Prime Mover February 2020

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Februar y 2020

Pryme Earthworks Making a Splash

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Industry Fleet: MKD Transcorp Feature: UD Croner Showcase: Scania Retarder Personality: Helen Savmyr

Innovation Technology: Dennis Eagle Elite 2 Fleet: South West Express Test Drive: Hino 700 Final Mile: Isuzu Dual Control

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E

Behind the people who keep Australia moving Everything we do, every day, relies on the people who literally keep Australia moving. From the fresh food in our supermarkets, to the petrol in our cars, from the school bus, to the train you catch to work, even your holiday travel. None of it would happen without transport workers.

And behind them is TWUSUPER, the industry super fund for the people who look after you.

1800 222 071 twusuper.com.au SUPERRATINGS GOLD 2019 MYCHOICE SUPER

SUPERRATINGS GOLD 2019 PENSION

TWU Nominees Pty Ltd, ABN 67 002 835 412, AFSL 239163, is the trustee of TWUSUPER ABN 77 343 563 307 and the issuer of interests in it. 55621

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MEET THE TEAM Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge.

Pryme Earthworks Making a Splash

John Murphy | CEO

John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.

Luke Applebee | Managing Editor, Transport Group

Luke has a background in copywriting and content marketing, working with a range of businesses from solar and engineering to freight forwarding and 3PL. With a special focus on digital marketing and content creation, Luke has a strong strategic edge and can draw on years of experience in social media campaign management.

FEBRUARY 2020 $11.00

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In his 15-year career as a journalist, William has reported knowledgeably on sports, entertainment and agriculture. He has held senior positions in marketing and publicity across theatrical and home entertainment, and also has experience in B2B content creation and social media strategy for the logistics sector.

editor William Craske

william.craske@primecreative.com.au managing editor,

transport group

Luke Applebee luke.applebee@primecreative.com.au

senior feature Peter Shields writer peter.shields@primecreative.com.au

business

Ash Blachford

development ash.blachford@primecreative.com.au manager

0403 485 140

art director Blake Storey blake.storey@primecreative.com.au design

Kerry Pert, Madeline McCarty, Jo De Bono

journalist Paul Matthei paul.matthei@primecreative.com.au

design production

manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.

Innovation Technology: Dennis Eagle Elite 2 Fleet: South West Express Test Drive: Hino 700 Final Mile: Isuzu Servicepack

ceo John Murphy john.murphy@primecreative.com.au

Peter Shields | Senior Feature Writer

Industry Fleet: MKD Transcorp Feature: UD Croner Showcase: Scania Retarder Personality: Helen Savmyr

William Craske | Editor

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Ashley Blachford | Business Development Manager

Handling placements for Prime Mover magazine, Ashley has a unique perspective on the world of truck building both domestically and internationally. Focused on delivering the best results for advertisers, Ashley works closely with the editorial team to ensure the best integration of brand messaging across both print and digital platforms.

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PRIME MOVER magazine is owned and published by Prime Creative Media.

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The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

CONTENTS

Prime Mover February 2020

28 42

50 66

22

COVER STORY “It’s a good little business. I’ve got the right guys working for me. I’m proud of what we’ve accomplished. The Hino 500 Series and the new dealership has played a part in that.”

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TIME WILL TELL

Prime Feature Stories FLEET FOCUS

22 Making a Splash A Gold Coast outfit that specialises in excavation and earth moving for swimming pool installations has staked its reputation on Hino commercial vehicles as it expands facilities to keep pace with a growing customer base.

28 The West Wing The meteoric rise of South West Express has been recently recognised by Woolworths who named the Western Australian family-business Small Carrier of the Year in 2019. The entire fleet, at present, is in the process of being completely converted to Euro 6 engine technology with the arrival of the latest commercial vehicles from long-time partner, Scania.

32 Australian Story The ongoing success of Sydney-based MKD Transcorp is strong evidence that it has managed to strike a balance between being big enough to provide for its clients needs and nimble enough to handle any ensuing problems of the same clients as if they were their own.

TRUCK & TECH

38 Kerb Enthusiasm With approximately 900 Dennis Eagle low entry vehicles operating around Australia, the iconic UK company is evolving its brand in waste refuse collection by offering fuel

efficient, advanced commercial vehicles equipped with the latest safety systems for the challenges of increasingly hectic urban environments.

TEST DRIVE

50 Continental Flair The recent inclusion of European driveline manufacturer ZF’s up-to-the-minute TraXon 16-speed automated manual transmission with Intarder has boosted Hino’s stalwart 700 Series variants to a standard not previously seen in Japanese heavy-duty trucks.

Regular Run 06 From the Editor 08 Prime Mover News 54 Final Mile 64 Personality 68 Australian Road Transport Suppliers’ Association 70 Australian Trucking Association 71 Australian Logistics Council 72 Truck Industry Council 73 Victorian Transport Association 74 Peter Shields’ Number Crunch

FROM THE EDITOR

Last Action Heroes

William Craske Editor No string of superlatives can do justice to the brave volunteers who have been battling blazes across the country, some of whom have been at it since October.

Although it will be months before the total devastation of the bushfires is likely known, fires, at least for the moment, have consumed approximately 11 million hectares of land, an area equivalent in size of Bulgaria, hundreds of properties have been lost and hundreds of thousands of wildlife destroyed, before even mentioning the tragic cost of human lives and the pyrrhic endeavours of the homes that survived in towns that will not. Even as the ongoing politicisation of the event rages long after the final ashes have settled, volunteers in the road transport community have

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completed a second convoy into western NSW, an area spared from the fires, yet ravaged by years of drought.

Some areas of Southwest Queensland and NSW have not seen meaningful rainfall in years. In December a convoy of nearly 30 trucks helped deliver 500,000 litres of water and food as part of the Caring for our Farmers initiative in what has proven to be a life-changing journey for its volunteers, many of whom returned again recently, sacrificing precious time off, for the Australia Day long weekend. In places like Murrurundi, Coonabarabran and Baradine, where tank water on properties is now a luxury for the very few who can ship it in from major cities, the little bore water on these sites has mostly evaporated. For many at Formula Chemicals, one of three Road Freight NSW members that volunteered services on the Caring for Farmers convoy, the December trip changed their lives forever. Leigh Smart, Road Freight NSW Chairman, said he encountered many farmers and families whose stories had grown men in tears.

A couple in their late 80s, Bill and Chris Munge, had been forced to get rid of most of their cattle save for 20 head.

They had survived many droughts and lost their house in the 2011 fires that besieged the area. Chris Munge was forced to give up her job as a nurse after being diagnosed with cancer. Her husband, Bill, whose knees are shot, can no longer operate his tractor. He keeps it charged outside anyway.

“They were the nicest couple you would ever meet,” said Smart. “They kept saying give the water to someone else more deserving.” This was common among the township: farmers refusing to take water who don’t have any in deferment to their community.

“We went out into their paddock to drop off 9000 litres of cattle water.

Talking to them there wasn’t a dry eye with any of my men. You wondered how they could survive under these adverse conditions,” he said.

Some farmers have not been able to make a normal tasting cup of tea in two years. Others had their first proper shower in years.

Another of the tanker drivers told of a desolate farm he called in on nearby where the farmer had been forced to shoot her dogs as she could no longer afford to feed them. She had lost her husband 20 years ago and was managing the huge property on her own.

There were other stories of heartbreak people dare not repeat.

Smart, who also serves as Formula Chemicals Director, helped arrange the return trip in which volunteers were encouraged to bring their families and cash – as a way of stimulating long suffering local economies by making as many purchases as possible in town.

It’s through this kind of heroic selflessness, in which a dignity culture of communal fealty and duty is valued regardless of recognition or grievance status, that remains vital to our national identity.

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PRIME NEWS

> Volvo plans to sell UD Trucks Volvo Group has tentatively agreed to transfer ownership of the complete UD Trucks business to Isuzu Motors to accelerate growth by leveraging greater volumes and complementary capabilities.

The acquisition, according to Volvo Group, is the first step in establishing a global technology partnership for Isuzu Motors and UD Trucks in Japan to create a stronger, combined heavy duty truck business across international markets.

Volvo Group claims there is great complementarity between the two Groups from both a geographical and product line perspective, with further opportunities to be explored over time.

The enterprise value for the complete UD Trucks business is valued at 250

technology, sales and service as well as other areas going forward, for the benefit of our customers and business partners.

“Our UD Trucks colleagues have done a great job to improve performance in recent years and the alliance opens up a great opportunity to continue the successful journey,” he said.

Isuzu Motors President and Representative Director, Masanori Katayama, said both groups strongly believe in their business opportunities and synergy potential.

“We intend to derive the full value from each other’s different specialties across product and geographical strongholds,” said Katayama. “Our collaboration will actively contribute to

The sale of UD Trucks will improve Volvo Group’s net cash position by $3.4B.

billion JPY (approx. 3.32 billion AUD) and will be subject to the final scope of the business transferred and Isuzu Motor’s due diligence.

The transaction is expected to, at the time of closing, result in a positive impact on the Volvo Group’s operating income of approximately 2.0 billion SEK (approx. $309.2 million AUD) and increases Volvo Group’s net cash position by approximately 22 billion SEK (approx. $3.4 billion AUD).

“The Volvo Group and Isuzu Motors have a well-established relationship on medium-duty trucks in Japan based on mutual respect, shared values and win-win spirit,” said Volvo Group President and CEO, Martin Lundstedt. “We see great potential to extend our cooperation within 8

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service improvements and strengthened customer satisfaction as well as to prepare ourselves for the forthcoming logistics revolution.”

Volvo Group has outlined its strategic alliance with Isuzu Motors to include: the formation of a technology partnership which will leverage the parties’ complementary areas of expertise within both well-known and new technologies as well as to create a larger volume base to support necessary, forthcoming technology investments; the creation of long-term conditions for a stronger heavy duty truck business for UD Trucks and Isuzu Motors in Japan and across international markets; and exploring opportunities for broader and deeper collaboration within the commercial

vehicle business across geographical areas and product lines such as light and medium duty trucks.

Volvo Group clarified that nothing will change in the set-up for the Australian market or for its customers in the Australian market.

“Hence we at Volvo Group Australia will continue to distribute the UD brand and support our UD Trucks Australia customers and dealer business partners,” Volvo said in a statement issued locally.

Isuzu Australia Limited (IAL) Director and Chief Operating Officer, Andrew Harbison, said the potential of this tie-up for the global commercial vehicle landscape is significant.

“In Australia, our customers benefit from the deep understanding of the road transport industry and comprehensive product strategy of our parent company, Isuzu Motors Limited,” he said. “We then tailor this for the local conditions and our long-term leadership of Australian truck market is an endorsement of this customer-focused approach.

“We look forward to providing more of what the transport and logistics industries need both now and into the future, and announcements such as this confirm that Isuzu Motors has its sights fixed well into the future also.”

Volvo Group aims to transfer ownership of the complete UD Trucks business globally, which reportedly had revenues totalling $3.7 billion AUD in 2018. The business, according to Volvo, had a minimal impact on the Volvo Group’s operating income in 2018.

All technology cooperation between the Volvo Group and Isuzu Motors will be managed through individual contracts.

The Memorandum of Understanding is non-binding. The next steps will include finalising the scope of the business to be transferred, due diligence by Isuzu Motors and negotiations of binding agreements.

Signing of binding agreements is expected by mid-2020 and closing of the transaction is expected by the end of 2020. All potential transactions will be subject to regulatory and other approvals.

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p r i m em ove r m a g . c o m . a u

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PRIME NEWS

> Scania sets new benchmark for deliveries in 2019 Scania has eclipsed its previous sales benchmark in Australia.

In its first full year of availability the Scania New Truck Generation has set a new benchmark for deliveries in 2019 the commercial vehicle manufacturer has announced.

Sales accelerated past previous benchmarks according to Scania Australia who confirmed it had placed a total of 1149 heavy duty trucks with customers during the year.

Carry-over orders already indicate robust sales will continue into 2020.

As the only truck to provide dual side curtain rollover airbags as standard across the range, Scania NTG is offering four side curtain rollover airbags on its new CrewCab four-door model used in fire-fighting services for metropolitan and country applications.

Scania Australia Director of Truck Sales Dean Dal Santo said Australian fleet and retail customers are shopping with safety and environmental credentials at the top of their priority list “With the much-discussed shortage of drivers, operators understand that quite aside from the continuous requirement for improvements in vehicle efficiency and reduction in operating costs, in order to attract and retain the best drivers, a safe, comfortable, quiet and spacious working environment must be provided,” he said.

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“We are seeing a significant shift in buying priorities across the country as operators and drivers seek safety and comfort in greater numbers than ever before,” said Dal Santo.

“With the earliest NTG trucks having been on the road for 18 months, we have seen proof that the new technology has delivered the promised improvements in fuel economy and reductions in operating costs. These savings have driven the increased demand for the Scania product,” he said.

More Scania trucks delivered in 2019 were Euro 6 compliant than ever before as operators looked for improved efficiency and to reduce emissions.

“We have effectively switched to a Euro 6 default setting across all of our urbanfocused offerings,” said Dal Santo.

“This means Scania is driving the shift to a more sustainable transport solution, where emissions from our vehicles are as clean as is possible using internal combustion technology,” he said.

Scania is already very advanced in its plans to deliver diesel-electric hybrid trucks globally and is working towards fully electrified chassis in the near future.

“At present, European cities are at the forefront of the drive to reduce

emissions from heavy vehicles and Scania is working in concert with them to provide a future proof solution for its customers. That means that when Australia follows this direction, Scania will be ready with a proven range of solutions,” explained Dal Santo.

During 2019, Scania NTG V8 supply returned to normal, including availability of the new generation Euro 6 compliant 650 hp version.

Supplies of the XT extra-tough construction industry-oriented specification across P, G and R-series cabs flowed freely into Australia, with the first all-wheel drive configuration, and all-new CrewCabs also arriving.

Also launched in 2019 was the new 7.0-litre engine in three horsepower outputs destined for the P-series urban and regional rigid delivery market, giving Scania access to the upper end of the medium duty market for the first time.

“The Scania product offering has successfully met the market expectation and demand has increased. As we expand our product portfolio across more segments as well as increase availability of alternative and renewable fuelled vehicles, Scania will continue to drive the shift towards a sustainable transport system in Australia,” Dal Santo said.

AT SCANIA WE DON’T JUST SERVICE YOUR TRUCK, WE SUPPORT YOUR BUSINESS. Truck uptime and efficiency is our key focus, because we know how critical it is to you. We leverage operational data from 400,000 working Scania trucks globally, so we know how to ensure your truck is working at peak efficiency for your needs. Regardless of your application, your load or where you run. And because you're dealing direct with the OEM, no matter where you are, you’ll pay the same price for Scania service and parts.

Dean Cash Account Manager Scania Australia

FOR THE ONLY BUSINESS THAT MATTERS. YOURS. VICTORIA Scania Campbellfield Tel: (03) 9217 3300 Scania Dandenong Tel: (03) 9217 3600 Scania Laverton Tel: (03) 9369 8666

NEW SOUTH WALES Scania Prestons Tel: (02) 9825 7900 Scania Newcastle Tel: (02) 9825 7940

QUEENSLAND Scania Richlands Tel: (07) 3712 8500 Scania Pinkenba Tel: (07) 3712 7900

SOUTH AUSTRALIA Scania Wingfield Tel: (08) 8406 0200 WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500

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PRIME NEWS

> IVECO announces new boss from Daimler The former Director of Mercedes Benz Truck & Bus has been announced as the new head of IVECO Australia and New Zealand. Michel May, whose appointment has taken effect on a transitional basis last month, joins IVECO after a 20-year career with Daimler Truck and Bus Australia Pacific where he also served as Dealer Principal of two Melbourne-based Daimler truck dealerships.

The appointment of May to Managing Director by IVECO comes as part of a shakeup at the commercial vehicle manufacturer following changes first earmarked for the group when CNH Industrial made it public that it would be separating its on-highway divisions from its agricultural and construction

manufacturing equipment back in September.

