DM May/June 2020

REGULATION: INTELLIGENT MASS

MAY/JUNE 2020 $7.50 including GST

NEW

DAF RANGE A-DOUBLE TIPPERS VOLVO’S VIRTUAL LAUNCH

TECH KNOW SIDE UNDERRUN PROTECTION

TA KE A W AY A RE A DY- TO - W O R K D E A L .

B RO U G H T TO YO U BY I S U Z U .

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#2 Tipper

#3 Tradepack

*$45,990 drive away only available NLR 45-150 SWB AMT Traypack. Takeaway Truck promotion only available on new Ready-to-Work Isuzu Trucks sold between 1 April 2020 – 30 June 2020. Visit isuzu.com.au for full terms and conditions. FSA/ISZ12729

#4 Vanpack

Outgrown the kids’ menu?

If you have an appetite for bigger payloads, our Ready-to-Work trucks can swallow over a ton more than typical utes. And most models are driveable on a car licence. Plus, with our takeaway deals, the versatile Traypack starts at just $45,990 drive away*. There are also great prices on the rest of the menu which includes the Tradepack, Vanpack, Servicepack, Tipper, and the Freightpack. So find out more at isuzu.com.au or visit your nearest Isuzu Truck Dealer now and fill up.

#5 Servicepack

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JUST A THOUGHT PUBLISHED BY Prime Creative Media Pty Ltd ABN 51 127 239 212 11-15 Buckhurst Street, South Melbourne VIC 3205 Australia Telephone: 03 9690 8766 Fax: 03 9682 0044 Email: enquiries@primecreative.com.au Publisher and Managing Editor: John Murphy Editor: Tim Giles Contributors: Paul Matthei Correspondents: Will Shiers (UK), Steve Sturgess (US) Subeditor: Amy Morison Advertising Manager: Trevor Herkess: 0411 411 352, trevor.herkess@primecreative.com.au Client Success Manager: Justine Nardone, justine.nardone@primecreative.com.au Production Manager: Michelle Weston Circulation & Subscriptions Manager: Bobby Yung Designers: Blake Storey, Kerry Pert, Madeline McCarty Official Media Partner: REGISTERED BY Australia Post - ISSN 1445-1158 SUBSCRIPTION 03 9690 8766 subscriptions@primecreative.com.au

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POSITIVE, POSITIVE, POSITIVE

T

here are times when the only answer to the issue is to remain positive at all times. Never let your guard down and just look for the most positive action you can take. This Covid-19 crisis is one of those times.

Unusual times like these call for unusual measures and take us well beyond the confines of our comfort zones. This is where we show our mettle, where we get our opportunity to be the good human beings we have always believed ourselves to be.

One of the principles and essential ingredients is trust. We need to keep our trust in each other and be the kind of trustworthy global citizens we all need to be to get through the worst of this crisis while minimising the damage to our society and economy.

Without trust the problems start to arise. We trust that as many people as possible do the right thing, not for selfish reasons, but for the good of all. The worst thing we can do is betray that trust.

As this crisis has developed the public of Australia are developing a deep trust of the trucking industry to keep all of us supplied with the basics. This will be a positive outcome, when we come out the other side of this deadly crisis.

We can show Australia, that we are what we have always known we were, an extremely vital element of the Australian economy and society. Truckies will be able to stand next to the others keeping our essential services going, proud to have done the right thing and been an essential element in keeping the country supplied with those things vital to our wellbeing.

At the time of writing it is very gratifying to see the level of interest in the trucking industry and a growing realisation that there is this invisible industry which is not giving up and can’t go and lock itself into isolation. Truckies have to get out there and do it, there can be no shirking from our responsibility.

Australians will be able to see through this period, just how well the trucking industry does do its job and just how much the small comforts and essential supplies are only guaranteed by the truckie doing their job responsibly and well.

When Australia comes out of the other side of this very difficult year, we can hope that there will be a period of reflection, on the part of the general public, of the role trucking does play in making our whole society tick.

When we get time to get our breath back and reflect on the efforts undertaken in such dark times, we should consider ensuring the good will, being created right now by the truck industry and its effort to keep the country on its feet. It can be cemented further into the psyche of the nation to keep a positive attitude towards trucking alive and well in the population.

EDITOR

KENWORTH FACTORY FILLED WITH VECTON

NEW KENWORTH TRUCKS COME WITH THE REASSURANCE OF CASTROL VECTON, AUSTRALIA’S FIRST CERTIFIED CARBON NEUTRAL DIESEL ENGINE OIL. www.castrolvecton.com.au

ISSUE 116

Contents

24

GRAIN HAULAGE AND A-DOUBLES

The complex rules around where particular combinations can and cannot go does make it hard to choose a combination which retains flexibility, this has been an issue for grain haulage and A-doubles, but this NSW operator has found a happy medium.

14

38 TIPPERS AMONG THE SUGAR CANE

NEW LOOK, NEW TECHNOLOGY, NEW DAF

With the release of its new range, DAF brings its technology design and driveline smack up-to-date, on a par with all of its main competitors. Tim Giles looks at what is on offer in the new range and gets an early experience of the new product.

34 SELECT SERVICE KEEPS CUSTOMERS SATISFIED When consistently high performance is maintained, a business will continue to flourish on the back of loyal, repeat customers. That’s been the case with vehicle transport outfit, Select Tilt Tray Group.

Mick and Michelle De Winter run a small landscaping and tipper business in the quiet backwater of Jacobs Well in the middle of the large sugar cane growing area of the Gold Coast.

44 GETTING SMART ABOUT MASS The issue around access and how the trucking operators can confirm compliance with mass restrictions has always been a contentious one.

New alternative solutions are now emerging.

“Seating – on a higher level”

ISRI SEATS

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Standard Issue 08

NEWS AND VIEWS

The future with Isuzu, the return of Gary Bone, Andrew Assimo takes over at Benz, new UD Boss announced, Filpro buy Powerdown, ATO scrutiny of road transport, electric trucks under camouflage and a new bid for Navistar are all in the News and Views section of Diesel.

48

VOLVO LAUNCHES FOUR NEW TRUCKS

Despite disruption caused by the ongoing Covid-19 crisis in Europe, Diesel’s European Correspondent, Will Shiers, witnessed Volvo launching four new trucks – as a live online broadcast, interacting with the event from his office computer.

54

S HOW SEASON SQUEAKS IN BEFORE PANDEMIC

Just before the coronavirus pandemic hit America’s shores, the two main spring truck shows managed to get the new year’s news out.

66

DISC BRAKE INSPECTION GUIDE

While certainly not new, air disc brakes are a quickly growing portion of the heavy vehicle braking systems, this is a disc brake inspection guide covering the basic principles.

70

U NDERSTANDING SIDE UNDERRUN PROTECTION

An effective measure that trucking operators can implement to ensure the safety of vulnerable road users when sharing the road with heavy vehicles is Side Underrun Protection.

48

32 YOUNG DRIVER OF THE YEAR The 2020 LBRCA Conference saw this year’s SafeWork NSW/LBRCA Young Driver of the Year announced as Sophie Reid, who works for Divalls Earthmoving and Bulk Haulage Goulburn. www.dieselnews.com.au

7

NEWS & VIEWS

INTO THE BRAVE NEW WORLD WITH ISUZU Grant Cooper, Isuzu Head of Innovation.

It is clear we are heading into a new technological future, into the brave new world with Isuzu. Responding to the unprecedented rate of technological change within the global and domestic transport sectors, Isuzu has announced the creation of an Innovation business unit.

The new business unit will be responsible for Isuzu’s transformation in the face of the four fundamental shifts it sees as disrupting the transport sector; Connected, Autonomous, Shared and Electric trucks, referred to as ‘CASE’.

The announcement comes as Isuzu Motors Japan recently revealed new global initiatives with the establishment of a strategic alliance with Volvo Group and a technology sharing arrangement

with Honda Research and Development to jointly undertake research on heavy trucks using FCEV (Fuel Cell Electric Vehicle) technology.

The Australian Innovation business unit will be led by Grant Cooper, who was recently appointed to the newly created position of Head of Innovation. Already a part of the Isuzu team for the past three years, Grant has a background in strategy consulting working with a range of organisations to solve complex problems and deliver growth through customer-led innovation.

According to Isuzu, Grant brings with him a skill set to address the transport industry’s shifting foundation, having started his career in design and more recently completing an MBA at

Melbourne Business School.

“Innovation is at the core of what we do at IAL, and for many years now we’ve demonstrated a constant hunger to evolve and push the boundaries with our offering,” said Andrew Harbison, Isuzu Director and Chief Operating Officer. “In the face of the industry’s CASE shift, it’s essential that we’re addressing customer’s real needs and satisfying those needs with products and services that are ‘fit for purpose’.

“We don’t see merit in hastily introducing technologies that confuse or hinder a customer’s ability to get the job done, a pattern we’re seeing increasingly in the marketplace.”

The new business unit will look at all elements of the impact of CASE across the Isuzu organisation from core products through to after-sales opportunities and services.

“When it comes to Connectivity, Isuzu must be flexible enough to serve our customers with the right data, in the right place at the right time to meet their specific business needs,” said Grant. “A seamless user experience is key to achieving this. Likewise, work continues apace with alternate powertrain technologies and, as we see it, all developments across product segments and customer applications share a common aim.

“It’s about ensuring that we have the right product/application fit and that it makes economic sense for our customers; the recent technology partnership announcements along with existing initiatives within our global network gives us strong arsenal to achieve this.”

GARY BONE BACK AT MACK Volvo Group Australia has announced the appointment of Gary Bone as Vice President Sales Mack Trucks Australia, New Zealand and Oceania markets.

Gary, who until the end of 2019 was the Chief Executive Officer of Chesterfield Australia, succeeds Dean Bestwick. Dean is heading to the US to start his new role as Regional Vice President Northeast Region for Mack Trucks in North America.

Gary returns to a company and brand he

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DIESEL May-June 2020

knows well, having spent 16 years from 1997 with Mack Trucks and Volvo Group Australia. He worked in multiple positions in the Group, including two years in the USA for Mack, before assuming the position of Senior Vice President Mack Trucks Australia from 2005 to 2008.

Gary was also Vice President Volvo Trucks Australia, from 2009 to 2013. In this time, he was responsible for sales and brand management for the Swedish brand in the Oceania region in a time

in which a new range of models was introduced to the market.

“I am incredibly excited by the return of Gary Bone to Mack Trucks Australia,” said Volvo Group Australia President and CEO Martin Merrick. “Gary has a great history with Mack and Volvo and I am convinced he is the right man to lead Mack forward in 2020 and beyond. His work with us in the past and his recent successes speak for themselves.”

NEWS & VIEWS

NEW MERCEDES-BENZ BOSS Andrew Assimo has been appointed the Director of Mercedes-Benz Trucks Australia Pacific.

Andrew joined Daimler Truck and Bus in 2007 as a Mercedes-Benz heavy vehicle product engineer and was promoted to Senior Manager in 2015, overseeing sales, production, operations and marketing.

“Andrew has played a key role in establishing Mercedes-Benz as the premier heavy duty cab-over brand for smart business operators in Australia and we are confident he can guide the brand to even greater success,” said Daniel Whitehead, Daimler Truck and Bus President and CEO. “He has a close relationship with our Mercedes-Benz customers, having helped them improve their businesses during the last few years, and we know they will be pleased with this appointment.”

“Mercedes-Benz has the best cab-over truck in the market and is about to move further ahead with an even smarter Actros featuring MirrorCam and a host of other upgrades that its rivals simply can’t match.”

Andrew Assimo, Director of Mercedes-Benz Trucks Australia Pacific.

NEW UD TRUCKS BOSS ANNOUNCED A new UD Trucks boss has been announced by Volvo Group Australia.

Lauren Downs has been appointed as the new UD Trucks Australia Vice President of Sales.

Lauren is currently Volvo Bus Australia General Manager and will succeed Mark Strambi following his decision to retire.

The new appointment comes with an extensive resumé with Volvo Bus, beginning when still studying at university before spending four years from 2008 as a Sales and Marketing Coordinator. Her expertise saw her secure a role as a Global Sales and Competence Development Manager in Gothenburg at Volvo Bus Headquarters.

Later, Lauren moved on to Volvo Bus East Asia in Singapore as Commercial Development Director. Returning to Volvo Bus Australia in 2017, Lauren was a Major Accounts Manager for just under a year before assuming her current role in March 2018.

“I am convinced Lauren’s experience with Volvo Bus perfectly positions her to

succeed with UD Trucks Australia,” said Martin Merrick, Volvo Group Australia President and CEO. “Lauren has had brilliant success with Volvo Bus in a time where they have been the market leaders in the country. I am looking forward to Lauren bringing this success to the UD team.”

Lauren says she is equally as eager to get started and will be looking to implement a number of her passions within the brand.

“Customer success is a particular passion of mine and I’m committed to continuing that in my new role,” said Lauren Downs. “I am extremely excited to start working in the UD team, and continuing the brand’s journey to strengthen the partnerships with our customers, further leverage the strength of the industry leading national dealer network, and ultimately deliver the highest possible customer experience. In particular, it is undoubtedly an exciting time to join the UD brand with the new products coming to Australian roads soon.”

During Lauren’s time with Volvo Bus she cultivated an interest in hybrid and electric vehicles, knowledge she hopes can be useful in the coming years during her time with UD. According to Volvo, her prior knowledge of the Volvo Group Australia Dealer Network also places Lauren in prime position to help UD continue to deliver a premium customer experience.

Lauren Downs, the new UD Trucks Australia Vice President of Sales.

www.dieselnews.com.au

9

NEWS & VIEWS

FILPRO ACQUIRES POWERDOWN In a move which strengthens its position in the automotive aftermarket and suspension industry, Filpro has acquired Powerdown.

Filpro Automotive, a supplier of automotive aftermarket products, acquired a manufacturer of ride control components, Powerdown Australia, on February 18, 2020.

Under the acquisition agreement,

Powerdown will continue to manufacture and/or distribute all current Powerdown branded OEM and aftermarket products for trucks, heavy commercial trailers, buses and light commercial vehicles; and RAW 4x4 branded products for four-wheel drive vehicles.

The announcement was made at the annual sales conference in Newcastle Outgoing Managing Director of Powerdown, Bruce Gatgens and Roger Lassen, Managing Director of Filpro Automotive Australasia.

by the founder and outgoing managing director of Powerdown, Bruce Gatgens.

Roger Lassen, managing director of Filpro Automotive Australasia, will be taking the reins, by incorporating Powerdown into the Filpro Automotive group.

Filpro Automotive is a leading supplier of automotive aftermarket products, with established warehousing and distribution networks within New Zealand and Australia.

Filpro are partnered with market leading brands and world class manufacturers, delivering a range of industry-leading products including FRAM Filters, Safeline Brakes, Indy Oil, Prestone, Redex, Simoniz and Holts products.

The Group’s manufacturing capabilities and extensive distribution network will greatly expand the availability of Powerdown’s suspension products to customers in Australia, New Zealand, SubSaharan Africa, the Middle East and the US. Combined with the resources available to Filpro Automotive, Powerdown brings 37 years’ experience in the heavy vehicle industry. This development will benefit both Powerdown and Filpro, along with its customers, through expansion and innovation.

ROAD FREIGHT COMING UNDER THE ATO’S SCRUTINY Changes in the Taxable Payments Reporting System will see an increase in road freight coming under the Australian Taxation Office’s scrutiny.

According to the ATO, a fair and transparent tax system means a level playing field for everyone. The Taxable Payments Reporting System (TPRS) has been developed to create a level playing field which allows honest businesses to compete fairly.

ATO figures suggest the black economy costs the community as much as $50 billion every year, which puts pressure on Australians who are doing the right thing. In 2015-16, the TPRS helped protect $2.7billion being lost to the black economy in the building and construction industry alone.

The TPRS now also applies to businesses providing road freight and courier services, even if it is only part of their business activities.

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DIESEL May-June 2020

Under the TPRS, if you provide these services and you pay contractors to perform them on your behalf, you need to report the payments (including cash) made to the contractors. The ATO then uses this information to check that the contractors are reporting all their income.

The Taxable payments annual report (TPAR) is due by 28 August each year.

