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LOOKING BACK

hey say you should never look back and as a philosophy on life this is a pretty good idea. There is no point in having any regrets and you need to look forward with a positive attitude and take whatever comes along. However, I have been indulging in some looking back and I have found it by turns enlightening, depressing and satisfying. Looking back over opinion pieces I have written for this magazine and its website over the years, has put a lot of things that are happening right now into perspective. Where it is enlightening is when issues that have been a major concern in the past, have blown over. One of these was the proposed return of an RSRT earlier this year. Unfortunately, those particular items are few and far between. What is numerous in the memory banks are those occasions where we identified a problem, suggested solutions and ways for the trucking industry to react to them, but if we look at the situation today the reaction would probably be the same. How many times have we spoken about our concern about the way access is either allowed or not allowed in a random manner across the country? The productivity of the trucking industry is constantly being compromised by something over which it has absolutely no control and, seemingly, even the National Heavy Vehicle Regulator also has very little control. It is frustrating for us as an industry and it is also for frustrating for them as a regulator. Nobody is holding their breath waiting for a satisfactory solution any time soon. Then we have the fatigue regulations, where we have a panel of experts examining the issue and coming up with suggested solutions. Then a new fatigue regime comes along and it works for some people and doesn’t for others. The problem in terms of the fatigue regime is that there are no clear-cut answers to any of the issues. When the experts come up with their decisions, they are based on research, but they are still opinions and the research can be interpreted differently by different parties. It was the problem 10 years ago but it will be, probably, in 10 years time. One thorny issue which seems to have come to light five years ago and has not been resolved is the issue of road charging. Calculations based on the government figures five years ago showed that the amount that the trucking industry was being charged, was much more than the amount money spent to keep the highway up to the standard required for the heavy vehicles. The government was clearly over charging trucking. What did they do? They froze the charges, so they continued to over charge. There is a lot of talk about a new road charging regime but it doesn’t seem any closer now than it did five years ago. We have a driver a shortage, every year we report that the average age of a truck driver has gone up another year. We see plenty of solutions being spruiked and some genuine attempt to improve the skill levels and the qualifications of young people coming into the industry. We see very little political will at the highest level to bring these kind of changes about. It is clearly not a priority for anybody in Canberra to ensure that there is a highly skilled safe workforce behind the wheel of all the trucks travelling on the highways around Australia. As I said at the beginning, maybe looking back isn’t such a good idea.

EDITOR www.dieselnews.com.au

ISSUE 113

Contents STATE OF THE KOREAN ART

People might be surprised by the sophistication of the new Hyundai Xcient prime mover which has recently arrived from South Korea. Tim Giles took the new model for a test drive to see where it sits in the Australian truck market.

50 THE STATE OF THE TRUCKING NATION

SMOOTH OPERATOR

By combining the Quon cab and an 8 L engine, UD Trucks have come up with a smooth operator at the lighter end of heavy duty truck market, Diesel tests one of the new trucks in and around Brisbane.

22 SIX OF THE BEST

Policy around the trucking industry is often defined by the lack of real data being used to create rules and regulations, two reports published this year by Deloitte Access Economics aim to address that problem.

56 GETTING DRIVER TRAINING RIGHT

With many current multi-trailer prime movers sporting 550 or 600hp ratings, is there a place in this market segment for 500hp units? Paul Matthei answers the question.

Truck drivers arrive in the workplace with a truck driving license, but have they been properly trained? Diesel talks to Peter Anderson, VTA CEO, about a new initiative to get proper training for people working in the trucking industry.

BUILT FOR THE WIDE BROWN LAND

Diesel set off from Brisbane bound for Sydney via Tamworth and Dubbo to evaluate the performance of Hino’s all-new 500 Series Standard Cab in the wide-open spaces.

FILLING A VOID

Some 15 years ago Andrew Rowlands identified an opportunity to supply high quality, well priced vacuum trucks to the Australian market.

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Standard Issue 08

NEWS AND VIEWS

Electric Truck Road Charges, Gender Equality, a planned Iveco Sell-Off, Infrastructure Challenges, Flexibility in Fatigue and a Truck Tsunami are some of the topics covered in the our News and Views section.

SAFETY TECH SAVES LIVES

The Australian Trucking Association and government share a target of zero fatalities or serious injuries on our roads, and while we are making process, more needs to be done, writes Bob Woodward, ATA Chief Engineer.

ELECTRIC TRUCKS PROGRESS CONTINUES

It is clearly flavour of the month, every month, at the moment, as every truck manufacturer brings out an electric truck. Even though there are very few actually on the roads today, every manufacturer and a number of new start-ups have an electric truck to show the world.

A TRUCK FIT FOR PURPOSE

No, matter what the freight task one of the most important things is to use a truck fit for purpose. POD finds a company distributing fitness equipment has found exactly that.

THE BRITISH TRUCKING CENTURIONS

Diesel’s European Correspondent, Will Shiers, discovers why 1919 was an important year for road haulage in Great Britain.

30 POWER’S SUPPLY CHAIN FOR BENDIGO Regional towns and cities depend on highly flexible and proactive local distribution operations to keep the local economy moving forward. Diesel speaks to Power’s Country Express in Bendigo about the issues in around regional distribution in Australia. www.dieselnews.com.au

NEWS & VIEWS

ADAPTING THE ROAD USER CHARGE The government is being urged to get serious about adapting the road user charge in the light of the expected growth in electric vehicles. “The spread of electric vehicles through the passenger vehicle (and truck) fleets in coming decades has the potential to substantially alter transport energy use and transport infrastructure, with implications that have to be considered by policy makers,” says a report by the Bureau of Infrastructure, Transport and Regional Economics (BITRE), called Electric Vehicle Uptake: Modelling a Global Phenomenon. The report looks at the likely electric vehicle uptake for each of 22 counties around the world.The resulting models give an understanding of the forces

underlying electric vehicle uptake trends in each of the countries, thus providing estimates of the predicted speeds with which electric vehicle sales will replace sales of fossil fuel vehicles. “As electric vehicles spread throughout the fleet, revenue from various taxes, especially those on fossil fuel such as excise taxes and carbon taxes, will decline,” explains the report. “These taxes are currently used to fund a substantial part of the cost of road construction and maintenance, funding which will have to be replaced.” BITRE also points out that existing tax exemptions from taxes like GST for electric vehicles will become increasingly expensive the faster

they gain market share of new vehicle purchases.The same applies to subsidies for annual vehicle use. The Australian Trucking Association (ATA) has come out and backed calls for the government to begin adapting the road user charge for electric vehicles. “Road users contribute to the cost of roads through fuel duty, and as it stands, electric vehicle owners do not pay for the roads they drive on,” said Geoff Crouch, ATA Chair. “Although the fleet is small, the time to act on road user charging for electric vehicles is now. The report indicates the window for getting light vehicle road user charging right, while the electric fleet is small, is rapidly closing.”

IVECO IS TO SPIN-OFF FROM ITS CURRENT OWNER An announcement has been made by CNH Industrial that, truck manufacturer, Iveco is to spin off from its current owner. The implications for Iveco globally and locally in Australia, where the company still manufactures

Suzanne Heywood, Chairperson, CNH Industrial.

DIESEL November-December 2019

trucks at its plant in Dandenong, Victoria, is, as yet, unclear. According to the statement the spin off is expected to be completed by early 2021. “The spin-off of the ‘On-Highway’ assets (Iveco and FPT Powertrain) will maximise management focus and flexibility, align investment priorities and incentives, better meet respective business needs and optimise the cost and capital structure of each company to drive profitable growth,” says a statement made by CNH Industrial at its New York Investor Day earlier this week.” Under the company’s ‘Transform 2 Win’ strategy, announced in New York, the newly listed ‘On-Highway’ company, with 2018 revenues of $13.1 billion, will comprise the Iveco, Iveco Bus and Heuliez Bus commercial vehicle brands (69 per cent of revenue), together with the FPT Industrial powertrain business (31 per cent of revenue). “The bold plan will lead to the creation of two new global leaders in their respective fields,” said Suzanne Heywood, Chairperson, CNH Industrial. “The Board of Directors strongly supports this ambitious strategy and its confidence is underpinned by the rigorous work undertaken to formulate it.”

IVECO/NIKOLA DEAL Also announced at the New York event was CNH Industrial’s intention to enter into a strategic and exclusive partnership with Nikola Corporation to accelerate industry transformation towards, ‘emission neutrality in heavy duty trucks in North America and Europe through the adoption of fuel cell technology’. Nikola’s zero-emission trucks, powered by proprietary hydrogen fuel cell and battery technology, are expected to be the first to production. The company’s disruptive business model foresees an industry-first ‘allin’ lease rate, which includes vehicle, service, maintenance and fuel costs, providing long-term total cost of ownership certainty at or below diesel costs. CNH Industrial says it will take a $250 million strategic stake in Nikola as the lead Series D investor, comprising $100 million cash and $150 million in services, such as product development, manufacturing engineering, and other technical assistance, as well as supply of certain key components to accelerate the production timeline of the Nikola TWO and Nikola TRE.

NEWS & VIEWS

GENDER EQUALITY IN TRUCKING A report tells us there is a long way to go to achieve gender equality in trucking. It shows the trucking industry lags well behind most other industries in Australia in the number of women involved and in the pay levels women receive in this country. The road transport industry has some of the lowest female representation in the workforce of any Australian sector at 16.9 per cent. This compares with 26.4 per cent for the transport sector as a whole. This is far lower than the all industry average of 46.9 per cent. Despite higher-than-average wages for employees of either sex ($68,000 average wage for women in transport, more than construction, retail or agriculture), the industry has a large gender pay gap, one of the highest of any industry. The Driving Change report from Teletrac Navman takes a closer look at women in transport, one of Australia’s largest

industries, to see what can be done to boost gender equality in the sector’s workforce. The Driving Change report looks deeper into gender equality in trucking and reveals a significant pay gap in the transport sector, with men paid on average 19.5 per cent more than women, making the average difference in renumeration $21,923. This represents one of the largest pay gaps in any industry. For comparison, in the mining sector the gender pay gap currently stands at 16.7 per cent. “I believe that diversity is crucial for success in transport,” said Melissa Strong, People and Culture Manager, Lindsay Australia, and 2018 winner of the Queensland Trucking Association’s (QTA) ‘Trucking Women of the Year’ award. “As the industry changes, we need to bring in new perspectives that will help us navigate the evolving climate more

effectively. That’s why I’m so thrilled to see organisations like Teletrac Navman championing change and encouraging people to take steps towards inclusion and diversity.”

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NEWS & VIEWS

AUSTRALIAN ELECTRIC POWER TECHNOLOGY IN PRODUCTION IN THE US The announcement that Ford are building a 100 per cent electric van using Australian electric power technology in a production facility in the US at the company’s Detroit Chassis Plant, is a major step forward for, Australian electric power specialists, SEA Electric. “This is an exciting step forward for SEA Electric’s global footprint and a positive result for our USA operations who are currently working towards fulfilling several orders in the pipeline,” said Tony Fairweather, SEA Electric CEO. The Melbourne-based operation has marked a turning point in its history with the first Ford F-59 100 per cent electric van going into production at Ford’s Detroit Chassis Plant, Detroit, Michigan, USA. The F-59 EV is being built on a Morgan

Olson Walk-in Van body and will be deployed later in 2019 for delivery routes in the greater Detroit area with a leading package delivery company. The van will be powered by a SEA Drive 120b power-system, which develops 150kW of continuous power and 250kW maximum power, as well as 2500 Nm maximum torque. With a range of up to 220 miles (350km), zero emissions, fewer moving parts and lower running costs, the 100 per cent electric van is designed specifically for short stop-start delivery runs. Charge time for the batteries is four to six hours using a 19.2kW single phase 240V on board charger. “We’re confident the fleet customer will love the overall performance of this

SEA-Drive powered delivery van,” said David Brosky, SEA Electric’s Regional Director North America. “We anticipate a very successful trial which will lead to substantial follow-on orders from fleet customers within the next 6 to12 months.” SEA Electric is involved with developing and assembling 100 per cent electricpowered vans, commuter buses, and light/medium duty rigid truck models using its proprietary SEA-Drive power-systems. In Australia, the company is working with Isuzu and some other truck brands to engineer and assemble SEA Electric power-systems into their models.The company says it has plans underway for an assembly facility in the Latrobe Valley in regional Victoria.

INCREASING CHALLENGES FOR ROAD FREIGHT

The release of the 2019 Infrastructure Australia Audit, called ‘An Assessment of Australia’s Future Infrastructure Needs’ has identified increasing challenges for road freight, including agricultural, regional, urban and non-bulk freight as well as poor planning and congestion, and poor maintenance and limited capacity in regional areas. According to the report released by Infrastructure Australia, the country’s freight task is expected to continue to grow, by another 26 per cent between 2016 and 2026. “Freight continues to grow quickly, congestion on key urban freight routes remains, inconsistent regulation hinders efficiency and key regional bottlenecks

DIESEL November-December 2019

still exist for agricultural supply chains,” says the report. “There has been some progress on key reforms, but they remain incomplete. In 2011 Australian governments agreed to establish a national system of freight regulation, with the establishment of national regulators and progressive transition away from state laws. “Progress has also been made with heavy vehicle regulation, with jurisdictions progressively transitioning to the National Heavy Vehicle Regulator. However progress is slow, and heavy vehicle regulations remain inconsistent and difficult for industry to understand.” In its reaction to the report, the Australian Trucking Association reckons Governments have allowed significant challenges to accumulate, which are now holding back the economy. “Australia needs efficient and productive freight and supply chains in order to minimise costs for businesses and consumers, enable economic growth and improve the quality and cost of living for all Australians,” said Geoff Crouch, ATA Chair. “The Infrastructure Australia Audit found that supply chain costs account for around 10 per cent of the cost of a final product – a cost which is ultimately borne by consumers. “Our current truck laws are an

amalgamation of highly prescriptive laws that vary between jurisdictions. It is critical the current review of the national truck laws produces real change. Meanwhile, although high productivity freight vehicles have been proven to lower costs, improve safety and reduce emissions, their uptake has been discouraged by the time consuming and costly access permit decision making process. “There is a wealth of untapped productivity potential that will not be realised unless governments consult with industry and take serious action.” On a positive note the IA report contends the impact of technology is likely to grow in the freight sector, with automation potentially reducing freight costs into the future. However it also points out that in our cities, which are key centres of demand, supply and the processing of high value and containerised freight, there are bottlenecks in our national supply chains, limiting access to key markets for exporters and increasing costs for consumers. Congestion on key routes, land-use planning that doesn’t consider freight and regulatory constraints on our gateways are common. Agricultural supply chains are also said to suffer from constraints.

NEWS & VIEWS

MORE FLEXIBILITY IN FATIGUE RULES The National Heavy Vehicle Regulator is calling for more flexibility in fatigue rules in its submission to the Heavy Vehicle National Law review being conducted by the National Transport Commission. The NHVR submission says the new law should allow operators with good fatigue safety systems more flexibility to manage fatigue risks. NHVR CEO Sal Petroccitto said the submission to the HVNL Review being conducted by the National Transport Commission suggested better safety systems rather than relying on simply measuring work and rest hours would reduce fatigue related crashes. “Operators tell us reforms to fatigue laws are some of the most important to be considered as part of the review of the HVNL,” said Sal Petroccitto, NHVR CEO. “Last month we met with more than 40 operators and industry representatives at our second Fatigue Safety Forum in Sydney and overwhelmingly operators agreed on the need for change to the current framework and culture. Drivers tell us they feel like they are being hunted for minor administrative errors. “The NHVR believes that prescriptive work and rest hours should still play a role in providing a minimum ‘safe harbour’ for drivers, but that a multi-tiered approach to fatigue risk management

Sal Petroccitto, NHVR CEO.

would allow flexibility for operators who take up additional, new or innovative safety practices.” Effective Fatigue Management is one-ofeight issues papers released as part the review of the HVNL. “Those within industry capable of demonstrating effective driver fatigue risk management should face minimal interference from prescriptive requirements, whereas those less capable in fatigue risk management should face more prescriptive requirements to supplement any shortfalls,” it goes on to say. The NHVR has said its response recommends the following amendments

to the HVNL: • Adopt fatigue risk management as the primary fatigue safety object of the law • Introduce a rule development power to enable the Regulator to develop standards for fatigue risk management, work and rest hours, record keeping and alternative means of compliance • Relocate prescriptive standards for work and rest limits and record keeping into legally binding subordinate standards • Revise retained provisions to correct errors and inconsistencies in law • Introduce a power for no-fault investigations and reporting for building knowledge on the antecedents of heavy vehicle crashes caused by driver fatigue.