May, who brings extensive leadership and industry expertise to IVECO has a background in engineering and after-sales.

Outgoing Managing Director Bruce Healy has accepted the role of Brand Leader at New Holland Agriculture, another division of IVECO parent company CNH Industrial.

Healy, who is understood to have an affinity with rural communities, will reconnect with farming communities through New Holland’s range of agricultural products that includes combine harvesters, tractors and haytools.

“The last two years, working closely

with IVECO staff and the dealer network, have been tremendously satisfying,” said Healy. “I believe we’ve laid the foundation for an exciting future and whilst I’m disappointed that I won’t be around to further contribute to our performance, I’m excited by the challenge and responsibility of leading New Holland into the future,” he said.

Healy’s replacement, May, joins IVECO, which maintains a manufacturing plant in Melbourne, at an exciting time the company said in a statement. The recent introduction of the Heavy Duty Stralis X-Way range and the on-going success of the Daily Light Duty models will be complemented with key product actions planned for 2020.

May’s appointment will coincide in 2020 with key product actions.

> NHVR releases draft plan to boost heavy vehicle productivity The National Heavy Vehicle Regulator (NHVR) is calling for a coordinated approach to addressing Australia’s growing road freight task. NHVR Executive Director Freight and Supply Chain Productivity, Peter Caprioli, has released a Draft Heavy Vehicle Productivity Plan 2020–2025 (HVPP) for feedback.

“This is a draft blueprint for the NHVR, government and industry to work together to improve access and productivity for Australia’s heavy vehicle 12

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fleet,” said Caprioli. “The HVPP has at its heart an objective of delivering safe, productive and efficient heavy vehicle movements for an industry that has an impact on all Australians.”

According to Caprioli in preparing the HVPP, the NHVR consulted with more than 50 groups across government and industry driven to promote the growth of safer and more productive vehicles that are better for the economy, environment and communities.

“Many in industry are calling for greater

access and certainty, governments want improved consistency and data, and road managers want support for access and road infrastructure decisions,” he said. “The HVPP offers a pathway forward to meet the ambitions of government and the heavy vehicle industry and will be further informed through this next phase of consultation.”

The NHVR is now seeking feedback on the draft HVPP before developing an Action Plan to be released during 2020.

PRIME NEWS

> VTA deplores latest biosecurity price hike The fee increases incurred by new biosecurity measures have again beset freight carriers as the industry braces itself for new sea and air charges announced by the Department of Agriculture. Taking effect on 1 January 2020, the expansion of cost-recovered import measures invoked to support the nation’s biosecurity system are, according to the Victorian Transport Association, the most recent of a litany of fee increases foisted on the transport industry inevitably set to be transferred to the supply chain with road and rail freight forwarders likely casualties.

The revised cost amounts to an effective 15 per cent increase.

Air and sea are not the only charges increased for Full Import Declarations with arrival charge increases on vessel’s greater

than or equal to 25 metres now $1054; and arrival charge increases on vessels less than 25 metres $120.

The higher fees following increases to infrastructure surcharges announced last week at Melbourne’s Webb Dock, is further evidence of the transport industry succumbing to more price hikes according to VTA CEO Peter Anderson said “It seems like rarely a week passes when statutory charges, fees and other costs transport operators have to pay aren’t increased, and typically exponentially higher than CPI,” he said.

“We’ve seen stevedore infrastructure surcharges increase at the Port of Melbourne by over 4000 per cent and this latest increase in biosecurity charges will inevitably flow through the

supply chain to road and rail freight forwarders, who we urge to pass it on to their customers, and eventually consumers,” said Anderson. “As we’ve long argued, transport operators cannot absorb higher supply chain costs because doing so makes it difficult to manage cash flow and stymies investment in people and equipment.

Ultimately, costs will be passed on and consumers will pay more at the till if increases in fees and charges continue to be the new norm.”

The limited consultation by the Department with industry leading up to the announcement was also condemned by Anderson with a notice of only two weeks provided before Christmas for freight operators during their busiest time of year.

> UD Trucks announces 2020 Extra Mile Challenge Truck driver-skill based competition, Extra Mile Challenge, has been launched for drivers to compete in locally UD Trucks has announced.

The global driver competition held every two years features tests aimed at demonstrating how improvements in driver behaviour can translate to safer driving, improved fuel consumption and reduced wear and tear on vehicles.

This year 12 drivers from three Australian dealerships will be hand picked by UD Trucks customers to compete in the challenge.

VCV Sydney Prestons, SCT Adelaide, and CMV Truck & Bus Dandenong are supporting their competing drivers through dedicated dealership Fuel Watch Managers over a period of two months.

Committed to growing and developing drivers as a part of their dedication to customers, UD Trucks sees the Extra Mile Challenge as an opportunity for continuous improvement.

The Australian champion will go on to compete at UD Trucks’ global headquarters in Ageo, Japan. Drivers will be monitored through the course 14

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of the competition via the truck’s telematics system.

According to UD, the winner will not be determined by achieving a quantifiable figure, but rather by the most improved (highest positive percentage change) driver score across the length of the competition.

The change in their performance is measured on a base score developed over one week of drive time prior to the competition beginning.

In order to qualify for victory, the driver must complete a minimum of 180 hours or 15 hours a week of driving time.

UD Trucks Australia believes that the most improved drivers, who will be in close contact and correspondence with Fuel Watch Managers over the course of the competition, will in fact be the best drivers. Each driving team partaking in the challenge will go through checkpoints at numerous intervals, where they will be updated on their progress, and given feedback and tips for improvement by their dealership Fuel Watch Manager.

“The new Quon in its EU6 configuration

has proven to be a very fuel efficient truck right from launch,” said Mark Strambi VP of Sales UD Trucks Australia.

“With the guidance and input from our dedicated Fuel Watch Managers, our customers will be able to realise even greater results across fuel and driver efficiency and safety,” he said.

The Extra Mile Challenge is run by UD Trucks International and supported by its markets around the world.

Drivers, including those in Australia, are in the local qualifying rounds, encouraged to continuously improve their performance in four key areas: Anticipation and Braking, Engine and Gear Utilisation, Speed Adaptation, and Standstill.

Once the winners ascend on Ageo in April 2020, the metrics for victory change slightly, with the four key areas reduced to three; focusing on Predrive Inspection, Fuel Efficient and Safe Driving, and UD Trucks Australia Manoeuvring and Parking Skills.

The most successful driver across all categories will be crowned UD’s Ultimate Driver for 2020.

> Fatigue operation shows increase in heavy vehicle operator compliance A recent National Heavy Vehicle Regulator-led operation targeting fatigue showed 93.9 per cent of truck drivers are complying with fatigue regulations aimed at keeping everyone safe on Australian roads.

NHVR CEO, Sal Petroccitto, said Operation Wake Up intercepted 4,096 drivers over an eight-day period in December at more than 80 locations and mobile patrols across Australia.

“Driving tired is one of the most significant causes of crashes on our roads and professional truck drivers need to carefully manage their rest hours to make sure everyone gets home safe,” said Petroccitto. “I’m encouraged

to see that the compliance rate has increased from the 93 per cent recorded during a similar operation in May and that vast majority of drivers are doing the right thing, however we will continue to target those who are breaking the law,” he said.

Heavy vehicle drivers can be fined between $447 and $674 for a minor or substantial breach of work and rest hours.

The NHVR found that checks on compliant drivers and vehicles took on average 15 minutes, about half the average time taken to process an offence.

“It’s clear that safe drivers are productive drivers,” said Petroccitto.

“Drivers were also asked a series of questions about their work and rest habits, which helps us to understand where we can work on education for operators.

“I’d like to thank all our officers and the police, transport and workplace health and safety agencies across the country who worked with us on the operation,” he said.

The most common fatigue offences, according to the NHVR, were: exceeding driving hours (historical); not making entries in work diary; exceed driving hours (current period); insufficient rest (historic); and not carrying work diary.

> BevChain commits $34M to fleet renewal as new boss backs automation Linfox’s liquor supply arm, BevChain, has announced it will renew its fleet to support key contracts by adding a cutting edge electric vehicle suite next year.

The announcement comes following the leading logistics company’s recent confirmation that it will spend in excess of $34 million in FY20 on its 1000 strong heavy transport equipment-handling units.

With nearly 100 Quon 6x2 rigids purchased recently from UD Trucks marking what is understood to be one of the biggest sales ever made in Australia for the Japanese commercial vehicle manufacturer, the delivery continues what Linfox is calling an investment in long-term capability to create customer advantage as it looks at building an innovative, sustainable business.

Continued growth over the last decade locally has seen BevChain, which delivers over 2.5 billion serving units annually across 25,000 delivery points and 22 distribution centres, become a major supplier for blue chip beverage retailers and producers in the billiondollar beverage industry. At present, the business is working with an automation provider to re-engineer the manufacturing site of Lion, a major account, to a purpose-built automation facility.

Misha Shliapnikoff.

BevChain President Misha Shliapnikoff, who was appointed to the role last August, said unlocking real customer value requires sophisticated, best practice supply chains that transform the way business is done.

“We often hear about automation being implemented into new, purpose-built greenfield facilities commonly located in outer suburbs, but with the Lion brewery co-located metres away, we took advantage of the existing site’s favourable position,” he said.

The current site was best suited for repurpose and modernisation, Linfox said in a statement, to create a leading-edge, sustainable automation solution.

“We are working closely with Lion

and strategic automation suppliers to implement a new automated pallet storage and picking solution, set to dramatically increase capacity and realise substantial productivity gains,” said Shliapnikoff. “It’s this type of dedicated ‘future proof’ focus that has gained the extended trust of our customer to make a longterm contract commitment.”

To minimise operational disruption, BevChain has assisted Lion’s relocation to interim sites, to expedite construction of the automation equipment.

Shliapnikoff, who comes to the role with two decades of supply chain experience in North America and Asia has previously held senior roles at Goodman Fielder and Lion. p r i m em over m a g . c o m . a u

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SPECIAL REPORT PRIME NEWS

> PBS builds international momentum International interest in PerformanceBased Standards (PBS) continues to grow with several international territories now in varying stages of commitment to the Australian-devised scheme. As the National Heavy Vehicle Regulator (NHVR) approved a record of 1900 PBS combinations in 2019, bringing the total number of units in current operation beyond 10,0000, the scheme is now gathering traction in Europe, South Africa and New Zealand according to NHVR Chief Engineer Les Bruzsa.

A guest speaker at the International Transport Systems World Congress in Singapore last year, Bruzsa said Australian high productivity vehicles were again a topic of interest among overseas attendees with a number of European countries actively looking to develop PBS programs.

These included Sweden, France, Belgium, Holland and Norway although the driving force behind the introduction of high productivity vehicles in Europe, according to Bruzsa, is not so

A PBS approved tipper trailer and dog combination.

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much the productivity but rather the environmental benefits.

“They have very ambitious targets in terms of reducing the greenhouse gases of the transport sector and this applies to the individual countries in general,” he said.

“Transport can have a major say in that and, as we’ve already demonstrated in Australia, high productivity vehicles can deliver significant benefits in this area by lowering emissions.”

Network connected vehicles remain a topic of contention especially in regard to braking standards and how they apply to electronically connected trucks. A recent European Transport Union study was undertaken to assess potential options for PBS in a European environment and it was found that the standards initially drafted up by the National Road Transport Commission and National Transport Commission 15 years ago were still very much relevant according to Bruzsa.

“They are complementary even for the unique European environment. Where we started at Level 1 they are thinking about Level 0 in which they are looking at introducing a special city-based set of standards that consider delivery vehicles in completely different city design specifications and urban environment,” he said. The extremely large vehicles classified as Level 4 in Australia would, as part of the program, not be considered in the short term with vehicle lengths likely to be capped at 46 metres according to recommendations made from the study.

However, the PBS standards would be supported across smaller commercial vehicles validating the work of the NHVR.

Bruzsa said Sweden was already underway with evaluations with Denmark set to follow.

“For PBS Level 0 they want to reduce the swept path of the vehicle. So that means they can negotiate smaller intersections, and smaller roundabouts,” he explained.

Every two years the Institute of Road Transport Engineers New Zealand, where PBS legislation is currently being finalised, holds an event with international speakers.

Bruzsa was also at last year’s gathering.

He gave two presentations. One looked at PBS in general while the second incorporated PBS tyres and technology issues. All those presentations were well received according to Bruzsa.

“We had some interesting discussions about our experience with some of the management issues of PBS. For example the PBS tyre issue. They are going towards a generic tyre model in their PBS legislation. They believe it will be more practical and beneficial for operators and would make their PBS system more accessible,” he said.

In South Africa, where PBS has been under a range of ongoing evaluations since 2008, most of the country’s provinces have been part of a PBS trial in which 600 vehicles were, at some point, in operation and monitored.

The results, according to Bruzsa, have been something of a revelation.

“What’s very interesting in terms of the trip reduction and fuel savings and the environmental benefits and the safety benefits is that in South Africa their statistics are almost identical to ours in Australia,” he said. This includes a 46 per cent reduction in major crashes and heavy vehicle fatalities compared to 44 per cent locally.

“It’s a different road environment and vehicle environment but they are using the Australian PBS framework as the basis of their PBS trial. They are using our assessment methods. Sometimes they are using some of Australia’s PBS assessors to assess applications. So there is a very close connection between their system and ours.”

HTO1091

GLOB AL NEWS

> CNH Industrial unveils JV prototype with Nikola Three months after signing its partnership with CNH Industrial, North American automotive startup, Nikola, has unveiled its first prototype commercial vehicle.

Launched last December in Turin, home to CNH Industrial’s truck business IVECO, the Nikola Tre has been designed with the European market in mind in both full electric and hydrogen fuel cell versions.

Based on IVECO’s S-Way platform, the 4x2 prime mover will commence testing regime as early as June this year with a public launch planned for the 2020 IAA exhibition in September. It will also be made available as a 2- and 3-axle rigid.

The first deliveries of the electric truck are scheduled for 2021 with the hydrogen cell vehicle expected to be available by 2023.

Last September CNH Industrial took a $366 million stake in Nikola as it looks to add scale and manufacturing capacity for its technologies. The European joint venture will develop and distribute

Nikola Tre 4x2 is based on the S-Way platform.

cabover hydrogen fuel cell and battery electric trucks for the European market, in which Nikola will provide fuel cell expertise and advanced technologies while leveraging its all-inclusive lease rate business model. IVECO will provide the engineering and manufacturing expertise to industrialise the fuel cell and battery electric trucks as it commits further to

alternative propulsion induced emission neutrality. The battery electric Nikola Tre integrates Nikola’s truck technology, controls and infotainment.

Gerrit Marx, IVECO President Commercial and Specialty Vehicles said the industry was driven by tightening emissions regulations and younger generations demanding the creation of a circular economy to preserve the future environment.

“Hydrogen and battery are the only viable solutions for green energy and have the advantage of enabling nations to become more independent from fossil fuels,” he said. “The IVECO S-WAY is a standout product, which embodies IVECO’s concept of customer-centricity and has already gained momentum in the markets with well-deserved success. It is the bones of the Nikola Tre and marks the beginning of a new journey toward zeroemissions trucking.”

> E-Mobility Ecosystem consulting business launched overseas by Daimler Mercedes-Benz eActros.

A holistic ecosystem, offering a range of consulting services, has been launched by Daimler’s E-Mobility Group in North America, Europe and Japan the company has announced. It will offer consultation including digital applications to its fleet customers as they look for the best possible entry into electric transport logistics.

“As pioneers of e-mobility, our batteryelectric trucks are already undergoing 18

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extensive practical trials around the world.

Thanks to the close exchange with our customers, we understood early on the need to think far beyond the e-vehicle,” said Gesa Reimelt, Daimler Trucks & Buses E-Mobility Group Head. “That is why we offer an ecosystem tailored to the use case and needs of customers, including consulting and charging infrastructure solutions. This is how we want to provide our customers with the ideal entry into e-mobility.”