ATO Assistant Commissioner Peter Holt has five handy tips for businesses to help make completing the TPAR quick and easy: • “If you’re not sure whether you need to complete a TPAR or if you have questions, follow our three-step guide at the ATO website ato.gov.au/TPAR or you can talk to your registered tax professional.”

• “Make sure you’re keeping the right records for each contractor – their

name, address, ABN, and the total amount you paid them, including any GST. The ATO is committed to helping you understand and meet your obligations and has new recordkeeping guidance required for your TPAR for businesses needing to complete a TPAR.” • “If you use accounting software, check if it’s TPAR-ready. Talk to your software provider if you are unsure. If you don’t have TPAR-ready accounting software, visit the ATO website ato. gov.au/TPARworksheet for a simple worksheet that can help you to record the information.”

• “If your business provides a range of services – known as ‘mixed services’ – you may need to report if payments you received for TPRS services make up 10 per cent or more of your total GST turnover, even if your business isn’t registered for GST.”

ELECTRIC CONVENTIONAL TRUCKS RUNNING UNDER CAMOUFLAGE

GREASE FREE 5TH WHEELS

• • • • •

30 + years in the market place Clean, grease-free fifth wheel More cost effective Easy to fit Consistent steering characteristics • Environmentally friendly • Australian designed & manufactured • Used by some of the most highly respected companies since 1990

Launching its ‘Low Impact Green Heavy Transport Solutions’ (LIGHTS) project, Volvo Trucks showed electric conventional trucks running under camouflage as part of its first look at its North American heavy duty batteryelectric project trucks.

Recently, Volvo Trucks in Europe started sales of electric trucks for urban transport and demonstrated electric concept trucks for construction operations and regional distribution.

The LIGHTS project in the US is utilising existing electric technology within the Volvo Group to integrate those technologies into the existing North American VNR model.

LIGHTS is a collaboration between 15 public and private partners to demonstrate the viability of all-electric freight transport in high-density traffic and urban areas. Volvo contributed $36.7 million for the project total of $90 million, and California’s South Coast Air Quality Management District administers the grant and oversees the Volvo LIGHTS project.

“The Volvo LIGHTS project demonstrates that for the entire endeavour to come together, it takes more than just the truck,” said Peter Voorhoeve, President of Volvo Trucks North America. “It’s the delivery of the complete eco-system for zero-emission, heavy-duty transport, and taking responsibility for that ecosystem.

“You can only achieve this by having a common goal, fully integrated collaboration amongst all stakeholders, and agreeing to be pioneers together.”

The Volvo VNR Electric project trucks will be put into real-world commercial operations with two of California’s leading freight companies, Dependable Supply Chain Services and NFI. In North America, the Volvo VNR Electric will be targeted at short and regional distribution applications like heavy urban delivery, container haulage and other applications where electric trucks will have the greatest impact.

Volvo Trucks in North America has said it will begin the first phase of serial production and commercial offering of the Volvo VNR Electric in late 2020.

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NEWS & VIEWS

NEW BID TO BUY NAVISTAR The International Trucks brand may become an integral part of a global truck manufacturing group, after Traton launched a new bid to buy Navistar, offering US$35 a share, to value the Chicago-based truck maker at US$3.5 billion.

Traton, a group which includes Scania, MAN and Volkswagen Trucks in South America, bought a 16.76 per cent share in the US truck maker back in 2016, sparking rumours of an imminent takeover at that time. However, the Traton group has been quiet on the matter since then, apparently, keeping its powder dry.

After receiving the bid from Traton, Navistar has said the company will review the bid, while telling shareholders no vote on a bid is planned at this time. A company statement declared, “Navistar does not

intend to make any additional comments regarding the proposal unless and until it is appropriate to do so or a formal agreement has been reached.”

Traton is lead by Andreas Renschler, who was the man in charge at Daimler Trucks when the company brought together Mercedes Benz, Freightliner and Fuso into a global conglomerate and started the process of using global components like engines, transmissions and electronics to spread research and development costs across all of the major markets.

This move by Traton looks likely to follow a similar path, allowing the Traton/Navistar entity to use it expertise across most of the major truck markets of the world.

Many of the engines fitted currently into International trucks in North America are

derived from basic MAN designs, which have been adapted and re-engineered to suit the US market.

Also, Navistar announced its intention last year to start selling Scania heavy duty mining trucks in the North American market under license and a Scania XT truck was on the International display stand at the 2019 Atlanta Truck Show.

If this takeover is successful, and many business commentators in the US suggest Navistar should take the money, Traton will have a global presence, missing just the Japanese market. There was some speculation about some form of deal between Volkswagen and Isuzu in the past.

However, Isuzu’s recent deal with the Volvo Group, taking over UD Trucks, suggests Traton’s ambitions may stop at Navistar.

TRAINING YOUNG PEOPLE FOR THE TRANSPORT INDUSTRY Good news about training young people for the transport industry is always welcome.

Unfortunately, in this case, it is government help to train them for the rail industry and not for road transport which is also crying out for new blood in the workforce.

The Australian-first qualification announced

by Victorian Ports and Freight Minister Melissa Horne is designed to encourage Year 9 and 10 students to consider joining the rail industry after completing their studies, with a part-time course offered over two years counting towards a their final qualification.

According to a 2019 Australian Industry Skills Transport and Logistics Skills

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DIESEL May-June 2020

Forecast, over 80 per cent of employers reported experiencing a skills shortage in the previous twelve months.

Peter Anderson, Victorian Transport Association CEO, said the road transport sector needs the same kind of support afforded to the rail industry to capture the interest of future workers at a young age.

“The biggest issue facing the road transport industry is the lack of young people entering the sector and this is a problem that will blow up considering the average age of a truck driver in Victoria is 57 and starting to contemplate retirement,” said Peter. “We are working closely with the Victorian Government

to change our outdated heavy vehicle licensing model so that young people can receive professional training and instruction and start a career as a professional driver straight out of high school.

“However, capturing the interest and imagination of young people aged 15 and over would really help to motivate them towards a career in road transport, which is where a transport qualification that would count towards a student’s VCE qualification would really help,” The VTA’s Driver Delivery vta.com.au/ training-courses/ program is providing specialist heavy vehicle driver training as part of the Victorian Government’s $4 million program to train 400 new drivers, which Peter Anderson says is a good start towards addressing driver shortages in the sector.

“Capturing the interest of young people early, and assuring them that a career in transport is well-paid, respected and valued by society as part of a structured course at high school, could be a gamechanger and help the industry to recruit and retain new drivers,” said Peter. “We will continue to work closely with the Victorian Government and other stakeholders on creative ways to attract young people to a career as a professional transport worker.”

Get the full picture on and off the road With Ctrack’s range of camera solutions you can enhance safety and accountability plus reduce maintenance costs.

Cameras can support your drivers in accidents, reduce insurance liability and provide insight into driver behaviour. This leads to improved coaching and better fatigue management.

Whether it’s a comprehensive integrated solution or a dashcam you’re after, Ctrack has the right option for you.

Get in touch today to discuss a tailor-made solution for your business. ctrack.comau 1300 304 033

Always Visible.

TRUCK DEVELOPMENT

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DIESEL May-June 2020

TRUCK DEVELOPMENT

NEW LOOK, NEW TECHNOLOGY,

NEW DAF

With the release of its new range, DAF brings its technology design and driveline smack up-to-date, on a par with all of its main competitors. Tim Giles looks at what is on offer in the new range and gets an early experience of the new product. www.dieselnews.com.au

15

TRUCK DEVELOPMENT

T

he DAF Trucks brand looks like it will come of age in Australia in 2020. With the release of a complete new range of DAF CF and XF models, the brand is getting a major renewal, with new engines, new technology and new components all around the truck.

Unfortunately for DAF enthusiasts, the brand has always played second fiddle to its bigger sibling, Kenworth, in Paccar.

The Dutch truck brand has been back in Australia for over 20 years, but, when it first arrived here, it lagged behind the other European truck brands both in terms of sales and in using the latest technology.

There can be no doubt about the strong pedigree associated with DAF, and its continued status as the top selling truck brand in Europe is testament to the quality and reliability of its trucks. In the wider world of Paccar, the North American arms, of Kenworth and Peterbilt, were complemented by a consistent performer with massive technical capability in DAF, which Paccar acquired back in 1996.

This latest launch by DAF should put a truck brand which sells in large numbers in Europe on the front foot and it is now ready to compete on a par with the other European brands in the Australian truck market. This development may also be the

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DIESEL May-June 2020

first stage for Paccar in any plans they may have for developing an alternative to the Kenworth K200 over the longer term.

Many of the new DAF trucks which will be sold here, will be assembled at the Paccar plant in Bayswater in Victoria. The plant will be building several of the variants in the higher selling CF range, while the rest, including the larger XF models are being built in DAF’s Leyland plant in the UK. Recent releases from European truck

makers has seen a quantum leap in the sophistication of vehicle electronic systems, extending the trucks’ capabilities in their control and safety systems to a much higher level than was available in the last generation Euro-5 trucks.

This release by DAF means the trucks on sale here will be at the same level of sophistication as those on sale in Europe today and it will be possible to update them, virtually simultaneously, as they are upgraded in Europe.

WHAT’S NEW?

Brad May, Director Sales and Marketing at Paccar Australia.

The answer, what’s new?, is just about everything. The cab front has been completely redesigned and now resembles the more rounded, and distinctly more modern, DAF LF introduced into Australia a few years ago. The interior of the cabin has been seriously upgraded and improved.

Upgraded and brand new engines have been introduced across the range and the driveline has also been modernised to the latest transmission from ZF, the Traxon. The new drivelines and improved aerodynamic performance of the truck overall is reckoned to offer a substantial fuel saving over the previous models.

“Building on the excellent reputation for fuel efficiency, reliability and driver

TRUCK DEVELOPMENT

FIFTY YEARS OF AXLES. FOR AUSTRALIAN CONDITIONS.

RUN WITH CONFIDENCE. Australian trucking conditions are some of the harshest in the world. High ambient temperatures, corrugated dirt roads and the world’s highest road-legal gross combination masses all place enormous stress on axles. Meritor’s tandem axles, built in Australia since 1970 and developed with local engineering and application knowledge, provide drivers with the confidence that the axles fitted to their trucks can perform even in the most unique of Australian terrains. meritor.com sales.sunshine@meritor.com ©2020 Meritor, Inc.

TRUCK DEVELOPMENT

comfort, the Euro-6 DAF range has earned in Europe, DAF has developed a new generation of XF and CF trucks offering the best possible solutions for both the customer and the driver”, says Brad May, Director Sales and Marketing at Paccar Australia. “Backed by our extensive and professional dealer network, the new trucks have superseded the existing range with exceptional advancements.”

INTRODUCING A STEP-CHANGE IN DAF Paccar in Australia is clearly introducing a step-change in DAF Trucks on offer with this new range, it is talking about art least a 10 per cent improvement, a big call from a normally conservative organisation. Many of the major changes are going to give the brand a much better fuel consumption and the ability to compete on this score with other European brands who have seen considerable growth in market share on the back of much improved fuel figures.

The entire drive line is now geared, in more then one sense, to getting more out of each litre of diesel. The upgraded 13 litre MX 13 engine is going to be joined by the new MX 11, an 11 litre engine which is considerably lighter, without much of a power and torque penalty.

Available in the CF models is the six cylinder 12.9 litre engine, the MX 13, which gives out 480hp (353kW) of power at 1600rpm. Meanwhile, the torque available is 2500Nm (1844 ft lb) all the way from 900 to 1125rpm. Importantly, all of the engines

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DIESEL May-June 2020

on the new DAFs are compliant with Euro-6 exhaust emission rules.

This level of emissions is now standard in Europe and the US and the latest emission engines also come with the much more sophisticated electronics capable of running all of the latest safety and truck control systems.

Over and above the 480, in the CF range, there is an option to go to the top MX 13 option, rated at 530hp, in terms of power and with just a bit more torque on tap at 2600Nm (1918 ft lb). The higher torque becomes available at a slightly higher rpm level at 1000rpm. This larger horsepower engine is the standard fitment in the larger XF models in the new range.

The enhancements in the new MX 13 engine involve the introduction a more efficient turbocharger, a new EGR system and a new valve actuation design.

Thermal efficiency has been enhanced by developing a new combustion system, including new pistons, injectors and injection strategies, while higher compression ratios are employed.

New highly efficient variable speed cooling, steering and oil pumps are also used to achieve lower fuel consumption.

Decreasing parasitic load in the engine further assists in reducing engine load and reducing fuel consumption.

Behind the new engines is the ZF Traxon AMT, which offers even smoother and intuitive changing while minimising the time between ratios to an almost seamless change up and down the gears.

According to DAF, the improvement to the driveline contributes 68 per cent of the fuel savings, while integration and software contribute 21 per cent, aerodynamics seven per cent and the climate control system four per cent.

One of the major steps in reducing the fuel burn in these trucks is new taller gear ratios becoming available in the new higher efficiency rear axles. All of these elements in the drivetrain are integrated and use the much enhanced computing capability on the new range to improve all round performance. This is clearly demonstrated as the AMT chooses gears to enhance the performance of another vital part of this drive line, the engine brake.

This is an enhanced engine brake that proves to really effective in pulling up a fully loaded truck when needed.

The strength of this new engine braking became clear during the limited test driving available to the media at the time of the launch. (For a more comprehensive test drive of the new DAF XF, look out for the next issue of Diesel Magazine.)

THE NEW CAB SHAPE IS INSTANTLY RECOGNISABLE When you see the new CF and XF model range from DAF, the new cab shape is instantly recognisable. The much more rounded profile is clearly much more slippery in the wind than its predecessor.

Overall, the aerodynamics are much improved and a new sun visor design has further enhanced air flow.

TRUCK DEVELOPMENT

The new shape also looks much more 2020 than the previous iteration of the truck, which has been with us for quite some time.

The overall look of the range is now fully integrated and there can be no doubting the brand of the truck approaching with the

bold curves included in the design of the cabin’s front panels.

The cab options available see the CF available as a day cab, a flat roofed sleeper and the much taller Space Cab. On the larger XF the options all include a sleeper,

but the roof is available at three levels, the Comfort Cab, the Space Cab and then the really tall Super Space Cab, which tops out at a 3.94 metre roof height.

The new look cabin also has a refreshed look and feel from the driver’s seat. The modern European truck is reaching higher and higher levels of comfort and sophistication as each range refresh takes place. The fact is that this new model release sees the DAF in Australia come right up to speed with the trucks on sale in Europe, and makes the change even more dramatic.

Simply driving along, it is clearly quieter inside the cabin than it was before. The familiar screen between the speedo and tachometer is improved and a larger screen to the driver’s left has an array of data available for display. The simple twist and push control for the data screen is well designed, easy and intuitive to use.

At the driver’s disposal are all of the latest bells and whistles we are beginning to see appear as standard in the latest trucks to come to market. Adaptive Cruise Control (ACC) is one of those systems which seemed like science fiction just a few

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TRUCK DEVELOPMENT

years go, but is becoming normality.

Forward Collision Warning (FCW) is allied to the ACC, but not the same. It does use the ACC’s radar to detect where any slow or stationery vehicle may be in front of the truck, but it also uses the camera from the Lane Departure Warning (LDW) to identify when to instigate the Advanced Emergency Braking System (AEBS).

That is quite a few acronyms to digest in one bite, but the list goes on. There is also Vehicle Stability Control (VSC) which is becoming standard across the industry.

This will join, as standard, all of these systems which were originally either fitted as options or not available because the electronic capacity wasn’t available at Euro5, but is now at Euro-6.

There is also another addition to the standard fitment that has historically been an aftermarket option, a side camera on the nearside of the cabin. All of the cabins are fitted with an integrated camera high up on the cabin’s side behind the passenger door.

This has an excellent view of any vehicle or obstacle in the blind spot on that side of the prime mover.

When the left indicator is actuated, the image from the camera pops up on the large information screen to the driver’s left.

The new range has all LED lighting with the addition of cornering lights when the indicators are activated.

Another design innovation, and not one seen in Australia before, is a new design for the cabin suspension system. This is known as the Protective Cab Suspension Construction (PCSC) and comes into its own in the event of a collision.

When impacted the system allows the cabin itself to be pushed backwards on its mountings to absorb some of the energy from the collision. This protects the integrity of the cabin’s construction, improving outcomes for the driver and giving emergency services better access in an emergency.