NEWS & VIEWS

eACTROS IS IN OPERATION AT LOGISTICS COMPANY

A battery electric Mercedes-Benz eActros is in operation at logistics company Logistik Schmitt, located near Rastatt in southern Germany. Practical testing of the all-electric truck has been carried out in the region over the course of several years now and, as part of this, comparative drives with the eWayBW catenary project are also planned to take place in the Murg valley and surrounding areas. The 25-tonne vehicle runs between the warehouse facility of Logistik Schmitt in Ötigheim and Rastatt’s Mercedes-Benz Gaggenau plant approximately seven kilometres away. Logistik Schmitt uses the eActros instead of a conventional diesel truck for the transportation of transmission housings. In doing so, the eActros with its range of up to 200km, works in a 3-shift operation. “The Mercedes-Benz eActros is now integrated into daily operations by our test customers in Germany and Switzerland,” said Stefan Buchner, Head of MercedesBenz Truck. “Here, the eActros has already covered tens of thousands of kilometres. Even fully-loaded and regardless of hot or cold temperatures, it successfully completes its daily duties. “This spurs us on in our aim to enable locally emission-free distribution with heavy-duty, series-produced trucks from 2021onwards. We are pleased that, together with Logistik Schmitt, we are able to further expand the testing of the eActros. We will

DIESEL November-December 2019

also take the findings of this testing phase and apply them as part of the comparative drives planned with the eWayBW catenary project. First positive feedback from Logistik Schmitt has left us very optimistic.”

THE eWAYBW PROJECT eWayBW is a pilot project for the research of hybrid trucks electrically driven with the help of overhead power lines. On the test route on the B462 between Kuppenheim and Gernsbach-Obertsrot three sections will be electrified with overhead power lines. The specially equipped trucks can draw electric current from the overhead power lines. At the same time, a battery is charged which provides energy for further travel once the truck no longer has contact with the overhead power lines. The operation of such hybrid catenary trucks will be examined during a three-year pilot phase. The project is accompanied by scientific research. Planning, approval and construction of the pilot route will cost 17.6 million euros ($48 million). www.ewaybw.de

PRACTICAL OPERATIONS AT LOGISTIK SCHMITT “As a future-oriented logistics provider, we want to contribute towards enabling our sector to operate in an environmentally friendly way,” said Rainer Schmitt, Executive Partner of Logistik Schmitt.

“With the Mercedes-Benz eActros, we can already drive both quietly and locally emission-free while remaining completely mobile. Practical testing has shown that the eActros is well suited for use in distribution operations like our own. It is reliable, always ready for duty and its range easily covers our required daily distances.”

PARALLEL TESTING Using the further-developed version of the eActros, Logistik Schmitt will also deliver axle components along the 14 kilometres from the warehouse in Ötigheim to the Mercedes-Benz plant in Gaggenau, mainly via the B462. This route is, for the most part, the same as that used for the catenary truck project. The specifications of the eActros will be comparable with those of the catenary truck. This parallel testing of the eActros and the catenary trucks will take place for around one year and will deliver the most important data and findings necessary for comparing both concepts and its use cases. A conventional diesel Actros equipped to the Euro-6 emissions standard and fitted with measuring equipment will serve as a neutral starting point for the comparison of the concepts and will drive along the overhead-lines route. It will then be possible to compare the energy consumption of the electric trucks, batteryelectric and catenary, with the consumption of the diesel truck.

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TRUCKS ON TEST

DIESEL November-December 2019

TRUCKS ON TEST

SMOOTH OPERATOR By combining the Quon cab and an eight-litre engine, UD Trucks have come up with a smooth operator at the lighter end of the heavy-duty truck market. Tim Giles tests one of the new trucks in and around Brisbane.

ver the last year or so there has been a number of test reports in these pages featuring new Japanese truck models designed with traditional Japanese sensibilities, while also utilising componentry sourced elsewhere in the world. The new eight-litre Quon is one such truck, taking the elements from UD which have seen the brand sell well in the 6x4 and 6x2 rigid segments. We have seen Japanese prime movers transformed, and now we are seeing the rigid heavy-duty market similarly changed. The level of sophistication included in the package puts it ahead of the Japanese pack in this segment of the market. Diesel took the new UD Quon eightlitre CD 25 360 out for a test drive including a climb of the Toowoomba range and a trip around the twists and turns in a number of urban delivery locations in Brisbane. This is the kind of work this truck can expect to be involved with in its normal working life. This type of truck is the workhorse of the trucking industry. Twenty years ago, this driver was driving one of this new truck’s predecessors, delivering bread at night around various depots in South East Queensland and Northern New South Wales. Put plainly, the degree of transformation in this new model

compared with the one I drove back then would’ve been unimaginable in those days. The specifications of this truck would blow away any of those trucks being used over two decades ago. This is a 6x2 rigid truck with 357hp (263kW) available under the right foot. The torque is also quite impressive at 1,428Nm (1,055lbft). The engine is a UD GH8, with the basic engine block being a development of the GH7 used in UDs of the past. The stroke has been lengthened to increase cubic capacity to 7.6 litres. This engine drives through what UD calls the Escot VI automated manual transmission (AMT). This is the UD branded version of the Volvo I-shift. The coupling of this slick and easy 12-speed AMT with a quiet and smooth eightlitre engine works well. Make no mistake, this is an ultramodern truck; it has electronic braking system (EBS), and it is fitted with disc brakes all round. The engine brake is quiet and effective and the suspension – parabolic leaf at the front and eightbag air suspension at the rear – gives an exceptionally smooth ride. It has taken some time, but it would seem that the Volvo organisation has found a way to meld the truck traditions from all over the group. Those old UDs, built 20 years ago or more, were

www.dieselnews.com.au

TRUCKS ON TEST

A certain amount of sophistication has been introduced into the design due to the European influence.

definitely built to last and engineered to survive the rough treatment this kind of distribution truck can expect to receive. The difference here is that a certain amount of sophistication has been introduced into the design due to the European influence. This introduction of European sensibility has also made things like fuel consumption more important when putting together a vehicle like this. We have already seen the Quon transformed at the heavier end of the market, but now that same level of sophistication and durability is available in an area where UD has always excelled. The introduction of this new eightlitre engine will also have the effect of improving power and torque, as well

DIESEL November-December 2019

as reducing overall tare weight in this class of truck. This model could be said to have included just about everything a modern truck should have. This means the new Quon is fitted with: Disc brakes, Traffic Eye Brake (Active Emergency Braking), Stability Control, Lane Departure Warning System, Traffic Eye Cruise (adaptive cruise control), Automatic Brake Blending, Easy Hill Start, ABS, EBS, a diff lock (standard on CD or 6x2 models) and a digital reverse camera.

OUT ON THE ROAD Walking up to this truck, it looks familiar but also different. This is a cabin we have seen on larger prime movers for some time, but here it is fitted to a chassis

previously furnished with the smaller PK cabin. Using the bigger Quon cab gives the truck a more substantial look and feel. Climbing into the cabin, the driver is met with a familiar layout. This basic cabin design has been with us for over 10 years, but has been honed and improved over that time. The basic wraparound dashboard is now completely configurable due to the introduction of full multiplex wiring. The AMT controller sits neatly where the manual gearstick once resided and is close at hand. In fact, there is little need to intervene with this controller, apart from the obvious points at which the driver needs to engage drive, neutral or reverse. This particular model has a rear axle ratio of 3.7:1 which means when the truck is doing 100 km/h the engine is running at over 1,800 rpm. This makes the truck ideally suited for running around in the city and suburbs spending most the day on roads at which the speed limit is 60 or 80 km/h. If the truck was expected to do more long highway runs at a 100 km/h cruising speed, then there are alternatives like a 3.3:1 rear axle ratio. Further adjustment can be made by changing tyre size. During the different sectors of the test drive, Diesel noted that the fuel consumption, as calculated by the on-board computer, was lower when running around town than it was when doing a long two-hour stretch on the highway. The truck is fitted with the ESCOT-roll function, however, the number of times it activated itself and neutralised the transmission was small. It must be noted that when driving around the city in stop-go traffic, the AMT was set on Eco Mode, as opposed to Power Mode. There is a risk that urban delivery drivers looking for a bit more poke from the truck might always select Power Mode and, perhaps, adversely affect fuel consumption. Every time the truck is keyed off the system returns to the default, Eco Mode. With the truck fully loaded, this test recorded fuel consumption of around 2.9km/litre on the highway, but was recording 3.3 km/litre in the big city. The eight-litre engine does have a quieter but higher note than its 11-litre big brother. This means the ambient

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TRUCKS ON TEST

The basic wraparound dashboard is now completely configurable due to the introduction of full multiplex wiring.

DRIVER COMFORTS

“WE HAVE ALREADY SEEN THE QUON TRANSFORMED AT THE HEAVIER END OF THE MARKET, BUT NOW THAT SAME LEVEL OF SOPHISTICATION AND DURABILITY IS AVAILABLE IN AN AREA WHERE UD HAS ALWAYS EXCELLED.”

Another innovation on this model, which proves to be very effective, is the introduction of a Volvo Group eight-bag rear suspension. Not only does it calm the truck down altogether, but it also enables better axle articulation, reducing the possibility of hang-ups from the lazy axle at the rear. The combination of the calm cabin, quiet engine and improved suspension both for cabin and for truck, does mean this is a pretty relaxing truck to drive with little to disturb the driver and not much need to intervene most of the time. It is a million miles away from the experience over 20 years ago in this truck’s predecessor. Further relaxation is enabled when the driver engages the active cruise control, a real innovation in this sector of the market. Piggy-backing on the overall Volvo Group’s development of these kinds of systems means that it is

possible to have the latest and greatest in electronic driver aids in a truck which is regarded as simply a basic workhorse in most fleets. It retains its UD identity by being named Traffic Eye Cruise. There is a lot of suspicion about many of these automated systems within the truck driving community, but any time a new version comes out it’s a bit smarter, better able to deal with the nuances of traffic and driving a truck in a number of different conditions. The latest systems are able to deal with stop and go traffic on the highway and make life a little easier for the driver, who has to also be on the lookout for the car drivers all around them. This system being used by UD is one of the later iterations from the Volvo group and proves to be extremely effective. The more recent developments of systems like topographical mapping

noise in the cabin when the truck is driving along the highway at 100 km/h is pretty quiet. The AMT will work hard to ensure that the engine rpm levels are always within the green zone, between 900 and 1,700rpm.

DIESEL November-December 2019

to inform the cruise control settings may not be quite as necessary on trucks like this one which are not spending all day at 100 km/h on the open highway. This active cruise control systems can be annoying if it is not set up correctly. It is important for the driver to realise that to get the best out of this kind of system, they need to actually actively think about how to make it more effective. It is a good idea, when out on the open highway, to set time between the truck and the vehicle ahead as long as possible to ensure there’s plenty of room for overtaking vehicles to move back in. However, when there is more traffic about in urban situations it is better to use a shorter time between vehicles to enable the driver to retain some flexibility and avoid other road users cutting in and filling the time gap themselves. Driving the truck through a built-

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TRUCKS ON TEST

up area where the speed drops from 100km/h down to 80 and then 60, before then going back up to 80 and then on to 100km/h again, it was simple enough just to let the Traffic Eye handle the job itself. The traffic around the truck slowed to the speed limit, so the system followed suit and then accelerated away back up to cruise speed when the truck got back into the 100km/h zone. The new electronics also include things like driver rating scores (NENPI Coach) which can be displayed directly in front of the driver on the dashboard. There are perhaps some drivers who would rather not know how badly or how well they are driving, but this is becoming a common option on many new trucks. This driver was happy to be told that the day’s drive was scored at four out of five. There are also optional extras which come along with all of these electronics. This particular truck has one of them, a phone charging pocket, simply slip the

DIESEL November-December 2019

phone into the pocket and an inductive charger does the rest. The large capacitive eight-inch touch screen information system on the central pinnacle can handle up to five cameras around the truck. There is also a tyre pressure monitoring app which can be loaded into the system and we can expect more of these kinds of functions to appear on systems like this from UD. This system has all of the bells and whistles associated with the latest electronics. This new information system has a lot of potential to be used for many functions within the driver’s scope and other business functions for the operator. This is not a UD version of Volvo’s Dynafleet, rather it is a standalone Australian fitment. For the driver wishing to adjust the main mirrors from the driver’s seat, it needs to be remembered that the control is not where it is often fitted by other top brands, on the door, but is instead a switch on the dashboard itself.

NEW FRIENDS This new truck is going to make UD a lot of friends. It is a light, easy to drive truck and comes with specifications that can match anything else in this segment of the market. The next cab off the rank for UD will be the twin-steer version of this model, which, if this model is anything to go by, should prove to be another attractive option for the Australian truck buyer. UD Trucks has always been a relative niche player in the Australian truck market. There are certain sectors where it has traditionally been strong, but the limited depth of the range has hampered further market penetration. These new trucks – including the 6x2, 6x4 and the forthcoming all-new 8x4 – will enable UD to strengthen its position in areas where it is already selling well, in addition to moving into other areas where it has had minimal success in the past.

OPERATOR PROFILE

SIX

OF THE BEST With many current multi-trailer prime movers sporting 550 or 600hp ratings, is there a place in this market segment for 500hp units? Paul Matthei answers the question.

aving successfully operated a number of V8-engined Scanias over the years, a Melbourne-based operator is now finding the six-cylinder Scania G 500 and R 500 New Truck Generation (NTG) prime movers ideal for a diverse multi-trailer container carting and line haul fridge van operation. The neverending quest for improved fuel efficiency provides the six-pack powertrain with a compelling case. The original question could be seen as a bit misleading really, due to the fact that the torque rating can play a more important role than outright horsepower in determining the suitability of a truck for a given role. To put things in perspective, a popular engine rating for line haul B-doubles is 550hp and 1,850lbft (2,508Nm) of torque. In comparison, Scaniaâ&#x20AC;&#x2122;s G and R 500 variants deliver 500hp and 1,881lbft (2,550Nm) of torque. So, while on paper the 550hp rating might sound more impressive, it is the torque produced at lower rpm that actually hauls the truck up the hill more so than the horsepower. Therefore, all things being equal, with its extra 31lbft (42Nm) of torque delivered between the exceptionally low 1,000 and 1,350rpm

DIESEL November-December 2019

the 500hp Scanias could potentially outhaul their 550hp opponents on a climb. But as the old adage regarding human behaviour notes, perception can be erroneously interpreted as reality and many will continue to believe that higher horsepower equals better performance. This also resonates in the sensory realm whereby a vehicle that makes more noise can be easily perceived to have better performance than a quieter one. This is a factor that has traditionally worked against European trucks in the Australian market, particularly compared with those originating from another part of the northern hemisphere. However, one truck operator who harbours no such convictions, illusion or otherwise, is Nick Apostolovski. Nick, with the help of his wife, Daniela, runs a diverse haulage business called NAD Transport. The work is divided between two companies and consists of container cartage for Owens Transport and refrigerated haulage for Karras Cold Logistics. Based in Melbourne and using an almost all-Scania fleet of prime movers, Nick firmly believes the Swedish marque has played a significant role in the success of the business and he relates

OPERATOR PROFILE

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OPERATOR PROFILE

that his experience with Scania goes way, way back. “When I was a little kid a relative of mine always had Scanias so I guess that’s where it all started,” Nick says, adding that this factor naturally helped steer him towards European trucks when he first started in business. “My background is European and I grew up around European trucks, I really appreciate the comfortable ride. In the last few years in particular Scania has gone from strength to strength.” As the conversation evolves, Nick mentions that his first foray into trucking involved a ’98 model 143 500 Scania Streamline prime mover that he converted into a tipper and dog combination. However, his association with this truck was relatively short-lived. “I didn’t really like the tipper environment with its dusty and muddy working conditions and the fact that when it rains a lot you can’t work,” Nick says. “So I sold that and bought another European brand of prime mover and started doing container work.” It’s a line of work Nick has continued to this day, with two Scanias now doing full-time container cartage for Owens. The other trucks are subcontracted to Karras hauling between Sydney and Melbourne in addition to local distribution work around Melbourne. “Our two new R 500s pull single fridge vans on opposite legs MelbourneSydney with a specific seafood haulage run for Karras and the two R 560s, a

Two new R 500s pull single fridge vans on opposite legs Melbourne-Sydney with a specific seafood haulage run for Karras.