Daimler Trucks will offer a free smartphone application with the “eTruck Ready” app starting next year to which customers can assess the operating profiles and routes best suited for an electric truck.

The app records the driving routes of a conventional vehicle through the capture of speed, acceleration and altitude profile along the route. Parameters such as payload and the outside temperature can be added afterwards by fleet managers in an individual web portal. The program, using the available data, generates the respective range and expected power

consumption of a suitable electric truck from the Daimler portfolio. Daimler has reported that this creates a realistic usage profile for customers.

The data calculated by the app forms the basis for the customer consulting conducted by the expert team of the E-Mobility Group. As part of the tailored consulting services provided, Daimler’s Ecosystem E-Mobility can indicate route optimisations for electric trucks and suitable charging infrastructure.

Since 2017, Daimler has operated small-series produced electric trucks in fleets around the world as part of its push for e-mobility. These include the company’s Fuso eCanter and Freightliner eM2 medium-duty trucks as well as the heavy-duty Freightliner eCascadia and eActros trucks which more recently have undergone intensive real-world usage as a short-radius distribution truck in Europe.

For the trials, Mercedes-Benz handed over ten eActros electric trucks to customers for evaluation in their daily operations under different sectors and categories.

LIFE SAVERS

It’s about as Australian as you can get; going all out to ensure the safety of others in the community. Like when we invented the three point seat belt in 1959 and passed on the design to our competitors around the world. Sixty years on and countless lives saved, it’s just the tip of the iceberg when it comes to the safety innovation we pack into every Volvo truck. Trucks like the incredible Volvo FH, built right here in Australia for Australian conditions to the exacting standards of our Australian customers.

volvotrucks.com.au

WORKSHOP MINDSET

PAUL SMALLACOMBE Paul Smallacombe is team leader of the field-based technical team at Viva Energy, the distributor for Shell Lubricants in Australia. He has spent the last 15 years in technical roles, including making recommendations for the right oil for transport, mining and industrial customers, as well as providing advice on workshop layouts, and training staff in lubricant handling best practices.

WORKSHOP HOUSEKEEPING CAN HELP FLEET RELIABILITY

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he basis of good housekeeping practices starts with the set-up of a workshop. However, we are not all given the opportunity to start our workshop design from a blank canvas.

In many instances, the workshops we see in the industry have little or no product labelling, open containers, sharing dispensing equipment, no or inappropriate bunding, and no flexibility in layout to plan for future lubricant requirements. These and other factors can lead to cross contamination of lubricants and dirt ingress into equipment, essentially introducing contaminants into oils and greases,

Simple housekeeping practices are often the best way of protecting equipment.

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potentially having an impact on reliability and safety before their fleet have even hit the road.

The basis for good housekeeping can be found in the Australian Standard AS-1940, which provides guidelines for the storage and handling of flammable and combustible liquids. It offers excellent guidance around good storage and handling practices for workshop consumables such as lubricants. It also sets a good reference for Health and Safety considerations, and emergency planning.

Some of the major considerations we are asked to provide advice on are the lubricant storage options that

SPONSORED BY

transport operators should consider for a workshop. This always depends on the transport fleet makeup, the distances the fleet are travelling, as well as cost and space available. A correct workshop lubricant equipment and dispensing configuration drives best practice and improves workshop efficiency and reduces the likelihood of something going wrong as well as providing technicians a safe environment to work in.

Lubricants storage options include bulk lubricant storage versus packed product such as 1000 Litre IBC’s (Intermediate Bulk Containers), or 209 Litre drums.

Bulk tanks allow for more storage space in a dedicated area, as well as offering better plumbing to reduce the chance of cross-contamination. However, this comes at a higher installation cost. IBCs and drums are lower cost options, but may need to have the lubricant decanted into another container, and also need to be disposed of when the product is finished which can add cost and the opportunity for contamination.

Keeping lubricants clean is also important, so if using bulk tanks or even 1000L IBCs, appropriate breathers should be installed with, at minimum, a desiccant type which will help reduce moisture ingress. You could also consider other breather types which help reduce not only moisture but also airborne particulates especially if working in dusty, open workshop environments.

The fleet usually dictates the type of lubricant storage that a workshop requires. A mixed fleet with Japanese, Euro and US trucks may require lots of different products, as the fleet will have a range of different engine, transmission and diff oils requiring different specifications. This means smaller storage options are the best fit. A fleet running fewer combinations of makes and models would be best served by larger tanks with dedicated grades to allow maximum storage. Less variation of the fleet

Correct lubricant dispensing configuration drives best practice.

composition means (generally) fewer products required. This is where speaking with your supplier to understand the lubricants required for your current fleet and potentially new fleet in the future is critical, as the current lubricant workshop and dispensing equipment you have today may not cater for needs of tomorrow.

I believe that one of the best ways to support equipment reliability and longevity is through cleanliness.

Lubricant manufacturers such as Shell invest significant resources to ensure their products are both high quality, and contain as little impurities as possible, helping them deliver the best performance in your equipment. The reason for this is to reduce wear, reduce filter blockages and to ensure the product performs as expected in the equipment.

This can easily be undone through poor workshop practices. For example, some transmission such as Eaton Roadrangers are designed for oil drains at up to 400,000km. You can easily imagine the impact of grit, contaminants, or water on the transmission life over a 400,000km oil drain interval. I would expect to see an impact on metal surfaces

with increased wear and pitting, while also compromising the fluids ability to last the full oil drain and provide adequate protection.

Many of the best housekeeping practices are simple to implement and don’t need to be too complex. Simple housekeeping such as placing lids back on drums after use, labelling products clearly, providing a dedicated lubes storage area to reduce Health and Safety risks, and staff training are the keys to helping protect equipment.

We offer a range of Technical Lubrication services for our customers through our field based lubrication engineers. Our team are available to audit workshops, provide advice on storage best practices, project manage equipment storage and installation, potentially rationalise the products a workshop has to carry, and provide training for staff. Our field based team are located around Australia and we are supported by an office-based helpdesk, on call to help customers with the right products for the equipment at hand. Call our technical experts on 1300 134 205 or email technical@ vivaenergy.com.au for any help or further information you may require. p r i m em over m a g . c o m . a u

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COVER STORY

MAKING A

SPLA A Gold Coast outfit that specialises in excavation and earth moving for swimming pool installations has staked its reputation on Hino commercial vehicles as it expands facilities to keep pace with a growing customer base.

T

he promise of a fresh start and life without winter, or at least one that didn’t last half the year, encouraged many from the southern states to move north to the Gold Coast in Queensland in earnest during the 1980s as they pursued opportunities in new industries ensuing from unprecedented growth.

Craig Henson, who grew up near Swan Hill in country Victoria, can be considered one of them. A panel beater by trade, Craig operates Pryme Earthworks, a general hire earthmoving business specialising in swimming pool excavations he established in 2014 having run an earthmoving business prior to it for 11 years on the Gold Coast for somebody else.

It was on that job that he became acquainted with Japanese commercial vehicles having driven an array of light and medium duty trucks spec’d for metropolitan work sites.

Not unlike many small businesses starting out in the transport industry, Pryme Earthworks began life out of a makeshift home office with one truck – a second-hand Hino. Craig and his partner Toni no longer work out of their home having added 15 employees, several all new Hino 500s and a recently constructed 1250m2 facility in Yatala where all of the trucks and earth moving 22

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equipment is now housed. The facility includes offices and a wash bay for the trucks which he likes to keep in top condition.

Pryme Earthworks moved into its new headquarters, which Craig built himself, in October, commonly the start of the busiest time of year for his business right through until the end of summer.

“We’ve done well to keep our head above water and the business going strong while building the factory at the same time,” he says. “It’s a good little business.

I’ve got the right guys working for me.

I’m proud of what we’ve accomplished.

The Hino 500 Series and the new dealership has played a part in that.”

Late last year, after impassioned lobbying from some locally aligned Hino businesses such as Craig’s, the commercial vehicle manufacturer established a new after hours service on Thursday and Friday nights. Based in Nerang, on the fringes of the Hinterland west of Southport, Sci Fleet Hino Gold Coast represents, according to Craig, a major development for his business.

Because he has eight Hino vehicles in active duty Craig has acted on the preemption that he requires maintenance and repairs every month.

“I’ve been trying to persuade the dealership to open for extra hours since I purchased my second Hino a couple

SH

Pryme Earthworks built a new facility in Yatala last October. p r i m em over m a g . c o m . a u

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COVER STORY

of years ago,” he says. “It’s substantial for a business like mine when you take it out of your turnover. In a 12 month period you’re talking up to $15,000. It’s quite significant when you look at it like that. I was very much an advocate for the additional after hours service option and Hino were receptive to my needs.”

The adage you can always make more money but you can never make more time attributed as a quote, perhaps apocryphally to Jim Rohn, is for Craig and other transport operators, one and the same.

“If you have a truck taken off the road you lose a thousand dollars,” he says.

“The option of dropping it in later that afternoon for a service and picking it up that night was a no-brainer. It’s meant a great deal to my operations.”

While growth on the Gold Coast has outstripped every other capital city, 20 per cent of its workforce, according to Census data, is self-employed. For Craig and Toni, who handles the administrative side of the business, they co-ordinate full time staff with a regular group of

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“We’ve done well to keep our head above water and the business going strong while building the factory at the same time... It’s a good little business.

I’ve got the right guys working for me. I’m proud of what we’ve accomplished. The Hino 500 Series and the new dealership has played a part in that.”

Craig Henson Pryme Earthworks

sub-contractors up and down the greater metropolitan area of the Gold Coast and even, for the occasional project, into Brisbane.

Among its regular clientele Pryme Earthworks deals with most of the major pool businesses on the coast including Sundollar, L&V Pools, Oasis and Gold Coast Family. Although its specialty service is in pool excavation, the company also provides site cut services. The business digs out 150 pools a month.

The majority of the work is residential although they also handle some

commercial projects for L&V Project Pools and Torrance Aquatic such as the much larger Olympic swimming pools.

While the new facility has taken four months to build, the fleet of Hinos has been procured over a two year period.

Having changed over to the all-new Hino 500 Series with the Allison sourced true automatic transmission and 320hp engine, Craig appreciates the user-friendly technology as he looks to mitigate repairs and eliminate clutch failures from drivers, who when using previouslyowned manually operated vehicles in

Craig Henson, Pryme Earthworks Owner.

The Hino 500 series makes up the majority of the Pryme Earthworks fleet.

the past had blown gearboxes usually at around the dreaded 80,000 kilometre mark.

Bearing that in mind and with a dearth of skilled drivers at his disposal, having a manual gearbox in his business became something of a sticking point. The Hino 500 Series has helped solve the issue, with the Allison transmission chief among its many attractions such as the Pre-Collision systems incorporating Safety Eye and Autonomous Braking.

“I like the fact that they’re user friendly.

I’ve had many other light and medium duty trucks from Japan and Europe with manual gearboxes and the boys just don’t know how to drive them,” he says. “The Allison automatic gearbox is great. It takes away the idiot factor and removes the guesswork on the part of the driver. You can put somebody in there and as long as they’re not going from drive to reverse at 100 km/h they will just keep going.”

Rebuilding a gearbox every 100,000 kilometres, it goes without saying,

is simply not feasible for any trucking operation.

“It’s not only the cost, it’s the downtime that you lose and now with Hino offering servicing after hours on a Thursday and Friday night here on the coast it’s a big development and big effort on their part,” Craig says. “That helps us a lot in reducing our downtime.”

Site access for each dig determines the size of the equipment Craig and his team will use. The excavators at hand run the full gamut from 1.7 tonnes up to 13 tonnes and everything in between.

A track loader removes the material excavated from the ground and the trucks are loaded before being designated for a quarry, landfill site or recycling yard.

Pools are largely standard and between 1.8 metres and 2.5 metres deep.

“The concrete pool as opposed to a fibreglass pool is customer orientated because the customer has a lot more input into what it can feature. He can have a seat in that corner or ditch along the side,” Craig says. p r i m em over m a g . c o m . a u

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COVER STORY

The “user friendly” Allison sourced true automatic transmission has helped reduce maintenance costs.

“The beauty of a concrete pool is the versatility of it I suppose and the longevity. They last for a long time.”

The Hino 500 Series are not solely used as a tipper, as they are required to transport machinery to each of the jobs. On sloping drives and Hinterland properties drivers accustomed to a manual transmission need to learn how to get the best out of the vehicle according to Craig – and he is not averse to teaching them.

“If you put the Hino in power mode using the plus/minus on the gearbox you can go up and down the gears and they hold it in one gear just fine. It’s just a matter of educating guys on how to drive 26

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an auto too,” he says. “You can educate a guy on how to operate a manual but you can’t watch him every day of the week.

That’s another aspect I do like about these autos. You can tell the driver how to drive it but that’s ultimately how to drive it so you can’t do any damage to it.”

Craig also uses Hino trucks on a startup business he has established called Pryme On Site, which is dedicated to hydraulic hose replacements for the heavy equipment. All of Craig’s machines are within warranty but a warranty claim in Brisbane can take three to four hours for the guys to get to the Gold Coast to make the necessary repairs. By supplying his own hoses, Craig is servicing these breakdowns

under warranty and Hitachi have given him the go-ahead to do it. Craig’s dedicated hose doctor in the business can be on site within 20 minutes of a breakdown.

“That’s a huge saving when you’ve got four or five bits of gear on the one job which can amount to nearly $500 an hour in machine hire alone that you’re losing when you’re waiting a couple of hours. It gets quite expensive.”

He adds, “Not that we have a lot of breakdowns but on the off chance that we do it’s good to have the option there.”

For the hydraulic repair work Craig opts for a 205hp Hino 300 921 with an 8.5 tonne gross vehicle mass. Also with a true automatic transmission, the Hino 300 Series was the first light duty truck in Australia equipped with Vehicle Stability Control.

The standard safety suite on the new Hino vehicles is itself a cost-effective tool for the challenges indicative of entering residential enclaves and negotiating peak traffic, offsetting some of the other costly material investments, one of which, however, given the nature of operations, is not fuel. Pryme Earthworks averages less than $35,000 a month in fuel across all of its moveable assets. Now that equipment is housed in a dedicated facility Craig says they will start to use a fuel cell to monitor and account for fuel consumption on two different FOB keys. One will be allocated to the machines and the other to the on-highway vehicles.

The oldest Hino, at present, is less than two years old and has covered a distance under 80,000 kilometres, meaning the vehicles, as far as wear and tear is concerned, aren’t strictly slaves to high mileage.

“Even though the trucks don’t do a lot of kilometres the service every 20,000 kilometres offered by Hino is greatly appreciated.”

Installing inground pools in modern homes these days revolves very much around the convenience of creating more swim room in the pool according to Craig. Like operating a fleet of trucks it’s about maximising what you are working with and keeping everything square.

“It’s about ensuring there’s no wasted area,” he says.

FLEET FOCUS

THE WE

The meteoric rise of South West Express has been recently recognised by Woolworths who named the Western Australian family-business Small Carrier of the Year in 2019. The entire fleet, at present, is in the process of being completely converted to Euro 6 engine technology with the arrival of the latest commercial vehicles from long-time partner, Scania.

T

he story of Mark and Andrea Mazza, CEO and Director Secretary of Bunbury-based South West Express, has been one of ups and downs as he tells it. His career in road transport started almost by default, as a drilling rig offsider, which also required a current heavy vehicle licence.

The job, however, wasn’t well paid. At the time his brother-in-law Lyndon Telini – thanks to a regular schedule of overtime – was earning a good wage. Mark, who was raising a young family, joined him at local family-owned transport company Giacci Bros as soon as a position opened up. Little did he know it was the beginning of a 36-year journey. That eventually led to some recurrent work piloting fuel tankers and tippers. He eventually made his way 28

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into the freezer game and, with it, came the purchase of his first truck, a 1983 487 Atkinson with a Cummins 350 Big Cam. The job lasted just three months before the local plant shut down. His first cheque bounced, leaving Mark with no money with which to pay for fuel and hungry mouths to feed at home. He could have been a character in a Springsteen song.

