t even realise we’ve been, they just need the trailers ready for work on Monday morning,” said Geoff.

Lainie Nitz, the sales and customer service co-coordinator for Barker Trailers commented: TRAILER TORQUE

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“An order of 70-plus trailers placed in 2017 meant that Barker Trailers had the opportunity to build the 1000th semitrailer for Semi Skel Hire, a milestone of which Barker Trailers is extremely proud.

“Barker Trailers is also a family-owned business, with 40plus years of family experience and commitment, reflecting similar company values to Semi Skel Hire,” Lainie added.

Brothers and skilled tradesmen, Arthur and Ernie Barker, manufactured the first custom-built Barker Trailer in 1974.

Today the company occupies two purpose-built design and production facilities in Victoria and has over 170 team members. A recent new member of the team is Rod Cunningham, in the role of general manager of sales and marketing. Rod is well known for his specialist knowledge of the trailer industry, and in joining Barker Trailers he brings with him a wealth of industry experience.

The range of Barker Trailers’ products is extensive, covering curtainsiders, refuse, recyclable and chip aluminium bins, flat tops, drop-decks, extendable, skeletals and alloy vans, together with converter dollies, and a range of rigid bodies, dog and pig trailers. The company is also a leading supplier of PBS-approved trailers.

“The trailer rental market is getting bigger and we can’t see a limit to the number of trailers required” At the function held to celebrate the handover of the 1000th Barker Trailer to Semi Skel Hire, Barker Trailers made sure that the 1000th trailer, which was a B-trailer spec’d curtainsider at 13.72 m long and 4.3 m high, came with a few more additions.

The axles were BPW 10-stud with drum brakes and automatic slack adjusters riding on Hendrickson HT230 suspension with airbags. Barker fitted alloy rims for a bit of extra shine, JOST supplied the 50 mm king pin and A400 landing legs with compensating feet, and LED lighting came from Hella to match the rest of the fleet.

To complete the trailer spec, Attard’s Supa Strip loadrestraint-rated curtains were fitted with the 1000th trailer branding to make it stand out amongst the fleet.

Geoff and Kim are both happy with the recent additions and are looking to add more in the future. Kim believes the fleet will have increased to 1100 trailers by Christmas, with the company currently looking at expanding into Brisbane with the opening of a new depot in the coming months.

“The trailer rental market is getting bigger and we can’t see a limit to the number of trailers required,” said Kim. “In the past the demand was seasonal, but now customers use rental trailers for years. They have their core fleet, but use ours for the non-contracted work and volume changes. Because we look after the maintenance, it’s also trouble free for them”.

“We currently welcome around four new customers a day starting with us in Melbourne. Although we may look at expanding our IT systems to help us manage the day-today operations, our continued focus on customer service will ensure we continue to offer top-quality equipment,” she added.

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