DIESEL November-December 2019

2012 and a 2017 model, do Tarcutta changeovers during the night and local work by day, so I’m a bit all over the place,” he laughs. As for the other trucks, not long back Nick purchased a new G 500 for aroundthe-clock container work while the earliest Scania in the fleet, a 2006 model R 580, fronts a side-loader doing daytime container deliveries and pickups for Owens. The fact that he’s purchased three new Scanias this year alone speaks volumes for both Nick’s faith in the brand’s NTG range and also the success of the business. “My wife nearly kicked me out of the house for spending so much money,” he jokes. “But seriously the business is going gangbusters so we needed the new gear to keep up with the growth in demand for our services. “Scania’s latest trucks are super impressive, I can’t speak highly enough of them. I’ve driven other new model brands recently but to me these new Scanias just seem to be in a class of their own. The technology and information that is presented on the dashboard is simply phenomenal.” Expanding on this, Nick proceeds to explain that he recently went through the exercise of installing telematics incorporating satellite tracking to all the Scanias except the R 580. “Now I can track every aspect of each truck’s operation and review how they are being driven and, most importantly,

The G 500 is achieving an average consumption of 2.0km/l hauling an often fully laden A-double with an overall length jus tunder 30 metres around town.

how much fuel they are using,” says Nick. “Each driver has their own tag which they use to log on to whatever truck they are driving. I can then see, for example, if one driver is scoring 90 per cent and another 30 per cent doing the same work. Then we can work out what is going wrong and rectify the situation.” Nick, who regularly drives the G 500 on dayshift, goes on to explain that he loves Scania’s star rating and driver tips that come up automatically on the dash. He says he is often locked in battle with one of his ‘star’ drivers to see who can achieve the highest rating at the end of the day. “Whoever designed this system, hats off to them because it definitely makes you a better driver,” saysNick. “Almost without realising it you become more attentive to your driving style and surrounding conditions because you’re constantly striving for the best rating.” Nick says he plans to further incentivise driving excellence by

OPERATOR PROFILE

offering a monthly prize to the highest scoring driver. “At the end of the day it’s not going to cost me an arm and a leg and if it means I can drop my fuel usage by five per cent it will definitely be a worthwhile exercise,” says Nick. “The cost of fuel is a killer when you’re running trucks.” Another significant impost on truck operation is maintenance and Nick says he is keen to see how Scania’s Repair and Maintenance (R&M) Agreement stacks up with one of the newest trucks in the fleet. “My G 500 pulls an A-double hauling containers around Melbourne so the weight is often high and there’s a lot of stop/start wear and tear,” he explains. “So I decided to put it on the five-year full R&M package for ultimate peace-ofmind.” This is Scania’s most comprehensive assurance package that comes with an on-road guarantee including 24/7 national roadside assistance and, if required, towing.

“SCANIA’S LATEST TRUCKS ARE SUPER IMPRESSIVE, I CAN’T SPEAK HIGHLY ENOUGH OF THEM. I’VE DRIVEN OTHER NEW MODEL BRANDS RECENTLY BUT TO ME THESE NEW SCANIAS JUST SEEM TO BE IN A CLASS OF THEIR OWN. THE TECHNOLOGY AND INFORMATION THAT IS PRESENTED ON THE DASHBOARD IS SIMPLY PHENOMENAL.” For a monthly individually agreed fee, Scania offers bumper-to-bumper cover encompassing everything from major components to climate control, cooling system, steering and suspension and cab/chassis components. This provides full coverage for wear and tear failures and includes the Max24 on-road guarantee whereby if the repair takes longer than 24 hours Scania compensates the owner on a daily basis until the truck is back on the road. Further to this, Scania is

revolutionising truck maintenance with its Flexible Plans. Utilising real-time operating data from the truck via the Scania Communicator telematics system, service intervals and maintenance requirements are tailored to the unique requirements of each truck. This means that instead of service intervals based on set kilometres and standard pre-determined service sheets, vehicles are called in for servicing when the operating data specifies it’s necessary, ensuring the vehicle is

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OPERATOR PROFILE

Nick concedes the A-double is a lot harder to reverse than a B-double due to its extra pivot point.

neither under nor over serviced. The beauty is that operators don’t need to keep track of when each vehicle needs servicing because they are contacted by Scania and informed when and for how long the vehicle will be needed. Scania Australia says it currently has over 2000 of its customers’ trucks connected via Scania Communicator which enables the use of flexible maintenance plans. Others can be retrofitted with the required hardware to take advantage of this massive leap forward in vehicle maintenance. This and another interesting adjunct known as Driver Reward potentially add to the resale value of the vehicle and further reduce operating costs. With the driver having a major impact on the fuel burn and wear and tear of a truck, Driver Reward provides the operator with not only an increase in uptime but also a potential reduction in monthly service agreement fees. For example, a vehicle with an average driver score above 85 per cent (classed as Elite status) incurs a five per cent rebate on annual servicing costs.

DIESEL November-December 2019

Proving he understands the concept of horses for courses, Nick says he put the two R 500s on a three-year basic maintenance plan due to their much easier operating environment compared with the G 500. “The R 500s are consistently doing Melbourne to Sydney pulling semitrailers on the fish run so they are mostly in cruise control on the freeway with very little stopping and starting, pretty much ideal conditions for longevity and minimal wear and tear,” he claims. As a case in point, Nick says his 2012 model R 560 which formerly did the fish run between Melbourne and Sydney has notched 1.26 million km and is still wearing its original brake pads with plenty of life remaining. “This has a lot to do with the retarder, which is one of the best features of Scanias,” says Nick. “Even though this truck is now doing Tarcutta changeovers at night and local work during the day I reckon it will still do 1.5 million km before it needs a brake reline.” He does, however, concede that service brake life, particularly with local operation, largely depends on how much the driver uses the retarder rather than

the brake pedal to wash off speed. “Once again it comes back to drivers wanting to strive for the best star rating,” says Nick. “To achieve a good braking score you have to use the retarder under all conditions and try to only used the footbrake when coming to a complete stop. “So, if driven correctly these trucks have the potential to achieve 1.5 million km between brake relines, which is pretty amazing when you think about it. I reckon you couldn’t ask for more than that.” Similarly, on the topic of fuel consumption Nick says he has been highly impressed with the average returns of the NTG trucks with their 500hp straight-six engines, and concedes the best could be yet to come after they fully bed in. He says when the 2012 R 560 V8 was doing the fish run between Melbourne and Sydney it was using around 50 litres per return trip more than the new R 500s hauling close to the same weight. “Depot to depot the R 560 was using between 750 and 770 litres while the new R 500s are consuming between 670 and 700 litres,” Nick says. “This means I’m

OPERATOR PROFILE

saving at least 50 litres each trip which is a massive improvement.” He is also more than happy with the miserly fuel usage of the G 500, saying it is achieving an average consumption of 2.0km/l hauling an often fully laden

A-double with an overall length just under 30 metres around town. “Around 80 per cent of the time it’s grossing between 60 and 68 tonnes going to and from the port,” says Nick. “That includes climbing the West Gate

and Bolte bridges which are both fairly steep pulls.” Interestingly, Nick says despite the extra length he finds the A-double easier to manoeuvre around town than a B-double. “It is so much easier to drive than a B-double because it tracks better and cuts in less on turns, I wish I’d gone to the A-double sooner,” Nick says. “It turns in almost the same arc as a semi-trailer.” Having said that, Nick concedes the A-double is a lot harder to reverse than a B-double due to its extra pivot point. In summing up, Nick is full of praise for his latest Scania acquisitions, saying they have raised the bar significantly over his earlier V8 Scanias, providing similar performance with substantially better fuel efficiency. “They are superbly comfortable and I particularly like the G 500 with its lower cab height which makes it easier to get in and out. With container work this is a big factor as you are in and out of the cab a lot every day.”

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GETTING DOWN TO

GRASS ROOTS LEVEL The Australian Livestock and Rural Transporters Association (ALRTA) is a grass roots association run by grass roots transport operators. Every member of the ALRTA National Council has been behind the wheel – been there, seen it, done it all. So, it should come as no surprise that ALRTA and its six state member associations are actively working on nitty-gritty coalface issues like driver safety at loading and unloading depots.

he task of loading or unloading animals into vehicles is the most dangerous part of the livestock transport task. Unreported accidents and near misses are commonplace. A survey of 40 members conducted at the Livestock and Rural Transporters Association of Victoria (LRTAV) Annual Conference in August 2019 indicated that: • 80 per cent of injuries requiring medical attention that occur during livestock loading or unloading are not reported to work safe authorities; and • For most drivers, near misses occur almost every day. Recent high-profile incidents underscore the need for action. In February 2018, a ‘typical’ near miss was reported to Safe Work South Australia (SWSA) after a cow turned at the top of a ramp at the Mount Gambier and District Saleyards and brushed past the loader. There was no safety gate so the only means of escape was to scale a nearby fence. SWSA issued four improvement notices but closed the case before an agreed action plan was implemented. In August 2018, a driver unloading cattle was ‘hit’ on the same ramp, requiring first aid, an ambulance and hospital admittance. Only then did SWSA issue a prohibition notice. LRTAV complained to SWSA about their approach. SWSA determined that their actions had been appropriate. LRTAV then complained to the SA Ombudsman who determined that SWSA failed to properly consider issuing a prohibition notice preventing the use of an unsafe livestock loading ramp and had erred in closing the investigation before necessary modifications to the ramp were completed. The Ombudsman recommended that SWSA

DIESEL November-December 2019

issue a written apology to LRTAV. SafeWork NSW is also investigating an incident in north western NSW that occurred on 6 August 2019 in which a driver was fatally crushed by a bull. The driver was loading a single deck trailer when the bull turned to exit and pinned him against the race wall. A Western Australian livestock transporter was recently held 80 per cent responsible for injuries sustained when a driver was crushed by a bull. The incident occurred in February 2015 when the driver entered a trailer to encourage a baulking bull past a gate into an internal pen. The bull turned on the driver, striking and then crushing him against part of the loading dock. A WA District Court found that despite the driver being experienced and the risk being ‘blindingly obvious’, the operator should have explicitly instructed the driver never to enter the crate in such circumstances and to instead use the ‘three man method’ in which one person on each side of the outside of the crate encouraged the bull to move, while a third person closed the gate. The court awarded $977,000 in compensation to the injured driver. That’s a massive blow to any individual, family or business. Most regulators really do not understand the complexity of handling livestock. The only way to fix this problem would be for each authority, or perhaps all of the WorkSafe authorities as a group, to engage a national specialist to provide advice on best practice and infrastructure. Of course, there is also an important role for industry to play. ALRTA, its state member associations, and individual transport businesses are together

progressing several initiatives designed to improve safety when loading or unloading livestock. In July 2015, the ALRTA published a national Guide for Safe Design of Livestock Loading Ramps and Forcing Yards. The Guide summarises the potential hazards of livestock loading ramps and forcing yards and includes practical examples of ways to control associated risks for different types of facilities. In response to a coroner’s recommendation and an application lodged by ALRTA, Standards Australia is now developing an enforceable national standard via the Australian National Committee SF-054 – Safe Design of Livestock Ramps and Forcing Yards. It is expected that an enforceable national ramp standard will be published in late 2021. Queensland-based Frasers Livestock Transport has designed a custom-built, free-standing cross-loading module that incorporates a series of elevated platforms, over-trailer walkways and sliding gates/barriers. The LRTAV has worked with equipment suppliers to develop and promote safer supporting infrastructure such as the ProWay Pivot Access Landing (PAL) that swings in alongside a trailer to enable drivers to work at varying levels without needing to climb on the sides or top of the crate. In addition to these major initiatives, ALRTA state member associations are actively progressing specific safety concerns raised by individual grassroots members – there are just too many to list! Pursuing action via a grass-roots member association is a great way to get results without putting the reputation of an individual transport business on the line.

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PAL trial promises

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DIESEL November-December 2019

RURAL TRUCKING MATTERS

The trial of a revolutionary parallel access landing (PAL) platform at Kilcoy Global Foods in Queensland is revealing remarkable improvements in safety and productivity for B-double stock crate operators unloading cattle at the facility.

he new Proway parallel access platform at Kilcoy Global Foods alleviates the age-old safety risks involved with drivers having to climb up the sides or on top of the crates to open gates and coax cattle to egress. A joint initiative of the Australian Livestock and Rural Transporters Association (ALRTA) and Kilcoy Global Foods, the PAL project is funded by the National Heavy Vehicle Regulator (NHVR) with significant financial support from the Federal Government which has reportedly allocated $3.9 million in funding for Round 2 of the Heavy Vehicle Safety Initiative program. Of this, $102,000 has been earmarked for ALRTA to help fund a feasibility study into user-pay unloading infrastructure at Kilcoy Global Foods. At the recent official launch of the research trial were Federal Assistant Minister for Road Safety and Freight Transport, Scott Buchholz, NHVR CEO, Sal Petroccitto and Martins Stock Haulage at Oakey (QLD) General Manager, Trevor Heinrich, among others. Livestock and Rural Transporters Association of Queensland member, Fiona Wild, addressed the gathering saying that loading and unloading livestock is the most dangerous part of the transport task. “However, well designed infrastructure can reduce safety risks while improving productivity,” said Wild. “At this site, ProWay Livestock Equipment has built and installed an innovative PAL that moves alongside livestock trailers to allow drivers to access all levels safely and quickly.” She went on to say that drivers will no longer need to be climbing on the tops or sides of the trailers, reducing the potential for trips, slips, bruising, crushing, cuts and falling from heights. “The PAL frame is available for use on a voluntary basis and a user charge will be levied, starting at $15 and reducing by $2.50 each fortnight until it is removed completely,” said Wild. “ALRTA will monitor the usage rates and different charging levels to

determine the willingness to pay and optimal payback periods. She affirmed that in the first three weeks of operation it has been clear that transport operators are willing to make a contribution towards safer unloading infrastructure. “We hope this trial will demonstrate that rapid infrastructure upgrades are possible when supply chain parties work together, share costs and realise the benefits.” Scott Buchholz said that the Federal Government is committed to investing no less than $100billion over the next decade into infrastructure and road safety.

landing platforms to improve safety outcomes and the results have been extremely positive. “The industry is starting to get onboard with these safety systems, which is a great thing,” said Heinrich. “The processes of loading and unloading with drivers needing to climb up and down the crates in addition to dealing with live animals have traditionally been our biggest risk factors.” Diesel witnessed an impressive demonstration of the PAL with the unloading of several B-double loads of cattle at the Kilcoy facility. After the truck is backed up to the

NHVR CEO, SalPetroccitto, Martins Stock Haulage at Oakey (QLD) General Manager, Trevor Heinrich and Federal Assistant Minister for Road Safety and Freight Transport, Scott Buchholz.

“It is this safety initiative that we are witnessing here today and others that we are helping to fund which hopefully will curb serious accidents and fatalities within the transport industry,” said Buchholz. “This PAL is an initiative we need to embrace. If it creates an environment where we prevent one fatality or serious injury then it has been a great investment.” As General Manager of Martins, one of the larger stock hauling outfits in the country, Trevor Heinrich said a number of abattoirs in Queensland are using different types of access

ramp the driver presses a button which activates the wheel motors and within 35 seconds the PAL is in position adjacent to the crate. With personnel working on both levels to open and shut gates at the rear and between the crates, the cattle file off from both decks simultaneously within 3.5 minutes. Another 35 seconds to return the PAL to its parking spot and the driver pulls away from the ramp less than five minutes after docking. The whole exercise is completed like clockwork with the PAL providing a supremely safe and efficient working platform during the entire unloading process.