DAFS GREAT LEAP FORWARD With this new level of sophistication and in catching up with what is available in Europe, this latest launch can be seen as DAFs great leap forward into the modern Australian trucking environment. We are no longer as suspicious of all of the latest gadgetry in our trucks and are willing to allow automated systems to do some of the heavy lifting if there is a productivity and safety gain, and there clearly is.

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DIESEL May-June 2020

There is also another addition to the standard fitment that has historically been an aftermarket option, a side camera on the nearside of the cabin.

The new DAF CF and XF clearly tick all of the boxes many truck buyers are adding to their wishlist. Fuel economy is becoming a more and more important consideration, shown by the market share gains of truck models which are getting much higher levels of fuel efficiency.

These new DAFs look to be capable of allowing the brand to compete toe-to-toe on safety systems with the high flyers.

These trucks are also part of the process for Paccar to cement its position as a dominant player in the Australian truck market. The process started with the introduction of Paccar engines into both of its brands, but also of components like the Paccar AMT in the T410 models last year.

We can expect, in the years to come, on a visit to the Bayswater plant in Victoria, to see Kenworths and DAFs rolling down the assembly line. Some of the basic components may be the same in those trucks, engines, transmissions, suspensions and a lot of the electronic componentry. Both will have come together from a similar philosophy, on the part of Paccar, using the company’s extremely close relationship with its customers to create an Australian truck, but using a wide selection of ingredients from both North America and Europe.

Last year, Kenworth began offering the Paccar AMT in its T410 model, but with a relatively low GCM rating. Eaton has recently announced a new model in its Endurant AMT range, the XD, which will come on-stream in 2021. The Endurant, is also branded as the Paccar AMT. The XD is reckoned to be compatible with the Cummins X15. As such we can expect the

transmission to be developed for fitting in Paccar trucks across the world.

It could be this philosophy which leads to a possible future development, adapting the XF to be fitted with the Cummins X15 engine. This would be the icing on the cake for DAF, a prime mover with all of the latest technology adapted to Aussie conditions with a driveline which is proven year-in-year-out here, and one which can handle the top end of the heavy duty task.

Any such model could then be the basis to Paccar being able to offer an alternative to the K200. The kind of development dollars that would be needed to bring the current Kenworth model into the 2020s with enough high technology to match its rivals is probably not going to be available to the truck maker. However, a fully adapted DAF XF with the kind of grunt we need may be the answer Paccar will be looking for as we reach the mid-2020s.

NEW DAWN FOR DAF This latest release from a brand which has been a bit of a sleeping giant in Australia for over 20 years could be the big break for DAF Trucks. These latest models are on a par with the new models from other European brands and should be able to cut through in a way the DAF hasn’t before.

There is no doubt the Paccar organisation across Australia knows how to sell trucks and maintain a loyal and substantial customer base. With these new trucks in their offering, an improvement in DAF’s market share in the heavy duty truck market looks like a distinct possibility.

TRUCK DEVELOPMENT

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RURAL TRUCKING MATTERS

OUR FLUORESCENT HEROES AND HEROINES

A

t the time this column is going to print, Australia, and indeed the world, is experiencing the early stages of the COVID19 pandemic. Confirmed global cases now exceed one million with death rates in some countries exceeding 10 per cent. Governments are forcibly closing businesses and borders with social distancing measures now limiting ‘gatherings’ to just two people. We are heading for a recession, if not a depression.

This new crisis follows hot on the heals of a debilitating drought and an apocalyptic bushfire season.

There is an old saying that every society is just three meals away from anarchy. In light of recent events, that quote could be expanded to include toilet paper, paper towels, hand sanitiser, minced meat, fuel, medical supplies, hay, fodder and fertiliser.

Who can we turn to in times like these? Who can guarantee the supply of basic goods needed to keep our societies functional through drought, fires and disease pandemics? Just who is it preventing total anarchy?

It is our fluorescent heroes and heroines in the transport and logistics sector – that’s who!

Throughout these desperate times, governments have recognised the special status of the road transport sector. Federal and State governments have reached out to ALRTA and other peak road transport associations to ask, ‘what else can we do to keep your members on the road?’

We have been invited to several roundtables at Australian Parliament House to have input into the national drought and bushfire response. We have participated in emergency teleconferences convened by the Deputy Prime Minister to plan for COVID-19. Ministers are calling our elected officials and staff after 10pm to seek urgent advice on new measures under consideration.

As a direct result of this close consultation, governments have removed regulatory impediments to efficient

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DIESEL May-June 2020

transport operation by harmonising hay dimension standards across jurisdictions, abolishing supermarket delivery curfews, extending timeframes for driver medicals, moving to remote audits and allowing the use of supplementary work records for up to 30 days. Proposed heavy vehicle charging increases have been reduced and possibly abandoned altogether.

When state governments closed their borders to reduce the spread of COVID-19, freight, trucks and transport and logistics personnel were conditionally exempted.

What a great result for our industry – or so we thought.

Within a few days of the emergency lockdown procedures being implemented, it became apparent that our heavy vehicle drivers were being denied access to the most basic of amenities including meals, toilets and showers. Along with all other cafes and restaurants, the operation of truckstop restaurants had been prohibited, and with that went the driver lounges, toilets and showers. Understandably, our phones and social media lit up with examples, complaints and frustration.

I am certain that the same thing would happen at Parliament House if meals, toilets and showers were suddenly unavailable.

One of the problems with the COVID19 response is that it is being led by Federal and State Health Officials. With good intentions, these officials are recommending emergency responses to the National Cabinet (essentially COAG) that then urgently impose draconian restrictions on businesses and communities. Sometimes they get it right, but sometimes they get it wrong. There is little time to consult widely on such measures, let alone develop any policy details. Lives matter. Time matters.

However, what is also apparent is that political boundaries have all but dissolved.

The National Cabinet is made up of governments of all persuasions and the Federal Parliament has put aside political differences to waive through a package of business support measures as quickly as

possible. COVID-19 is a common enemy and everyone is on ‘Team Australia’.

The ALRTA must acknowledge the efforts of Federal Labor Senator, Glenn Sterle, who along with our industry associations championed the campaign to re-open truckstops. The National Cabinet listened and barely a week after the restaurant prohibition had been put in place, a common-sense exemption was announced for truckstops. Again, governments acutely recognise the importance of the road transport sector in keeping our society functioning.

There are many others who have been integral in fighting to keep road transport safe and viable throughout all of these crises including Deputy Prime Minister, Michael McCormack, Assistant Minister for Road Safety and Freight Transport, Scott Buchholz, and NHVR CEO, Sal Petroccitto. It is not easy to coordinate a workable response across a Federated political system but these leaders have well and truly risen to the occasion - and are still listening.

Hopefully, by the time you are reading this, the worst of the COVID-19 pandemic will have passed and Australia will have learned a few lessons about the importance of road transport. Too often we go back to business as usual and quickly forget that another crisis lies just around the corner.

To be prepared, we need a renewed focus on abolishing the red-tape that holds back our freight productivity. There are many opportunities to do this in 2020-21 as part of review of the heavy vehicle national law, Senate Inquiry in road transport, Productivity Commission review of transport reform and the heavy vehicle charging reform process.

We must also publicly acknowledge the frontline people who got us through the COVID-19 crisis. Our communities have proudly rallied around our firies, medical professionals and teachers. Is it too much to ask for a little recognition for the men and women of road transport?

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RURAL TRUCKING MATTERS

GRAIN

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DIESEL May-June 2020

RURAL TRUCKING MATTERS

HAULAGE AND A-DOUBLES The complex rules around where particular combinations can and cannot go does make it hard to choose a combination which retains flexibility. This has been an issue for grain haulage and A-doubles, but this NSW operator has found a happy medium.

B

ased in Inverell, New South Wales, Grant Albinus spends most of his working life hauling grain from his local area into Brisbane, Queensland, and returning to northern NSW with fertiliser. With an operation like this, productivity is king, every last kilogram needs to be accounted for. However, Grant has decided to use triaxle dollies on his A-double despite the weight penalty when travelling through Queensland.

“I used to work with my parents in their farming business and when they decided to sell up, I decided to carry on with just the transport side of the business,” says Grant. “When I go somewhere to unload, I tell people my surname and they seem to forget it. So, I decided to call the business something a bit more memorable.

“I decided to call it KGB transport, which some people thought was strange, I told my wife, Kate, it stood for Kate and Grant Bulk Transport. It works, because it’s catchy and sticks in people’s memories.

“To begin with, I would contact the agents and would be able to get a load, but because I keep on doing the right thing, now they will let me subcontract the work out. I have people phoning me from everywhere asking whether I can get them a truck.”

According to Grant, what his customers are looking for are good service levels. He has found that his business reputation has grown from doing the right thing, arriving on time and keeping the customer fully informed.

Grant went out on his own as a transport business 10 years ago. Before setting up the original farming business, his father had a small trucking operation in South Australia.

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RURAL TRUCKING MATTERS

After moving to Inverell, the farming business had included some transport operation and this is the basic equipment with which Grant started off on his own business when his mother and father decided to retire.

The first truck in the KGB fleet was an Iveco Powerstar which was followed by a Kenworth T909 truck and dog combination.

Now, Grant runs a Kenworth T909 prime mover with a Cummins X 15 engine rated a 600hp and putting out 2050 ft lb of torque.

The truck is just over two years old.

Grant subcontracts fertiliser work out on a regular basis, the level of which varies as the seasons change. A lot of fertiliser movements are made around the sowing window in each area. These busy periods can last up to two months, depending on the local conditions.

“There are no contracts, not many people do contracts in the transport industry,” says Grant. “The customers know the trucks which I use and that’s one of the advantages. I’m not sitting in an office giving out work, I’m out on the road.

“This morning, for example, I was loading in front of one of the subbies working for me, but I was on a split load so I had to go out and come back in again.

It gave me time to speak to him, give him instructions about the load and where he was delivering. I’ve seen his truck and know the quality of his truck. It’s my name on the line and you can do 50 loads without a drama, but it only takes one load which is bad, that’s what they all remember.

The dolly can only be loaded to 17 tonnes in Queensland just the same as if it was a bogey dolly.

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DIESEL May-June 2020

“I had a sub-contractor on a job last week where the load took some unloading, half was dropping at one location and half at another. The agent was there helping, but it took a long time, the auger was slow. The agent phoned me up afterwards to say how well the driver had behaved and hadn’t caused any trouble about how long it took to unload.”

This is the sort of feedback Grant needs to ensure the sub-contractors are doing the right thing. The last thing anyone needs is a driver who upsets the weigh bridge operator, or the person in the batch office. That’s when the day goes bad for the operation.

Most of the time trucks will be loaded both ways. In times of drought there may be periods when there is no grain coming out of NSW. Grant has done a deal with his fertiliser agents for a higher rate, because he now has to come up to Brisbane with an empty truck to load fertiliser back down to NSW.

Grant Albinus spends most of his working life hauling grain from his local area into Brisbane, Queensland, and returning to northern NSW with fertiliser.

THE RIGHT GEAR Grant has a set up on his trailers to maximise productivity. KGB has a sliding lead trailer, which can function as the lead trailer on a B-double or an A-double. The process in changing over the two types of combination can be tricky.

The solution Grant has come up with though is simple and saves time, without extra cost. He has a single rear trailer and two lead trailers. One makes up a B-double and the second, with a dolly makes his

combination an A-double. Changing over takes less than 30 minutes and is simply a matter of dropping a rear trailer, dropping a lead and then picking up the other lead and backing onto the rear trailer.

The design of the Tefco lead trailer on the A-double is also more effective than the sliding lead as the weight of the slider mechanism is saved. Grant can get an extra two tonnes of payload by using this set up.

The extra productivity has proven to be able to pay for the cost of the third trailer.

“I did all of the figures and worked it out that it made sense to get another trailer,” says Grant. “It also works well to give me more volume for lighter products.

It’s 750 mm longer than the B-double bin and gives me better volume when I need it. It’s been worth doing.”

The A-double set up runs under the Performance Based Standards (PBS) regime.

“The PBS side of things has improved,” says Grant. “My first truck and dog were delivered as a PBS unit. You built the unit and then you applied for PBS. You had a unit sitting there that you couldn’t use until you’ve got your PBS through and that could take up to nine months.

“Now, when I order my trailer from Tefco the PBS process is started. That means when you go to pick up the trailer you’re just about there and all of the paperwork

RURAL TRUCKING MATTERS

comes through. The hassle then is that you have to apply to get the access for the unit in different places. That’s the area they really need to improve. Why does everyone have to keep applying for the same routes every time.”

There are already A-doubles with precisely the same specifications using many routes already, but the operator still has to go thorough a permit system for each vehicle. Operators are seeking to have an ‘as-of-right’ system enabled if the unit they are using is the same spec.

“Everything has to go through the portal now,” says Grant. “I have just had to do seven applications. Out of those, four of them are with new routes no one has done before, to try and get into some new locations. If anyone in the loop says no, that’s it.

“No one rings you and tells you that they can’t approve it because of a particular reason or makes recommendations of what you would need to change in order to get approval. You get an email telling you that your application has been denied, thank you for your application and your $70.”

This process of having to apply, try out a route and test the process may have to be repeated quite a few times before access is granted. There is very little feedback from the authorities to help the operators in getting their applications and

their specifications right.

“On my previous truck and dog, Tefco phoned me and suggested that we change the dimensions in order to meet the incoming PBS requirements,” says Grant. “From when I ordered it to when they delivered it, the rules had changed in each state. I ran that for about a year, but I couldn’t get the extra weight I needed in a lot of places.

“Then I went to a five axle dog which

enabled me to go to higher weights on B-double routes. On some jobs I could run the truck and two dog trailers as a road train in NSW, but not in Queensland.

Then Graincorp banned me, because I had an extra axle on the middle trailer, the reason was, there was not a picture on the poster on the weigh bridge wall of the combination which I was using.

“Roads and Maritime Services told me that the combination I was using was legal and it went back and forth for six months. In the end, I was legal, but Graincorp wouldn’t give me the correct weight. Then I went down the PBS avenue, got the two trailers included in the PBS permit and this meant that I could get my weight in NSW and access into Queensland. It was a three year process.”

Grant was frustrated by the way the system seems to work. He found that the National Heavy Vehicle Regulator has no power whatsoever over the state authorities.

They couldn’t even force the states to give him an answer. He felt powerless against a wall of bureaucracy with no information coming back to help him.

There are other frustrating aspects to the way the rules currently work. Grant uses a triaxle dolly on the A-double, because that is what he needs in order to be able to run to the east of the Newell Highway in NSW. However, using that triaxle dolly gives him no extra mass allowance in Queensland. He actually loses out on mass coming across the border.

The dolly can only be loaded to 17 tonnes in Queensland just the same as if it was a bogey dolly. In terms of safety, Grant contends that it would be better to have the 22.5 tonne allowance on the dolly and the 17 tonnes on the rear tri grouping on the rear trailer.

“It’s the same for the guys hauling two 40 foot container’s from the Darling Downs into Brisbane,” says Grant.

“There is a length issue, so the drawbars are made shorter, which means the combinations don’t handle as well.

Allowing them to run at 32m would make them easier and safer in terms of handling.”

Grant’s A-double set up runs at exactly 30m long. The GCM available between Brisbane and Toowoomba or Warwick is 85 tonnes. Anywhere west of Toowoomba or Warwick, Grant is able to access Higher Mass Limit (HML) weights at 91 tonnes, because he has

www.dieselnews.com.au

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tracking and digital scales fitted on the truck. Running at 85 tonnes gives Grant a payload of 56 tonnes on the A-double.

“In terms of costs, I would be better off, if I was running in an out of Brisbane to run with a bogey dolly, but I would lose out everywhere else, “ says Grant.

“You’ve got to work out what is your best option. I have made my combinations as versatile as I can.”

Grant is able to access Higher Mass Limit (HML) weights at 91 tonnes, because he has tracking and digital scales.

ACCREDITATION Grant runs his business within the National Heavy Vehicle Accreditation Scheme (NHVAS) on mass and maintenance management. He finds the easiest thing to do on fatigue is to stick with standard hours operation. He reckons there’s enough paperwork involved in NHVAS for him.