Through sheer persistence circumstances would, in the grander scheme of things, turn around for Mark when he accepted a job carting raw offal from an abbatoir.

“It was quite a nasty business but for all intents and purposes it pulled me out of the manure,” he recalls. “When one opportunity closes, another one opens up and you seize the opportunity and work with it. That’s very much been my story.

For the most part it’s a tough gig.”

Being as that may, Mark and the respected outfit he now runs, South West Express, which is recognised as an industry leader when it comes to safety and technology, was named the 2019 Woolworths’ Small Carrier of the Year. Acknowledged for exceptional service and safety under the qualifying parameter that its operations account for less than $25 million of work with the supermarket chain, South West Express, has worked as a Woolworths carrier for nearly 20 years. In 2002, after servicing stores intermittently, the account was formalised – a major fillip for a familyowned business.

When South West Express was announced as the Small Carrier of the Year at Rosehill Racecourse in Sydney last November,

S T WING Close to 80 per cent of the Scania fleet comprises 16-litre Euro 6 product.

where over 250 road transport partners and industry professionals were gathered for the Woolworths annual awards, Mark had little to no inkling beforehand that his company had won.

“Woolworths keeps its cards pretty close,” he says. “It was not unlike how they do their contracts. In the lead up they had shot a video of the nominees and we were one of them. But that was the extent of it.”

Safety, as one of the key criteria for the Small Carrier Award, goes well beyond road practices, according to Mark, to factor in reductions in uncoupling events and delivery improvements recognised at retail sites and depots.

“We have a KPI system with Woolworths and our contracts are reviewed on a regular basis, probably every six months,” he said. “When we sit down with them, we go through all of our KPIs. They come up with a score. If you’ve had a major reduction in dropped trailer events or any other safety event you’re in consideration for an award.”

Part of its contract involves carting meat produced in Bunbury that goes to stores throughout Western Australia and relaying secondary freight from the Perth Regional Distribution Centre down into the southwest. That involves servicing over 16 supermarkets, a range of BWS stores and some Dan Murphy’s sites.

“Our company does everything from one carton to a corner store right through to produce deliveries,” Mark says. “We cart for all sorts of customers. We have a fairly broad customer base.”

Having recently taken delivery of four new Scania R580s, South West Express has transitioned its entire prime mover fleet up to Euro 6 standard. The commercial vehicles are 106-tonne rated for carrying palletised products across Western Australia and also into the retail outlets. Often regarded as the first fleet in Western Australia to adopt Euro 6 engine technology, South West Express services 200 customers and maintains depots in Welshpool and Albany. The four new NTG

Scania R580s purchased replace the last of Mark’s Euro 5 rated prime movers. These trucks will be equipped with a full safety pack including side-curtain airbags which is standard with the product.

Nearly 80 per cent of the Scania fleet comprises 16-litre Euro 6 product with 13-litre commercial vehicles comprising the remainder.

“We find that the Scania product fits in extremely well with what we do given the break-up between the multi-delivery tasks required of us in metropolitan destinations and also the linehaul with a lot of roadtrains going back and forth between the regional areas,” Mark says. “We were the first fleet of Euro 6 commercial vehicles in WA. We were also the first Euro 5 fleet in WA.” Every night eight roadtrains cart meat out of Bunbury on a closed loop in which trailers are uncoupled at a roadtrain assembly where they are downsized to semi-trailers. South West Express also pulls a B-triple 36.5 metres in length down to p r i m em over m a g . c o m . a u

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Bunbury and uses standard single 45-foot trailers for local stores.

The company specialises in zone loading in which the trailer is segmented into compartments of three or four different zones on one movement so as to facilitate multi-drop deliveries to different supermarkets. Bulkheads separate the compartments inside the trailers so zones can be divided, for example, into frozen, chilled and ambient stock.

Deliveries are thus tailored to suit the provisions of each individual store.

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All newly built trailers are procured from Melbourne-based body builder FTE. As FTE has partnered with Mark’s company since 1998, its very familiar with the configurations required and now delivers to spec what is referred to as a South West Build.

“We love the product. It ages very well,” says Mark. “It can be refurbished and goes along quite nicely compared to other makes which have a shorter shelf life.”

The partnership parallels the relationship with Woolworths in terms of time frame

and commitment. The first trailer South West Express bought from FTE was second hand. They’ve been with them ever since.

In addition to the 21 prime movers the company operates, South West Express has a small fleet of a dozen or more threepallet distribution trucks from Hino and Fuso. Unique canary yellow livery bears the company’s unique starburst insignia incorporating the Southern Cross and a mythical Griffin, not unlike the nose art pilots adorned their bombers with during the first world war.

Scania provides the business with a platinum service and maintenance package. The fixed cost structure works, according to Mark, to his advantage as 90 per cent of all costs attributed to a prime mover are factored into rate structures at the time of contract tender.

“If you don’t have that system you might do your normal servicing and should you blow up a couple of motors one year, how do you factor that in? With the fixed servicing that’s all covered not only if they break down on the side of the road,

Mark Mazza.

Scania covers the cost of towing, they also organise a fill-in vehicle for us, they cover the whole cost at breakdown to the point that if they can’t get the vehicle back on the road for you within 24 hours they have a thing called Max24 where they start paying me $500 a day for the inconvenience.”

The platinum level service contract covers off on everything – even globes.

“When we’ve looked at the figures and the upfront cost every month and that includes all of your inputs for servicing, engine oils, your labour, filters, any breakdowns it certainly works for us,” Mark says.

Those figures have long been crunched by Mark’s wife Andrea, South West Express Director Secretary, who looked after their children and handled the books at home while he was out on the road in the early days. All four of the kids now work within the business.

South West Express, according to Scania WA Regional Executive Manager Michael Berti, is a nurturing environment that instils strong organisational values that are felt well beyond the supply chain.

“They are very much there for each other and it’s the same with the employees, customers and the suppliers,” he says.

“That’s just how Mark operates.”

Michael has worked closely with Mark since 2014. During that time, according to Michael, Mark’s belief in total cost of ownership has grown to the point he now advocates for Scania’s repair and maintenance program, planning ahead, as he now does, well beyond initial purchase for the cost of a truck over five years.

Mark is also involved with industry body Transafe, a dedicated road safety audit and traffic engineering consultancy that specialises in transport, traffic and road safety. Not surprisingly, as part of the safety suite, the new fleet is equipped with telematics that provides greater transparency on driver performance.

According to Mark, the service contract excels because it can be specifically tailored to it.

“Good driving behaviour can be rewarded with discounts or credits.

It enables the driver to challenge

themselves as the scoring is attributed to them and them only,” Mark says. “At the end of the day they can see what their failings are and go and work on them” It’s a good system, he adds, as it allows the driver to take ownership of their performance as the onus is solely on their own score alone.

“When you start pitting people against each other the ones at the bottom end of the scale can often lose their morale,” Mark observes. “They see there’s no chance that they can better themselves as those at the top are always going to be at the top. Scania has shifted the challenge inward. I think my drivers get more pleasure out of it knowing that they don’t really have to be the best of the best to start with. They can work their way up.”

In addition to investing in one of the supreme safety packs currently available in the market, South West Express also uses reverse turntable cameras. This allows the driver, while he is in the cab, to clearly view that the prime mover has not overshot the pin when hooking up with a trailer to ensure it won’t detach later.

According to Michael Berti, Mark looks beyond the product technology perspectives to see how he can help make the industry better.

“They’ve always been a marquee fleet for Scania in Western Australia. Mark has long been associated with our product and they’re very recognisable trucks on the road. They stand out. People notice them. And our brand is pleased to be associated with it.”

Having worked with the South West Express CEO for the last five years Michael says Mazza embodies the caring, strong family values epitomised by his company.

“They rely heavily on data and technology to be able to provide a safe operation. To me they’re at the forefront of that. They do a very good job at what they do. It really comes down to those family values which just permeates through his business,” he said.

“We’re super proud of Mark and Andrea and the award couldn’t have gone to anyone better to be honest.” p r i m em over m a g . c o m . a u

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AUSTR

STORY

A custom painted Volvo FH was purchased to celebrate MKD’s 20th anniversary last year.

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ALIAN In order to build a successful transport operation in Australia the challenge to be a substantial business that has the facilities, equipment, systems and people to enable it to provide for client needs is ongoing, yet it must also be small enough to care and take onboard its clients’ problems as if they were their own. The success of Sydney-based MKD Transcorp is strong evidence that it has managed to strike that balance.

Z

ak and Igor Cvetkoski are brothers who came to Australia from Macedonia as teenagers with their parents and at the time, by their own admission today, didn’t have enough English to even read a street directory. By attending English classes and participating in conversations within their community the brothers quickly assimilated in their chosen country and in 1999 founded MKD Transcorp on the back of securing a modest contract delivering Coca-Cola products. That first truck was an Isuzu and although it has since been retired from active duty, it is still a proud possession of the Cvetkoski family.

The MKD team places a high value on solid relationships which extends to suppliers, employees, as well as to clients. The contractor who put the decals on the first truck still does it today and they have the same accountant and same insurer as they did when ZaK and Igor purchased that first truck.

Since the beginning of the MKD story, when asked if they could handle any particular task Zak and Igor always answered in the affirmative, even if that lead to some frantic efforts to ensure that any customer involved was not disappointed. That ‘can do’ attitude is still in operation today and the MKD Transcorp offering now extends to interstate linehaul operations, metropolitan delivery services, container haulage and warehousing. Servicing customers well has resulted in the growth and success of the business and often new business is secured off the back of recommendations from existing clients, many of which are blue-chip global retailers and freight forwarders.

Never afraid to to think big, and with ambition to spare, around 14 years ago p r i m em over m a g . c o m . a u

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MKD was asked to assist global flat pack furniture giant IKEA as a back-up carrier.

This ultimately led to the opportunity to participate in the tender process for the transport requirements and ultimately MKD Transcorp was successful in being accepted.

“Originally with IKEA it was transporting goods from the distribution centres to the stores”, says MKD Transcorp General Manager Noel Ryles.

“Now we provide end-to-end service

from the wharf in Sydney to the east coast and into their DCs with container freight and then from the DCs to the stores in Sydney, Canberra, Melbourne and Brisbane.”

As the operation expanded to include larger loads and interstate linehaul, MKD Transcorp utilised a variety of European prime movers and in recent years Volvo has become the brand of choice. Noel says that a core reason for the Volvo brand to be so closely Zak, father Kris, and Igor Cvetkoski.

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involved with the MKD business is the personal relationship with the Volvo dealership in Western Sydney.

“We can pick up the phone and somebody will answer it no matter whether it’s the dealer principal Greg Sargent, or the service manager or the sales manager. Someone is always on hand to take care of whatever the issue is for us.”

According to Noel the company motto has always been ‘committed to reliability’ and in order to fulfil that promise it requires reliable equipment.

“Interestingly enough, we never hear a complaint from a driver in a Volvo,” he says. Trucks are generally replaced every five years by which time the units used on the East Coast linehaul routes may have up to two million kilometres on them after use on the highway for a couple of years before being ‘eased’ back to shorter metropolitan and intrastate runs.

“We can pick up the phone and somebody will answer it no matter whether it’s the dealer principal Greg Sargent, or the service manager or the sales manager. Someone will pick up and handle whatever the issue is for us,” Noel says. “Our own motto has always been, and still is: ‘committed to reliability’ and we can only do that if we’ve got reliable equipment,” says Noel. “Interestingly enough, we never hear a complaint from a driver in a Volvo.”

Another hard won contract has been with Big W, delivering consumer goods to the 48 stores in NSW from the Big W DC in Hoxton Park in Western Sydney.

That contract resulted in the purchase of an additional 16 Volvo prime movers and 32 trailers.

“Every store gets one full load a day at least,” says Noel. “At peak times each will take two or even three loads.”

The last four to five years the team has been working hard in terms of statuary compliance requirements as well as greenhouse emissions and there is a focus on sustainability across the entire operation. With a genuine desire to be good corporate citizens, MKD Transcorp

The Dynafleet system feeds back into the MKD offices.

is committed to improving the environment, having taken its corporate responsibilities seriously to reduce the impact its operations might have.

“For the future I think electric vehicles are the way to go,” says Noel. “In the mean time we have been upgrading our vehicles to Euro 6 and will continue to replace the remaining Euro 5 vehicles across our fleet.”

Noel pays kudos to Zak and Igor for adapting the business model so they could be compliant with regulations and as part of a commitment to make sure everyone goes home safe.

“There has been a distinct change in the business in that sense.

Many transport companies 20 years ago were a ‘she’ll be right’ operation but with the level of regulatory compliance today you can’t run a business that way,” he says.

Real time vehicle tracking and telematics are used and the Volvo Dynafleet system feeds into office system. The vehicle tracking capabilities provide management with visibility of every movement of every vehicle in the fleet.

Most trucks are equipped with forward and rear facing cameras.

Reports are available on driving style, speed, idle time and CO2 emissions. Obtaining this information enables MKD to run a greener and more cost-effective fleet, and limits risk and improves driver safety.

MKD Transcorp celebrated its 20 years of success in 2019 and in addition to a gala event held for staff, clients and suppliers, the Cvetkoski brothers marked the milestone by adding a custom painted candy apple red Volvo FH prime mover to the fleet. An image of the new Volvo hauling a B-double set was incorporated in a celebratory cake which was baked for the special occasion.

The business has maintained strong sustainable growth increasing fleet, staff and equipment in the past two years.

There are now 120 staff members and the fleet has grown to 49 prime movers plus numerous rigids as well as 200 trailers in a multitude of configurations including 45-foot curtainsiders, lightweight and retractable container skels and sideloaders.

Recent additions include A-double skel sets which are able to

carry two 40-foot containers. When permanent sub-contractors are engaged they use the same uniforms, vehicle livery and specifications as the company trucks.

In addition to the regular contracted work, MKD Transcorp handles some general freight and also does work for event companies by relocating lighting and staging equipment for concerts throughout Australia.

The vehicles and premises are spotless; and the office carpets are clean. Remaining a ‘family run’ company has been crucial in MKD building its enviable reputation, not just as a transport provider, but as a place to work.

“We’re growing but haven’t run an ad on the biggest recruitment platform for months,” says Noel. “We genuinely get lots of applicants come through the door often due to word-of-mouth, and our established drivers are supportive.”

In an industry which has many transients, its employees seem to appreciate the MKD ethos and tend to stay with the company for longer periods.

“Transport is a people business so we have to manage people in order to manage costs. We can do that by getting the best out of them and having them act as ambassadors for the company,” says Noel.

The business started by Zak and Igor Cvetkoski and their families just over 20 years ago has prospered due to the dedication of management and staff, the reliability and efficiency of the chosen equipment and the satisfaction of its many clients.

p r i m em over m a g . c o m . a u

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FLEET FOCUS

FLUSHED WITH PRIDE

Using two immaculately presented vacuum trucks and going above and beyond the call of duty in completing the work, Ross Knight has built a thriving liquid waste removal business on the Gold Coast.

W

allace Macdonald Reyburn was a New Zealand-born humourist, author and rugby writer who is said to be responsible for a number of widely-held urban legends, including one proliferated by his spoof biography about Thomas Crapper, titled Flushed with Pride, that suggests the flush toilet was invented by the 19th century English businessman and plumber. What Crapper actually achieved was to redefine the operation of the flush toilet, and his London-based sanitary equipment company held nine patents, three of them for water closet improvements including the floatactuated ballcock and the U-bend that are still used today.

Ross Knight, owner of the Honeysucker

Challenger 4307 560cfm vacuum pump is neatly mounted in a box where the left-hand fuel tank formerly resided.

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Honeysucker heroes. From left, Honeysucker owner, Ross Knight, Colin McQuire, Nicholas Cutler and Matt Cutler.

business based on Queensland’s Gold Coast, was also born in New Zealand, and while, apparently, he’s no author, in his younger days he played first-grade rugby in a number of countries around the world.