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RURAL TRUCKING MATTERS

POWER’S SUP FOR BENDIGO Regional towns and cities depend on highly flexible and proactive local distribution operators to keep the local economy moving forward. Diesel speaks to Power’s Country Express in Bendigo about the issues facing regional distribution in Australia.

istribution systems in Australia can often be based on a model designed to suit the large cities in which most of our population live. However, regional cities are also an important part of the lifeblood of Australia, with businesses supplying these widespread communities within their regional area. This local economy needs an efficient and innovative distribution set-up in order for local businesses to thrive, get supplies from the city and distribute their goods locally and into the large centres of population. One operation over two hours north of Melbourne is based at a small industrial estate on the edge of Bendigo. Damien and Emma Power run Power’s Country Express, a strong local business covering Bendigo and Central Victoria, offering a specialised service across a broad range of freight. Bendigo serves as a hub for far flung regional towns like Swan Hill, Castlemaine, Kyneton, Rochester and Echuca and all the areas in between. The freight coming into Bendigo for distribution within the city and further afield is many and varied, as is the freight coming in from outlying areas for onward shipment into the capital cities. “I started back in 1998, with a van running to Swan Hill every night,” says Power’s founder, Damien Power. “I was out of school and had done a year at uni, when an opportunity came up. I was looking around for something to do and

DIESEL November-December 2019

the opportunity came up to start my own business. It was worth giving it a try. “It just developed from there, and now it is our twenty-first year. We still have our existing customers who we had at day dot, but we have built on that over time. We have grown along with a few of the companies that we deal with. “We have now got it to the point where we have 31 vehicles and 50 staff. We have a few national clients and some smaller local ones. For some of them we cover the area around Bendigo and we’re running freight in and out of Melbourne every night.” On any night of the week there could be seven or eight B-doubles arriving with freight to be unloaded. The freight is varied with pallets as well as parcels included in the load, all of which has to be sorted and allocated to different loads on different trucks out of the depot. There is a carousel conveyor for sorting goods as they come out of the trailers to assist in the allocation process. Just about everything coming in overnight has to be on a truck and delivered the following day. The bulk of the freight moving through is what can best be described as general freight; a little bit of everything. One of the major customers is the Bendigo Gold mine. As a regional operator, Power’s has clients in a wide variety of industries including retail, health, building, mining, automotive, agricultural, government, education and hospitality. The company has gained these customers due to its

ability to offer improved flexibility and a more personal service than that offered by the larger nationals working in the area. The fleet includes a variety of trucks ranging from B-doubles and rigids with different trailer options and at different gross weights, all the way down to vans and a ute. The rigid trucks vary in size from heavy-duty curtain-siders to light-

RURAL TRUCKING MATTERS

PLY CHAIN

duty pantechs, some with tail-lifts. A couple of the trucks are also set up to pull a pig trailer. All up, there’s a wide range of very different trucks to suit different situations and different loads. The important factor in deciding which truck to use for which load is based around access to the delivery points on each route. Some trucks work both day and night, while others are only used during

“WE HAVE AN ATTENTION TO DETAIL, IF WE NEED TO FIX SOMETHING, WE JUST FIX IT. SOMETIMES THERE IS A COST WITH THAT, BUT IT IS SOMETHING THAT WE PRIDE OURSELVES IN. THAT’S PROBABLY WHY WE HAVE SO MANY LONG-TERM CUSTOMERS. WHEN THEY SEND STUFF WITH US THEY KNOW IT’S GOING TO BE RIGHT.” www.dieselnews.com.au

RURAL TRUCKING MATTERS

the day. There is also a number of staff working in the office during the day and others who specifically work at night, sorting out the freight for delivery in the morning. Some trucks on the day shift are regularly returning to the depot to pick up more freight, while others on the longer country runs are out all day to unload and then load again before heading back into the Bendigo depot. All of the servicing work on the entire fleet is done by Poyser Trucks, the local Isuzu dealer in Bendigo. This is part of a long-standing connection the Power’s business has with the dealership, built on a mutual trust that’s been developed over the years. “We have a long-term relationship with Poysers which works very well for both of us, we work alongside each other,” says Damien. “It probably wouldn’t happen in a metro area, but they have a set of keys for the depot, so they can collect and deliver trucks back to us at any time.” One of the more specialised trucks Power’s has invested in recently is an Isuzu FYJ 8x4 rigid. It runs to Maryborough every day with a pig trailer and then does a few jobs around Bendigo before running down to Melbourne every night. It has been fitted with mezzanine decks in the main body to give it more flexibility in the amount and type of freight it can carry.

ONGOING GROWTH “Our work has evolved over the years and there are some parts of Bendigo which we initially covered with a small van that now require one or two trucks to cover the same area,” says Damien. “We are growing with customers, so the more freight we handle competently, the more freight they can be confident in sending with us. “We have an attention to detail, if we need to fix something, we just fix it. Sometimes there is a cost with that, but it is something that we pride ourselves in. That’s probably why we have so many long-term customers. When they send stuff with us they know it’s going to be right. “We are lucky, we have a really good bunch of staff who have been here a long time and do a great job. They are all multi-skilled, so that, if you

DIESEL November-December 2019

Power’s Country Express founder, Damien Power.

“WE WE ARE GROWING WITH CUSTOMERS, SO THE MORE FREIGHT WE HANDLE COMPETENTLY, THE MORE FREIGHT THEY CAN BE CONFIDENT IN SENDING WITH US.”

Melbourne and back or maybe three if the business is really busy. The base the operation uses in Melbourne is shared with a couple of other country carriers from elsewhere in Victoria. Some of the customers in Melbourne are large enough for the trucks to load at their premises while others are consolidated in the Melbourne depot. Some of the Power’s clients will deliver their products directly into the depot in Bendigo.

have someone who is away, someone else can step in and it is like nothing has changed. I don’t tear my hair out as much any more, not like I did in the early days.” Eighteen hour days were the norm for Damien and Emma at the beginning, running from Bendigo to Swan Hill every night. This first run was followed a few months later with a nightly run to Melbourne for another customer. Like many people when they first start a business, sleep becomes a precious commodity as the business builds. The operation runs two B-doubles, which handle two trips each to

IMPROVED EFFICIENCY “We have just taken delivery of 30 brand-new scanners to help,” says Damien. “Up until now all of the freight which was not on the Toll Ipec system was paper-based, but that is changing now. The new system we are using has a portal where customers can enter all of the information at night and we can deliver it the next day using the handheld devices to sign for the goods. “Some of our large customers are still happy to work on paper, but we made the decision that we wanted to move with the times. It will give us a lot

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

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RURAL TRUCKING MATTERS

more visibility about what is going on. We need to be ahead of the curve, to be ready for what may come along in the future. If we can see where things are and if we have a problem, we can fix it earlier. “The team are pretty good at the moment and we are not getting many mistakes on the floor, but if the system gives us an extra 10 or 15 per cent, it’s worth it.” Power’s have fitted some GPS tracking in a couple of their trucks, but that’s probably as far as it will go. This is because the new scanners used by all of the drivers actually have a locationbased GPS system within them. This will be sufficient to ensure that the operations team knows exactly where each truck and driver is. The new system will provide instant visibility to the company’s customers, they will know immediately when freight has been delivered and where, as the

POD and delivery location will be forwarded at the same time. Customers will also be able to check in on and track their freight as it comes through the Power’s system.

“We have just taken delivery of 30 brand-new scanners to help,” says Damien.

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GETTING INVOLVED The Power’s operation is an involved part of the local community and recently carried the longest Imperial Dragon in the world to Bendigo for the local Chinese community and has truck curtains promoting the Golden Dragon museum in Bendigo’s Chinatown. A number of other trucks have been branded in support of local community organisations. Apart from the Golden Dragon Museum, some of the trucks are promoting Bendigo Heritage and the Central Deborah Gold Mine. There are also a series of trucks whose curtains are publicising safety around bicycles in the city, in association with VicRoads. The most recent initiative has been a truck branded up by Power’s to promote the Bendigo Health Foundation to raise money for the local hospital in Bendigo. “What we put into the local community, we get back in spades because Bendigo is a small local

RURAL TRUCKING MATTERS

community with a population around 110,000,” says Damien.

GROWING THE BUSINESS The nature of distribution in this area means that there is a lot more freight coming out of Melbourne to be delivered into the Bendigo area than there is coming from that area and going into Melbourne. The town of Bendigo is evolving from its industrial past into an era where there are many who commute into Melbourne or work as telecommuters. There are 21 trains a day heading from the city into Melbourne, which suggests the numbers commuting from Bendigo. This means there are more consumers in the area and fewer producers in the area, hence an inbalance in freight flow. The local economy is stimulated by infrastructure projects like the major hospital which was recently completed in the city. The gold mine is still producing and employing a large number of people. This city is also home to the headquarters of the Bendigo Bank and other similar institutions are basing themselves in the city. “We have been lucky because we have had a relatively stable workforce,” says Damien. “When we are actually looking for people, we find there are not many people with sufficient experience. There are not a lot of young people who want to get into the industry. We haven’t had women applying for any of our jobs either and that would be something that we would be looking for. “We have got a couple of young guys who have moved up through the ranks. One of them started seven years ago, as a casual, and he has stepped up every time we needed him to. Now he will be running

“WHAT WE PUT INTO THE LOCAL COMMUNITY, WE GET BACK IN SPADES BECAUSE BENDIGO IS A SMALL LOCAL COMMUNITY WITH A POPULATION AROUND 110,000.” the shed and doing my job when I’m away. We have got quite a few who are like that. “We have now reached the size where we can have a management structure that means I don’t have to be hands-on all of the time in the business. We get a lot of our work from a few customers, but recently, because we have opened our depot in Melbourne, we have been able to extend the type of work we do for new customers here in Bendigo.”

“Our development has been a steady climb so far, we would like to just develop within our current focus, without expanding too much. More of the same, I guess, but who knows what may come along down the track. There may be some warehouse or storage offering, if needed. Something like that may be on the radar, and there are not a lot of people in this area with the expertise doing that sort of thing.”

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Built for the

Wide Brown While many medium-duty trucks rarely break away from the ‘burbs, there are some that do the long highway hauls just like their big brothers. Paul Matthei set off from Brisbane bound for Sydney via Tamworth and Dubbo to evaluate the performance of Hino’s all-new 500 Series Standard Cab in the wide-open spaces.

t’s true the majority of medium-duty trucks are used in short-haul urban roles, but there are certain operations that require smaller trucks to do regional or even inter-capital runs that are normally the preserve of the semi-trailer and B-double sets. While it’s obvious, due to their high load capacities, that larger combinations have major efficiency advantages over smaller trucks for most long-distance hauls, for

DIESEL November-December 2019

some specialist applications including racehorse transportation, household furniture relocation and certain timesensitive courier work, the medium-duty truck may be the only practical option. Yet many medium-duty trucks of the past possessed inherent inadequacies when it came to long distance work. Many originated from the UK, where high horsepower was not high on the agenda, their subsequent performance on Australian

highways was typically mediocre, at best. Early Japanese trucks weren’t all that much better. Again, the requirement in Japan for high-performing medium-duty trucks was simply not on the radar, with most spending their lives working in and around crowded streets in major cities. In Australia, the typical dearth of power and torque from medium-duty truck engines made life on the highway for the drivers of these vehicles akin to drudgery.

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Land There’s nothing worse, from a driver’s perspective, than to be crawling up a long grade in low gear with a string of impatient car drivers following hard on your heels. It certainly created range anxiety of a different kind, often engendering a fanciful desire to chop a hole in the floor to push the accelerator down further and get that sucker going. It also heightened the chance of crashes due to frustrated car drivers attempting to overtake the truck in unsafe circumstances. From my own medium-duty truck driving experience, it always intrigued me that a truck which performed quite well zipping around urban areas suddenly morphed into a slug when faced with the hills on a highway. This serves to highlight

how much extra grunt is needed to maintain reasonable momentum on big climbs in a loaded heavy vehicle compared to relatively flat running. On the flip side, another notable deficiency of earlier medium-duty trucks doing long distance work could be found on steep descents where fade-prone drum brakes and decidedly lacklustre auxiliary braking efforts from the typical exhaust brake were a potentially disastrous combination if the driver failed to select low gear. Often you could hear the change in engine note when the butterfly flap inside the exhaust system flipped around to block the flow, but in most cases it was debatable whether this actually translated into any

meaningful retardation at the rear wheels. This meant that selecting low gear with the engine revving madly and regular dabs of the brake pedal were the order of the day on the very steep declines. The other major issue with medium-duty trucks of yore was the ride quality. Again, in the metropolitan environment where speeds are slower and roads generally smoother it’s not such an issue. But at 100km/h on a lumpy highway or byway, the driver often felt like at any moment they were set to be catapulted through the roof. Adding insult to injury was the typically uninspiring driver’s seat which simply offered all the comfort and support of a church pew. Gratefully, things have progressed markedly in the medium-duty truck realm and the latest offerings, typified by Hino’s all-new 500 Series Standard Cab, are a world apart from their ancestors. Most importantly, every aforementioned deficiency of medium-duty trucks – engine performance, braking and ride – has been suitably addressed. The purpose of my recent inland trip from Brisbane to Sydney, crossing the Great Dividing Range multiple times and traversing a number of highways less travelled by regular interstaters, was to determine how well the new Hino 500 Series Standard Cab is suited to the sort of regional and interstate work typical of some medium-duty operations. The test unit was an FD 1124 Automatic fitted with a 10-pallet curtain-sided body with an aluminium tailgate loader, loaded with three tonnes of sand in Bulka bags located just forward of the rear axle. This model has a standard gross vehicle mass (GVM) rating of 11 tonnes and, depending on the weight of the body, a payload capacity of around seven tonnes. An eight-tonne GVM is optional, in which case the payload capacity is approximately four tonnes. Wheelbase options are 4.3, 4.9, 5.2 and 5.5 metres with corresponding maximum body lengths of 5.8, 6.8, 7.2 and 7.8 metres respectively. There are four significant features of this truck that are traditionally not associated with medium-duty trucks. There’s the optional Hendrickson HAS 200 rear air suspension, an Allison 2500 Series sixspeed automatic transmission, ISRI 6860

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RURAL TRUCKING MATTERS

NT S2 driver’s seat and a Jacob’s engine brake, which is standard fitment on the A05C-TE 5.1 litre four-cylinder engine that in this variant delivers substantial figures of 177kW (240hp) at 2,300rpm and 794Nm (585lbft) of torque between 1,200 and 2,000rpm. Interestingly, each of these components goes a long way towards addressing the aforementioned shortcomings of previous medium-duty trucks, particularly on long hauls. So as you can probably tell, I was pretty excited to take this truck on a lengthy journey to see just how much difference they actually make.

the heavy-duty versions of the 500 Series Wide Cab models in Australia. As such, the A05C engine has the same robust construction as its big brother including 90mm diameter crankshaft main bearing journals and a high-rigidity engine block, both of which bode well for a long, trouble-free service life. In performance terms, the A05C comes with three different ratings depending on the model. The FC 1124 and FD 1124 models share ratings of 240hp at 2,300rpm and 794Nm of torque at 1,400rpm, while the FE 1424 crew models harness 240hp at 2,300rpm and 833Nm at 1,400rpm.

The truck’s dash display showed 4.9km/l (13.8mpg) average fuel return and the AdBlue level was still above half full.

PACKING A PUNCH Firstly, let’s start with the powertrain. Hino’s A05C engine is something of a pocket rocket. With a swept volume of 5,123 cubic centimetres (CC), around the same cubic capacity as the average Ford and Holden V8 car engines of the ‘80s and ‘90s, it has been deliberately over-engineered to enable an extended service life under arduous operating conditions. Such is the robust nature and design of this engine, with mostly highway running a service life of one-million kilometres should be attainable, provided the appropriate servicing procedures and intervals are maintained. Key to the strength of this engine is that it is a four-cylinder derivative of the six-cylinder A09 engine which powers the heavy-duty 700 Series trucks in Japan and

DIESEL November-December 2019

Meanwhile, the range-topping FD 1126 and FE 1426 models boast 260hp at 2,300rpm and a healthy 882Nm at 1400rpm.