“Rather than spending two hours every week making sure my paper work is up to date, I would rather be working on my truck,” says Grant. “In fact, I would rather have two inspections a year than have to go through all of the paperwork and auditing process. I can go over someone else’s truck and find things wrong and then look at my own and miss things. I would much prefer the two inspections each year and be able to drop the paperwork.”

The truck runs under the Intelligent Access Program to ensure compliance for both PBS and HML. The weigh scales send back data alongside the satellite tracking

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DIESEL May-June 2020

information. He has both analog and digital scales fitted to ensure compliance.

“With the IAP, you’ve just got to have it,” says Grant. “Without it you cannot get the HML allowance in NSW.” Coming out of NSW, Grant works for two different grain traders and deals with a group of fertiliser agents out of Brisbane.

He finds he has enough work to keep his truck rolling and enough work is involved in sub-contracting out fertiliser loads out of Brisbane to keep him busy all day every day. Sub-contracting grain work out as well

would be a step too far, according to Grant.

Grant also tried running with two trucks for a period, but, at the end of the day, decided his life was complicated enough already without having to worry about making enough for two wages.

Grant does most of the truck maintenance himself in his small yard in Inverell.

Technical issues and warranty work go into the relevant dealership.

“I’m old school and I like to run things old school, you have to be straight down the line with people,” says Grant.

RURAL TRUCKING MATTERS

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RURAL TRUCKING MATTERS

TAKING THE WEIGHT OUT OF LIVESTOCK CRATES Many operators are looking to take the weight out of livestock crates to help improve productivity. New materials and lighter axles go a long way to achieving this.

T

he calculation where you balance tare weight on one side and durability on the other, is a constant one for operators and, therefore, as a direct result, for trailer makers. Looking at the overall combination, the prime mover is not something where much weight can be taken out of the design, without a considerable compromise on durability.

On the trailer, there is a wide mix of components involved and a broad range of options on the table, which can affect the overall mass of the trailer. Choosing those options varies, both in terms of freight task and area of operation. The difference between a trailer spending the vast majority of its life on bitumen, when compared to one which lives on the dirt, is quite striking.

It’s not all about tare, on its own, in the livestock industry. There is also the subject of flexibility, developing a trailer which can carry a variety of different livestock, all of which have different requirements. In New South Wales the Livestock Loading Scheme allows livestock to run at HML weights, incentivising operators to minimise tare.

The considerations the potential

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DIESEL May-June 2020

trailer buyer has to understand are well illustrated by a B-double trailer set which was on display at the recent Livestock, Bulk and Rural Carriers Association conference held in Tamworth.

The trailers were built by Byrne Trailers for, livestock operator, Dawsons from Wagga Wagga and use a number of elements to bring down the overall tare. The trailer was designed to fulfil two separate functions to improve its productivity. It needs to be able to carry both cattle and sheep.

For cattle the two decks need to be robust, but when the focus turns to sheep cartage lightweight laminated sweep decks allow the truck to handle four decks loaded with sheep. Cattle trailers are normally relatively light, but adding this fold-down flooring will add extra weight.

Of course all of the weight savings come from saving something in several aspects of the design. One of the big ticket items on this score is the use of Hendrickson Intraax axles and suspension on the trailers.

The technology developed by Hendrickson on the large diameter axle used in the Intraax Suspension delivers an increase in bending and torsional stiffness by 14 per cent over previous Intraax models. This rugged durability allows for greater roll stability & reduced deflection under load. The larger diameter axle passes through the trailing arms & are welded to the axle at the axle wrap location with a circular window weld which is one of the features of the design that delivers this robust & durable axle & suspension assembly. This eliminates the need for U-bolts reducing the overall tare weight & the need for constant torque checks on the nuts.

Other heavy duty features on the

Intraax 11.3tonne capacity suspension is the braking package. The brake chamber brackets are welded to the suspension beams with s-cam bracket incorporated into the beams instead of welded to the axle reducing stress on the axle.

Hendrickson’s proprietary Heavy Duty S-cam Tube System enhances S-cam alignment therefore assisting in brake component life, and along with outboard mounted drums allows for all brake components to be replaced without the requirement to remove the hub. The Extended Service brake package offers up to 27% more lining material than standard brake shoes giving the operator longer service intervals & reducing maintenance costs.

The wheel end package selected by Dawsons is HXL7, featuring a five year or 1.2 million km warranty on parallel spindle axles. Installed by Hendrickson’s factory technicians using automated equipment in Dandenong Victoria, HXL7 features a premium hub seal, high performance semi-fluid grease & the patented design PRECISION320 nut system which allows for ultra-precise bearing adjustment. HXL7 bearings are set with a slight amount of pre-load capable with Hendrickson’s in house production procedures elevating bearing & seal performance beyond traditional levels.

Fitting Intraax 11.3t capacity suspension on a b-double can reduce overall tare weight by up to 500kg.

For more information:

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RURAL TRUCKING MATTERS

ONE LINK DOESN’T

FORM A CHAIN

The issues around safety are being examined for the livestock transport industry and feedback is being sought by Sal Petrocitto, who reckons one link doesn’t form a chain.

A

t the recent Livestock and Bulk Carriers Association (LBRCA) Conference in Tamworth, Sal Petroccitto, the National Heavy Vehicle Regulator (NHVR) CEO was looking for feedback from the livestock industry on some of the safety concerns the regulator has identified.

“We have a very robust relationship with the livestock transport sector as the NHVR,” said Sal. “It is not backward in coming forward and telling me what’s working and what’s not working. We value that as an organisation and hope that it continues.

“In the area of CoR, most people would be aware it’s been about 18 months since we undertook a major change with the Heavy Vehicle National Law (HVNL) and did the reforms to the CoR duties.

The change brought a positive duty for everyone in the supply chain, and it has meant that we no longer need to wait until something goes wrong before we can act.

“The reforms have also withdrawn some of the rules which the trucking industry thought were unfair. That has also created some challenges. We are also encouraging everyone in the chain to be proactive in reducing risk. The obligation under the law about doing everything that is reasonably practical is the critical aspect that we need to focus on.”

The current provisions in the law are workable, according to Sal. There are some discussions going around about further reform to the HVNL as part of the current review. However, from the NHVR’s point of view, there is no need for any changes to the current provisions in this area of the law.

“How are we going to get better at managing safety?” said Sal. “Last time I was speaking to the LBRCA conference, in Griffith, there was a lot of talk about the chain of responsibility and how it functions

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DIESEL May-June 2020

On the weekend of International Women’s Day, the 2020 LBRCA Conference saw this year’s SafeWork NSW/LBRCA Young Driver of the Year announced as Sophie Reid (pictured on the left), who works for Divalls Earthmoving and Bulk Haulage Goulburn.

Holding an MC licence, Sophie puts this to work driving a truck and quad dog for Divall’s Earthmoving and Bulk Haulage based in Goulburn. Sophie will be working closely with LBRCA and SafeWork NSW to promote the industry to young people for the next year.

around saleyards. We were asked to review those compliance responsibilities as part of the work which we have undertaken.

“We have had discussions with industry about the factors which influence this compliance, in identifying good practices.

I am pleased to say that we did consult with over 30 groups within the supply chain, and we are now issuing a livestock issues paper.

“The intent of that paper is to identify some of those challenges, risk management and responsibilities used by those different parties. It is an opportunity for all of those within the livestock industry to provide us with some further information.”

Input from the livestock transport

industry will be critical in ensuring that any changes move in the right direction.

The NHVR is seeking to find out more about particular loading practices, issues around mass management and generally understanding issues around the regulatory responsibilities.

In the issues paper, there are eight straightforward questions, which the NHVR would like those working in the livestock transport industry to answer. This can be done online or as a written submission, but Sal asserts the feedback given to this paper will be taken on board and used to develop any changes required.

“We have the Master Code developed by the Australian Trucking Association and the Australian Logistics Council, but

we are now working with the Australian Livestock and Rural Transporters Association on a sub-code around the management of effluent in the livestock chain,” said Sal. “That code will be critical for us, in terms of how it articulates things, but it will also then have a legal standing. The sub-code will really emphasise points around the issue of the preparation of livestock, things that livestock transport is doing on a daily basis.”

The industry may be weary of even more documentation and discussion papers from the NHVR. The industry is also looking for the regulator to take some action and instigate prosecutions where there are clear breaches of safety guidelines and rules.

From the point of view of the industry, most of the NHVR action seems to be concentrating on the drivers themselves and not the other parts of the supply chain, which are often where the root of the problem lies.

Sal suggests that the way the HVNL has been written in the past has made it difficult to prosecute other parties in the chain.

Clearly, he’s hoping for a rewrite of this particular part of the regulations at the end of the HVNL review process.

“I am regularly told at events or conferences that a company does certain things, but we need to be provided with the detail and evidence so that we can carry it through,” said Sal. 18 months ago we started the confidential reporting line and it has provided people within the industry, and players within the industry, the ability to inform us of the concerns that they have.

“In the first 12 months we received over 1500 calls. We use the information that comes through as a critical information gathering exercise and then we work with our own offices all the state agencies to address the concerns that have been raised for us.”

The NHVR have has decided, this year, to start concentrating on other parties involved in the supply chain. This will be welcome news for all transporters as the feeling has always been that the regulators have always concentrated on the trucks and truckies.

“The review of the NHVL has also looked at who should be and who shouldn’t be included in the chain,” said Sal. “The view of the regulator is that we don’t believe the driver should be part of the chain. We have been told that we should move away from a focus on the driver. That’s a decision which will be discussed during the development of the new HVNL. “We are looking at time slotting and we are constantly being told that there are problems in this area. Over the coming months I am just going to get out there and look at some of these practices and behaviours that are occurring.

“At the end of the day, you can sit back and say that over the last 12 months nothing has changed, but I can tell you that behind-the-scenes there is a lot more going on. The processes of collecting information and evidence has to be pretty thorough, and I think most of the industry want us to be thorough. The issue of fairness has to be done properly.”

Concurrently, the process of the moving the enforcement arms of each state over to control by the NHVR is taking place in trhe background. South Australia, ACT and Victoria are already in the fold, the NSW Roads and Maritime Services enforcement arm is expected to make the final move in 2021, although negotiations continue. Queensland will follow with the process expected to be completed before the end of 2021.

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OPERATOR PROFILE

SELECT SERVICE KEEPS CUSTOMERS SATISFIED

When consistently high performance is maintained, a business will continue to flourish on the back of loyal, repeat customers. That’s been the case with vehicle transport outfit, Select Tilt Tray Group.

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ased in Southern Sydney, Select Tilt Tray Group provides a specialised vehicle transportation service for a number of customers including Toyota Industrial Equipment. The company depends on a fleet of Hino trucks to ensure the ongoing requirements of hardwon clients are met on time, every time.

There’s no doubt that the ultimate success of any trucking operation,

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DIESEL May-June 2020

regardless of what goods are transported, hinges on the level of service provided.

A number of interlinked elements come into play here, not least the calibre and responsibility of the drivers and the quality and reliability of the vehicles doing the work.

Often the second element mentioned here is easier to accomplish than the first, given that Australian truck operators are spoilt for choice when it comes to the

range of quality new vehicles and the plethora of specifications available to meet all requirements.

The human element needed to operate the vehicles, on the other hand, is an entirely different kettle of fish; with factors including the industry-wide shortfall of skilled and work-ready drivers conspiring to make life somewhat difficult for companies seeking excellence in their transport operations.

OPERATOR PROFILE

Chris O’Riordan, Director of Select Tilt Tray Group.

For Chris O’Riordan, Director of Select Tilt Tray Group, the pattern has gone pretty much as presented in the aforementioned scenario. His early positive experience in using Hino trucks has cemented the brand’s place as the business’s medium-duty vehicle of choice.

Similarly, on the driver front, earlier headaches due to poor performance by some drivers led Chris to establish a team of contracted owner-drivers who naturally have a vested interest in the success of the business and therefore are more than willing to put their collective best feet forward during every working day.

In common with other businesses

of this ilk, Select Tilt Tray Group was started by Chris with one truck after he had been working for a towing company for a number of years. Prior to this, he drove semi-trailers for a Sydney-based container and general freight business from 1975 to 1983.

Going back further still, Chris’s first job after he left school was with the Rural Bank.

“That was in the early ‘70s, long before computers, and I got out of that job and started driving trucks because I didn’t like the office environment,” he explains. “It’s funny how the wheel has turned full circle and here I am, once again, sitting in an office.”

Speaking about his experience in the towing industry, Chris reckons the time he spent in the early ‘80s was sufficient for him to realise that he was more suited to providing a top-shelf tilt-tray service for long-term clientele.

“In 1983 I started working for a towing company and eventually the owner wanted to sell one of his trucks so I decided to buy it and worked with him for a while,” Chris says. “My philosophy has always been that if you provide the best possible service the dollars will follow, so with that motivation pushing me forward I chose to strike out on my own.”

Chris started Select Tilt Tray Group

around 26 years ago in 1994 with the same truck he’d bought from his previous employer. However, he soon discovered that his inherently high level of customer service was striking a chord, leading to more work than he could handle on his own with one truck.

“A mate of mine came for a run with me one day and heard me on the phone knocking back work that I couldn’t manage, so he suggested if I bought another truck he could come and work with me,” says Chris. “I decided to do that and still more work kept coming our way, so the business steadily grew from there.

“After we took on our fifth truck the business was starting to get a bit difficult to manage and I was having issues with drivers not turning up for work and so forth, so that’s when I decided to change the business model to an owner-driver base.

“We sold off all but two of the trucks and took on owner-drivers in their place and after that the business really took off.

Today we have nearly all owner-drivers doing the work which is a far better system for us.”

Chris goes on to say that the ownerdrivers in his business are all good hands and he says the decision to move the business in that direction was definitely a good one.

“I say to them, ‘the harder you work the

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OPERATOR PROFILE

more money you can make,’ and this is the mindset they all subscribe to,” says Chris.

Hard working operators need even harder working trucks and to this end Chris is convinced Hino’s 500 Series models are more than up to the task.

He bought his first Hino in 1997 and a second unit, a 12-tonne GH 500 Series, joined the fleet in 1999; since then quite a few more have been brought into the Select fold.

Another reason for choosing to standardise on Hino, Chris adds, has something to do with brand association.

As the exclusive carrier of new Toyota forklifts, Huski skid-steer loaders and other industrial equipment in Sydney, he felt it was a worthwhile synergy to employ Hino trucks, given Hino belongs to the Toyota Group.

He maintains that from the time he bought his first Hino right through to the purchase of his latest 500 Series Standard Cab unit last year, he’s not had a single reason to regret the decision.

In addition to the Hino tilt tray units, the company also operates a brace of prime movers of various brands pulling tri-axle low-loaders hauling heavy machinery, in addition to a Hino fully-enclosed car carrier that is utilised for the safe carriage of newly-imported Rolls Royce, Bentley, Aston Martin and McLaren prestige cars from the Port Kembla waterfront. This high value freight is transported to Sydney, and in addition, on occasional trips to Melbourne and Brisbane, as required.

Another specialised operation the company manages involves transporting and unloading forklifts, scissor-lifts and other equipment used to furnish the cruise ships with supplies at the White Bay and Circular Quay overseas passenger terminals.

“Our fleet consists of 21 trucks of various sizes, 11 of which are Hino tilt trays and most of these are owneroperated,” Chris explains. “We’ve found the Hinos to be ultra-reliable and incredibly durable, some of the earlier units were still going strong with over one million kilometres on the clock before they were sold. I reckon that’s outstanding for a medium-duty truck that’s running constantly in an urban environment.”

Talking about technology, Chris says he’s particularly impressed with the new FE unit that joined the fleet last year.

“I like all the new features like lane

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DIESEL May-June 2020

assist and emergency braking and the rest, but when it’s all said and done, the reliability of the Hinos is the most important factor for us. It comes down to the simple fact that if the wheels ain’t turning you’re not making money.”

Chris sources the vehicles as completely built packages through either of two Sydney-based body builders, Suburban Towing Equipment in Mulgrave near Windsor and Fleet Towing Equipment at Revesby. In this way he keeps the fleet uniform and his owner-drivers get a good deal through fleet pricing. He also appreciates the five-year warranty that covers the entire unit.

“We have a strict policy on keeping the vehicles clean and tidy to present the best possible image to our customers and the public,” says Chris.