He’s also something of an urban legend of a different kind around the Goldie, with a loyal legion of customers who rely on his expertise, along with that of his employee and right-hand man, Matt Cutler, to unburden their septic tanks, grease traps and the like of waste material.

Now you might be thinking the business name is a cleverly devised antithesis, and it is. However, Ross admits that he can’t take full credit. Back in his rugby playing days Ross spent some time in South Africa, which is where he met his wife, Rosemarie.

“Over there the generic term for vacuum trucks is ‘honey suckers’, so that’s the

name we decided to go with,” he says of the business he and Rosemarie started in 2013.

Believe it or not, and likely due in no small part to the immaculate presentation of the trucks, Ross says he and Matt have been asked on more than one occasion where they get the ‘honey’ from.

The first truck was a second-hand Hino with a new 8,000 litre tank and new pumping equipment.

“We had a really good run with that truck, but as the business grew, we needed more capacity, so we purchased a 2002 Isuzu Giga with a 9,500 litre tank,” Ross explains, adding that initially it was a plain-Jane company truck that had seen better days. The truck was subsequently refurbished and soon looked resplendent with its Honeysucker livery, aluminium

checker-plate toolboxes, chrome wheels and a full complement of LED lights on the front that would satisfy the fussiest of Italian interstaters.

At the time this filled the bill in terms of keeping abreast of business growth but bubbling away in the Knight grey matter was a plan to replace the Hino with a truck that would take the business to the next level.

“I did the research, knowing I wanted a European truck with an automated manual transmission, and we found a 2015 Volvo FM 500hp day-cab prime mover that filled the bill,” Ross says. A short-wheelbase truck for the tight turning circle and manoeuvrability, naturally, was a priority and he commissioned Warwick (Qld)based Vorstrom Vacuum Equipment to fit the 11,000-litre tank and vacuum pump.

This was the first time Ross had used the services of Vorstrom and he says they really went the extra mile to help him achieve the best possible solution to suit his needs.

“If we’d used a traditional ‘liquid ring’ vacuum pump which is mounted between the tank and the cab, a 9,500 litre tank would have been the limit unless we lengthened the chassis,” Ross explains.

“Instead, Vorstrom suggested we fit the latest technology USA-made Challenger vacuum pump as this enabled fitting of an 11,000-litre tank without needing to extend the chassis. They removed the left-hand fuel tank, which we didn’t need anyway, and neatly mounted the blower vac box in that space,” he explains, adding the Challenger vacuum pump operates in a similar fashion to a giant Dyson vacuum cleaner.

“It pulls a massive 560cfm (cubic feet per minute) and requires much less maintenance than liquid ring units which use water – that requires regular changing every second day – as the pumping and filtering medium. With the Challenger, once a week we take out the cartridge filter, clean it and reinstall it – it’s that simple,” he says.

According to Ross it hasn’t missed a beat over the past 18 months, and he wouldn’t consider buying another liquid ring vacuum pump such has been the level of

Volvo FM 500hp fitted with an 11,000 litre tank and vacuum pump.

excellence the Challenger has consistently delivered. Suffice it say, when it comes time for his next vac unit to be built Ross will be making a beeline straight to Vorstrom.

“I was highly impressed with the professionalism and expertise of Vorstrom and the way they went out of their way to make sure I got the best solution for my needs,” he says. “It was incredible to see the 3D imaging that showed the truck and where everything fits from every angle, including underneath.”

He has, however, made one small change.

In typical Honeysucker style, Ross came up with an ingenious modification to redirect the hot air that was originally blown out from the side of the blower box.

“We installed a second matching chrome stack on the truck and plumbed in the exhaust air from the vacuum pump.

In this way the odours and hot air are pumped out above the truck, which is far more pleasant for the driver and customers,” he says.

Interestingly, Ross says there’s only one other thing he’d do differently next time around.

“Not long after they built my steel tank, Vorstrom started building aluminium tanks which due to their lighter weight

would enable a 12,000-litre capacity tank to be fitted,” he says.

With the business continuing to flourish, the ‘next one’ may not be too far down the track, and according to Ross, there’s a high probability it will also wear the diagonal stripe on the grille.

“The Volvos are such a smooth and comfortable truck and the iSHIFT transmission is absolutely brilliant for this line of work. I don’t think you can go past them.”

Meanwhile, Ross recently employed another driver, Colin McQuire, to help with the burgeoning workload in the lead-up to Christmas. Ross and Colin have been friends since childhood and Ross says it takes a special kind of driver to do this type of work well.

“With myself, Matt and Colin doing the jobs, I know that the quality of our work will be maintained at the highest standard, which is how we have built the business and why we have so many repeat customers,” he says. “In this business service is everything and the presentation of our trucks reflects the quality of the work we do. It gives us a point of difference over the bigger companies and shows the general public that we take immense pride in what we do.” p r i m em over m a g . c o m . a u

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K E R B ENTHUSIASM With approximately 900 Dennis Eagle low entry vehicles operating around Australia, the iconic UK company is evolving its brand in waste refuse collection by offering fuel efficient, advanced commercial vehicles equipped with the latest safety systems for the challenges of increasingly hectic urban environments.

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D

Shannon Mair, National Fleet Sales Manager, Penske Commercial Vehicles.

ennis Eagle, a specialist in low entry vehicles, launched its first motor vehicle in the UK in 1889. After extensive testing in Australia, it introduced its first vehicle, for local operations, into Tullamarine nearly nine years ago. At present the company has an estimated 900 vehicles operating around Australia and continues to drive sustainable mobility, where it has invested in hybrid high density compressed natural gas (HDCNG) technology, delivering one of the safest and cleanest refuse collection vehicles available in the country.

Penske Group National Fleet Sales Manager Shannon Mair says the Dennis Eagle trucks offer superior direct vision in their class. As a low entry vehicle, the advantages are legion including single step entry and egress on the left side. The cabin has some of the narrowest A-pillars on the market and an additional window in the cockpit for greater visibility and safety.

“We’re absolutely convinced that we have the best vehicle for the waste refuse collection market,” Shannon says. “We call our vehicle the original low entry vehicle. It’s a vocational vehicle and the only vehicle made specifically by a refuse solution business for the refuse market.

Dennis Eagle designed the complete flat floor for efficiently accessing rear-loaders and it boasts the widest and lowest step on the market with excellent grip which minimises trips.”

In London, the city the size of Melbourne, with twice its population, where 25 per cent of pedestrian fatalities and 38 per cent of cyclist fatalities involve trucks, safety is crucial. The city is already on the verge of outlawing standard forward control trucks following enforcement of heavy goods vehicles (HGV) Safety Permits. By 2024 any vehicle below a three star rating under the Direct Vision Standard system, introduced in 2017, will be prohibited from entering London. Tested and proven in this environment, the Dennis Eagle Elite 2 boasts outstanding all round vision and has been awarded a five star Direct Vision Rating from Transport for London thanks,

in part, to its low window heights. The driver’s door window, positioned in line with the operator’s waist, offers, as a result, a complete panoramic view of all surroundings vehicles. In a standard forward control vehicle, the seated driver is 2.4 metres from the ground. The Dennis Eagle has reduced this height to two metres. In contrast to a standard cabover vehicle the ergonomics of the Dennis Eagle cab interior, with the single step entry, have been designed with which to encourage the driver on the right hand steer vehicle to get out of the left hand side of the vehicle so that they avoid stepping onto oncoming traffic should they need to move a bin. Unlike the UK, where the winters are protracted, Australian operational conditions are hotter for longer. Penske has added dual pull down sun-shades, extra dark tinted windows packaged above legal areas permissible to put seat tint to help control the solar loading given the extra span of glass. Low entry, according to Citywide Council Procurement Coordinator Assets Ross McGrice, is the defining evolution in waste trucks in recent times. Up until now it’s been about forward control with waste collection vehicles in the past generally made tall.

“With our area you can have ten bins all in a row and it makes for terrible congestion,” he says. “It’s unlike an urban council where you’ve got a sideloader going along and you’re picking up a bin at every household.”

The Dennis Eagle has reduced the steps to streamline safe access of the cabin.

“On some rounds the drivers are in and out of the trucks up to 180 times a day,” says Ross. “If you do that all day it takes a fair old toll on the driver. The big thing with these is the low forward entry and the increased glass area.”

The extended arm, for raising the bins, is, according to Ross, the other big development. A protracted arm provides better reach allowing for access in between cars to grab a bin whereas drivers, in the past, always had to navigate the vehicle right up against the kerb to get to the bin.

“That’s been a big plus in productivity,” p r i m em over m a g . c o m . a u

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New Dennis Eagle refuse collection vehicles used by Citywide on display at Sandown raceway.

he says. “The biggest problem we’ve got on a lot of streets now is having a bike path up the left hand side of your work area and you’ve got to cover off on that.”

To further mitigate accidents with cyclists, the arm is mounted with a camera and features a warning light availing the driver of its position, an advantage especially when working between parked cars. The new, smaller Bucher hydraulic arm is covered in reflective tape to help increase awareness, explains Ross.

“The arm better fits into the rows of bins our drivers encounter which are all placed close together as it saves us from knocking them over,” he says.

The talking alarms on the Dennis Eagle waste collection vehicles provide verbal warnings and flashing lights as soon as the driver activates the left hand indicator, 40

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which is used frequently alongside the kerb when in operation. A reverse alarm serves a similar function primarily for cyclists and pedestrians.

A 360 degree view is provided by four strategically positioned cameras. That view is stitched into the cabin on display providing the driver with good vision of the truck and its surrounds. There’s also a camera mounted to the mirrors. The latest Dennis Eagle models come with a Lane Avoidance System should the truck move out of the lane without the driver’s consent and an Anti-Collision System to avoid vehicles in front.

Virtual bumper, headway monitoring, motorcycle collision warning, pedestrian collision warning and DVR, which can be downloaded to phone, are all offered as part of Dennis Eagle’s Advanced Driver

Assist Safety Systems.

Each truck can be specified with scales to prevent the vehicle from being overloaded. The newest Dennis Eagle commercial vehicles have an option of a secondary tropical air-conditioning pack for Australia’s notoriously hot summers.

It augments the main air conditioning system as a wall unit on the back of the cab. Heat loads, especially in Queensland and Western Australia where temperatures can sit in the upper brackets all year round, have made it very complimentary to the standard air conditioning system.

The truck is paired with the proven Cummins engine and Allison transmission combination. Dennis Eagle in Australia has maintained the American driveline for the last decade and is transitioning to the Euro 6 Cummins

“Over the last decade, we have had the opportunity to foster a relationship with Cleanaway that is based on a mutual understanding of what Dennis Eagle offers and what Cleanaway requires.”

Shannon Mair Penske Group National Fleet Sales Manager

The Dennis Eagle dual control unit has a five star direct vision standard rating.

B6.7 engine as it provides competitive advantages in lowering the tare weight of the vehicle and the load especially over the front axle. Chassis reduction weight is said to equal 200 kilograms once SCR and DOC switchback after treatment systems have been factored in.

Increasing urbanisation and multi-unit dwellings mean more cars in the street.

More apartments mean more bins. Ross, who has worked at Spotless previously and before that at Fulton Hogan as a fleet manager, says the growing waste challenge for operators is increasingly predicated on the percentage of garbage waste versus recycled household domestic and green waste involved in the multiple collections that come with FOGO – food organics and garden organics – which has prompted local councils to move to

an altered ratio of collections making it more difficult for waste management companies looking at securing long term contracts.

“The waste sector is fast evolving and it’s incumbent on suppliers of commercial assets to keep pace,” he says. A renowned waste management company and a long-time customer of Dennis Eagle, has assisted with the recent Euro 6 vehicle evaluation in the cooler areas of Victoria and in the hot climate of Queensland evaluating the performance, emissions control and fuel burn of the Cummins B6.7 engine. Furthermore, last November waste management leader, Cleanaway, took delivery of its 500th Dennis Eagle vehicle. Acquired for the Geelong City Council, the truck is also fitted with Cleanaway’s Cleanaview application

which reportedly adds even more safety features and comprises seven cameras to optimise visibility of surrounds for the driver. Penske Commercial Vehicles has also provided product familiarisation and training for drivers, plus service and maintenance training for Cleanaway maintenance teams.

“Over the last decade, we have had the opportunity to foster a relationship with Cleanaway that is based on a mutual understanding of what Dennis Eagle offers and what Cleanaway requires,” said Shannon. “At all times we’re trying to fit within the safety parameters. The biggest thing is working in a congested space.

There’s lots of traffic, narrow streets, kids running around. It’s about trying to give greater visibility to the driver and delivering a compelling product for the customer.” p r i m em over m a g . c o m . a u

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S TAY I N G AT Having cemented over three decades of market leadership, Isuzu Australia is keen to show it’s not resting on its laurels. A recent press conference and drive program in Victoria showcased a raft of improvements across the board.

T

he leader of the pack, whether that be selling trucks or anything else, is exposed to unique challenges from which those further down the sales ladder can be somewhat immune. Staying out in front requires an unequivocal and undying commitment to serving the needs of valuable clientele by providing them with precisely the products and services they require at any given time. Anything less than this opens the door to the possibility of them jumping ship to a competitor which is equally eager to provide the best possible solutions and add to its own valued customer base.

Thus, the well-defined forces of market competition manifest in the never-ending quest to provide the best possible products and services at the most competitive prices.

It simply can’t be denied or ignored that Isuzu Australia Limited (IAL) has done a remarkably fine job of reading the Australian truck market for more than 30 years, and in the process with high degrees of predictability and accuracy responded to the needs of current and potential customers alike. Indeed, it would be fair to say that the company has at times responded to customers’ needs even before the customers themselves knew what they needed. The company’s Ready-To-Work (RTW) tipper range launched in 2003 is a good example, with the positive results of this venture having played a big part in IAL’s hard-fought and longstanding market leadership.

The foundational key to success here is research, the all-important first component of Research & Development and the cornerstone of any successful business. With the RTW scenario, IAL had determined by the turn of the century that tipper buyers would appreciate being 42

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able to purchase ready-built units and have them working the next day. The results speak for themselves and the ultimate ‘proof in the pudding’ of the RTW concept’s success is that it’s since been replicated by a number of Isuzu’s competitors.

Arguably IAL does R&D better than most and at a recent press conference in Melbourne, the company was at pains to point out just how much better the Isuzu brand fares against other manufacturers in the all-important areas of brand awareness, association and positive recall, and the big one – customer loyalty.

One of the speakers at the conference, IAL Head of Marketing and Customer Experience, John Walker, unpacked the concept of brand tracking which he described as a smart way of keeping tabs on the health of a brand.

To do this IAL commissioned independent strategy consultancy company Fiftyfive5 and the results confirmed, Walker said, that Isuzu is the most preferred and trusted truck brand in Australia by a significant margin.

Over 800 truck owners and decision makers across multiple vocations – including construction and logistics, retail trade, hospitality and mining – living in both regional and metro areas were surveyed.

The results reportedly revealed that 47 per cent of respondents named Isuzu as the truck brand they trust. Additionally, 19 per cent listed Isuzu as their favourite brand, more than double the next highest ranked brand.

According to Walker, Isuzu also ranked highest in several other brand association categories, including reliability, value for money, customisation to business needs and product range.

To top it off, survey results suggested Isuzu Trucks also scooped the pool on the strength of its dealer and authorised agent network, comprising over 70 locations nationwide, including the recently opened Sunshine Coast Isuzu.

Walker said the findings are an endorsement of the overall product direction, but also of the Isuzu Dealer Network that supports the brand across Australia.

“For many years now, the Isuzu Trucks tagline has been ‘Reliability is Everything’, and it’s heartening to know that our customers trust us to help them get the job done,” he said.

The following day Prime Mover had the opportunity to drive a variety of trucks from the N and F Series ranges.