A-CLASS ALLISON The engine is but one part of the powertrain package, with the quality and compatibility of the transmission behind it playing an equally important role in determining the overall performance of the vehicle. Whether negotiating peak hour traffic snarls, cruising at 100km/h on the highway or powering up the steepest climb of the Great Dividing Range, the Allison auto never fails to optimise every last ounce of power and torque from the engine, contributing to excellent fuel economy and superb drivability. There are, in fact, a number of reasons why the modern-day Allison automatic

has effectively relegated the manual transmission in medium-duty trucks to the dinosaur era. For a start, there is the obvious ease of driving aspect which plays a big part in reducing driver fatigue during long periods behind the wheel. In addition, the intrinsic design of the auto provides a couple of clear advantages over manual and automated manual transmissions (AMT), particularly when accelerating from rest and when climbing hills. Firstly, whenever the lockup clutch is disengaged the stator inside the torque convertor provides a torque multiplication effect by redirecting oil flow from the turbine back to the impeller, thus increasing the torque or turning force produced by the impeller above and beyond the maximum torque level produced by the engine itself. Further to this, the shifts are lightning quick meaning virtually no break in power delivery between gears. On top of all that, as previously mentioned, the unit features a lock-up clutch in the torque converter which activates between second and sixth gears, effectively providing direct drive and eliminating inherent torque converter slippage which robs power and fuel efficiency. All of these features working in harmony proved a boon during my trip which traversed some of the most mountainous terrain on the eastern seaboard between Brisbane and Sydney. While obviously due to its three-tonne payload the Hino was a tad steady on the steeper climbs, it nonetheless displayed a gritty determination that enabled a relatively respectable velocity to be maintained and the ‘smarts’ to keep the engine operating in the most economical and torque-rich band between 1,200 and 1,600rpm.

MAKING THE GRADE Nowhere was this more evident than during the long and steep ascent of Cherry Tree Hill halfway between Mudgee and Lithgow. In fact, it was the perfect test because east-bound road works at the foot of the climb had the speed limit set at 60km/h, so there was no chance of any acceleration or run-up before the climb commenced. To my delight, the plucky powerplant hooked into the grade with gusto and

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kept the speedo needle glued to 60 all the way to the top of that considerably lengthy climb. I resisted the temptation to manually lock in third gear and Allison didn’t disappoint, holding that gear right to the summit. Upon reaching Lithgow early evening the temperature had plummeted close to zero and traces of sleet were strafing the windscreen as I guided the Hino towards the infamous Scenic Hill escarpment which connects the low-lying city with the Bells Line of Road over the Blue Mountains. The first left-hand hairpin on this ascent is a killer that over the years has brought many a truckie (including this one) undone. So sharp are both the turn and the elevation that a fully loaded semi’s nearside drive wheels can easily lose traction, bringing the rig to an unceremonious halt. With no chance of starting off again on such a steep slope, the only option is to holler for ‘Thommo’, the local heavy towing operator, for a pull up the hill. There was no need for Thommo to leave his warm living room this time around as the little Hino rounded the bend and powered up the snaking escarpment, again holding third gear for most of the climb at around 1,400rpm and between 45 and 50km/h. Once again, the tenacity of the engine and the synergy between it and the Allison transmission on what is among the toughest climbs in the country left a big

smile on my face. On top of the mountain there was a fresh challenge, with a gale-force sou’wester blowing across the roadway with the intent of sweeping all before it. These conditions always make a heavy vehicle driver nervous, especially those with curtain-sided or van bodies that act like a giant sail… Pleased to say my nerves were soon calmed when I realised part of a throng of technology packed into the Hino 500 Series had sprung into action, mitigating the pushy force of the cross wind. Yes, the Vehicle Stability Control did its thing beautifully and the sure-footed Hino tracked like an arrow along the serpentine-like Bells Line of Road, taking everything, from the buffeting wind, twists and turns, ups and downs, in its stride. As it was mid-evening by this stage, frequent use of high beam highlighted the far superior white light penetration of the LED low beam headlights compared to the halogen high beams and driving lights with their far less pervasive yellow light. Hopefully full LED headlighting will be part of the next upgrade. Approaching the steep descent of Bellbird Hill on the eastern edge of the Mountains, I manually selected second gear and allowed the Hino to meander down the winding grade at 40km/h with only intermittent use of the engine brake required to maintain that pace. This

speaks volumes for the effectiveness of the Jacob’s Brake which has previously been the exclusive territory of the heavyduty truck world. At the end of the two-day trip I alighted from the vehicle feeling almost as fresh as when I started. Put simply, the alliance of strong performance from the engine/ transmission combination, the relatively smooth ride and good ergonomics offered by the ISRI seat, along with the comprehensive package of active and passive safety features, made this long distance trip, with some challenging conditions thrown in for good measure, a very enjoyable experience. Another pleasant surprise came when checking the fuel and AdBlue consumption over the trip. The truck’s dash display showed 4.9km/l (13.8mpg) average fuel return and the AdBlue level was still above half full. Given the tank holds 19 litres, for the 1,250km trip it had only used about eight litres of AdBlue. All up it was a positive endorsement of the ability of Hino’s new 500 Series medium-duty truck to perform equally well in a variety of roles from around town to long distance hauls. This is an important factor considering the versatility of a vehicle to capably manage a range of applications can ultimately lead to improved productivity and efficiency within a business.

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State of the Korean Art 42

DIESEL November-December 2019

TRUCKS ON TEST

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he arrival of a completely new truck on the Australian truck market does not come around that often. And a new Australian prime mover on the market is even rarer. This is what we have with the arrival of the Hyundai Xcient on our shores, currently on a tour of the various Hyundai truck outlets around the country. There have been Hyundai trucks for sale in recent years, and a couple of false starts, but the brand has now developed a fledgling network to sell its models. The trucks on sale, up to now, have been light duty models only, selling in low numbers, but rising over time. Unlike the Chinese truck brands that have dipped their collective toes in the Australian truck market, there is no suggestion that the overall quality of the trucks is in question. The operation has been low key, but developing its presence over time.

DIESEL November-December 2019

Hyundai has chosen to take on three powerhouses in the Australian truck market – the Japanese trio of Isuzu, Hino and Fuso – each of which is very strong in light duty. Truck dealership groups across Australia have relationships with one or more of these three and are unlikely to add a similar brand to the mix. This has limited opportunities for Hyundai to grow its dealership group fast. Those already selling the light duty Hyundais are niche players in specific areas. The introduction of a heavy duty model will open up new opportunities and may interest new sellers for the brand. Hyundai moved into the Australian car market in a similar fashion, slowly building numbers before achieving better success, with a series of models, which have done well in Australia. The company began in 1967 making Ford Cortinas for the domestic market in South Korea, before developing

its own models in the ‘70s and extending overseas with the Excel in the 1980s.

OUT OF THE BOX The surprise package of the Xcient is just how big a jump this is for the Hyundai brand – this model is an out-of-the-box entry onto the Australian truck market. This is the arrival of a fully-formed, sophisticated truck with all of the bells and whistles we would expect from a highway prime mover. There are no baby steps from Hyundai, it’s straight in at the high end. The Xcient is clearly modelled on all of the characteristics we know from European truck manufacturers. This is not the cheap copy style we have seen from the Chinese, this is more of a homage. And while the style and quality of the Hyundai may not yet match that of the European truck makers, they are clearly heading in the right direction.

TRUCKS ON TEST

For instance, the exterior design is more than a nod to the latest Scania NTG range and the next generation Iveco S-Way recently released in Europe. Inside the storage lockers have a very Volvo looking design, albeit without the reassuring clunk when they are opened and closed. The dashboard layout seems to be an amalgam of every European truck you may have driven. There is a familiarity to the way the driver interface has been designed, which makes it easy to work out which control does which task from the very beginning. When the Chinese copy from European designs they are often let down by the use of cheaper materials and lower quality production finishing. This is not the case with the Xcient, the materials may not beÂ the highest quality, but the finishing isÂ excellent.

DRIVING IMPRESSIONS Once out on the road, the quality of the build comes into its own. There are no creaks and rattles in a loaded truck over rough roads and all of the controls are positive and well adjusted. There is a

reassuring reaction to any action by the driver. The steering feels precise, the ZF AS-Tronic automated manual transmission (AMT) is set up to make the right gear changes at the right time. The installation of the ZF transmission adds a quality feel to this product, as it does

to the Hino 700 Series. It enables the truck to work hard when it needs to and also take it easy when it can. It gets the required response from the 520hp Hyundai engine which burbles away quietly under the cab in very European style. The engine is a 12.7 litre in-line six which is intercooled and turbocharged. The version on offer here puts out 520hp (382kW) at 1,700rpm. It achieves maximum torque of 2,550Nm (1,881lbft) at 1,200rpm. The engine is compliant with Euro-5 and uses selective catalytic reduction (SCR) to achieve its emission control objectives. The ZF AS-Tronic gearbox comes with a very simple steering column control lever to allow the driver to intervene if necessary. On this test drive, out of Warwick in Queensland, down Cunninghams Gap towards Brisbane, before climbing back up the grade into Warwick, this driver hardly felt the need to intervene manually. In the main, the changes were made at the right time and in the right order. Included in the transmission is the ZF transmission retarder, which feels very effective and was comprehensively tested in a fully loaded condition on the way down

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the Gap. At the start of the descent a low gear was selected in manual and the fourstage retarder set to maximum. This proved to be too much retardation, although you can never really have too much. Descending the grade, it was possible to run down a couple of ratios higher than expected and to toggle between position two and three on the retarder control, which sits handily on the right-hand side of the steering column. To say this truck was comfortable coming down the Gap would be an understatement. Clearly, this prime mover could run down a grade like this with a B-double on behind and be able to cope with the workload. There is enough here to make a driver feel secure at quite high masses. The climb back up the Gap poses a different challenge to this South Korean product. The spec sheet tells us we have 520hp and 2550Nm of torque in our back pocket. The climb shows us it does include what it says on the box. The combination of enough torque and a sure-footed AMT like the ZF does a pretty good job of completing the climb. This is not the best performer Diesel has ever climbed the Gap with, but it is certainly not the worst either. Unfortunately, it was not possible to make a definitive judgement on the climbing performance as the truck was baulked by a slow-moving heavy load before the final kick over the top of the climb. At the end of the day, this engine and transmission combination proved to be in the same ballpark as its competition, which is where a new entrant needs to be to show it is competitive. The Xcient certainly seems to be that. The truck uses disc brakes all round and includes ABS, ASR, hill start assist and something called vehicle dynamic control, a feature we will need to explore in the future.

FROM THE DRIVER’S SEAT On the cabin interior front the Xcient is a strong performer. In terms of driver ergonomics, it performs well. Controls are easy to access and effective when needed. The dashboard uses the very familiar European wraparound style and different aspects of the design can be seen to have been influenced by Volvo, Scania, Mercedes-Benz, MAN and DAF. Altogether this truck has the look of a European prime mover and wouldn’t be out of place

DIESEL November-December 2019

The Xcient is clearly modelled on all of the characteristics we know from European truck manufacturers.

pulling a single trailer down an autobahn somewhere in Germany. There is a good collection of buttons on the steering wheel, very reminiscent of those on the Volvo. In use, they are effective and the driver can soon learn to handle highway driving by clicking between cruise control options. The right-hand control on the steering column controls the retarder and toggles between manual and auto on the AMT. Below this, and in a fixed position, is the AMT lever to switch between drive, reverse and neutral. This is also where we find the two slow-speed manoeuvring options for both forward and reverse, making it possible to inch the prime mover under a trailer without hitting the kingpin too hard. The E-roll function on the transmission

proves to be pretty effective and will disengage the clutch when it registers that the truck is able to maintain its current speed without further input of torque from the engine. The rpm drops to 500 and stays there until the truck slows or speeds up, or the driver touches any of the controls. This option can be turned on and off, but leaving it on all of the time will save fuel without any detrimental effects. Sitting in this cab, rolling through the Queensland countryside, the visibility is excellent all-round with good, well-placed mirrors. The windows are large enough and set low enough to maximise the visible area around the truck. Again, it is not the best, but it is certainly not the worst either. The driver’s seat is comfortable with a good array of controls available to make

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THE EVOLUTION CONTINUES... Since the birth of Detroit over 80 years ago, one thing has remained the same – the constant evolution of our heavy-duty engines. The iconic Series 60, which was developed in 1987, was introduced to meet the need for greater fuel efficiency, quickly becoming the most popular diesel engine in its class. Fast forward to 2011 when the market saw the introduction of the DD15. Designed from the ground up, this engine capitalises on the durability of the Series 60 while adding the latest technological advances.

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The dashboard uses the very familiar European wraparound style and different aspects of the design can be seen to have been influenced by Volvo, Scania, Mercedes-Benz, MAN and DAF.

the driver comfortable. Unfortunately, the seatbelt is fixed to the B-pillar and this does not compare well with just about every other heavy duty prime mover on the Australian market, where integrated seatbelts seem to have become the norm. The cab suspension could probably

do with being a little stiffer as there can be a tendency for the cabin to sway or nod a little too much on some of the rougher road surfaces this truck is likely to encounter here in Australia. This model has been sold in considerable numbers in Russia and other

Judging by the finish on this first model, the Koreans have done their homework and are prepared to take on Australia.

DIESEL November-December 2019

Eastern European countries. The conditions in those regions are not renowned for being easy on trucks, so Hyundai does have some experience in dealing with tough conditions. The question which comes to mind is about how well the whole package can adapt to life in the unrelenting Australian truck market. Judging by the finish on this first model, the Koreans have done their homework and are prepared to take on Australia. Another issue to think about is how well Hyundai can adapt the basic design from its domestic market to suit the requirements of Australian truck buyers. The current wheelbase on offer is classified as 4,950mm; the dimension between the centre of the steer axle and the central point between the drive axles is important for issues like weight distribution. What we can say is that this is a commendable effort for a first entry into a very competitive and unforgiving market. Hyundai has a lot to learn but is starting from a strong position. This first model will be the flagship of the new range and we can expect the models that follow to fit niches like the heavy rigid and day-cab prime mover market. Diesel wouldn’t be surprised to see a few examples popping up in fleets hauling containers out of the wharves and those specialising in intrastate semi-trailer work.

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INDUSTRY ISSUE

THE STATE OF THE

TRUCKING N Policy around the trucking industry is often defined by the lack of real data being used to create rules and regulations which will aid the productivity of the trucking industry and hence the productivity of Australia. Two reports published this year by Deloitte Access Economics aim to address that problem.

he trucking industry is often an invisible factor in how the economy is performing, economically. In all of the commentary around Australia’s economic performance there is always plenty of discussion about major indices associated with agriculture, resources etc, but one of the major factors in productivity in those industries is getting each industry’s inputs to it’s locations efficiently and getting its products to global customers efficiently. Deloitte has produced two separate reports this year, which can be used by the trucking industry to demonstrate its value to the overall economy and more specifically to the rural economy on which so much of the Australian economy still depends. The first, which came out early this year was called ‘Economic Benefits of Improved Regulation in the Australian Trucking Industry’ had been commissioned by the Australian Trucking Association. The second which has arrived more recently was commissioned by AgriFutures Australia and was entitled ‘The Impact of Freight Costs on Australian Farms’. When we are talking about the way the economy is travelling, the freight component is a factor in just about every major industry on which this economy depends. The importance of

DIESEL November-December 2019

the road freight industry to the overall economy is pointed out in the Economic Benefits report. It is pointed out that even though Australia’s economy is the 13th largest in the world, its freight task is the fifth largest in the world. This makes road freight and its cost implications proportionally more important within our economy than it is within the economy of many of our competitors. The numbers here illustrate Australia’s ‘tyranny of distance’. Australia’s economy will continue to grow, according to most forecasts, due to improved GDP and increasing population. The National Transport Commission has calculated that freight will grow by 26 per cent by 2026 to an estimated and unprecedented, 915 billion tonnekilometres. As anyone involved with the Australian trucking industry will know, it will be road transport which will bear the brunt of this growth, as the current infrastructure means, in most cases, the only effective mode with which to transport freight is on the back of the truck. “Meeting the impending freight task will, however, require that the right policies are in place,” says the Deloitte Report. “For road, the policy imperative comes down to enabling the industry to use the most efficient vehicles for completing the door-to-door task at

which road excels.” This issue is not a new one, rapid freight growth throughout the last decade of the 20th century and the first two decades the 21st century has put an enormous pressure on infrastructure and industry. Productivity increases to cope with the increased freight task were achieved by making structural changes within industry in order for tasks to be completed. One of the major factors which enabled the industry to increase its productivity so effectively was the introduction, and then national adoption, of the B-double combination in this period. With higher masses and higher volumes being made available in each individual truck, productivity boomed. On the evidence of this latest report, it reckons it will be necessary to come up with a similar quantum leap in productivity for the trucking industry to be able to cope with the expected increased freight task. Deloitte were tasked with outlining the kinds of regulatory and policy changes which will be needed in order to make this improved productivity possible. According to the report, some of the changes it proposes could have a dramatic fact on the Australian economy. It talks about a $13.6 billion saving in vehicle operating costs over the next thirty years leading to annual benefits

INDUSTRY ISSUE

ATION

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INDUSTRY ISSUE

for a number of other industries associated with road transport. The benefit for wholesale trade is expected to be around $80 million dollars a year, for construction and $70 million, retail gets $40 million, house construction $30 million dollars and $30 million for meat processing.