Another company-wide requirement is that each of the trucks is serviced and maintained by a licensed mechanic or service centre to ensure ultimate reliability and safety across the fleet. This is an important element of the company’s strict chain of responsibility measures that Chris describes as the biggest change in modern fleet operation compared to the ‘good old days.’

“Chain of responsibility has been a huge thing for us, particularly in terms of safety for the drivers and everyone else on the roads,” says Chris. “We are constantly watching our drivers’ work hours and ensuring they can earn a good living and stay safe at the same time.

“When you operate a business, you have a duty of care to your workers to ensure everyone goes home safely at the

end of the day.”

Overall though, Chris says he has been fortunate with the business over the 26 years of operation with only one major incident having occurred about 18 years ago.

“The driver wrote-off his truck and was hospitalised with serious injuries,” says Chris. “But he made a great recovery and is now our allocator and occasional driver of the new 2019 FE Hino.”

He goes on to say that the company’s very good safety record can be attributed to keeping the business at a manageable size with top-notch equipment and the right personnel doing the work.

“We have room for expansion if favourable conditions allow it, but I don’t want to grow the business bigger just for the sake of it,” says Chris. “It has thrived because we have good clients who pay us the right money and in return get the best possible service to suit their needs.

“We aim to stick to our core business of giving our clients the service they need at a fair price and that, I believe, is the formula that has ensured our continued success over the years.”

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DRIVER BEHAVIOUR

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DIESEL May-June 2020

DRIVER BEHAVIOUR

TIPPERS AMONG THE SUGAR CANE Mick and Michelle De Winter run a small landscaping and tipper business in the middle of a large sugar cane growing area in Queensland’s Gold Coast.

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Mick De Winter started IWS Haulage in 1995.

he IWS Haulage business is based on the quiet backwater of Jacobs Well. However, this is not in an area which many would envisage as being on the Gold Coast. The settlement is isolated from all of the hustle and bustle of the Gold Coast by being surrounded by a large area of sugar cane farms. It is more like a small country town in its feel, than the brash bling of somewhere like Surfers Paradise, less than 30 km to the South.

Although isolated, the business is well situated in terms of business development. Really close to the resources needed by the construction industry and within easy reach of a lot of major construction and infrastructure development.

When the Pacific Highway was completely rebuilt as an eight lane highway in the late nineties the opportunities to grow the tipper and dog side of the business really kicked into gear. Later, the decision to go into the business of landscapes supplies, utilising the fleet, has also turned out to be a timely idea as construction and development boomed in SE Queensland.

Mick De Winter started IWS Haulage in 1995. While small, this family‐owned and operated business does well in the supply of wholesale sand and landscape products, including regular sub‐ contracting work for Holcim. The fleet comprises 10 PBS truck and quad dog

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DRIVER BEHAVIOUR

Mick and Michelle ran IWS as a family business over the years, but now there is a third member of the team, their daughter Letitia.

tipper combinations.

The operation is based on a site just on the edge of Jacobs Well in an area which was a bit of a backwater when they first set up. However, its location in countryside in easy commuting distance to both Brisbane and the Gold Coast means it is an area on the up.

“We always knew we were out here too early,” says Mick. “But if you left it any longer, we would never have been able to afford to set ourselves up here.”

I’M A COUNTRY BOY Originally brought up on a farm in Gatton, Mick moved down to the Gold Coast in 1994. The family farming business was struggling during a long drought on the farm with no access to alternative water.

He managed to lease the land out to a next door neighbour and decided to try his luck down on the Gold Coast.

“I thought, well I’m a country boy and I can turn my hand to just about anything,” says Mick. “I started with water trucks, 25

years ago. I didn’t know how to drive a Roadranger until I went and bought a truck.

It was a good way to start, I reckon, because if you can deliver around the Gold Coast in a water truck, you can get a truck into anywhere. I think coming from the farm, I was willing to have a go at anything.”

“We got up to a few trucks and by that time we were buying them with tipper bodies and then sliding water tanks onto the back of them. That lead to us getting into the tipper game.”

It was around this time Mick had met his now wife, Michelle, through a mutual friend. She was a Gatton girl and more than a little bit familiar with the trucking business. Her father was Terry Nolan, from Nolans Interstate Transport, a trucking industry icon.

Mick had left home at a very young age and Terry became a bit of a mentor figure to them, encouraging them in their endeavour to develop the business and offering advice from his wide experience plus offering help when it was needed.

“People say to me stuff like, ‘your business is doing alright,’ and I have to tell them, when I sit down at the Christmas dinner table and have a look around, I’m the underachiever!” jokes Mick.

FLEET MANAGEMENT The fleet now runs 10 tipper and quad dog combinations, five Freightliners working as painted sub-contractors for Holcim and five Volvos painted up in IWS colours.

There is also a smaller DAF tipper and

Detroit powered Freightliners working as painted sub-contractors for Holcim.

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DIESEL May-June 2020

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DRIVER BEHAVIOUR

dog for more local work.

The five Volvos handle a mixture of work. Moving the business’ own rock or loading for the quarries delivering to their customers. IWS have also got into the decorative stone business and are finding there is an expanding demand for a specialist product like this with its limited number of suppliers. There has proved to be a growing demand for what is a dwindling resource.

The Holcim contract sees the trucks servicing the company’s concrete plants with materials, as well as shifting road base for any road construction projects they are involved in. The trucks are integrated into the Holcim fleet with all of the tracking and management equipment Holcim require fitted on board.

After working for himself and running his own trucks, Mick found transitioning across to working directly for a big company difficult. The systems employed can often be inflexible and at odds with the way he wants to run a truck. It has taken some time to settle down to a way of working that suits both IWS and Holcim, but the operation does function now, with only occasional hiccups.

All the trucks handling quarry work run under the Performance Based Standards (PBS) system to maximise efficiency, running at 57.5 tonnes GCM. “We got on the PBS bandwagon pretty early,” says Mick. “When we started off with it, Boral didn’t even understand it and

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DIESEL May-June 2020

we had to get someone from PBS to write them a letter to explain it. Michelle put a lot of time into getting the PBS working for us, doing all of the research. She had got it all organised and then the responsibility for PBS passed from Queensland to the NHVR and she had to start all over again with new people.

“There is one route where we can only get PBS weights in one direction. They will give it to us one way, but not the other.

They knocked us back for a permit, so we changed the permit application to one direction and it got through.”

Currently the fleet will go as far south as Coffs Harbour. Heading north the trucks can sometimes go as far as Gladstone. There are two or three trucks based out at Gatton, at the old farmhouse, to handle increased work in that area.

“We are doing a lot of work in Toowoomba now and I think it’s going to get bigger,” says Mick. “My next project is to get a workshop up and running then we can do more of our maintenance ourselves. We are building it on the plot next door, it should be able to do our work and also some for other people as well. There’s a shortage of good mechanics around here.”

EMERGING LEADER The business has been run and developed by Mick and Michelle as a family business over the years, but now there is a third member of the team.

Their daughter Letitia had been working for a long time in the mining industry in Western Australia and decided to return to the Gold Coast and was interested in working in the family business.

Letitia, of course, does have a background in road transport and added to that with three years working in the Nolans operation in Gatton, helping out the family.

More recently, Letitia has been awarded one of the four Queensland Trucking Association/Daimler Emerging Leaders Scholarships for 2020. The program is about identifying emerging leaders in the industry, developing their capability to contribute to the productivity, efficiency and safety of their employer/business to lead them into the future. The scholarship offers a unique opportunity to further experience the industry and establish connections with people who can advance her leadership aspirations.

Apart from offering financial support of $1,000 towards costs of engaging in opportunities and experiences to broaden leadership aspirations, there is also oneon-one coaching sessions with a specialist consultant about analysing different aspects of leadership, like SWOT analysis, plus a mentor program.

It is clear that, while Mick and Michelle may have to put any retirement plans on hold for a while, the chance to be able to pass the business across into capable hands, some time in the future, will be very satisfying for them.

INDUSTRY ISSUE

Getting Smart About The issue around access and how trucking operators can confirm compliance with mass restrictions has always been a contentious one. New alternative solutions are now emerging.

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he strength of the Australian road transport industry has always been its drive to improve productivity and utilisation.

It has also been about pushing the boundaries of what is allowed and what is possible.

As a result of this business philosophy there has developed a dynamic between the trucking industry and the owners of the road infrastructure, the road managers. This dynamic has not always been healthy. In fact, the relationship has been one of confrontation and suspicion.

Road managers have set ever stricter weight limits at the same time as trucking operators have pushed the boundaries on what they tried to get away with.

In the modern era this confrontation moved on from truckies trying to sneak overloaded trucks past roadside weighing stations. Now we see a constant to and fro of pushing for improvement in infrastructure quality from the trucking industry, while the road managers hold on to historical weight limits, presumably assuming the industry is still rife with overloading.

In the last 20 years the discussion has become more scientific, there are quantifiable ways to assess where and when a load can move. The process of classifying the road network is not complete, but getting there.

At the same time, the ability to ensure the truck movement is not breaking weight restrictions has become more sophisticated. We have moved from analog air pressure gauges being read and the figures recorded to ensure compliance, through to on-board mass sensors relaying mass data direct to the authorities.

This level of sophistication has been a godsend to the highly specialised operators who run very specific equipment over specific routes. The introduction of Performance Based Standards (PBS), combined with the

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DIESEL May-June 2020

Intelligent Access Program (IAP) meant some operators could vastly improve productivity in return for a watertight guarantee of compliance for the road managers.

This left a wide gap between operators using prescriptive combinations with set mass limits and those spending large amounts on specifically designed trucks for particular tasks with expensive compliance assurance equipment.

The industry needed to be able to cover the middle ground between these two extremes. There were productivity gains to be had, but not large enough to justify fitting an expensive IAP package and paying to manage it in a large fleet.

The last 10 years have seen a closing of the gap between the two extremes.

Improvements in the PBS system have seen larger numbers of trucks being built to enable improved productivity, enough to justify expensive tracking and mass recording.

This has still left a large part of the road infrastructure able to cope with larger and heavier trucks but the insistence on the use of IAP by the authorities hampering many new developments.

The IAP was like using a sledgehammer to crack a nut.

Improvements in productivity were possible, but insisting on IAP made them unviable. There is a need for the IAP for high-risk applications, but for many others a simpler solution was needed.

SMARTER COMPLIANCE For a number of years Transport Certification Australia (TCA), which administers the IAP, has been moving towards trying to fill this middle ground. It has recently released new specification for telematics devices to aid operators to get some productivity improvements without over expensive telematic monitoring.

The Telematics Device Functional

and Technical Specification is, what TCA calls, its response to the rapid pace of technological developments, the growing use of devices on assets other than vehicles, and the use of lower-level assurance applications.

The National Telematics Framework was set up to make the whole system of monitoring more flexible, to match the monitoring device to the productivity improvement. Applications where the risk of non-compliance was lower would not have to stump up for top shelf monitoring equipment. Instead the technology or reporting method used could be matched to the task.

This change has seen the development of a number of initiatives on the part of the state authorities to allow high productivity vehicles without having to resort to the IAP route. An example of this has been Transport for NSW’s Safety, Productivity and Environment Construction Transport Scheme (SPECTS).

The SPECTS scheme is using a new process to get data about PBS truck movements to Transport for NSW, using the operators’ existing telematics system.

The introduction of this rule change in 2019 has seen an increase in the number of operators getting involved in SPECTS, which had limited success when IAP was a requirement.

Only trucks involved in transporting construction materials with a Euro 5 engine, satellite tracking, with onboard mass monitoring and fitted with a number of safety features are eligible.

The innovation, which has led to the dropping of the IAP requirement, is known as Road Infrastructure Management (RIM), which is an application of the National Telematics Network and run by TCA. “We are not actually interested in individual vehicle movements, Transport for NSW just wants to get a better handle on where vehicle activity is,” says Gavin Hill, General Manager at TCA.

INDUSTRY ISSUE

MASS

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INDUSTRY ISSUE

“Operators send their data to us and we then de-identify it and produce reports for Transport for NSW. This is a trust mechanism and Transport for NSW have said to these operators that they know they are only willing to share their data as long it will not end up in the hands of a compliance agency.”

SPREADING THE WORD New specifications for the kind of systems which could open up new productivity opportunities have now been released.

A key feature of this new data is that it separates core monitoring requirements from additional requirements reserved for applications for which the authorities still demand high levels of assurance.

The amount of assurance required by the road managers has now been broken down to three levels. These are related to what the road authorities regard as risk, but also correspond to the level of productivity improvement allowed.

At its most stringent, the regulations call for independent assessment and oversight of all on road activities, with certificate based data and clear oversight of all the data from telematics, basically the use of IAP. The second level of assurance moves away from IAP, but still requires a telematics element. Some of the data from the vehicles must still be reported, but can be used in the same way as it is in the RIM scheme in NSW. There is still a requirement for independent assessment, but only as a periodic audit.

The third level is one of self assessment with no independent oversight. The operation still has to record data and telematics is the preferred way to gather

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this information. It is simply a matter of record-ing each operation.

The intention is for each of these levels of assurance to be matched to a specific set of guidelines and technology to achieve something to keep the road managers happy without breaking the bank for the operator.

For the most stringent of monitoring the IAP has been with us for some time.

It is expensive, but operators can justify the cost. For the least stringent of these classifications the RIM scheme is deemed to be enough by the road authorities, as the anonymised data quantifies road use at particular GCM levels.

The medium level of assurance is getting a new application to be used by the operators to get improved productivity. This is to be known as the Telematic Monitoring Application (TMA) and it will hold the middle ground between IAP and schemes like RIM. It will provide vehicle specific monitoring direct to the authorities, but unlike the IAP, the data can be sourced from the

operators current telematics system, it will not require non compliance reports or annual hardware inspections.

According to the TCA, the new set of specifications enables technology providers to reference a nationallyconsistent set of performance requirements to guide the development of devices that meet the demands of stakeholders using this new framework.

In order to use telematics to achieve higher productivity, operators should be able to assess existing technologies fitted to their vehicles, and know what they should be asking for when purchasing new equipment.

A press release from the TCA tells us, “With road managers and regulators across the country using the Road Infrastructure Management (RIM) application and the Telematics Monitoring Application (TMA), the release of the new specification aims to: • remove unnecessary hardware requirements for lower level assurance applications (such as RIM and TMA) • lower barriers to entry for new hardware (and suppliers of hardware) • reduce costs to transport operators and other users of telematics • increase the use and adoption of telematics across a diverse range of industry sectors.”

The regulatory space around getting more efficient trucks is improving, but the pace of change has been glacial. The TCA came into existence over 15 years ago and the IAP appeared soon after. The use of PBS vehicles has been hampered by road access issues and the prohibitive cost of running a fleet on IAP. Hopefully these latest changes will make improving productivity a little simpler.

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92 Agar Drive Truganina, VIC 3029 Australia www.airbrakecorp.com.au

Sales (03) 8560 1233 Mob 0408 448 084 brendan.dullard@airbrakecorp.com.au

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VOLVO LA

FOUR NEW

Despite disruption caused by the ongoing Covid-19 crisis in Europe, Diesel’s European Correspondent, Will Shiers, witnessed Volvo launching four new trucks – as a live online broadcast, interacting with the event from his office computer.

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DIESEL May-June 2020

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UNCHES TRUCKS

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For the FM, what the Volvo designers have done is produce a scaled-down version of its existing FH cab.

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wo days prior to one of the most significant launches in its 92-year history, the early spread of COVID-19 in Europe forced Volvo Trucks to cancel the huge press event it had planned in its hometown of Gothenburg, Sweden.

So, instead of seeing its all-new FM and FMX, and the facelifted FH and FH16 in the metal, the world’s press was forced to tune in to a live on-line broadcast. Fortunately, I have since had the chance to spend some time in an FMX cab, but at the time of writing, I’m yet to drive any of the new models.

a clever idea, and the design exercise has been executed perfectly, giving Volvo’s popular fleet truck a stylish and instantly recognisable family resemblance.

Despite losing the raked windscreen, which gave the current generation FM and FMX a wind-cheating profile, Volvo claims that the new versions are more aerodynamic. It’s reportedly done this by closing the gaps between the panels on the front of the cab. Although there are no official claims, a Volvo spokesman told me

that the improvement is likely to be in the region of two per cent.