Of particular interest were a number of examples of the newly-released F Series Freightpack curtainsider line-up that was showcased at this year’s Brisbane Truck Show. This is yet another addition to Isuzu’s steadily expanding RTW range.

There were five variants of Freightpack for the media contingent to drive, starting with two FRR 110 10-pallet units – one equipped with a 240hp 4HK1 fourcylinder engine and Isuzu six-speed automated manual transmission (AMT) and the other sporting the 260hp 6HK1 six coupled with an Allison LCT2500 six-speed torque convertor automatic.

Featuring identical engine and transmission specs to the FRR pair were two 12-pallet FSR 140 units. It needs to be noted that in FRR and FSR Freightpack variants the Allison automatic is only available with the six-cylinder versions while the AMT is the exclusive domain of the four-cylinder units. Another difference is that out of these four only one – the FRR 110-240 – is fitted with

THE TOP

F Series Freightpack curtainsider.

Electronic Stability Control (ESC).

In a sign of the times, there is no manual transmission option across the range.

Meanwhile, the big daddy of them is the FVL 240-300 6x2 with a 14-pallet body.

This one has the 300hp version of the 6HK1 engine mated to the heavy-duty Allison 3500 Series automatic.

Common features of all Freightpack variants include ‘Lightning’ quick-release latches on the curtains that are claimed to save around 90 seconds per drop or pickup, LED body interior strip lighting and ‘halo’ step lights.

Single pallet width load restraint interlocking gates also save time and effort at each cargo exchange point, while the standard in-cab audio-visual unit screen incorporates satellite navigation as well as reversing camera and internal load area views.

Other laudable safety features include ‘safety yellow’ grab handles and steps and the whole package is covered by a comprehensive three-year warranty.

On the driving impressions front, it was interesting to compare the performance of the four-cylinder AMT FRR and FSR

with their six-cylinder Allison auto equipped counterparts.

The torque characteristics of the two engines are quite different in spite of the fact that each produces close to the same peak torque. The four-cylinder unit reaches peak torque of 765Nm at 1,600rpm before progressively tapering off to 700Nm at the maximum engine speed of 2,400rpm.

In comparison, its big brother procures a slightly lower peak of 761Nm at 1,450rpm but holds this constant through to the 2,400rpm limit. The flat-topped torque curve is well suited to the Allison auto which has the electronic ‘smarts’ to keep the engine revs within this wide peak torque band at all times, making for solid performance on the highway.

Prime Mover scored a drive in the ‘pocket rocket’ of the Freightpack bunch – the 10-pallet FRR 110-260 – during a leg that took in the seriously long highway ascent through Pentland Hills near Bacchus Marsh. The pulling power of the plucky six-cylinder FRR was something to behold as the Allison transmission excelled with its ability to always select the right gear to keep the silky smooth 6HK1 engine

humming in the sweet spot at around 1,600rpm and maintaining road speed at 90km/h all the way to the top of the range.

Another admirable characteristic across the board is ride comfort, helped in no small part by the excellent ISRI 6860 air suspended seat with integrated seatbelt.

Also notable was the impressively quiet cab interior at all road speeds, with the engine fan operation, wind and tyre noise kept to a bare minimum.

There is, in our opinion, some room for improvement in the braking department. It seems strange that Isuzu and all other Japanese medium-duty truck manufacturers persist with drum front brakes when most light-duty and a good proportion of heavy-duty brands are now running disc front brakes.

By way of explanation, an Isuzu representative said the company had a bad experience when trialling disc front brakes on medium-duty models some years back.

During the drive, moderate braking showed a less than inspiring tendency for the vehicle to not pull up in a completely straight line – a trait that would be completely eliminated if disc front brakes were fitted.

Another minor disappointment was the seemingly lame auxiliary braking effort from the exhaust brake on the larger FVL 6x2 unit. A more effective Jacobsstyle engine brake on a truck of this size, particularly with the Allison automatic, would be a far better option to help reduce brake wear and make hill descents safer.

These small issues aside, the drive program served to highlight the ‘no boundaries’ approach in terms of product development to which IAL aspires. The Freightpack range is a fitting example of the company’s ongoing quest to keep upping its own ante with products that better meet the needs of its many customers across Australia.

It’s this continuous customer-focused product development that has kept IAL in the lead for the past 31 years … and counting. p r i m em over m a g . c o m . a u

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COLLABO ACROSS THE CHAIN Delta Group’s national expansion is well underway due in part to the reliability and support of its equipment partners, commercial vehicle manufacturer, Scania, and specialist trailer builder, Bulk Transport Equipment.

O

ver the last four decades, Delta Group, has grown to be one of the largest diversified contractors of its kind in the world.

Given the scale and capacity of its national operations – covering the demolition, civil construction, recycling, waste management, asbestos and environmental sectors – it has consistently invested in new trucks and trailers to meet increasing demand.

With more than 1,000 pieces of plant equipment and a team of dedicated professionals spread far and wide across Australia, the business works closely with major clients such as Boral, Holcim, Hanson, Veolia, Cleanaway and Tier One builders like Lendlease, John Holland and Multiplex (to name a few) to coordinate the flow of construction waste and recycled materials to and from hundreds

Scania’s new NTG G500 rigids are fitted with Level 2 PBS. 44

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of projects at any one time.

General Manager Recycling & Logistics, Dominic Santullo, says the Delta Group fleet is the engine room of the Delta’s growth. “I oversee the people, plant and logistical systems that power Delta’s demolition, civil construction, recycling and waste management, asbestos and environmental divisions,” he says. “For a national operation that manages Australia’s largest fleet of plant and equipment, Delta Group invests in quality road transport equipment that is optimised for high performance and efficient route access to meet the expectations of our clients.”

Last November, as part of an ongoing commitment to supporting a growing road transport fleet, Delta Group took delivery of two Scania NTG G 500 XT 6x4 rigids fitted with Level 2 Performance-Based Standards–approved quad-axle dog trailers

from Bulk Transport Equipment (BTE).

“These combinations bolster Delta Group’s Recycling Division and are approved for a gross combination mass of 57.5 tonnes,” Dominic says. “These latest additions to the fleet carry quarry and recycling products. In particular, eco products such as Envirocrete and Envirobase. Delta Group, together with joint-venture-partner, Boral, and has been leading the way in diverting C&D waste from landfill through the development and production of high spec eco products.”

Scania’s Account Manager for Delta, Mat Staddon, says the vehicles are fitted with the full safety package: Lane Departure Warning, Adaptive Cruise Control, Electronic Stability Program (ESP), Advanced Emergency Braking plus airbag suspension on both the front and the rear of the trucks.

“Weight scales display on the dash so the driver knows exactly what weight they are carrying over each axle to prevent inadvertent overloading,” he says. “Also, load can be transferred across the rear axles for extending grip when crossing gullies. The Scania Retarder also keeps the service brakes cold for emergencies.”

Mat explains the XT spec includes protruding steel front bumper, protection for headlamps, 40-tonne front-mounted tow hook, underrun protection and front bash plate.

“The G 500 replaces the V8s for improved front axle weight which means greater payload and even greater fuel efficiency as well as Euro 6 compliance as they are working in urban areas and emissions are vastly cleaner,” he says.

RATION

Scania G500 XT 6x4 includes a 40t front-mounted tow hook.

Delta has also invested in a seven-year Scania Repair and Maintenance contract and is availing the services of Scania Finance Australia to purchase the vehicles, receiving weekly performance reports from the Scania fleet monitoring system.

A standout feature of the new PBS combinations, according to Dominic, is their potential for improved inner-city mobility.

“Our trucks often navigate site access challenges in and around CBD locations such as metropolitan and suburban Melbourne,” he says. “The latest front and rear load transfer function is a massive benefit for us.”

Another addition to the fleet, supporting the rapid growth of Delta’s Commercial Bin Hire division in Melbourne – are Succilift hookloaders from BTE. “First launched in 2018, our Commercial Bin Hire division is capitalising on demand for turnkey waste management solutions that construction industry

professionals can trust for reliability and value for money,” Dominic says.

“Ranging from 4m³ to 25m³ in capacity, the hook bins will collect traditional construction site waste streams before delivering them to our waste transfer or recycling facilities for processing. With a resource recovery rate of more than 90 per cent, our hook bin fleet plays an important role in diverting as much waste from landfill as we can.”

Mat adds that Delta also operates an 8x4 hooklift in Perth which is returning 15 per cent better fuel efficiency than previous versions of the P440s and is reputed to be the most frugal truck in the Delta Group fleet. A similar but older Scania 8x4 hooklift in Melbourne is returning 2.7km/ litre as a guide.

With more than three decades of experience, Delta Group, according to Dominic, prides itself on understanding the project lifecycle better than any other contractor.

“Reliability and fit-for-purpose are two of the most important features we look for in any new plant or piece of equipment,” he says – explaining that in his line of work there are small margins for error and any delay to a construction works program can be costly. “Taking this into account, the new Succilift hookloaders have proven themselves in being both reliable and spec’d for the task.”

FAST FACT

Bulk Transport Equipment (BTE) is a privately-owned trailer and specialised equipment manufacturer that supports the bulk haulage, waste and services markets with Performance-Based Standards (PBS) combinations including rigid tippers, dog trailers, flat top dog trailers and more. p r i m em over m a g . c o m . a u

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TRUCK & TECH

TIME WILL TELL

New truck models don’t just happen overnight. The UD Croner which was unveiled at the 2019 Brisbane Truck Show and will be available to Australian operators in just a few months, has been the result of a significant market and technical research effort across a number of nations over the past six years.

T

he UD Croner takes its name from Chronos, the Greek god of time and UD have adopted the positional phrase of ‘making every moment count’ in terms of on-road efficiency as well as uptime for its latest medium duty range.

The founder of UD Kenzo Adachi had the vision back in the 1930s to ‘build the truck the world needs today’.

Officially launched in Thailand in March 2017, the Croner that will soon hit the Australian roads, is the culmination of extensive planning, development and testing and represents a major shift in philosophy away from what historically has been typical for Japanese truck manufacturers.

“If you think about the previous methodology of most Japanese truck manufacturers in relation to model development, they have been inward looking rather than outward looking,” says UD Australian Vice President Mark Strambi. Previously it was common for the situation to exist where a Japanese manufacturer decided what trucks it was going to build and it was then up to the international sales operations to convince the various markets that they were being offered the right truck.

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“With the Croner, and recently the heavy duty Quon, we have been developing products for the markets we want to be in rather than adapting something later to suit,” says Mark. “My job is to understand the market trends and then look at what we have to do to put suitable trucks into the market and grow our business. Anyone can grow numbers and lose money. We have to do it in a sustainable way and for any project we put forward there is a financial criteria that goes with it in terms of dollar sense and market sense.”

Masami (Mat) Ozono is the Senior Manager – Product Planning and Management at UD’s head office in Japan and confirms that from the outset back in 2013, the Croner was earmarked to be more than a face-lifted Condor.

During the development phase he visited Australia numerous times to consult with local management and engineering staff including UD Trucks Australia’s Neil Carey.

“This UD Croner range project has been quite huge,” Mat says. “For starters, the eight litre engine is narrower than its predecessor which powered the Condor.”

Mindful that low tare weight is an important criteria across almost every

market, the decision was made for most markets to use a six speed direct drive gearbox rather than the heavier seven speed which was also available from the Volvo Group’s Common Architecture and Shared Technology (CAST).

However, this will have no influence on Croners destined for Australia as the six speed Allison fully automatic is the sole option. This should present no issues because the Allison already has a reputation for efficiency and ease of use which is important in addressing the global shortage of skilled drivers and there has been a definite mind shift locally in favour of automatics.

While visiting the UD facilities in Thailand we took the opportunity for a brief drive of a Croner PD 6x2 set up as a fuel tanker with the Thai spec six-speed manual and were impressed with the smooth and light clutch action and the long shifter lever combined with a wide gate significantly reduced any chance of selecting the wrong gear. Short throw levers and narrow gates are great in sports cars but not in trucks. Should at some point, there be a local demand for manuals, then UD will have no issues if it makes that combination available.

The Croner model line-up for Australia

will include some wheelbases that weren’t available in Condor, providing more options to closely tailor trucks to their application. Initially the range consists of just two models: The PK 18 (17.5 tonne GVM) 4x2 and the PD 25 (24.5 tonne GVM) 6x2. Both share the Euro 5 version of the G8HE 7.7 litre engine from Volvo’s engine family which produces 280hp and 1,050 Nm of torque. Rear air suspension is standard on both models. To add to its application flexibilities the Croner is available with an optional engine-driven power take-off (PTO) or a locallysourced transmission PTO with the option of side or upper mounting points on the Allison.

UD Trucks has a history of putting its vehicles through extensive testing regimes. For the Croner this involved 1.7 million engineering hours and 90 test rigs, and a fleet of 100 field test

trucks accrued around 1.4 million kilometres over 18 months, working in customer operations in countries including Peru, South Africa, India, United Arab Emirates, and Thailand.

Two pre-production models have been doing the rounds of assessment in Australia since last year.

“We have very high expectations and we have very good reasons for that,” says Chairman of UD Trucks Joachim Rosenberg, acknowledging that the brand has more than doubled its local marketshare in recent years. “I sincerely believe that the UD brand in Australia should be at double digit marketshare (across medium and heavy categories).

Does that take one or two years? No, it doesn’t. Do we have the offering, the network and most importantly the people to make that happen? I don’t see why that shouldn’t be possible.”

For the time being the Croner won’t be

marketed in Japan where UD’s current medium duty offering is essentially a badge-engineered range sourced from Isuzu. Whether this situation changes (or is even expanded) is one of the speculative issues involving the ‘strategic alliance’ announced between Isuzu and UD Trucks the week prior to last Christmas. Regardless of what transpires in Japan, according to Volvo Group Australia’s Strategic Communications and PR Manager, Philippa Stewart: “Nothing will change in the set-up for the Australian market. Hence we at Volvo Group Australia will continue to distribute the UD brand and support our UD Trucks Australia customers and dealer business partners.”

The UD Croner definitely has the DNA and build quality to expand its share of the Australian market in many applications including distribution, tilttray, tipper and refuse compactors.

UD Croner PK 4x2 comes with Euro 5 rated G8HE 7.7 litre engine. p r i m em over m a g . c o m . a u

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INDUSTRY FOCUS

SHIPPING

NEWS

An innovator in Melbourne pallet management is making inroads for its customers by helping to simplify what traditionally has been an unduly complex and, for drivers, largely convoluted process.

P

allet Management for too many transport operators and logistics outfits remains an arbitrary exchange, contingent on conflicting expectations, miscommunication and shifting rules. As it involves multiple parties, not often on

Phil Doolan.

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the same page, knowing where a pallet is or how it got there, depending on the business, can sometimes be just the beginning of the problem.

Pallet handling has long been a cause of mistrust among long term partners in transport and logistics, muddying

the waters and in some cases, affecting negotiations and compromising agreements. Daily hire charges apply to small businesses until they transfer pallets from their account onto the receiver of their goods. Pallet transfers to major retailers, however, are often where pallets get lost. At no cost the retailer gains the use of the pallets while the small business wears the hire costs until they can compensate the pallets owed to the pallet hire company. The impact can be devastating to some businesses who don’t have the leverage with the bigger retailers to push back. In some cases these companies have an agreement in place with the pallet hire company that prevents senders from making a notification of transfers that come off their accounts leaving them exposed to receiver errors.

Precise Pallet Management, a Melbourne company based in Croydon, offers bespoke solutions that help its customers on both sides of an account to resolve issues and, if need be, negotiate claims.

Phil Doolan, PPM Managing Director says the industry, of which he has extensive experience across Australian freight movement and Japanese automotive, was sorely lacking impartiality to resolve pallet loss.

“Some of our customers might have a policy to always transfer to carrier,” he says. “But then a particular carrier may not have a pallet account or, the receiver only exchanges pallets and they won’t accept a transfer. In those situations that means you can’t always necessarily transfer through to the receiver.”