RURAL TRUCKING COSTS These assertions in the Economic Benefits report are echoed in the Farm Freight Costs report. Agriculture is vitally important to the strength of the economy with over 66 per cent of annual agricultural production exported overseas. “A key determinant in ensuring that Australian agriculture can reach its full export potential is maintaining efficient

DIESEL November-December 2019

and competitive transport of food and fibre from paddock to port,” concludes the Farm Freight Costs Report. “At present, this cost is one of the largest single cost items in the production of many agricultural commodities, and it has the potential to impact the global competitiveness of Australian agriculture and its export performance into the future. “The impact of this transport cost on the viability of producers is further accentuated with the slowing of on-farm productivity across most sectors. Aside from specific and limited case studies, there is very little information about the precise magnitude of this transport cost and its drivers. “In Australia, freight costs are relatively

highest for grains and fruit/vegetables, which represent 27.5 per cent and 21 per cent of gross value of production (GVAP), respectively. By comparison, poultry, which has more localised supply chains, has the lowest relative farm freight costs, totalling 1.0 per cent of GVAP.” Production of most major agricultural commodities are predicted to rise over time, resulting in an increased freight task for road transport. At the moment there are an estimated 3.3 million vehicle movements per year, as well as just under 400,000 rail wagons being used. The report identifies infrastructure bottlenecks as having the potential to increase the cost of transporting agricultural products and reduce their global competitiveness. Road building and projects like the Inland Rail should improve the situation, but Federal vs State squabbles and budget cuts can limit or delay projects. Different rural sectors have varying levels of freight cost involved in getting the products to buyers. The grain sector is the one with freight costs making up the highest proportion at 27.5 per cent GVAP. This is followed by fruit and vegetables at 21 per cent and rice at 11.6 per cent. At the lower end of the scale, where freight costs are relatively low is the chicken meat business, sugar, pigs and cotton. Clearly, costs are therefore an important part of the productivity measure within agriculture. This is especially true when talking about the beef industry, our biggest individual sector, in which freight costs are 6.4 per cent of GVAP. The second biggest sector is grain, which is about 35 per cent smaller but it does have free costs at 27.5 per cent GVAP. These two sectors represent quite a large proportion of the agricultural industry as a whole and also depend to a very large extent on road transport. For the beef industry transport is almost exclusively by road, whereas for the grain sector there are some areas where rail does carry a proportion of the load. “Freight costs vary significantly with each agricultural commodity, reflecting the role of factors such as perishability weight, volume, labour intensiveness and geographic distribution play in contributing their overall cost of delivery,” says the Farm Freights Costs Report. “Our analysis of farm freight costs has demonstrated the proportion of cost

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INDUSTRY ISSUE

attributable to freight for each major commodity within the sector. In Australia, freight costs are relatively highest for grains and fruit/vegetables, reflecting the significant travel distance and bulky nature of those products. By comparison, industries with localised supply chains, such as poultry, have the lowest relative farm freight costs.â&#x20AC;?

POLICY CHANGES PROPOSED The Economic benefits report comes up with a number of policy suggestions to improve the situation, not only for the rural trucking industry and its agricultural products, but also for the road freight industry as a whole. The report points to the ongoing review of the Heavy Vehicle National Law with a view to promoting greater national consistency in regulations in several areas including access and accreditation. It suggests that the new law should set a clear limit on the amount of time road managers have to decide on consent for access for trucks, especially the higher productivity vehicles. It also calls for increased staffing for training and education programs targeted at local road managers in order to improve the permit process. There is a need, identified in the report, for better communication of data about the actual conditions of our roads. Reform of the Intelligent Access Program is also called for, with the ability to use lower-level telematics to provide some lower level of

DIESEL November-December 2019

Two reports released this year by Deloitte Access Economics relating directly to the future of the trucking industry.

assurance to road managers that operators are not breaking the rules. These proposed changes included in the Economic Benefits report concentrate solely on issues around access and permitting for higher productivity vehicles. One of the major issues for road transport handling agricultural products may not just be around permitting, but also infrastructure development, which the road transport industry desperately needs to take place with spending levels improved. Better infrastructure should also mean there would be less need for special permits. This will remain an ongoing issue for the trucking industry, due to the fact that

just about everything produced by any industry will have to be transported by road over longer distances than any of our direct economic competitors. If we donâ&#x20AC;&#x2122;t get the transport component within all industry costs as low as possible through high levels of productivity then the entire Australian economy becomes less competitive. These two reports can be used by those representing the trucking industry both in the agricultural sector and generally, when lobbying government for improvements in issues like the HVNL and infrastructureÂ spending decisions over the next 20 or 30 years.

INDUSTRY ISSUE

Getting Driver

TRAINING RIGHT Truck drivers arrive in the workplace with a truck driving license, but have they been properly trained? Diesel talks to Peter Anderson, Victorian Transport Association CEO, about a new initiative to get proper training for people working in the trucking industry.

t is a conundrum that the trucking industry has been dealing with for a long time. The industry needs highly skilled individuals to safely pilot trucks from A to B and ensure that every aspect of the operation is compliant with the array of rules and regulations. One of the organisations that has been at the forefront of providing proper training and qualifications for the trucking industry is the Victorian Transport Association (VTA).The VTA and its CEO, Peter Anderson, have a long history of working to improve training in

DIESEL November-December 2019

the trucking workforce. “With 40 years of experience in running transport businesses, I’ve got a bit of a background in the trucking industry,” says Peter. “The one thing I’ve noticed over the years, is how skilled people can be in the jobs that they do, and how little regard we then give them, based on a lack of understanding of what they really do. “When you speak to any transport operator, the first thing they will tell you is how long they’ve been in the game. It’s almost like this is their qualification. Of course, this is not true, but it has always been about how long they have been involved. “The industry itself doesn’t recognise their value. I know a fellow who has been working in the industry for 50 years and is just about to retire – he has the same status as a bloke who got his semi license yesterday.” The trucking industry does not recognise any of the high-level skills which its employees demonstrate every day. Not only is there no recognition of the skills developed over many years, but for anyone wanting to enter the industry, there is no professional development path along which they can travel to further their qualifications. The issue is that not only are we not recognising the skills held within the industry but this lack of recognition of skills is also limiting the number of young people who are coming into the industry, because there is no visible ladder of achievement. As a result, the trucking industry is stuck with a rapidly ageing population, with the average age of a truck driver passing 57.

“We want the average age to be 37, so, how do we make the change?” asks Peter. “How do we enable females to be enlightened and encouraged to come into our industry? It really needs to come from people starting when they are young. We can’t get young ones under the current system of licensing; it simply doesn’t encourage young people. “I want to be able to sit in front of a group of year 12 students and say, some of you will go and get a degree, some of you will go and get a trade, but some of you might want to come and work in the transport and logistics industry where within three months you could be earning $60,000 a year at 18 years of age. Within three to five years, you could be getting $120,000 a year and within five to 10 years, have your own business. “Then we need to show them the pathway and show them what they can do with this going forward. Then, all of a sudden, we’ve got young people coming into the industry who are smart and have the right attitude. That’s what we can get in our industry, but we have got to change the system.” Four years ago, the VTA embarked on a process to make the change. The first thing to work out was how to teach people and what the industry needed them to be taught. The first target is the licensing system itself and the eventual goal is to have formal qualifications at every level of the industry. People will not need to go to university to study a subject in order to qualify to work in the trucking industry but will instead remain within the industry and achieve qualifications as part of their working life. The VTA looked to other countries

INDUSTRY ISSUE

to find out what they did in terms of driver training. A good example was found in Ontario, Canada, where a new scheme was started after a horrific crash in which a poorly trained driver ran into a bus full of students and killed all 18 of them. The scheme which was developed in the aftermath of this disaster involved drivers undergoing 103 hours of training. “It’s the best course in the world,” says Peter. “So what we have done is we have hybridised it into an Australian version. The VTA got government support and we have been delivering that to the industry for the last 2.5 years. It has brought 75 drivers into the industry, who were work ready straight after the course. “Some people who get their license today are told by a truck operator not to come back until they have a couple of years of experience; but if you can’t get a job, you can’t get experience. Not many will let you jump into a $300,000 truck just because you have a license;

most likely you’ll have to prove yourself through the experience you already have, that you can drive that truck. “What we are doing in the course is delivering drivers who are job ready. They have spent eight days behind the wheel. They gained a license in the first half day of training, and the rest of the course is preparing them for work. Out of those first 75 drivers, not one has lost their job and not one has had an accident. They go into the job with the right attitude and skill level.” The way the course is set up, the instructor explains to students the responsibilities of the person behind the wheel. They then develop those skills with the students to enable them to carry out responsibilities safely and efficiently. They have to drive in a number of different scenarios in order to learn to deal with the normal daily life of a truck driver. During the course they drive at night, in built up areas, around the wharf, as well as out on the open highway.

The Victorian government has thrown its support behind this training course and has promised $1 million each year for the next four years to support the program. The government has also committed to reviewing the licensing system in the state and Peter Anderson was asked to chair the committee to review possible changes to the licensing regime. The aim is to deliver a competency skills-based programme that will bring job-ready 18-year-olds into the trucking industry. “We want to see 18-year-olds driving trucks,” says Peter. “It will still be a graduated process, they will still go from rigids to semis to multi-combinations, but the ability to move from one stage to the next is dependent upon the number of hours they spend behind the wheel of a truck. We are looking for at least 600 hours behind the wheel of a particular truck before being able to go to the next level. It won’t be time-based it will be skills-based.”

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DIESEL WORKSHOP

FILLING Some 15 years ago Andrew Rowlands identified an opportunity to supply high quality, well priced vacuum trucks to the Australian market. As a result, the Vacvator was formed in 2006 and the company has consistently grown from strength to strength ever since.

ssentially a ginormous truckmounted vacuum cleaner, the vacuum truck plays an increasingly significant role in modern society as ever-stricter environmental and work health safety (WHS) laws play out across construction sites and public amenities all over the country. The vacuum truck is a highly specialised and sophisticated piece of machinery and it is therefore imperative that companies building them have all the processes and procedures down pat.

DIESEL November-December 2019

This certainly appears to be the case with Vacvator, a privately-owned Goulburn (NSW) based business that has solely engaged in vacuum truck manufacture since its formation in 2006. When Diesel Workshop visited the company, General Manager, Denis Walker, and Director, Andrew Rowlands, were preparing to travel to Munich for the Bauma Trade Show to suss out the latest developments in vacuum truck design that could be applicable to our local market. As such, the company could be

described as a serial innovator, continually adapting and modifying its products in line with customer requests and the latest best-practice designs. This helps ensure the products are always at the top of the tree. Denis was also at pains to point out that Vacvator operates in a somewhat different way to other body builders. “Body builders often get to the shortest point in the quickest possible time and with the least amount of effort, but we don’t approach our builds this way,” says Denis. “We provide a

DIESEL WORKSHOP

A VOID

solution, and that means our products are designed and built to do exactly what the customer wants in the most effective way. “As an ex-farmer, I need things to work and work well, and that’s the way we have designed our products. From an operator’s perspective it must be simple to use and effective, and the general feedback we get from our customers is that the product is simple, works well and looks good.”

“AS AN EX-FARMER, I NEED THINGS TO WORK AND WORK WELL, AND THAT’S THE WAY WE HAVE DESIGNED OUR PRODUCTS. FROM AN OPERATOR’S PERSPECTIVE IT MUST BE SIMPLE TO USE AND EFFECTIVE, AND THE GENERAL FEEDBACK WE GET FROM OUR CUSTOMERS IS THAT THE PRODUCT IS SIMPLE, WORKS WELL AND LOOKS GOOD.”

Vacvator builds its bodies entirely in-house, making sure each and every component meets stringent design requirements.

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DIESEL WORKSHOP

Growth of the business has enabled the procurement of increasing numbers of skilled employees in various roles.

Denis goes on to explain that the company identified its target market right from the start in 2006, when there were very few vacuum trucks around and many people didn’t even know what they were used for. “The products that were available then were either the mediocre, low performance, cheap units or the European-built ‘million-dollar machines’, so called because that’s roughly what they cost,” Denis relates. “So our objective was to slot neatly in the middle, which is why we needed to use a truck chassis that is in the middle so we could keep our costs as low as possible while still providing a high quality product.”

blank sheet of paper and some chalk drawings on the floor.” It’s a far cry from today where all the designs are now done in 3D CAD (computer-aided design), along with 3D profile cutters and other technically sophisticated machinery. The company employs a team of engineers and also utilises external engineers to ensure the level of expertise in this area is of a uniformly high standard. “From a business perspective we’ve grown in a very sustainable way,” says Denis. “We’ve highlighted what we

VACVATOR BY DESIGN Somewhat surprisingly in this day and age, Vacvator builds its bodies entirely in-house, making sure each and every component meets stringent design requirements. At current production capacity, a completed unit rolls out of the factory every two to three weeks and according to Denis, plans are afoot to considerably ramp up production to one unit per week. This is quite a feat considering the company literally started from scratch 13 years ago. “We started off in a rented premise tagging along with a sister company,” Denis explains. “I’d been involved with building a few vacuum trucks before that but we basically started with a

DIESEL November-December 2019

At current production capacity, a completed unit rolls out of the factory every two to three weeks.

wanted to achieve with our business plans and we’ve followed that line to the letter, with the result that we’ve been able to exceed our initial expectations on a consistent basis. “The same goes for the product, we aim for a target and then work towards getting there. We implement as many standards as possible; we have a QA process (Quality Assurance) which we have always had in an informal sense right from the start and are currently working towards third-party auditing.” Denis goes on to say that the phenomenal growth of the business has enabled the procurement of increasing numbers of skilled employees in various roles. “When we kicked off it was just me, then we took on an apprentice, then a tradesman and it kept snowballing from there,” he says. Andrew Rowlands, the owner of the business, reiterates that the business model has been one of continual improvement since day one. “Denis has never stood still and it’s always been his goal to keep pushing forward,” says Andrew. “It’s great, as an owner, to see that you’ve got a progressive business, especially in the manufacturing sector which has suffered from a lack of investment and generally been quite dormant in this country in recent times. “However, local manufacturing

DIESEL WORKSHOP

is starting to go through something of a resurgence and we are proud to be a contributor to this. It’s also very satisfying to be able to provide employment to a range of people with different skill sets, it’s great for us and them and for the country in general.”

FIT FOR PURPOSE “Back in the early days of the business we fitted our vacuum bodies and equipment to a variety of trucks including new and used units,” says Denis. “As we progressed, however, we soon recognised the need to increase efficiencies and provide our customers with trucks that were supremely reliable and that had a strong, broadly acknowledged reputation for excellence in the marketplace. We didn’t want to have to ‘sell’ the trucks to our customers.” After evaluating a number of brands, including Japanese, European and North American, the company narrowed the field down to two popular Japanese marques, eventually electing to standardise on Hino.