One of the most striking visual differences is the headlamps. The standard offering, likely to prove popular with fleets, are regular halogen lights. But there is also a V-shaped LED option, which not only looks attractive, but has obvious safety benefits too.

The LED headlamp cluster now incorporates indicators, with the ‘V’ changing from white to orange when signalling to turn. Both the FM’s and FMX’s grilles are new too, and the Volvo ‘iron mark’ has apparently been subtly redesigned, but you’re forgiven for not noticing this!

Visibility has been greatly enhanced by the fitting of the FH’s slimline rear view mirrors. But why this didn’t happen eight years earlier is a mystery to me. The FMX uses the same glass as the FM, but the mirrors are mounted on thin poles, somewhat reminiscent of the FL10.

Interestingly there are no plans to introduce a camera and monitor system like Mercedes-Benz’s MirrorCam. “We don’t need to as our mirrors are classleading, with virtually no blindspot,” a Volvo spokesman told me. But what Volvo does now offer is a blindspot detection camera, mounted into the bottom of nearside mirror casing. It projects an image onto the central screen. The driver’s view to the sides has been enhanced too, a consequence of the new cab having lower side windows.

Access to the FM was never an issue, thanks to two well-placed steps and wide

ALL NEW FM AND FMX So, what’s new? Well, let’s start with the smaller FM and FMX, which are undoubtedly the biggest story here. Volvo could have saved a fortune by simply borrowing the Range T cab from sister company Renault Trucks, like it did with the FL and FE, but instead decided to start with a completely fresh sheet of paper.

Well actually that’s a slight exaggeration, because instead, what its designers have done is produce a scaleddown version of its existing FH cab. This becomes blatantly obvious when you look at the front three-quarter profile, where the same angled A-pillar and side profile lines are immediately obvious. It’s

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Visibility has been greatly enhanced by the fitting of the FH’s slimline rear view mirrors.

There is also a V-shaped LED option, which not only looks attractive, but has obvious safety benefits too.

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aperture doors. Now the FMX’s access has been improved too, with the addition of new non-slip surface steps.

There are two exterior trim levels to choose from; Basic and Enhanced. The latter adds painted bumpers and mirror casings, a thunder grey grille, and a few splashes of aluminium.

When it comes to the driveline, there aren’t any changes, which is no bad thing.

Truck operators are a conservative bunch, and there’s nothing more likely to make a buyer nervous than a completely new engine and gearbox.

In Europe, the FM and FMX both come with a choice of 11-litre (330hp, 380hp, 430hp or 460hp) or 13-litre (420hp, 460hp, 500hp) diesel engines, while the FMX is also available with 540hp. All are matched to the I-Shift transmission, while 13-litre FMs and FMXs have the option of I-Shift Dual Clutch.

UPDATED FH AND FH16 Before we move inside the new FM and FMX, which share an almost identical interior with their larger siblings, let’s take a quick look at what Volvo has done to the FH and FH16 exteriors.

“Evolution instead of revolution,” is a phrase we hear all too often at ‘new’ truck launches, and it applies perfectly to the FH and FH16. While Volvo has introduced a highly distinctive grille on the new FH16, I can’t help but think it could have done more to differentiate the new FH. The lion’s share of the research and development cash certainly went on the FM, which makes sense, considering that this was the truck most in need of updating.

Like with the FM/FMX, the most visual change to the FH/FH16 are its headlamps. The FH comes with halogen lights as standard, but has two optional LED clusters. The most expensive of the pair includes active main beam, which automatically dips when it detects approaching vehicles.

The FH16 comes as standard with black tinted LED lights. The light clusters have been moved outwards towards the sides of the cab, which according to Volvo, improves aerodynamics and gives the truck ‘a more confident look’. In addition to integrating indicators into the headlamp clusters, Volvo has fitted a pair of them to the bottom of the doors, where they are presumably easier for cyclists to spot.

The grille has shrunk slightly, which has resulted in the space immediately

Volvo has introduced a highly distinctive grille on the new FH16.

above it growing. This is likely to be welcomed by those operators who previously complained about having nowhere to display their company names.

The grille, like the mirror casings and sun visors, are colour-coded. A new silver ‘waterfall’ grille certainly adds character to the FH16. To me its reminiscent of a late 1940s Buick.

Volvo improved the FH’s fuel economy by seven per cent last year when it introduced the Turbo Compound engine with I-Save technology, which Australia will be getting with the arrival of Euro 6.

Well now it reckons it’s achieved a further two per cent improvement by simply closing the gaps on the panels, especially

between the bumper and headlamps.

Once again, there are no changes to the FH/FH16 driveline. I have to confess to being a little disappointed that Volvo didn’t squeeze any more horsepower out of its mighty 16-litre, after all, it is rumoured to have an 800hp waiting in the wings. Then again, it probably makes sense to wait for rival Scania to reveal its hand first. Meanwhile in Australia, you’re still capped at 700 horses.

As you’d expect with any Volvo, the new trucks are fitted with a plethora of safety devices. The windscreenmounted ADAS camera that controls the lane keeping support, adaptive cruise control and front collision warning, now

Once again, there are no changes to the FH/FH16 driveline.

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Directly in front of the driver in all four models, is a new 30.5cm digital display.

also incorporates a new traffic sign alert function. This spots road signs, and displays them on the digital screen in front of the driver, but alas currently doesn’t recognise Australian signs.

There are three external trim levels on offer; Basic, Enhanced and Enhanced Plus.

The Enhanced levels have a colour-coded central grille.

a consequence of losing the old raked windscreen, which ate into the interior space. Storage has been enhanced, to the tune of an additional 340 litres of space in the FM/FMX. To access the cup-holders in the centre of the current FH dashboard, you need to pull them out. Do this with too much enthusiasm, and it has a tendency to break off in your hands. Volvo has addressed this by making them permanently open. On the downside, this does eat into your living space, but the upside is that they can be reached from the lower bunk.

If the dashboard looks familiar, that’s because it’s basically the same one that features in the current FH and FH16. There have been a few changes though, and the quality of the plastics has improved.

accessed by pressing the mode button.

I-Shift is also still available as dashmounted push buttons, but this set-up only has an economy mode. The multifunction steering wheel gets neck tilt, a function previously only seen in FH/FH16.

European-spec FMs get a ‘vivid plum’ interior, which won’t be to everyone’s taste. Personally, I quite like it, but that’s mainly because it reminds me of sitting on my nan’s settee in the 1970s while stuffing my face with Jammie Dodgers.

Instead, Australian spec FMs and FMXs get more robust seats, with vinyl edging. The FH seats are finished in blue, and look considerably more sophisticated. Meanwhile, it’s out with yellow, and in with the orange (coral), for the FH16, which once again gets its own

THE NEW VOLVOS’ INSIDE STORY Anyone feeling slightly underwhelmed by the external changes to the new FH, should be slightly happier when they climb inside the truck. Volvo hasn’t gone overboard, but it is a considerable improvement over its predecessor.

But the big winners here are the FM and FMX, which now both feature modified versions of the FH interior. Digital screens are the icing on the cake.

The FM cab isn’t only kitted-out to a high level, but it’s one cubic metre larger too. While the engine hump has grown very slightly, it isn’t obtrusive, and in fact the cab feels considerably more spacious than its predecessor. This is presumably

A 23cm touchscreen, which will be standard on FM, FH and FH16 in Australia, provides infotainment and navigation information, and camera monitoring.

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The FM cab isn’t only kitted-out to a high level, but it’s one cubic metre larger too.

While it’s slightly enhanced the FH/FH16, it represents a massive improvement for the FM/FMX. Directly in front of the driver in all four models, is a new 30.5cm digital display, which can be configured in one of four different ways. Meanwhile, a 23cm touchscreen, which is standard on FM, FH and FH16 in Australia, provides infotainment and navigation information, and camera monitoring. In addition to controlling it by touch, the screen can be operated by voice control or via buttons on the steering wheel.

The gear lever, which is still located beside the driver’s seat, has been redesigned. Volvo says its smaller dimensions will make it easier to walk around the cab, but I can’t see that it will make any difference. The economy, standard and performance modes are all

distinctive trim. I can certainly think of worse places to self-isolate!

The new Volvo range is set to be launched in Australia towards the back end of this year, but the COVID-19 global pandemic may affect launch timings.

The cup-holders in the centre of the dashboard are permanently open.

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SHOW SEASON SQUEAKS IN BEFORE PANDEMIC

Just before the coronavirus pandemic hit America’s shores, the two main spring truck shows managed to get the new year’s news out. Both the Atlanta-based Technology and Maintenance Council and the Indianapolis Work Truck Show played to record crowds and saw more than 25 press conferences covering new medium-duty vehicles, new telematics platforms, aerodynamics packages and – of course – electric vehicle announcements.

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ikely to be the most significant is the all-electric Ford Transit fullsize van which debuted at the Work Truck Show but won’t go on sale in North America till 2022.

It’ll be built in America and the rollout is delayed, giving customers time to learn about all electric drivetrains and their operation. Pluses claimed for electrics include lower cost of ownership -- half or less than internal combustionengined vehicle -- constant uptime, no oil changes, no transmission flushes, and no gas-station visits, said Ted Cannis, Ford’s global director of electrification. It will be available in all Transit configurations including cargo van, cutaway chassis and chassis cab, all on three wheelbases and three roof heights, Other benefits for the upcoming model include no noise and the ability to be used inside buildings.

Along with the exciting upcoming electric Mustang, which is claimed will accelerate to 60 mph is 3.6 seconds, Ford Mack is back in medium-duty with the conventional MD with Cummins B6.7 power.

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is zeroing in on a 25 percent reduction in carbon emissions by 2025, to be carbon neutral by 2035 and to have a zero emissions fleet by 2050, said Cannis.

Across the isle from Ford, Ram Trucks was lauding the features of its panel van which is a rebadged Fiat Ducato, another European transplant that has moved the American panel van into the 21st century.

In America, the van is the Ram Promaster and it is in an increasingly important market segment, especially with the growth of e-tailing and its accompanying last-mile delivery.

According to Dave Sowers, head of Ram vans, the Promaster has a class-exclusive front wheel drive and offers a variety of cargo lengths. Significant comfort and safety improvements for 2020 include forward collision monitoring and active braking, blind spot monitoring to the side and to the rear with companion feature of rear cross-path vehicle detection. Especially appropriate for the long wheelbases and high roofs of these vans, for 2021 the Promaster gets crosswind assist and a digital rear-view mirror that Ram says makes driving a big van more like a car.

On the pickup side, the higher payload 2500 and 3500 Ram diesels now feature up to 1,000 pounds-feet of torque from the B6.7 Cummins, more than two and a half times the output of the diesel when it was first introduced in 1989.

Over at the Cummins stand, the

Workhorse C650 is new all battery electric for last-mile e-tailer deliveries.

company was trumpeting news about that venerable B series which has been around in different displacements and generations since 1984. The latest announcements centered around natural gas derivatives that meet ultra-low emissions targets in North America. These and Cummins ISL and ISX12 natural gas engines now exceed even California’s 0.2g limit for NOx in preparation for the anticipated 2027 federal limit which may be as low as 0.02 g of NOx. Isuzu broadens its offering of petrol engines to GM based V8s of 6.0 and 6.6 liters.

To the transport companies and truck drivers keeping Australia moving, we say thank you.

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Isuzu is taking a totally different tack with expanded petrol engine options for its low cab forwards that are popular with landscapers and roll-off recovery truckers. The petrol option saves on the initial price of its light duty trucks and for low mileage operations represents a low cost of operation option. Or options, as there are 6.0 and 6.6 litre V8s with 311 and 350 hp respectively.

The Work Truck Show was the first public viewing of the new, downsized Mack medium duty model, MD. It is the first Mack in medium duty since Mack ceased production of the Freedom cabover, based on the Renault Midliner.

The MD, however, is a conventional two-axle powered by Cummins B series engines from 220 to 300 hp. Mack said that the model was introduced to satisfy dealers who want to be able to offer customers a one-stop-shop for mediumas well as heavy-duty Mack models. As a new introduction, the MD’s hood draws styling cues from the Anthem model that debuted to much acclaim three years ago.

One of the more eye-catching vehicles

at the Show was a new all-electric walk-in van from Workhorse. A companion to the C1000 van, the new glass fibre bodied C650 is a slightly smaller but more attractive 18.5 cubic metre cargo van for last-mile deliveries. Workhorse C-Series vehicles are powered by a modular battery pack system, which provides between 35kWh when equipped with two battery packs and 70kWh in its standard four pack configuration.

The floor of the entire vehicle is low which allows easy in and out access for the driver. This feature also increases the usable volume for packages in the cargo area.

Also included in the launch of the C-series is a proprietary telematics system developed by Workhorse and introduced as Metron. This multi-platform application allows for tracking and monitoring the performance of all Workhorse vehicles in a fleet. It collects the data needed to optimize route planning and monitoring maintenance and fuel costs throughout the life of the vehicles.

A feature of both the TMC and

Work Truck shows was the number of trailer aero devices that have become available. They come at a time when the original rear-extending Trailer Tail has been phased out of production by Stemco, which acquired the product from its original developer. The most comprehensive package comes from Michelin which has taken a very technical approach to the problem rather than the origami-like folding-out panels of the Trailer Tail.

In the Energy Guard system by Michelin, highly resilient side skirts are featured along with drag reducing trailer end fairings that turn the air into the space behind the doors. These are complemented by a roof rear edge fairing that also spills air into the same space. A highly innovative wake reducer mounts across the rear doors and there are aerodynamic mud flaps which are highly engineered louvers for minimum drag.

As part of the system development, Mesilla Valley Transportation -- one of the nation’s most fuel conscious fleets -- completed fuel testing and Michelin Aero-X Freightliner features FlowBelow tandem aerodynamic panel for three per cent savings.

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confidently predicts the system can leaad to a 7.4 per cent fuel economy improvement at a steady 100 km/h. And unlike the earlier Trailer Tail, there’s no maintenance or driver interaction.

it and controls it through its batteries and electronic controls. In drive mode, the electric axle draws from the batteries to give a full 6x4 drive configuration that is transparent to the driver. The idea

Dana is the first into production with its e-axle for medium-duty battery electric trucks.

Also front and centre at both spring shows was electrification of all types of vehicles and components. Dana announced it is starting production of its e-axle. Designed for medium-duty truck and bus applications, the e-S9000r is based on the proven and widely specified Spicer S110, S111, and S130 rear drive axles, and is engineered as a fully integrated e-axle, including a gearbox and motor. The eS9000r can be incorporated into most existing chassis, reducing driveline complexity while allowing batteries to be located between the frame rails to simplify truck body positioning. The eS9000r axle also incorporates Dana’s electronically controlled parking pawl system.

Dana says it is the first to market in North America with this e-axle classification and is the only supplier with the in-house capability to manufacture all components of the system, including the gears, axle, motor, and inverter.

Dana also showcased at its booth its innovative partnership with Hyliion in the aftermarket conversion of prime movers to hybrid operation by the substitution of an electric drive axle for a mechanical one.

Effectively Hyliion replaces the second drive axle in a tandem with a Dana axle that incorporates a motor/generator on the nose of the differential. In operation, the electric axle generates electric power through regenerative braking and stores

has been around for several years but Dana’s involvement has pushed it to the point where the first three sleeper units are to be delivered to Penske Truck Leasing, which is taking a leadership role in electrification. Currently Hyliion is converting 6 x 2 chassis by removing the lifting tag axle and replacing with the electric drive. The company is hoping that through the Dana connection, trucks will be built with the electric axle on-line then be shipped for the batteries and electronics to be assembled in its own plant in Pittsburgh, Penn.

The trucks are equipped with full aerodynamics packages by FlowBelow around the drive axles and they are zeroing in on sleeper prime movers as the batteries double as electric APUs for climate control during driver hours shutdown periods.

Finally, addressing a very personal issue for me, I focus your attention on the Automated Landing Gear Deployment and Retraction Technology by AIRman products. Their press release says “AIRman’s patent-pending device eliminates the manual cranking required to raise and lower a trailer’s landing gear, thus reducing driver exposure to a variety of musculoskeletal injuries, including damage to shoulders, knees, the back and upper body.” For me it has always been a case of smiting myself in the head when spinning the landing gear crank with a couple of fingers to rapidly raise the legs.