The variation in rules contributes to some of the confusion. Metcash, for instance, issue the driver with a Pallet Transfer Authority (PTA) docket. In this scenario the sender can’t raise the transfer and that, subsequently, requires that they transfer the carrier.

In the food services industry many receivers don’t have pallet accounts.

“For carriers delivering into the goods and services industry they have to collect a huge number of exchange pieces of timber to get them back and one sender may transfer them to the carrier onto their account and the other one might be getting their pallets back,” Phil says. “Tracking all of that becomes really time consuming and labour intensive.”

Phil, who worked previously at Glen Cameron Group, said the ideal scenario is when the sender of the freight is a customer, the transporter is a customer and the receiver is a customer.

“In those situations, it’s very easy to resolve anything that has gone wrong,” he says.

“We can identify where the pallets have ended up and what happened to them and credit the right people. It’s just about keeping it clean.”

Rather than treat it like a series of transactions some people, according to Phil, treat it as an opportunity to reduce on hire balance, the number of pallets on the pallet account. There are many opportunistic players out in the marketplace when it comes to pallets, who are happy for people to make mistakes.

“All too often we see complicated supply chains. The sender, transport provider and receivers’ policy and processes just don’t align, and it is left to the transport driver to force it to fit. The driver already has about a dozen other tasks to do.

People make it very complicated,” he says. “They can go out of their way to make it really difficult to deal with you and, unsurprisingly, it results in pallet loss and all too often it’s the transport company who wears it.”

It becomes expensive, not only to compensate loss, but also to manage the inventory of hired pallets. In a 2018 Deakin’s Centre for Supply Chain and Logistics Pallet Report it identified that 41

PPM invests time identifying trading rules and workflow.

per cent of respondents were concerned about pallet loss and that 66 per cent of respondents said the cost of pallet management was their biggest concern.

“We think the solution to both problems is exactly the same. Keep it simple and train staff in simple actions,” Phil says.

“There might be an instance of ensuring that pallet hire is being charged at a commercial rate and that the delay days are being applied.”

These range of course. Major retailers like Woolworths and Coles operate on seven delay days for produce and 30 days for ambient freight. Metcash can top out at 45 days. There are as many rules as there are companies according to Phil.

“A lot of third party logistics providers will ship those pallets off their own account to Coles and they are charging pallet hire as a component of the storage rate,” he says.

“So the company who sent the pallets out stops paying pallet hire to the third party logistics provider but they continue to pay hire for thirty days.”

PPM would then track the transaction and report so the third party logistics company can recharge the pallet hire for the period providing they had the appropriate structures in place. Setting that up is important to reduce loss of margin.

It’s something that often gets missed by companies in their rush to facilitate warehouse sales.

“There’s also costs associated with removing empty pallets from sites, bringing full pallets in and they would

often get issue fees,” he says. “It’s through the fork-on fork-off process where the recharge of costs often get missed.”

Pallet control is standardised across products. The complication comes through the transporting of goods. If there’s 200 trucks there’s also 200 control points and a lot more training required.

PPM invests time to identifying trading rules and workflow. It looks to simplify the process so pallets can be managed without a great deal of thought.

“Ideally we want to leave professional drivers to focus on load restraint, fatigue management, delivery documentation and the myriad other responsibilities that make up their role,” he says. “We’ve put together some information and animations and things like that for them so they can watch a minute long video clip instead of having to read through pages of text.”

According to Phil, PPM also produces pallet docket books for some of the fleets that they look after.

In the last 12 months Precise Pallet Management have increased their staff by over 30 per cent. Last year they moved into a new office. It’s been a steady growth curve since it started operating in 2005.

“We are a business focused on what everyone in our team requires. Everyone is coached and mentored and we do what we can to provide training and opportunities,” Phil says. “We firmly believe that investing in our staff is what will ensure our customers will get the best service.” p r i m em over m a g . c o m . a u

49

TEST DRIVE

CONTINEN M EE TS JA PA N ES E

PRACTICALIT Y The inclusion of European driveline manufacturer ZF’s up-to-the-minute TraXon 16-speed automated manual transmission (AMT) with Intarder has boosted Hino’s stalwart 700 Series variants to a standard not previously seen in Japanese heavy-duty trucks.

W

ith the constant trickle of technology that’s been funneling into new trucks over the past decade, there’s the possibility that some trucks are now actually overtechnologised for certain applications where simple practicality is often

deemed more important than full-blown technical sophistication.

Consider the ubiquitous farm truck.

With versatility being key, these trucks in particular can be one day carting cattle in a crate and the next day hauling hay on the tray.

While not usually clocking anywhere

near the mileage of trucks in other freight tasks, farm trucks are heavily relied upon for various tasks and as such, reliability, durability and simplicity are often the most highly prized attributes.

Perhaps this is a significant reason why so many Hino trucks, some literally multiple decades old, are enduring farm-

The latest Hino 700 Series FS 2848 is pitched at ag culture markets.

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TAL FLAIR The ZF TraXon AMT is the making of the 700 Series.

favourites right across Australia.

As such, it should come as no surprise that Hino is pitching its latest 700 Series FS 2848 AMT AIR 6267 body truck squarely at farm operations, among others.

Some still might prefer a manual gearbox, but after a recent test drive loop from Hino Australia headquarters at Caringbah in southern Sydney out over the Blue Mountains, Prime Mover would go as far as saying that the ZF TraXon AMT is the making of the Hino 700 Series.

In a nutshell, the transmission feels perfectly suited to Hino’s strong and willing E13C-VG 12.9-litre six-cylinder engine which produces 480hp (353kW) at 1,800rpm and peak torque of 1,591lbft (2,157Nm) at 1,100rpm.

It’s worth pointing out that between 1,100 and 1,800rpm the torque peak diminishes very gradually with almost 1,475lbft (2,000Nm) still on tap at the upper limit of the rev range. This bodes well for strong low- and midrange performance, as verified during our test drive up the notorious Bellbird Hill on the eastern escarpment of the Blue Mountains.

Other features that help this

Euro-5 rated engine perform well include high pressure common-rail injection, a variable nozzle turbo and selective catalytic reduction (SCR) to control emissions.

It’s also a salient point that while the 12-speed TraXon would have ostensibly been quite adequate for this application, Hino decided to go the whole hog and fit the 16-speed version, meaning the ratios are considerably closer together which comes in very handy when climbing steep hills and during other low speed operations.

It also means that this truck – which doesn’t have the most prodigious torque rating for this class of vehicle – is, under suitable (read flat-ish) road conditions, capable of hauling a multi-trailer combination with a gross combination mass (GCM) of up to 72 tonnes.

With this in mind, Hino has wisely chosen a mid-range final drive ratio of 3.9:1, which delivers a gradeability factor of 32.4 per cent at maximum GCM and relatively relaxed and quiet 100km/h cruising at 1,650rpm. The gear ratios range from a 14.68:1 first to an overdriven 0.82:1.

After spending some time on Sydney’s M2 and M7 motorways (not within

peak hours, by the way), Prime Mover can confirm that in our view the gearing is suitable for everything from long distance cruising to low speed work such as is required on farms. In short, the best of both worlds.

Another well thought-out feature that shows Hino is on the money with its target market is the 21,000kg-rated Hendrickson HAS 460 air suspension equipped tandem-drive assembly complete with inter-axle differential lock and cross locks on both axles.

This is in contrast to the 6x2 ‘lazy axle’ configuration – which Hino doesn’t offer with its 700 Series range – that provides advantages for mostly sealed road work. However, ambling across a muddy paddock is definitely not the forte of a 6x2.

With all diff locks engaged and eight wheels driving, the FS 2848 would power through adverse conditions that would leave a 6x2 truck wallowing in the mire – and its driver trudging back to fetch the John Deere for a tow.

While all these features are impressive in their own right, the icing on the FS 2848 cake was fully tasted on the way back down the mountain via the aforementioned Bellbird hill, which, p r i m em over m a g . c o m . a u

51

TEST DRIVE

Automatic downshifts are a feature on descents of the electronically controlled TraXon transmission.

along with its sister slope called Scenic Hill at the Lithgow end of Bells Line of Road, is among the steepest and windiest descents in Australia.

Put simply, using the word phenomenal to describe the combined braking effect of the engine compression brake and Intarder just doesn’t seem to do it justice.

Activated by a five-stage wand on the left of the column, first stage is compression brake only, while the second and subsequent stages progressively add more Intarder input.

The compression brake on its own provides a decent amount of retardation but dial in the full force of the Intarder and the effect is similar to a good shove on the brake pedal and will, in fact, slow the loaded vehicle to a crawl on a descent.

As the heavy rigid test vehicle toting a load of hay was grossing just 22.5 tonnes (well under its 28 tonne limit), for the most part stage three provided too much braking and stage two was about right to hold vehicle speed around the 40km/h mark in eighth gear at 2,000rpm.

Given this, it would seem plausible that with a trailer attached and grossing up to 42.5 tonnes, most probably a realistic maximum for this vehicle in hilly terrain, there would likely be ample retardation in the fourth stage on this type of descent.

A very useful feature of the electronically 52

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controlled TraXon transmission is the automatic downshifts – complete with throttle ‘blip’ to synchronise gear speeds – that occur as the vehicle is decelerating.

In this way, approaching the crest of a downgrade the driver can apply the Intarder to slow the vehicle whereupon the AMT sequentially changes down until the desired road speed is reached and the Intarder subsequently holds the speed steady for the duration of the descent.

As such, there is no need for the driver to intervene with manual shifts – the TraXon does it all without fuss, allowing the driver to concentrate fully on the road. In addition, when accelerating on a flat road, the AMT will skip shift two gears at a time.

So while this truck does not have all the bells and whistles in terms of safety features, with the standard Intarder it arguably has one of the greatest safety features of all. Provided the driver understands how to operate it correctly, the Intarder prevents potential runaway situations due to brake fade on steep descents. Another bonus is that, again with correct use, the Intarder has the ability to prolong brake lining life potentially for the life of the vehicle or at least one million kilometres. This, of course, would only be possible if the driver used the Intarder consistently to slow the vehicle which requires early anticipation and preparation. If this is

done, the driver only needs to use the brake pedal for the final few metres before a stop.

Driver comfort is another strong point of this truck, with the taper-leaf front suspension and airbag rear working in harmony to provide a surprisingly smooth ride over some very ordinary country roads during the test. Also playing a big part is the ISRI 6860 multiadjustable high-back air suspended chair complete with integrated seatbelt with pretensioner.

The steering wheel has generous reach and rake adjustments making it easy for drivers of varying statures to find a comfortable setting. Cruise control, a driver’s airbag, anti-lock brakes and front under-run protection are other features that enhance safety and convenience.

Without a doubt the most high-tech interior appointment is the multimedia unit featuring a 6.1-inch high definition touch screen. With DAB+ digital radio, AM and FM radio, CD and DVD, USB and SD card, the user is able to access digital pictures, video and audio files.

The system also features Bluetooth hands-free phone connectivity with voice dialing and phone book functionality.

Optionally available are a reversing camera with a microphone and up to three separate views; and a truck-specific GPS with visual and audible notifications of prevailing speed limits and fixed speed cameras along with height and weight restricted roads.

Upon returning to base, a readout from the onboard computer showed the truck had burnt 80.2 litres of fuel to cover the 231km journey equating to 2.9km/litre (8.2mpg). Given it has a single square aluminium tank holding 390 litres, a range of around 1,000km is possible.

In sum, Hino’s FS 2848 AMT AIR 6267 has the goods to appeal to buyers who want a good performing, simple, safe, solid and reliable truck. The addition of the brilliant TraXon 16-speed AMT with Intarder has added a most welcome new dimension to its abilities, providing a much safer, more efficient and overall higher performing package, particularly when operating in mountainous terrain.

WHEELING AND DEALING FOR GAINS ADVERTISE IN OUR APRIL 2020 PROMOTIONAL FEATURE. Next to maintenance and fuel use, tyre and wheel management is a key expense for every Australian transport business – so much so that choosing the right tyre product for the job is now a make or break business decision.

But as the tyre and wheel market is becoming increasingly complex, so is the decision making process that will decide between financial gains and losses. The right tyre can save a company hard cash while the wrong one can cost it dearly. As a result every professional transport business is now in need of a professional tyre management strategy that encompasses everything from pairing the right tyre with the correct wheel and implementing smart maintenance equipment at the end of the first service life. With reference to this Prime Mover has committed to showcasing the latest in modern tyre and wheel technology in our April edition –helping Australia’s fleet sector make an informed purchasing decision while taking away some of the guesswork when tackling trucking’s big ticket item.

BOOKING DEADLINE

28 FEB 2020

®

Februar y 2020

Pryme Earthworks Making a Splash

FEBRUARY 2020 $11.00

ISSN 1838-2320

9 771838 232000

04

Industry Fleet: MKD Transcorp Feature: UD Croner Showcase: Scania Retarder Personality: Helen Savmyr

Innovation Technology: Dennis Eagle Elite 2 Fleet: South West Express Test Drive: Hino 700 Final Mile: Isuzu Servicepack

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E

TO BOOK IN PRIME MOVER CONTACT ASHLEY BLACHFORD NOW ASHLEY.BLACHFORD@PRIMECREATIVE.COM.AU | 0425 699 819

FINAL MILE

Isuzu has brought additional factory dual controlled solutions to market.

ACQUIRED

WASTE With a view to boosting its presence in the vital refuse and recycling KERBside collection sector, Isuzu has launched a raft of dual-control models it hopes will clean up in this segment of the industry.

W

aste collection and processing never has and never will be the golden-haired child among the various essential services industries upon which developed societies depend.

When problems arise, as they have recently with changes in the international landscape and the muchpublicised failings of significant local providers in the waste and recycling space, it grabs our attention quickly.

According to official government 54

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figures, in 2014-15 Australia produced around 64 million tonnes of waste, which is equivalent to 2.7 tonnes of waste per capita. This is roughly inline with population growth at an average increase of 1.2 per cent per year, but it nonetheless presents the enduring challenge of continuing to refine our waste mitigation and processing operations.

For its part, Isuzu Australia Limited (IAL) – Australia’s overall truck market leader for the past 31 years straight – understands that the waste industry is

particularly demanding at every step of the process, and none more so than at the first step – kerbside collection.

With this in mind, the company has stepped up to the plate to offer what it believes the market is demanding – low tare weight dual control trucks with gross vehicle mass (GVM) ratings ranging from 12 to 24 tonnes in a variety of wheelbase lengths.

The existing dual-rated (available in 12 and 14 tonne GVM guises) FSR dual control model has now been joined by the FVD 165-300 with a 16.5 tonne

GVM, along with the FVY 240-300 and FVZ 240-300, both sporting 24 tonne GVMs. The latter two can also be ordered with two distinct wheelbase lengths.

The FSR features robust Isuzu axles, multi-leaf rear suspension, ABS equipped drum brakes, an Allison 2500 Series automatic transmission and ISRI 6860 air suspended seats on both sides, complete with integrated belts.

Stepping up, the FVD and FVY incorporate Hendrickson HAS 230 airbag rear suspension – a feature Isuzu claims gives these units a tare weight advantage over competitor units.

Meanwhile, the FVZ uses Isuzu’s bulletproof six-rod and trunnion axle location with taper-leaf rear suspension that’s said to offer excellent axle articulation over uneven ground conditions often present at waste processing facilities.

The FVD, FVZ and FVY all feature Meritor tandem drives, with the latter two sporting the heavy-duty MT44-144 unit which includes driver-controlled

inter-axle lock and cross locks on both axles.

Braking is by way of Meritor Q-Plus S-cam drums with ABS on all axles.

The FVD is fitted with an Allison 3000 Series while the heavier two sport Allison’s 3500 Series automatic.

Powering each of the variants is Isuzu’s venerable 6HK1 six-cylinder engine that in FSR guise produces 191kW at 2,400rpm and 761Nm of torque between 1,450 and 2,400rpm.

The three larger trucks share ratings of 221kW at 2,400rpm and 981Nm at 1,450rpm.