“WE’VE HIGHLIGHTED WHAT WE WANTED TO ACHIEVE WITH OUR BUSINESS PLANS AND WE’VE FOLLOWED THAT LINE TO THE LETTER, WITH THE RESULT THAT WE’VE BEEN ABLE TO EXCEED OUR INITIAL EXPECTATIONS ON A CONSISTENT BASIS.” “We decided on Hino because they’re a good solid reliable truck with the runs on the board in terms of reliability and durability,” Denis says, going on to explain that the company has put a lot of faith in Hino trucks to do the job well. In fact, having designed the Vacvator bodies specifically for the Hino chassis, they can’t actually be fitted to other brands without significant modifications. As a rule, Denis adds, most customers are happy to run with Hino. He also says the support and service from local Hino dealer Southern Trucks and from Hino’s Head Sales Engineer, Jeff Gibson, have been instrumental to Vacvator’s long-standing

partnership with the brand. Using Hino 500 Series trucks, Vacvator produces a range of units with tank capacities starting at 4,000 litres mounted to GH 1828 4x2 chassis, rising to an 8,000 litre capacity on FM 2632 6x4 units, the latter accounting for around 70 per cent of total production. According to Andrew Rowlands, the popularity of the larger units has been driven by the relative scarcity of dumping facilities, meaning operators want the largest possible tank to minimise the time taken in travelling to the dump site. Another issue with vacuum trucks is the noise they make when operating,

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DIESEL WORKSHOP

Vacvator units work at well below the allowable noise limit.

and Andrew says this is something the company has worked hard to reduce, in the interests of satisfying EPA (Environmental Protection Authority) noise requirements, particularly in urban areas during the night. As a result, he says the Vacvator units work at well below the allowable noise limit. In fact, compliance in general is a high priority for the company with careful consideration given to ensuring allowable axle weights are not exceeded. “We use sophisticated software to precisely calculate the weight distribution and the Hino trucks are among the best in this respect because they have a relatively light steer axle weight compared to some other brands,” Denis explains. “With our finished products we aim to be within 100kg of the maximum allowable weight on each axle when the vehicle is fully loaded. We also install onboard weighing systems to each vehicle as a standard fitment.” At this point Jeff Gibson, Hino’s Head Sales Engineer, joins the conversation and Denis points out that Jeff’s willingness to work with him over the

DIESEL November-December 2019

“IT’S GREAT, AS AN OWNER, TO SEE THAT YOU’VE GOT A PROGRESSIVE BUSINESS, ESPECIALLY IN THE MANUFACTURING SECTOR WHICH HAS SUFFERED FROM A LACK OF INVESTMENT AND GENERALLY BEEN QUITE DORMANT IN THIS COUNTRY IN RECENT TIMES.” past seven years has been instrumental in Vacvator achieving its desired goals in terms of product quality and userfriendliness. “Our progress along the way has been heavily influenced by the support of Jeff and other experts within the Hino organisation,” Denis says. “We go by the book when building and fitting our equipment to the Hino chassis according to what the client requires. We are not interested in cutting corners.” Jeff Gibson is quick to agree, affirming that Vacvator is one of Hino’s preferred body builders because the company is committed to a high standard in workmanship across all areas of its operations.

“Vacvator goes to the extra effort of following our body installation manual and consulting with us regularly to ensure the optimum outcome,” Jeff says. “Now that technology has increased so much, it’s vital that body builders are across what the truck can do and where to tap into power to ensure the various features on the truck aren’t compromised.” All up, the end result of melding Vacvator’s high standards of engineering expertise with the Hino platform is a range of vacuum trucks built to stand the test of time. With regular maintenance and careful operation, Vacvator says these vehicles have the potential to provide an effective and trouble-free service life of up to 20 years.

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DIESEL WORKSHOP

Truck overloading is a serious issue. Minimising risk under COR reforms means operators need to manage heavy vehicle weights. Diesel Workshop discusses the implications of the new HVNL and the importance of integrating weighing solutions into safety management systems.

ne year ago on the 1st October 2018, the new Chain of Responsibility (COR) provisions associated with Heavy Vehicle National Law (HVNL) legislation come into effect. These have had far-reaching implications for the road transport industry and organisations with road transport supply chains. Existing obligations have been reformulated as primary duties, and any business and individual who is involved in the road transport supply chain now has a primary duty of care to ensure the safety of road transport operations, including operations outside of their direct control, within their supply chain. In practical terms, the National Heavy Vehicle Regulator (NHVR) says this primary duty represents an obligation to eliminate or minimise potential harm or loss by doing all that is reasonably practicable to ensure safety. Because the new COR provisions focus on managing risk, all parties in the road transport supply chain must take a broader and more targeted risk assessment benchmarked against COR industry codes of practice, and develop and implement tailored safety measures to discharge their primary duty of care. This means that organisations must proactively reduce risks related to their road transport tasks, rather than reacting when the law is broken. To avoid penalties, which can include prison sentences in serious cases, all parties within the road transport supply chain must ensure that they have safety

DIESEL November-December 2019

management systems in place - which can include heavy goods vehicle (HGV) weighing devices - to ensure heavy vehicle safety. Considering that HGV overloading and unequal load distribution are chief safety risks in any road transport operation, technical experts Diverseco, which is one of Australia’s leading industrial measurement and automation solutions providers, have prepared the Ultimate Guide to Vehicle Weighing Systems. This describes how enforcement agencies assess HGV weights and the mass management controls that road transport organisations companies can include in their safety regime to prevent breaches. The guide is designed to help industry stakeholders to measure up to the new Chain of Responsibility mass management laws by providing: • Insights into the range of HGV weighing devices at their disposal,

• Information about their relative features, functions and benefits, and • Knowledge of the conditions that these heavy industrial weighing devices are best suited to A brief description of these HGV weighing systems follows below.

AXLE GROUP WEIGHT Some time ago enforcement agencies moved away from measuring the maximum regulatory mass of the vehicle to capturing the weight of axle groups (rather than individual axles) and then summing these weights. This approach enables both load and load distribution data to be captured. An axle group can be any combination of single, twin, tri, or quad axles. Depending how the axle group is constructed, errors can occur if weighing individual axles in an axle group because of load redistribution. This is why load

DIESEL WORKSHOP

limits described in all data sheets relating to heavy vehicles show axle group weights and not individual axle weights, and they are policed accordingly. While most readers are familiar with weighbridges, which are suitable for trade-use where the weight of product will determine a charge, most organisations require a system that will be used as a control point for safety and compliance, rather than trade purposes. Here is a brief description of five of the weighing systems.

WEIGHBRIDGES Weighbridges are the most accurate vehicle weighing system available, because all axle groups for the vehicle and trailers are on the same plane and weighed at the same time. They are ideal for trade-approved applications where invoices are raised on payloads, and high intensity operations when throughput is concentrated at certain times of the day.

up to 65mm above ground, or in a 65mm shallow recess. Weighing occurs on two 3.6m-long tracks that enable the weight of each axle group to be captured efficiently. LPAX weighers require the least amount of siteworks for installation and use, and are modular, lightweight, easily transportable, and fully portable, without compromising reliability or accuracy.

WEIGH-IN-MOTION SYSTEMS Weigh-in-motion (WIM) systems typically consist of a platform – measuring 7.3m by 3m – supported by four loadcells that capture and record the weight readings of each individual axle group. Unlike static weighbridges or axle scales, WIM systems don’t require vehicles to stop for weighing. Operators simply drive over the weighbridge steadily at a reduced speed of up to 5km/h. This makes the weighing process more efficient, eliminating unnecessary delays and downtime.

STATIC AXLE WEIGHERS Ideal for weighing single individual axle groups, static axle weighers are typically 4m long by 3m wide, and are installed in a pit so the deck is at ground level. To record weights for each axle group on a static axle weigher, the truck is driven across the weigher, stopping in the correct position for each axle group. This means that the time taken to weigh all axle groups is longer when compared to a weighbridge. This system can be installed with minimal excavation work.

LOW PROFILE AXLE WEIGHERS Low profile axle (LPAX) weighers are designed for weighing single axle groups. The standalone unit can be

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ONBOARD OVERLOAD PROTECTION AND WEIGHING SYSTEMS As the name suggests, onboard overload and payload control systems are installed directly onboard vehicles. They are usually fitted to a vehicle’s and/or trailer’s suspension system. This means that onboard systems can be used quite effectively for both static and dynamic weighing applications. Onboard systems are available in many different configurations, from simple overload detection/warning devices, through to full legal for trade solutions. All the aforementioned instruments are essential aids to equal load

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DIESEL WORKSHOP

TRAILER SUSPENSION PIVOT BOLT

TORQUE B

efore we get into the importance of properly setting pivot bolt torque, let’s take a moment to understand what is involved. To refresh our memories, torque is the amount of energy it takes to run the nut up along the threads of a bolt. The basic way to calculate this is by taking the amount of force and multiplying it by the distance. For the sake of simplicity, if we place a 200-pound person on the end of a two-foot bar, there should be 400 foot-lbs of torque. The rotation of a bolt (torque) at some point causes it to stretch which is called “tension”. To elaborate, tension is the stretch or elongation in a bolt that provides the clamping force in a joint. When a bolt is tightened the body is stretched so it acts like a very stiff spring which pulls in mating surfaces together. When torque is applied to the pivot bolts, this stretch will clamp the hanger to the bush in the trailing arm. Ideally, a torque wrench should be used to ensure the pivot bolts are properly tightened and no issues develop down the road. Always refer to the Original Equipment Manufacturer’s bolt torque specifications or refer to a bolt torque chart for recommendations. To maintain accuracy, torque wrenches must be calibrated regularly. According to the ISO 6789 this should be every

DIESEL November-December 2019

“WHEN A BOLT IS TIGHTENED THE BODY IS STRETCHED SO IT ACTS LIKE A VERY STIFF SPRING WHICH PULLS IN MATING SURFACES TOGETHER. WHEN TORQUE IS APPLIED TO THE PIVOT BOLTS, THIS STRETCH WILL CLAMP THE HANGER TO THE BUSH IN THE TRAILING ARM.” 5,000 cycles or every 12 months, whichever occurs first. However, they may be calibrated more often if deemed necessary. Using a rattle gun is not the correct way to set torque. The most common negative outcomes are, over-torque and under- torque. Over-torque will probably harm either the bolt, clamped hanger, or nut. This will permanently deform them, making them unlikely to mate correctly and provide as much clamping force as they originally could. Under-torque will prevent the required clamping force to be achieved around the hanger. The lack of clamping force will allow the bolt will shift in the hanger, wearing it out. If for whatever reason the pivot bolts are removed, some manufacturers recommend replacing them. Reason being, the tightening procedure will permanently stretch the bolt involving high risk of breakage if the bolt is

reused. Realistically, it doesn’t make any sense to reuse bolts as the risk far outweighs the replacement cost of used bolts. As a side note, inspect the thread form of a bolt before installation. Damaged threads can cause galling, or materials adhering to one another, as the bolt is tightened. If the nut seizes to the bolt before the specified torque, then a loose bolt situation is created. In worst case scenarios the bolt will shear off the bolt if removal is attempted. Once torque is set, pivot bolts are a relatively maintenance free item, however checking the torque during periodic service intervals may be required. This is done to ensure the bolts do not come loose, cause premature bush failure or create hanger wear at the bolt hole. For more accurate information always refer to the trailer suspension manufacturer’s technical publications.

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DIESEL WORKSHOP

Safety Tech SAVES LIVES

The Australian Trucking Association (ATA) and government share a target of zero fatalities or serious injuries on our roads, and while we are making process, more needs to be done, writes Bob Woodward, ATA Chief Engineer. It’s an ambitious goal – but one we can and must achieve. November 2020 for new models and 1 January 2022 for all models, the good news is that many new model prime movers are fitted with roll stability, and some with a full EBS system.

SO… WHAT EXACTLY IS EBS?

Bob Woodward, ATA Chief Engineer.

he ATA has long urged government to take immediate action on mandating advanced safety technologies for new trucks, like electronic braking, to reduce truck rollovers and improve safety outcomes. From November 1 2019, Australian Design Rule 38/05 will mandate antilock braking systems (ABS) and roll stability on all new trailers greater than 10 tonnes, with some minor exemptions. Additionally, a trailer roll stability function has been required on all dangerous goods road tankers in NSW since the start of the year. Typically, the ABS and roll stability trailer package is referred to as an electronic braking system (EBS). Whilst roll stability won’t be mandated on NB and NC category vehicles until

DIESEL November-December 2019

As well as ABS and roll stability functions, EBS controls what is going on with each individual wheel set. Trailer EBS (T-EBS) goes beyond dealing with wheels locking up, it is also predictive and has pre-programmed sensors that prevent bad situations happening in the first place. One of the most notable predictive functions is for rollovers. EBS can predict when a rollover is about to happen and apply the brakes differentially to prevent it. On suitably equipped prime movers it

offers a range of functions, including roll stability support, ABS, brake-by-wire technology to allow for faster brake application and release times to reduce stopping distances, load proportioning features and an operating data recorder that allows fleets and end users to monitor how the trailer system and driver are operating. Building on the standard system, there is also the option to expand with add-on systems that can check on general trailer health and trailer axle weights. There are also systems available that assist with reversing and limiting rollovers when tipping from a standstill. The Knorr-Bremse Trailer EBS system (TEBS G2) incorporates ABS, load sense control, anti-compounding

“IT’S CLEAR TO SEE THAT NO MATTER WHICH EBS PROVIDER A COMPANY UTILISES, THE FUNCTIONS AND FEATURES ACROSS THE MARKET ARE ALL DESIGNED TO IMPROVE SAFETY FOR NOT ONLY TRUCK DRIVERS AND OPERATORS, BUT ALSO THE WIDER COMMUNITY.” can also slow down the engine speed. To go into further detail, we can analyse the systems of three trailer suppliers: WABCO, Knorr-Bremse and Haldex. WABCO Trailer EBS was first sold in Europe in 1997, the D version. Fast forward to 2008, the current E version

and roll stability program into one control system. When active, the system protects against trailer roll-over during driving by automatic application of the trailer service brakes. The system also has dual load sensing capability which can determine whether the prime mover is North American

DIESEL WORKSHOP

or European-based. This is important as different types of trucks have different onset and coupling pressure characteristics, which may affect the brake balance of your combination. The Knorr-Bremse system can power and control multiple auxiliary systems and is also supported by data logging capabilities that allow drivers and fleets to view fault, data and event reports. Finally, Haldex offer the EB+ Gen3, their third generation EBS system. This system is able to integrate a great deal of systems into one, including tyre pressure monitoring, trailer lift axles, brake wear sensors, reset-to-ride functions and telematics systems. Haldex also offer an additional solution called Fleet+ that assists with trailer data analysis. Once connected to the EBS system, the truck operator is able to analyse a range of information like stability events, vehicle speed, brake performance and road condition. This ensures trailer activity is transparent and can be monitored effectively.

The TEBS G2 incorporates ABS, load sense control, anti-compounding and roll stability program into one control system.