You get it spinning only to whack yourself in the head with the handle.

AIRman’s solution is to put an air motor on the cross-shaft between the landing legs and drive them up and down with this. It is by far the simplest automated landing gear system I have seen and it can be OE supplied or retrofitted in less than an hour. I guess I could learn to stay out of the way of whirling handles, but I never have. And this does seem like a great labor-saver as well as safety technology and one that should please a whole lot of drivers.

Penske Truck Leasing is to take delivery of three Hyliion hybrid tractors during 2020.

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ALEMLUBE 50 YEAR ANNIVERSARY

From humble beginnings at St Leonards in Sydney Australia, Alemlube has grown to be one of the leading, if not the leading supplier of lubrication equipment in the country.

In 1970 Ian Williamson, at the age of 43, saw an opportunity and with an entrepreneurial spirit Ian set up shop close to St Leonards Station, in an area which is now primarily retail space and high rise residential apartments, as the NSW distributor for Alemite products.

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At the time Alemite products were being manufactured in Chicago USA, Newcastle England and in Adelaide, under license by Clyde Apac.

In the 50’s and 60’s a large number of new service stations were being built with those new service stations typically having workshops or as they were known at the time Lubritoriums.

Old oil company brands like Amoco, Golden Fleece, Esso and Ampol usually had Tecalemit, Alemite or Aro oil and grease pumps, hose reels and control valves in their then state of the art workshops.

Also at the time there were a lot of Alemite 70:1 ratio grease pumps at the BHP steel manufacturing facilities in Newcastle NSW and Hastings VIC and Australian Iron and Steel in Wollongong NSW and the resupply of new equipment and spare parts to keep the grease pumps operative in what was extremely harsh and demanding operating conditions effectively provided the base for a new business venture.

Oil mist lubrication systems at Comalco in Yennora NSW and the Caltex refinery at Kurnell also in NSW needed to be replaced, commissioned and maintained and that the fledging company then known as Alemite Lubrequip did.

Business was steady thru the 70’s and 80’s and things started to ramp up in the early 90’s with Dunlop Industrial Sales coming onboard in 1992 inviting Alemite Lubrequip to be their lubrication equipment MRO supply partner: their first national key account.

Another milestone in the 90’s was when the Shell Oil Company placed an order on Alemite Lubrequip for 800 air hose reels to be used on the forecourts of their petrol station sites around the country: at the time the $250,000 order seemed like a gift from heaven.

Slowly the range expanded with grease guns from Germany, drum pumps from Taiwan, plastic covered hose reels from China, lube equipment from Spain, refuelling equipment from Italy, lube systems from Germany and capital workshop equipment from Italy being added to their programme and as they entered the new millennium

Orders placed until end of May 2020 (Distributors included) receive FREE DELIVERY & INSTALLATION in Metro areas Alemite Lubrequip had an offer that closely mirrored and matched the needs of the market.

As to be expected things and the way of doing business changed and in 2000 step by step Alemite Lubrequip started the move from a Manufacturers Rep business model to their own branch model and that change heralded in a new era for the company opening a branch in Brisbane with branches in Perth and Adelaide to follow.

With their own staff, a dedicated, knowledgeable and focused sales team, local stock and local after sales service the company went from strength to strength and when the NSW/ACT and Qld/PNG branches started doing their own in-house light engineering work and put together a team of fitters to do Workshop Fitout and Lube Systems installations, the package that Alemite Lubrequip could offer the market took a big step forward.

That is creating a solutions approach rather than a box in box out offer.

Sadly in November 2007, Ian George Williamson passed away at the age of 81, but today more than ever Ian’s values, style, personality and business ethos lives on still setting the tone and approach that the business is based upon.

THE STORY SO FAR

Since Ian’s passing twelve years ago, two of his sons Ross and Mark now manage the business with the aid of Pam Rodrigues as the third member on the Management Team.

With key supplier Alemite USA, that had no financial interest in the business, about to be sold by an Equity Firm who owned them at the time, after 40 years being known as Alemite Lubrequip, a name change was in the wind.

Viewed internally as an opportunity to more clearly define the business and brand by the end of 2010 Alemite Lubrequip had changed its name to Alemlube and any confusion and uncertainty in regard to the relationship between Alemite USA and Alemite Lubrequip Australia was no more.

The scene was set for the company to grow and present itself without the shadow and dilution of the Alemite brand and an unpreceded period of growth followed.

In 2011 the company established their New Zealand subsidiary, Alemlube Ltd NZ, which today is an integral part of their go to market strategy and in 2014 when another opportunity arose the company acquired Tecalemit, as based in Adelaide, with its proud history in Australia going back 80 years to 1940.

What makes a company successful, what is the difference between companies that come and go, companies who emerge but then stagnate and companies that make their mark, companies that stand the test of time and companies that provide a service and offer that works?

As Ross recently stated “For sure it is in part about having the right supply partners, for sure it’s about having good business acumen, for sure it’s about being positive and looking for and being open to opportunities as and when they arise, in part it’s about good luck and being in the right place at the right time but more than anything else it’s about the team”.

in passenger vehicles around the world have on oil companies and the likes of Alemlube?

Mark who is responsible for the Sales and Marketing side of the business commented “Of course only time will tell but if Alemlube and its staff keep true to our core values in the future as we have in the past, if we keep abreast of changes in technology and developments in the marketplace, if we stay flexible and embrace change and if we keep focusing on the needs and requirements of end users in the industry and the distributors with whom we work closely, hopefully the next 50 years will be as rewarding and successful as the past 50 years”.

“We’ve got a strong brand, a sound business culture and a solid platform and that combined with an optimistic approach should be enough to deliver a bright and successful future for our 100% Australian Family Owned Business” Mark added.

The team at Alemlube takes the opportunity to thank and acknowledge our supply partners, our customers, both direct and indirect, and our staff both current and past for the confidence that you have shown in and the support you have provided to our company, going all the way back to April 30,1970.

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“It’s about having the right blend of people with complementing skill sets, it’s about trying to keep that team cohesive, united and together and it’s about creating a culture where the staff’s input is asked for and valued” Ross who looks after the Operations, Purchasing and IT components of the business said recently.

“Of course as a company gets larger and the communication lines expand that’s easier said than done but if everyone feels empowered, valued and engaged it goes a long way”.

How does the next 50 years look, where to from here and what impact will electric or hydrogen driven motors

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TECH KNOW

LIVING WITH AEB The trucking industry is going to have to learn about living with AEB, when it becomes a required system on trucks.

T

he government is proposing to require autonomous emergency braking (AEB) to be fitted to all new model trucks by November 1 2020 and to be fitted on all new trucks sold in Australia by November 1 2022. The ADR in development will be based on the European UNECE 131 specifications.

A truck colliding with a car is almost always going to see the occupants of the car coming off worse, no matter who is to blame for the collision. The idea behind this latest move from the Department of Infrastructure is to find a technological solution to an ongoing problem, a way to reduce the death toll on our highways.

The fact of the matter is, in fatal crashes involving a truck, the other vehicle is at fault in up to 83 per cent of the time. Due to their size and weight, trucks have longer stopping distances than cars. As a result, fewer fatal accidents involve a car colliding with the rear of a truck, but there are many more with the truck rear ending the car.

The Regulatory Impact Statement

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DIESEL May-June 2020

published by the Department of Infrastructure in the run up to this proposed legislation tells us Australian research has found that AEB systems

Scott Simpson, Senior Product Manager Volvo Group Australia.

meeting the requirements of UNECE 131 could, ‘alleviate or reduce the severity of almost 15 per cent of all Australian heavy vehicle crashes, predominantly those involving a heavy vehicle impacting the rear of another vehicle’. The figures also suggest that in such collisions, truck AEB reduces all forms of trauma by up to 57 per cent.

AEB in Europe became mandatory in Europe in 2013. The process of getting the technology introduced here had to follow a logical path. Working towards the mandating of AEB has had to wait for the other supporting technologies of Anti-lock Brake Systems (ABS) and Electronic Braking Systems (EBS) to be mandated across Australia.

Running something like AEB without ABS or EBS would be impractical. AEB needs these technologies to guarantee the stability of a combination under the severe conditions of automatically generated braking by AEB systems. An AEB prime mover with dumb trailer will often only activate the engine brake not the emergency brake.

DIESEL WORKSHOP

HOW THE SYSTEM WORKS The truck uses a radar system, sometimes aided by a forward facing camera to detect vehicles or obstacles in front of the truck. The radar is good at measuring relative speed and distance, while the camera, which is not used in all of the systems on the market, can see the shape of the object and whereabouts on the road it is. The camera helps the system to avoid a false positive.

The computer system on the truck uses all of this data to analyse the situation. Alongside this, it also monitors the information it gains from the CANbus about how fast the truck is going, estimated mass of the combination, what the driver is doing, accelerator and brake position.

This data is brought together to constantly monitor the situation. If the AEB calculates there is likely to be a collision, this sets off a series of actions on the part of the truck systems. The first port of call is to alert the driver to a potential problem ahead.

“It’s not about slamming the brakes on, because there’s something in front of you, it’s actually trying to avoid the accident it thinks may happen,” said Scott Simpson, Senior Product Manager Volvo Group Australia, explaining the technology at the TMC. “It has visual and audible warnings.

One thing it is important to remember is that you need to have ABS or EBS trailers

“THIS DATA IS BROUGHT TOGETHER TO CONSTANTLY MONITOR THE SITUATION. IF THE AEB CALCULATES THERE IS LIKELY TO BE A COLLISION, THIS SETS OFF A SERIES OF ACTIONS ON THE PART OF THE TRUCK SYSTEMS.” coupled onto the prime mover.

“The visual can be done in a couple of different ways. Either a light in the dash or through a heads up display onto the windscreen. It depends on how the truck is configured. The audible alarm will simply go off in the cab, so that the driver gets a warning.

“In the Volvo the first visual warning is a red light across the top of the dash. The second warning sees a flashing heads up display alert come up as well as an audible alarm. Then we go into the pre-brake stage, which brings up both warnings again as it starts to apply the brakes.”

By starting to apply the brakes, it is hoped this will alert the driver to the situation and prompt them to act. This next stage in the process sees the system start to really intervene. It will start to put the brakes on, if it has not seen the driver take any action as a result of the warning.

This action could be turning the steering wheel, applying the brakes or applying the accelerator to try and steer out of the way.

“All of this takes place before we go to the final stage where it applies all

of the braking capacity to enable a full emergency stop.” said Scott. “It is possible for the truck to brake down from 80km/h to 12km/h in four seconds.

“Although the headline here is about the emergency braking, but it’s not just about that. It’s about the driver being warned and getting them to take evasive action, before emergency braking is needed.”

The AEB can sometimes be aided by a forward facing camera.

TECH KNOW

A SIMPLE SOLUTION

TO AN AGE-OLD PROBLEM

T

ech Know has been talking to Nick Schubert, who runs Schubert Haulage, where he has started using a simple solution to an age-old problem, for the last few years and has seen a serious reduction in trailer brake wear.

For many years the ASET Engineering owner, Ken Pitt, had been frustrated at the amount of brake shoes that were quickly going out of alignment and being prematurely replaced. After a few years of experimentation an effective solution was found, by Ken and his team, the Tru-Shu. The Schubert Haulage fleet uses semi trailers and B-doubles. There are seven prime movers and 15 trailers, tippers and flat tops. They work out of the company’s base in Langhorne Creek, close to where the Murray River is supposed to meet the ocean in South Australia. Much of the operation’s work is seasonal, varying Before Tru-Shu.

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DIESEL May-June 2020

between wine grapes, grain, fertiliser and hay.

“Because the brake drum is enclosed one side and open the other side, when they get worn they go cone shaped,” says Nick. “Because it’s cone shaped the shoes just walk out the side of the drum.

It was just frustrating, the longer it goes the worse it gets, because the shoes just get more worn.

“It’s been an age-old problem and I never had a solution to it. Then I was taking to Ken and saw what he had done on his trailers. I thought it was ingenious and cheap. Now, I will not do anything to a trailer without fitting the Tru-Shu on them. I don’t put brakes on a trailer without them.

“As we change brake linings, they do not go back on without Tru-Shu. I have spares sitting here in my workshop. When a trailer comes in the Tru-Shu gets fitted.

Using the fitting, the drums last longer, the After Tru-Shu.

brake shoes sit nice and square and work properly and it’s just a simple solution to an old problem. They’re so simple and you can re-use them over and over again.”

The uneven wear on brake shoes has been a common problem in the industry as any workshop which maintains vehicles or repairs brake defects will tell you. The cost was unacceptable to Ken as he reckoned the cost of replacing each one to be well over $1,000, not including down-time.

On occasions it can be a much greater cost and safety issue as the S-cam can come loose and smash into the drum bolts, disintegrating them onto the road and rendering that brake entirely ineffective.

The final result of Ken and his team’s development work is the product now known as Tru-Shu. A patented, tested and engineer-approved solution to a decades old problem.

DIESEL WORKSHOP

IMPROVING SAFETY FOR OUR

HEAVY VEHICLE DRIVERS

W

e tend to envisage truck drivers as endurance warriors, however, the reality is that they are subject to greater safety and health risks than any other occupation.

When you delve a little deeper into the statistics it’s quite confronting. During the 12 months to the end of September 2019, there were 206 fatalities from 185 incidents involving trucks and buses.

Even more alarming is that road and rail drivers accounted for 24 per cent of all worker fatalities in 2018, making it the occupation most at risk of fatality.

It’s statistics like these which have spurred Safe Work Australia to put the transport, freight and logistics sector under the microscope with the aim to reduce injuries and deaths over the next three years.

There are several root causes as to why truck drivers are so susceptible to accidents; fatigue caused by shift work, driving vast distances under pressure, lack of truck stops, patterns of casual employment and pressure from the host organisation to deliver on time are just some of the factors attributing to these accidents.

TECHNOLOGY TO IMPROVE SAFETY According to the 2019 Telematics Benchmark Report by Teletrac Navman, these issues are recognised as the chief compliance concern among trucking and fleet companies.

Fortunately, new technology, namely telematics, is helping reduce the likelihood of accidents by reducing some of the common causes including reducing speed and driver fatigue.

Telematics can best be described as a highly intelligent computer embedded in your truck that is reporting on every little detail – from idling and speed, drive times, excessive braking and more. All this information is gold to trucking fleets who are now reaping the benefits and not only improving the safety of their drivers but reducing operational costs.

The use of telematics among trucking fleets, in the Navman survey, increased by 13 per cent in 2018 and the

integration of technologies and systems was the top investment area needed to improve driver safety. The areas of most interest to these organisations were vehicle tracking, speed, hours of service and distance driven.

DRIVER BEHAVIOUR MONITORING Hummingbird Electronics – based in Williamtown, NSW – is a company dedicated to developing innovative products that improve safety and efficiency for their operators. The trucking, fleet and transport sector are reaping the benefits from their products, which are being used to reduce accidents and protect operators to great effect.

Hummingbird also specialises in designing and manufacturing products for specific individual customer needs.

Where it can be established that there is a market for a new product, it is designed and manufactured in Australia, using in-house and outsourced resources.

An example of this tailored innovation is a collaboration between Hummingbird and Navman Wireless who worked together to introduce a driver behaviour monitor module to an existing Navman product.

The Hummingbird configurable force monitor had been traditionally used to highlight harsh braking, accident and rollover. With development work between Hummingbird and Navman Wireless, they were able to add additional functionality in the form of harsh acceleration and cornering which when combined, create a product that ultimately promotes safe driving.

AUDIO WARNING SYSTEM Another innovative product which was devised following an incident on the Sydney Harbour Bridge is the Audio Alert System.

In this example, a bus driver was stuck in peak-hour traffic and was suddenly faced with a range of flashing lights and buzzers on his dashboard. Oblivious to their meaning, the driver ignored them.

As smoke filled the bus it became clear that the bus was on fire. Fortunately, all

the passengers and drivers escaped unharmed.

The result had the potential to be disastrous and led to the development of Hummingbird’s Audio Alert System, which presents clear verbal messages that improve on the incumbent warning lights and alarms as highlighted in the bus incident.

These messages can be tailored to an endless amount of options and could include warning messages such as ‘have you done your pre-start check?’, ‘please fasten seatbelt’, ‘apply handbrake’ and ‘dangerous speed limit exceeded’.