WHAT DOES IT ALL MEAN? When using any system, it’s also important to note that the trailer EBS needs to be connected, but only where compatible connections exist. Further clarification about this is outlined in the National Heavy Vehicle Regulator’s Vehicle Standards Guide 25. It’s clear to see that no matter which EBS provider a company utilises, the functions and features across the market are all designed to improve safety for not only truck drivers

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and operators, but also the wider community. With safer trucks on our roads, we are another step closer to reaching our towards zero target. To help operators get a clear understanding of EBS, the ATA’s Industry Technical Council developed a Technical Advisory Procedure that provides best-practice advice and extensive technical information. To view the EBS Technical Advisory Procedure, head to www.truck.net.au

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GOING GLOBAL

Diesel’s European correspondent, Will Shiers, discovers why 1919 was an important year for road haulage in Great Britain.

n 20 years of writing about the British transport industry I had never been invited to a 100th birthday celebration, and then, just like buses, three of them came along at once. There’s a very good reason why so many British hauliers kicked off in 1919, which I’ll come on to in a moment, but first let me tell you about the most recent birthday party I attended. Based in Cullompton, Devon, in the west of England, Gregory Distribution is a massive family-run success story. Its 1,000 brown trucks (the less than flattering livery signifies the Devon soil) are a common sight the length and breadth of the UK. Today the company is headed-up by John Gregory, who is the

DIESEL November-December 2019

grandson of the company’s founder Archie Gregory, but John’s 95-year-old father Jack is still around and very much on the ball. Earlier this year the company threw the mother of all 100th birthday parties, inviting hundreds of guests and employees – past and present – to its head office for a hog roast. Amongst them was none other than HRH The Prince of Wales! Now I fully appreciate that the royal family are as divisive in Australia as they are here in the UK. Personally, I’ve got a lot of time for the hardest working

royals, namely The Prince of Wales and his sister The Princess Royal, each of whom had more than 500 official engagements in 2018. I’ve met Her Highness on a few occasions, and she always does a fantastic job of engaging with everyone, asking questions, and listening to the answers. Although she’s probably bored senseless, she certainly pretends that she isn’t. Now, having spent an hour in The Prince of Wales’ company, I can confirm that the same applies. There can’t

GOING GLOBAL

THE BRITISH TRUCKING CENTURIONS be much he doesn’t know about this particular haulier now, which incidentally collects his own organic milk (branded Duchy Originals) from farms. He spent a long time talking to Jack Gregory about his fully restored Bedford O Series, which was one of four classics on display. Purchased new in 1948 for £668, this was the first truck Jack purchased new, and he personally drove it for 39,000 miles before becoming office-bound. But this certainly wasn’t the first vehicle that the company ran. After royalty departed, I sat down with Jack and talked trucks. “My father actually started with a horse and cart, but he only had it a few months,” explains Jack. “He used to employ a chap to drive it, and then one day he came running in yelling ‘Boss, boss, the horse has dropped dead, and I’ve never known him do that before!’ And that’s when my father bought his first truck, a Model T Ford.” This is a familiar story and is a key reason why so many British hauliers started out in 1919. The First World War finished in November 1918, and as the men returned, so did the trucks they’d been driving. Jack picks up the tale: “Go back to 1917 when the Americans joined the war.

Based in Cullompton, Devon, in the west of England, Gregory Distribution is a massive family-run success story.

A million men came over to the Western Front, and they brought with them thousands of Model Ts. They were used to carry munitions to the Front, and bring back the dead and the wounded. They were incredibly useful for that job. “Then in 1919, when they came back to this country, they were sold to people like my father who wanted to start in the transport world. They immediately took

the place of the horse and cart. They were designed to carry about one tonne, but you could usually get a bit more than that on them.” Some of them, including Gregory Distribution’s own restored 1919 Ford Model T, were actually built in Ford’s Trafford Park assembly plant, which was located just to the west of Manchester, England.

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GOING GLOBAL

Jack believes the Model T is the world’s most significant commercial vehicle. He has fond memories of them, saying: “An interesting feature about them is that if they couldn’t get up a steep hill forwards, they could always go up it backwards. The lighting system was by dynamo, so when they were going uphill at 5mph with the engine revving, the lights were beautifully bright. Then when they got to the top and were doing 20mph or 25mph, with the engine only ticking over, there were virtually no lights at all.” The nonagenarian, who is only five years younger than the company his father created, admits that it was never his intention to enter the family firm. He left school at 16 and started what he believed would be a long career in a bank. However, after five years he wasn’t even earning enough to cover his digs. “In 1947 my father decided he had had enough, and he asked me if I wanted to pick it up and carry it on. He said ‘remember the lorries are pretty well worn out’,” recalls Jack. “I’ll tell you what persuaded me. I was unfortunate that because of my bad eyesight I never got into the forces at all. That’s why I worked for the bank. “I was very much aware that all the young chaps working in the banks who had been called up, would all come back, and they would all be in front of me, even though I had been there

The Prince of Wales talking to Jack Gregor about his fully restored Bedford O Series.

ERNEST COOPER To mark its 100th year in business, Yorkshire-based bulk haulage contractor Ernest Cooper, is raising thousands of pounds for the Macmillan Cancer Support charity. Back in June it put a commemorative gold Volvo FH16 750 with matching Wilcox tri-axle tipping trailer on the road, with the promise that all the revenue it earns this year (excluding the fuel and driver’s wages) will be donated to the charity. The company, which has the fourth generation of the family on the books, was founded in 1919 when Ernest Cooper and his brother George started hauling axle units for trains between the cities of London and Leeds, Yorkshire.

DIESEL November-December 2019

GOING GLOBAL

for five years. The second thing that persuaded me was that I wasn’t earning any money!” As lorries became bigger, carrying five or 10 tonnes, they became a huge threat to the railways. As more goods started being carried by road, the government introduced a bill in 1933 called the Road Traffic Act, and that forced current hauliers to apply for licences for what they were currently doing. An A-licence enabled them to take anything anywhere. A B-licence limited the distance, and C-licences were for people who carried goods they had for sale, including coal merchants. When Jack took over the family firm it had six licences, two A-licences, three B-licences and one C-licence. Jack says the trucks he inherited were indeed worn out, but the company was financially sound, and those hard-to-get licences were invaluable. “I kept the books exactly as I had learned to do in the bank,” remembers Jack. “Then, like my father, I bought some ex-Army lorries. There was a REO and a Thornycroft, and I repaired two of the old worn out Bedfords. “I said to myself ‘when I make £1,000 ($1,800) I will feel like I have landed’, because it was a lot of money then, and I actually made it very quickly. And then I started to buy new lorries, and I made it my policy that I would always

Jack Gregory’s restored Bedford O Series and Ford Model T.

put them on hire purchase, because I wanted real money to build warehouses. I knew warehouses would be there long after the lorries had worn out. As long as I kept up repayments, I got liquidity in the bank.” His business acumen paid off, and by the time he handed over the reins to son John in 1985, the financially secure company had 34 trucks, 40 staff, plenty of warehousing and no debts. It has grown at a phenomenal rate under John’s

leadership, and with 1,000 vehicles and 2,700 staff is today one of the UK’s largest privately owned hauliers. To close our interview, I asked whether he would do it all again if he could. “I have never been asked that question before,” he said, pausing for a surprisingly long time. “Well, I never wanted to do it to start with. I just decided it would probably be a good thing to do. So….in retrospect...I think the answer is… yes.”

WH BOWKER In 1919 William Bowker used his £75 ($136) war gratuity to purchase an ex-military truck, and began making local deliveries in Lancashire, in the north west of England. A century later and the company is a major UK and international transport and warehouse provider, operating in excess of 160 trucks and 300 trailers. To commemorate its anniversary, the company has introduced a new cobalt blue, red and gold livery, replicating a colour scheme used in previous years. It’s seen here on a pair of Volvo FH 500 6x2 pusheraxle prime movers.

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GOING GLOBAL

ELECTRIC

TRUCK PROGRESS CONTINUES It is clearly the flavour of the month – every month at the moment – as it seems every truck manufacturer is bringing out an electric truck. Going Global takes a look at the latest on display around the world.

he number of electric trucks being displayed by truck manufacturers across the globe tells us that this is going to be the future method of truck propulsion, at least around our cities, if not on our major intercapital highways. We have seen the major hyperbole surrounding products like Tesla and Nikola trucks in the US. Like SEA Electric in Australia, these are new players that have launched their ideas with a big splash. However, don’t let all the hype cloud the issue, the major players are also involved, bringing out prototype electric versions of their current trucks. There are electric Mercedes-Benz delivery vehicles on the road in Germany, Volvo have garbage trucks powered by an electric motor in France, Renault have a series of electric vehicles being trialled, an

DIESEL November-December 2019

electric Scania concept is being introduced, and all of the other major manufacturers have something to offer. In this issue, Going Global is looking at another couple of manufacturers who have recently introduced electric trucks into areas where they have been traditionally strong. DAF specialises in intrastate prime movers and Mack has a strong following with its garbage trucks in the US. Both have now released an electric version of a successful model and put it on the road.

ELECTRIC DAFS A DAF CF electric solution running for container hinterland logistics network Contargo is currently in operation in Germany. These fully electric field test vehicles collect and deliver containers at the inland Port of Duisburg in Germany. The initiative has received the ‘Green Truck

Logistics Solution Award’, an accolade for the deployment of promising upcoming technologies for innovative, sustainable logistics around Europe. “With the Green Truck Awards, a convincing concept with demonstrable practical relevance makes the difference,” said Gerhard Grünig, editor-in-chief of TRUCKER magazine which made the award. “Using the two DAF CF Electric vehicles, the jury was impressed that Contargo was not simply looking to roll out a flagship project for the sake of its media profile, but had spent around two years in preparation, analysing with great precision whether electric vehicles could be commercially viable in the 44-tonne gross vehicle weight range.” The two fully electric DAF trucks working for Contargo are based on the DAF CF, with a fully electric drive using

GOING GLOBAL

VDL’s E-Power technology. The core of its intelligent powertrain is a 210kW electric motor powered by a lithium-ion battery available with a current total capacity of 170kWh. The CF Electric has a range of up to 100km, depending on the weight of its cargo, making it suitable for zero emissions high-volume transport in urban areas. The batteries have a 30-minute quick-charge feature, while a full charge takes just oneand-a-half hours. “Electric trucks will be part of future urban life in Europe,” said Richard Zink, Director of Marketing and Sales and DAF Trucks Board of Management member. The Contargo operation is aiming for full decarbonisation by 2050. This initiative is being driven by its parent company Rhenus Trucking and this approach was underlined by Sascha Hähnke, Managing Director of Rhenus Trucking. According to the numbers assessed by the judging panel, use of the DAF CF Electric reduces carbon emissions by at least 38 per cent, even when using only electricity sourced from the usual grey-and-green energy mix.

ELECTRIC GARBAGE TRUCKS Mack Trucks recently unveiled its Mack LR battery electric vehicle (BEV), combining the refuse industry standard design of the Mack LR model with a fully electric Mack drivetrain. The demonstration model will begin real-world testing in 2020 in the

operations of the New York City Department of Sanitation. “The Mack LR BEV is the latest example of Mack’s leadership within the refuse and recycling industry,” said Jonathan Randall, Mack Trucks Senior Vice President, North American Sales and Marketing. “Built on our decades of experience in powertrain innovation, the electric LR delivers a powerful yet quiet, zero-emission solution designed to tackle one of the most demanding applications in one of the largest cities in the world.” The Mack LR BEV is powered by Mack’s integrated electric powertrain consisting of two 130-kW motors producing a combined peak 496hp and a massive 5,492Nm (4,051lbft) of torque available from zero rpm. Power is sent through a two-speed Mack Powershift transmission and running on Mack’s S522R 52,000lb rear axles. The Mack LR BEV features a copper-coloured Bulldog hood ornament, signifying that it’s an electric vehicle. All of the LR BEV’s accessories, including the hydraulic systems for the Heil DuraPack 5000 body, are electrically driven through 12V, 24V and 600V circuits. Four NMC lithium-ion batteries are charged via a 150kW, SAE J1772-compliant charging system. As one of Mack’s largest customers, New York was chosen to test the first LR BEV model in a real-world application. The city has the world’s largest sanitation

department, with its 10,000 employees collecting more than 11,000 tonnes of refuse and recyclables each day. It is also a sustainability innovator and has initiated several programs designed to reduce waste sent to landfills, as well as cut emissions. “New York City is a world leader when it comes to testing the latest technologies to help us reduce our environmental footprint,” said Rocky DiRico, Deputy Commissioner and New York City Sanitation boss. Even as electromobility technology and supporting infrastructure continues to develop, refuse and recycling collection represents an ideal application for BEVs because of the potential to deliver the most value to customers. Collection vehicles operate on predetermined routes and return home every off shift, helping eliminate concerns about range and finding a location to charge. The frequent starts and stops, which can occur thousands of times per shift, also provide a significant regenerative braking opportunity to recapture energy. Fully electric trucks like the Mack LR BEV provide a number of benefits, including zero emissions and the potential for improved environmental sustainability. In addition, the fully electric trucks produce significantly less noise, enabling nighttime operation, a particularly attractive option for refuse operators in urban environments.

PROOF OF DELIVERY

A TRUCK FIT FOR PURPOSE No matter what the freight task, a truck needs to be ‘fit for purpose’. POD discovers how a WA family business, Orbit Fitness, takes this quite literally.

ith 70.9 per cent of adults aged 18-64 years old in Western Australia (WA) dedicating 150 minutes or more per week to physical activity, fitness isn’t something WA jokes about. That figure becomes even more impressive when compared with the rest of Australia, which sits at 65.5 per cent for the same criteria. Contributing to this commitment to fitness in WA is Orbit Fitness and their Isuzu NPR 55-155s with

DIESEL November-December 2019

automated manual transmission (AMT). Beginning as a family business in 1983, Orbit Fitness has grown alongside the health and fitness industry in WA. According to Orbit’s Operations Manager, John Prince, the business has become the state’s largest supplier of fitness equipment. Operating out of seven locations, Orbit is one of the few fitness retailers that provides servicing and delivery, as well as the parts and installation of equipment from their own warehouses. But the real competitive edge they

provide is a dedication to innovation. John Prince often travels overseas in search of the latest technologies to incorporate into Orbit’s products. “We travel across the globe on the hunt for the most innovative fitness products we can find to bring back to Australia,” says John. In conjunction with local councils and health clubs, Orbit works to bring newfitness technology to the community. The scale of their projects varies.

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One project involved a full site relocation of a 24-hour health club, with only several hours available for the team to make that happen. This is why serious, reliable transport is needed, and Orbit’s Isuzu NPRs were called on to rise to the challenge. “The health club closed at 6 am, we picked the whole thing up, loaded up the trucks and moved it to the new location in under 24 hours,” says John. Orbit Fitness’s commitment to promoting healthy living in Australia isn’t an easy one. Devoted to their customers, their crew often have to drive over five hours to deliver fitness equipment, and that’s one of the reasons why they need a truck they can trust. “We chose Isuzu because of its reliability; we’re driving for long distances in such remote locations, and we can’t afford to break down on those journeys,” explains John. “For example, we delivered fitness equipment to the Kalgoorlie regional fire station, which was almost an eighthour drive. “So, being able to drive across the whole of WA with faultless reliability and never being let down is important.” When the ‘whole of WA’ is mentioned, it tends to be interpreted as the vast distances that separate settlements in thatregion of Australia, but John also had another

DIESEL November-December 2019

part of the state in mind. “On top of the eight-hour trips, we also service residential addresses, and our Isuzu trucks are very, very nimble, helping us easily access those smaller roads,” says John. “With such diversity, we need vehicles strong enough to carry the heavy weights but compact enough to get through small back streets.” And that truck strength comes from Orbit’s choice of the NPR 55-155 with a gross vehicle mass of 5,500kg. “We like to have our trucks with more power rather than be underpowered,” says John. “For the payloads we’re dealing with, the bigger engine gives us the power, reliability and comfort, especially in those long drives, to do our job transporting and installing fitness equipment. “We have a peace of mind knowing that our Isuzu trucks are more than capable for the work we do.” Orbit Fitness’s keen eye for innovation isn’t only restricted to fitness equipment, it’s also the core criteria in the search for trucks. For John, it’s important to look for the type of technology that will make life easier for himself and his drivers, who can then make life easier for their customers. “The benefit Isuzu delivers to our business is in the

ease of use and service of the vehicle. From the start the performance has been really impressive,” says John. “The technology in the truck, the AMT, the GPS navigation, the reversing camera and sensors, the comfort of the suspension seats… and the digital radio, the boys listen to the cricket or whatever music channel they want. “When the guys saw I bought the new truck they ran off with it straight away!” And it’s the combined ability of the Isuzu trucks and the service given by Major Motors dealership that gives Orbit the confidence to deliver to WA successfully. “The previous two Isuzu NPR trucks we had before these new NPRs had done half a million kilometres each and were still doing the job well,” says John. “We wanted something that was going to last a long time, and we knew from experience that the Isuzus certainly do last. “We also have an exceptional relationship with Major Motors here and the staff are superb. We bought both vehicles from Nestor Jongko at the dealership, who really listened to our story and what we needed, and then helped us make the right decision.”

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