LIGHT AT THE END OF THE TUNNEL Despite the risks associated with truck and vehicle driving there is light at the end of the tunnel. The combination of new, exciting technology and a focus on safety

by Safe Work Australia suggest the freight and logistics sector is entering an era of positive transformation.

Companies such as Hummingbird and Teletrac Navman are at the forefront of developing these technologies which are not only limited to the trucking sector but other industries such as agriculture, mining, civil and equipment hire.

Hummingbird Electronics offer a range of products aimed at improving safety and efficiencies for both vehicles and operators.

For more information on how they can help overcome safety issues in your fleet visit hmbe.com.au or call 1300 155 541.

www.dieselnews.com.au

63

TECH KNOW

LOCKING THE DIFFERENTIALS AND IMPROVING TRACTION We all think we know how to cope in low traction situations, but how much do we really know how to go about locking the differentials and improving traction? The team at Meritor have come up with some straight forward guidance to avoid confusion.

W

hen looking to overcome poor traction conditions, we need to understand just what is built into the differentials in the drive axles.

In a low traction situation, there is a danger either of the wheel ends may lose traction, causing spinout and damage to components. The DCDL and the IAD are designed to overcome this issue and keep the truck moving.

The Driver Controlled Differential Lock (DCDL) locks the main differential allowing equal torque applied to both driving wheels on the same axle. The lock position maximises traction to both wheels on the same axle and protects against spinout damage to the main differential.

Activating the DCDL: 1. D riving on a good traction surface, without the wheels spinning at different speeds, slipping or losing traction, flip the DCDL control switch to the ‘LOCK’ position while remaining under 40km/h.

Prior to driving on unfavourable road conditions.

2. L et up momentarily on the accelerator to relieve torque on the gearing, allowing the DCDL to lock.

3. When the DCDL is activated, the indicator light will be on and there may also be an audible signal.

4. When the DCDL is fully locked, the vehicle will ‘understeer’ when making

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DIESEL May-June 2020

turns. Proceed cautiously over poor road conditions, NEVER exceed 40 km/h, and use good driving judgment.

To de-activate the DCDL: 1. O nce you are back onto a good traction surface, flip the DCDL control switch to the ‘UN-LOCK’ position while staying under 40km/h.

2. L et up momentarily on the accelerator to relieve torque on the gearing, allowing the DCDL to Un-lock.

3. When the DCDL is de-activated, the indicator light will be off and or the audible signal will switch off.

An Inter-Axle Differential (IAD) works in a similar manner to the main differential except it splits the torque equally between the two axles of a tandem, rather than the two wheel ends of an axle. The IAD Lock can be applied at any safe speed (assuming both axles are rolling and that spinout has not started to occur) and/or remain engaged for long periods of time at any safe speed depending on road and weather conditions.

Activating the IAD: 1. M aintain vehicle speed while on good a traction surface.

2. F lip the IAD switch to the ‘LOCK’ position then let up momentarily on the accelerator to relieve torque on the gearing.

3. The inter-axle differential lock will engage. Proceed to drive cautiously.

To De-Activate the IAD: 1. M aintain vehicle speed while on a good traction surface.

2. F lip the IAD switch to the ‘UN-LOCK’ position then let up momentarily on the accelerator to relieve torque on the gearing.

3. The inter-axle differential lock will disengage. Proceed to drive cautiously.

USING THE DCDL AND IAD AT THE SAME TIME The DCDL works in conjunction with the IAD Lock to provide maximum possible traction when needed. The IAD Lock ensures there is maximum traction potential for both the forward and rear drive axle.

Locking the DCDL on each axle ensures maximum traction at each wheel end of each side.

When approaching poor traction conditions, first engage the IAD switch. As conditions worsen and when vehicle travel speed is 40 km/h or less, the DCDL lock can then be engaged for added traction When the DCDL is locked, the vehicle’s turning radius will increase, due to ‘understeer’. The driver must use caution, good judgment and drive at low speeds when operating the vehicle with the DCDL locked.

In a tandem drive axle the IADshould be in the lock position prior to engaging the DCDL.

DIESEL WORKSHOP

MONITORING FATIGUE AND DISTRACTION Many trucking operators are biting the bullet and using technology as a way of monitoring the road ahead, essentially giving the driver an extra eye that’s watching the road for when they aren’t.

A

s the sophistication of electronic monitoring technology ramps up and proves it can deliver consistent results, more and more operations are looking into its dayto-day use in their truck fleets. One of the operations which has embraced this technology is Jim Pearson Transport, which has been using the Mobileye 6 system in its fleet for some time.

Jim Pearson Transport is a well known operation on the Eastern Seaboard, operating since 1978. Employing 350 staff, the operation prides itself on utilising new technologies, including specifically designed software for its operations and real time satellite tracking.

Operating out of five different locations: Sydney, Brisbane, Taree, Port Macquarie and Grafton, the operation comprises of a fleet of over 200 prime movers and more than 380 B-double trailers, with drop deck, high cube and straight deck tautliners and refrigerated vans.

“We have been using the Guardian System in our trucks for some time as a way of monitoring fatigue, but distraction is another problem,” says Jim. “I think

distraction is becoming a bigger issue than fatigue.

We have put the Mobileye 6 system in all of our trucks now.”

Mobileye 6 is characterised as an Advanced Driver Assistance System (ADAS) with a single forward-facing camera constantly scanning the road ahead, monitoring other vehicles, motorbikes, bicycles, pedestrians, lane lines and road edges. Mobileye is an Intel company, which has more than 20 years experience in the field of ADAS, currently supplying over 27 OEMs that include Volvo, Scania and MAN. It uses algorithms to interpret a road scene and provide real-time feedback to the driver. In potentially critical situations, it delivers immediate alerts, giving the driver more time to react and avoid the collision or, at least, reduce the severity.

The function of the Mobileye system is to bring the driver’s attention back to the task at hand. Helping combat any effects of fatigue and distraction, such as leaving the lane or approaching a vehicle ahead too quickly.

Fleetsafe worked with Jim Pearson to tailor the system to suit his fleet’s specific requirements. This included sensitivity and volume adjustments to get a solution that is effective while being the least intrusive to drivers.

As part of the integration of Mobileye into the truck, it uses the existing seat-shakers, which are fitted in the trucks trucks as part of the Seeing Machines

hardware. Fleetsafe also sought to minimise disruptions to the fleet’s operation by training an internal technical team in how to install the equipment. This has allowed the operation to fit the Mobileye 6 as time permits and when vehicles are off the road.

THE MOBILEYE SYSTEM CONSISTS OF FIVE FEATURES: • Headway Monitoring and Tailgating Warning gives the driver constant realtime indication of the distance to the vehicle or motorcycle ahead and will issue a tailgating alert if the distance becomes too close.

•F orward Collision Monitoring calculates the relative distance to the vehicle or motorcycle ahead and will issue both a visual and audible warning of an impending collision. Up to 2.7 seconds ahead.

• Pedestrian and Cyclist Collision Warning distinguishes vulnerable road users and will issue both a visual and audible alert of an imminent collision with a pedestrian or cyclist up to 2 seconds ahead.

• Lane Departure Warning will warn the driver with a visual and audible alert if the vehicle’s wheels unintentionally cross the lane or shoulder lines without the use of a turn signal.

• Speed Limit Indication reads posted, temporary and electronic speed signs and can alert the driver when exceeding the posted limit.

www.dieselnews.com.au

65

TECH KNOW

DISC BRAKE INSPECTION GUIDE While certainly not new, air disc brakes are a quickly growing portion of the heavy vehicle braking systems, this is a disc brake inspection guide covering the basic principles.

C

ompared to drum brakes, disc brakes are not as durable in off-road or dirty environments and require more frequent maintenance inspections in these applications to detect contamination or damage before it causes severe problems.

NOTE: The following inspection items are general in nature. It is important to always refer to the original equipment manufacturer’s specifications.

BRAKE PADS Both the inner and outer brake pads should be individually checked for wear at the top and bottom. The minimum thickness of the friction material is 2 mm.

Therefore, consider the trailer service schedule and usage to ensure that there will still be adequate friction material until the next planned service check.

Compare the thickness of the friction material between the top and bottom of the same pad. The difference should be

less than 2 mm. If not, replace the brake pads and inspect the guide pins and calliper installation. Excessive and tapered brake pad wear may occur if the callipers are incorrectly positioned, left to right.

WABCO PAN 19 and PAN 22 callipers have direction arrows that point in the direction of wheel rotation. If the arrows become hard to see, note that wheel rotation is from the long guide to the short guide. Hendrickson MAXX22T callipers have permanent cast arrows and are designed to prevent incorrect installation.

Compare the thickness of the inboard and outboard brake pad friction material. There must be less than 3.5 mm difference in thickness. If there is a difference in pad thickness then check for anything that could restrict calliper movement, such as seized or sticky guide pins, a tight air line or stretched wiring to the pad wear sensors. Replace pads as part of the repair.

Check the brake pads for damage

or fragmentation.

Minor damage at the edges is acceptable but replace the pads if major friction material damage is found.

Check brake pad spring clips for condition and tension. Failed clips can allow pads to wear unevenly and dislodge.

DISC ROTOR Visually inspect rotor for heat discolouration, contamination, scoring, runout and large or continuous cracks.

Mark rotor and turn through one complete rotation to inspect the entire the braking surface.

Measure rotor thickness at 3 points, 120 degrees apart to ensure it is wearing evenly. Refer to the minimum thickness specification, which will be stamped into the edge of the rotor.

CALLIPER AND GUIDES Carefully examine the guide pin caps.

Ingress of moisture, through even slightly damaged end caps, will cause the pins to seize.

Inspect adjuster guide pin boots and piston boot for cracks, tears and correct fitment.

Check for lateral movement of the brake calliper. A small amount of movement, less than 2 mm, in the inboard/outboard direction indicates that the brake calliper is sliding properly on its guide pins. If the calliper has no movement or appears to move more than 2 mm, a closer inspection will be necessary.

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DIESEL May-June 2020

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TECH KNOW

BUILD IT AND THEY WILL COME

In the midst of unprecedented events that have beset the global economy, essential services such as trucking and Australia’s construction sector continue to operate, ensuring that things like freight and critical infrastructure remain up and running.

R

eliable transport solutions are always in demand, therefore deliberations will undoubtedly include weighing the advantages of a fit-for-purpose, light-duty truck against that of a utility or van.

The key bang-for-buck considerations for most operators would be payload, drivability, towing capacity, manoeuvrability, efficiency and reliability – all areas where a light truck can comfortably exceed the capacities of a utility or van.

EFFICIENCY FROM ALL ANGLES The purchasing of a pre-bodied lightduty truck, exclusively designed for the application at hand and ready to work immediately, presents a compelling argument in both a practical and a monetary sense.

With pre-bodied truck models, timeconsuming waits in the second-stop shop of custom body builders are eliminated.

The Isuzu Ready-to-Work (RTW) range possesses an added advantage in this area, offering a diverse range of pre-bodied trucks from light-duty Tippers to mediumduty Freightpacks, designed to bring immediate, versatile transport solutions to industries.

Isuzu’s RTW truck bodies are pre-built on the production line in Japan. They’re rugged, factory-backed builds, designed specifically for all manner of trade applications.

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DIESEL May-June 2020

Adding to the upside of a pre-bodied truck is a reduction in the struggle to find skilled truck drivers, as many pre-bodied light truck models (4,500 kg GVM rating) are offered with the option to be driven straight out of the showroom on a regular car licence.

Be it a tipper, a bodied field service vehicle or a fully mobile workshop, prebodied trucks are already a no-brainer for many sectors, such as trade and construction.

THE CHALLENGE: CAPACITY, PAYLOAD, CONVENIENCE The trade and construction industries all require transport solutions that can comfortably store full-length toolboxes and ladders, alongside all the other equipment needed for a full day’s work.

A SPECIFIED SOLUTION: NLR 45-150 SWB TRAYPACK The pre-bodied Isuzu NLR 45-150 Traypack with a short wheelbase presents a fit-forpurpose solution balancing payload and spatial requirements, easy manoeuvrability and efficiency.

The NLR Traypack features a GVM of 4,500 kg and a GCM of 8,000 kg, as well as 110 kW of power @ 2,800 rpm and 375 Nm of torque @ 1,600–2,800 rpm, making this light truck model arguably one of the best fit-for-purpose car-licence commercial vehicles on the market.

Enabling the NLR AMT Traypack’s

payload capacity and power is Isuzu’s ultra-reliable 4-cylinder, 16-valve 4JJ1TCS engine mated with Isuzu’s six-speed automated manual transmission.

These features are bundled in an intuitive pre-bodied format, which comprises a 3.15-metre heavy-duty aluminium tray, integrated load restraint anchor points, removable drop sides and rear tailgate.

These features combine to make the NLR AMT Traypack a powerful, versatile and comfortable workhorse capable of transporting all your crew, tools, materials and equipment to the worksite in one trip.

And safety isn’t taken lightly either. With the inclusion of safety features like driver and passenger airbags, Isuzu electronic stability control (IESC), anti-skid regulator (ASR), and anti-lock braking system (ABS), drivers and passengers can travel with genuine peace of mind.

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TECH KNOW

UNDERSTANDING SIDE UNDERRUN PROTECTION An effective measure that trucking operators can implement to ensure the safety of vulnerable road users when sharing the road with heavy vehicles is Side Underrun Protection (SUP), devices that reduce the chance of a cyclist or pedestrian falling under the wheels of a truck. Australian Trucking Association Chief Engineer, Bob Woodward, explains some of the issues.

T

rucks play a vital role in transporting essential goods to communities across the country, and while we have obligations to keep compliant with truck laws and road rules, there is also a responsibility to ensure the safety of those whom we share the road with.

In urban and metropolitan areas, trucks share the road with not only light vehicles, but also motorcyclists, pedestrians and cyclists.

An effective measure that trucking operators can implement to ensure the safety of vulnerable road users when sharing the road with heavy vehicles is Side Underrun Protection (SUP), devices that reduce the chance of a cyclist or pedestrian falling under the wheels of a truck.

While not required by law, the Australian Trucking Association’s Industry Technical Council (ITC) advocates for the use of SUP devices and has developed a Technical Advisory Procedure (TAP) to guide operators on how they should be installed and maintained.

As development in urban and metropolitan areas continues to grow, we are seeing prime contractors of many projects now mandating that suppliers of transport services provide equipment that is compliant with the requirements of our SUP TAP. They will only become required more and more.

The first edition of this TAP was published in 2010 and provided guidance for trailers only. However, due to increasing demand for enhanced safety protection for vulnerable road users, in 2018 the ITC convened a working group to review the

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DIESEL May-June 2020

existing procedure and expand the SUP references to include trucks and prime movers. This working group consisted of ITC members, representing various parties in the supply chain including operators, suppliers and manufacturers.

The review process included reviewing European regulation R73 before processing the requirements into a workable document that meets Australian operations and conditions.

The updated procedure explains how to design and install this essential safety equipment and includes guidance about how to fit the devices to prime movers and rigid trucks, including construction trucks.

The area of intended protection is primarily the side area of a vehicle where intrusion by a pedestrian or cyclist could result in their personal injury. However, it should be noted that any gap between a truck and trailer may not be able to be fully protected by SUP and could remain a potential risk.

By installing SUP in accordance with our TAP, the installation would be deemed to comply with requirements in UN-ECE R73.

Consistent with the ongoing development of TAPs to keep up with

industry change, the SUP TAP is a document where clarifications or interpretations can be expanded. Feedback on the TAP is always welcome.

Established in 1994, The ATA’s Industry Technical Council (ITC) is the trucking industry’s brains trust that solves issues and saves lives. Bringing together operators, suppliers, engineers and industry specialists, the ITC benefits its members and the trucking industry by raising technology and maintenance standards and improving the operational safety of the heavy vehicle industry.

Technical Advisory Procedures are published by the Australian Trucking Association to assist the road transport industry to improve technical and procedure standards. The TAPs are guides only, and use is entirely voluntary.

Procedures may not be suitable for, or applicable, to all operators. Operators should consider their own circumstances, practices and procedures when using TAPs. To view the Side Underrun Protection Technical Advisory Procedures and others, or to find out more about the Industry Technical Council, head to www.truck.net.au

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