Commenting on the new dual control models, IAL National Sales Manager, Les Spaltman, said the factory developed range has been carefully designed for Australian conditions and considerations.

“We are extremely pleased to be able to bring additional factory dual control solutions to market,” he says. “Many would be aware of the discontinuation of some of the more traditional go-to

trucks in this sector. In response, we have a highly competitive, low tare weight solution on offer – one which ticks some key boxes for Australian operators.”

Speaking of boxes – steering boxes, that is – common features across all Isuzu dual control models include high precision cross shafts linking both leftand right-hand steering columns to provide a consistent driving experience from both sides.

For ease of operation, the instrument panel has been duplicated on the left-hand side and both sides feature pneumatic adjustment of the steering wheel enabling complete driver customisation and control.

The design also retains standard wiring harnesses with the additional harnesses incorporated on a ‘plug and play’ basis.

Fresh safety elements include interlocks for control change overs, safety yellow grab handles and steps, along with a right-hand side driver’s airbag and automatic cornering lamps for urban laneway safety.

“What we’ve worked really hard to develop with these new models is a compelling total cost of ownership argument for Isuzu,” Les says.

“Lower tare weights bring improved productivity and payload and when you add the commonality of parts we’ve developed with our F Series range, the equation really adds up in favour of our customers.”

The trucks have been designed specifically for Australian conditions and industry need according to Isuzu, which has incorporated proven efficiencies across its engines, drivelines, chassis componentry, wheelbase options and in-cab appointments, with the aim of making the dual-control line-up extremely competitive on a number of fronts.

“We know that when it comes to the waste and refuse industry, reliability, economy and durability are non-negotiables,” Les says. “We believe these new models have these qualities in spades.” p r i m em over m a g . c o m . a u

55

PRODUCT SHOWCASE

CLEAN

BRAKE For Scania, driving down operating costs for Australian transport and logistics companies, remains a matter of precedence and the Scania Retarder is considered one of the secrets to the ongoing success of the pioneering Swedish truck manufacturer.

T

he Retarder is a hydraulic auxiliary braking system that has been fitted as standard to practically every Scania truck equipped with Opticruise automated gearchanging since the early 1990s.

It provides a significant amount of retardation, which not only lengthens the working life of brake pads but ensures

The Scania Retarder is a cost effective feature for those focused on total operating economy.

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that the service brakes remain cold and in peak conditions for use in an emergency, even when descending the steepest of hills. By not regularly overheating the discs on downhill runs, rotor life is also increased.

In fact, the Scania Retarder is so powerful it outperforms a traditional exhaust brake by delivering up to three times the power.

A further benefit is that with such fadefree and reliable braking performance available, trucks are able to descend steep hills at higher speeds, where safe, to enhance journey times.

The latest generation of Scania retarders puts a maximum braking torque of up to 4100 Nm into the driver’s right hand, via the five-stage stepped-travel lever attached

to the steering column cowling.

By simply pulling the lever back towards the driver through the five steps offering increasing retardation, the truck is able to be decelerated smoothly and safely or when integrated with the Downhill Speed Control, held at a constant safe speed all the way to the flat.

“The Scania Retarder is easy to use, extremely efficient and a valuable safety feature,” says Benjamin Nye, Scania Australia’s Product Manager, Trucks. “Once our customers have been introduced to the correct way to use the system and benefit from it, they are quickly converted. The Retarder is the driver’s best friend in everyday driving as well as in emergency conditions. It can be activated either by use of the lever on the steering column, or when in ‘auto’ mode, by a light touch of the brake pedal. It couldn’t be simpler.”

By being integrated with the transmission, it means that the system can trigger downshifts to make the most of the available engine braking as possible.

“The Scania Retarder is one of the most frequently used and appreciated technical features on a Scania truck. Once drivers have become familiar with the Retarder, they will not switch back to a truck that does not have one,” Ben explains. “It very quickly becomes an indispensable tool assisting them to drive safely and efficiently whether it is in stop-start traffic at generally low speeds or driving interstate at freeway speeds.”

In service, the Retarder preserves brake linings like no other system. Customers regularly marvel at the lack of wear of their brake pads, with 800,000 km common and one customer, NAD Transport, based in Melbourne, achieving more than 1.25 million km on a set of brake linings fitted to an R 560 V8 prime mover, and they are still going strong.

“The Scania Retarder is capable of dealing with 90 percent of all braking on long haul work, so it substantially increases the service life of the wheel brakes,” says Tomas Selling, a control system

The Retarder can generate a braking force up to 500 KW on the propeller shaft.

development engineer at Scania.

The saved costs of downtime, materials and work for changing the linings and brake pads on a tractor and semi-trailer mean that a Scania Retarder is a very costeffective feature for companies focused on their total operating economy.

“The Scania Retarder distributes the braking power in a vehicle to as many different systems as possible, keeping the brake pads as cool as possible. In an emergency, the pads can then deliver as much braking as possible,” Tomas says.

The Scania Retarder is integrated into the output end of the truck’s gearbox and uses high-pressure oil as a braking medium. Via a gear transmission, the

Retarder acts on the output shaft of the gearbox and thus directly on the propeller shaft.

Once the Retarder is applied, it generates a braking force on the propeller shaft of up to 500 kW, depending on the propeller shaft speed and the applied braking torque. Depending on the position of the automatic exhaust brake switch, the automatic exhaust brake is also activated with increasing brake power to achieve the highest possible retardation.

“Reducing fuel consumption” says Örjan Åslund, who is responsible for Product Affairs at Scania Trucks in Sweden, “is Scania’s main priority,”

Five stage stepped travel lever prompts smooth deceleration. p r i m em over m a g . c o m . a u

57

PRODUCT SHOWCASE

MORE THAN A CENTURY OF

TRANSPORT INNOVATION

In the 30 years since establishing its brand here, ZF has played a major part in the development and introduction of innovative technologies.

Sachs shock absorbers.

A

ustralia’s road transport industry has long been an early adopter of technology to enhance the efficiency, reliability and safety of its fleet operations. Such forward thinking has real-world measurable benefits right across the industry, for all road users.

For the last three decades global German technology specialist, ZF, has been a leader in the Australian market. But the company can trace its roots significantly longer than that, to the original airship building business known as the Zeppelin Foundation (ZF) of 1908 and the official founding of the company as a vehicle transmission gear manufacturer in 1915.

One hundred and five years later, ZF is now one of the world’s leading automotive technology companies, providing original equipment and aftermarket componetry to the car, truck, bus, aircraft, marine, mining and rail sectors.

Its innovative approach manifests itself in the product performance of its varied heavy vehicle original equipment and 58

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aftermarket componentry.

It’s also reflected in the easy accessibility of part information available to fleet operators and repairers, either via the ZF website and its online part finder, or by the free-to-download ZF Part Finder app, available via app stores.

Users simply need to set Australia as the default country, and the ZF Part Finder app will allow them to search for components by various means from the part number to the vehicle’s VIN or vehicle manufacturer.

ZF has rich aftermarket legacy. From its Lemförder, Sachs and TRW brands, ZF offers shock absorbers, steering and suspension componentry and clutches, all developed to maximise service life and minimise downtime.

The Lemförder brand has long been considered one of the market leaders in suspension and steering technology for

commercial vehicles, with a comprehensive range of products and spare parts.

The chassis and steering spare parts range includes torque rods, v-links and 4-point links, stabiliser rods and repair kits, as well as drag links and tie rods, angle joints and ball joints.

Through its Sachs brand, ZF offers replacement shocks and dampers, as well as clutches and clutch components.

All Sachs components are manufactured to OE standards and designed to both maximise the efficiency in power delivery and durability.

From TRW, ZF has available a comprehensive range of steering and suspension products, including linkages and steering gear systems, with flexible fitments to suit the wide range of heavy vehicles operating in the Australian market.

A global leader in spare parts and components, all TRW branded commercial vehicle parts are tested in the laboratory, on the track and on the road to ensure that in the real world they work first time, every time.

ZF offers a range of clutch componentry.

ZF. For parts you can trust.

Innovative solution. OE quality. German technology.

With a comprehensive range of products for commercial vehicles, our reliable product brands LEMFĂ–RDER, SACHS and TRW represent the best quality and dependable service.

Visit aftermarket.zf.com/au

Telematics Unit

Shock Absorbers

Brake Components

Transmissions

Clutch Components Drive Axle

Steering and Suspension Components

For enquiries on any of our brands and products: 1800 93 72537 customersolutions.au@zf.com

PRODUCT SHOWCASE

S H O E SHINE

Rigorously tested to the highest industry standards, TRP Parts is committed to delivering to market warranty-backed brake systems for all makes of trucks and trailers.

W

eather events can arrive suddenly with little warning in Australia where drivers are no stranger to the heightened experience of flash floods, dust storms, cyclonic rainfall and extremes of heat. Having top quality, certified brake systems like those made

by TRP Truck and Trailer parts, provides confidence for the end-user for whom safest practice is not only best practice, but a non-negotiable. Inferior linings on brake shoes can result in premature wear and ruinous overheating to which brake fading, costly repairs and damage to brake components are the hidden costs of poor quality. With its range of products all independently tested to meet and exceed internationally recognised standards, TRP partners with some of the world’s largest and most respected brake manufacturers to ensure it has a quality and safe product.

TRP offers a comprehensive range of aftermarket solutions including brake shoe and S Cam hardware parts to suit truck and trailer applications. But it doesn’t end there. The company has an expansive portfolio that also encompasses air systems, brake hardware and hardware kits, disc brake pads and disc brake rotors.

Backed by a 12-month unlimited kilometre warranty against manufacturing defects, TRP brake shoes have been specifically designed to remain stable throughout a wide operating temperature, provide safe and secure heavy vehicle braking and stand up against any aftermarket brake shoe when it comes to quality, durability and performance. With brake shoes available in either standard (21K Gross Axle Weight Rating) or premium (23K GAWR) and manufactured to OE specifications, TRP brake shoes are all independently tested to Federal Motor Vehicle Safety Standard 121 or FMVSS 121. The main difference between a standard and premium brake 60

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shoe according to Marcus Dunn, PACCAR Parts Senior Product Manager is the lining formula and application.

“As a rule of thumb, most on-highway truck and trailer applications can use a standard lining, whilst more heavy duty linehaul and vocational applications such as construction, refuse and heavy-haul should use a premium lining,” he says.

TRP brake shoes, where applicable, are also certified to ECE R90, reportedly making it the only supplier of brake shoes to be awarded with both standards. As Australian vehicle standards only cover the fully dressed axle it’s vital that TRP conducts its own independent testing.

“FMVSS 121 and ECE R90 certifications are both globally recognised and we are very proud of the performance on both the standard and premium linings,” he says. “There are a lot of brake shoes in the market that are inferior quality and drivers should really consider such testing when weighting up aftermarket brake products for their truck or trailer. I would encourage all drivers to ask their service departments if the brake shoes have been independently tested.”

As a rotor must have what is called sufficient heat dissipation characteristics to pass the set test requirements this is achieved through the FMVSS 121. As linings get hotter, more force from the air chamber is needed to create enough friction in order to stop. The test results

confirm TRP linings are able to maintain sufficient friction as the temperature of the lining increases while creating sufficient friction through all of the air chamber pressure ranges in the test parameters in FMVSS 121 certification under retardation force evaluation. Moreover, tests in which TRP was put alongside the OEM equivalent to see how the TRP brake shoe lining compared yielded interesting results, explains Marcus.

“The testing showed that the TRP lining performed very similar to the OEM across each of the three tests. When you compare the recovery performance on the premium lining you can see that the TRP shoe is comparable to the OEM performance on PSI recovery and even stays cooler than the OEM during the recovery period,” he says.

“A cooler lining means less fade and better braking performance. The test results prove that the TRP lining is comparable to OEM performance and can stand up against any aftermarket shoe.”

Drivers who are unsure which lining type to use should speak to their local service department to help identify the best lining for the respective application.

All TRP products come with a 12-month hassle-free warranty and are available at four dedicated TRP stores and across 53 PACCAR Parts dealerships nationwide. To see how TRP brake shoes performed in the tests, visit the website: www.trpparts.com.au/range

THE CHOICE IS EASY WITH TRP!

STANDARD TRP LINING 21K The TRP Standard brake shoe linings are designed to remain stable throughout wide operating temperatures and provide safe and secure heavy vehicle braking. TRP Standard lining is ideally suited for truck and trailer medium-duty, on-highway and dry freight applications.

TRP Standard 21K linings can be easily identified by the green edge coloured lining.

NOT ALL AFTERMARKET BRAKES ARE CREATED EQUAL… At TRP, we stand by our products 100%.

That’s why when we developed the latest generation brake shoes, we wanted to make sure that they could stand up against any aftermarket shoe on the market.

PREMIUM TRP LINING 23K The TRP Premium brake shoe linings have been developed for original equipment/first fit applications on heavy vehicle brakes. The material, with its medium to high friction coefficient, has excellent density and heat stability and is ideal for heavy duty line-haul and vocational applications such as construction, refuse and heavy-haul. Engineered for superior performance in 23K axle applications.

To do this we commissioned a number of tests on aftermarket and OEM shoes to see how the TRP brake shoes compared.

The standard that we tested to was FMVSS 121, an industry recognised standard that tests whether a friction material has sufficient frictional characteristics to be safe on a given application.

TRP brake shoes only use the best quality materials available and manufacture to OE specifications. All of the brake shoes in the TRP Range meet or exceed^ Federal Motor Vehicle Safety Standard (FMVSS121) for air brake systems and comply to ECE R90 regulation where relevant, a standard that is recognised by Australian and New Zealand design rules.

TRP Premium 23K linings can be easily identified by the gold edge coloured lining.

^ For more information about the test results, visit trpparts.com.au/productguides and refer to the Product Guide “TRP Brake Shoes – What’s Stopping You?” or speak to your local dealer

BRAKE SYSTEMS AIR SYSTEMS BRAKE DRUMS BRAKE HARDWARE BRAKE SHOES & HARDWARE KITS DISC BRAKE PADS DISC BRAKE ROTORS

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The UD plant is located in Samutprakarn outside Bangkok.

QUALITY SCHEMES

Some readers may be interested to learn that the UD Trucks Croner range which will be available in Australia over the next few months is actually manufactured at a modern plant located at Samutprakarn just outside of Bangkok in Thailand. The automotive industry in Thailand manufactures more than two million vehicles each year, as wide ranging as UD Croner and Quester trucks and Volvo buses, and pick-up trucks such as the Ford Rangers and Toyota HiLux utes which are currently so popular in Australia.

H

elen Savmyr has a background in chemical engineering. She joined the Volvo Group in 2000 and has been in charge of the Thai-Swedish Assembly (TSA) operation for the past

three years. In what was once a Volvo and then Ford passenger vehicle plant, Helen oversees a complex operation which involves multiple checking points, and an adherence to high quality standards which, for example, sees

UD’s Thailand facility employs 83 staff.

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UD vehicles receiving the same paint procedures as the Volvo units, and every completed vehicle being dyno tested and laser wheel aligned prior to despatch.

PM: Why does Volvo build many of its UD trucks in Thailand?

HS: I believe that the main reason that Thailand was sought out by the Japanese UD management was the very good quality and good competence linked to the Thai automotive industry. I think the adherence to quality schemes is better in Thailand. It’s quite easy to get good quality here. The component supply chain is good here due to there being so many manufacturers.

PM: Does the vehicle build quality here have to be at least equal to that in Japan?

HS: It has to be comparable for sure.

We don’t produce Croner in Japan, only

here, as well as the (heavy duty) Quester.

The Quon is produced in Japan. Quester and Croner are very much linked to this type of market of developing countries including Thailand and Vietnam.

Of course, it’s a combination of how to secure a good footprint from a manufacturing perspective, and then you have to secure good quality wherever you are. That’s why the Volvo production system is really important for us to ensure that every operation is following certain standards. When it comes to quality we have a Global Quality Audit manual which all Volvo plants worldwide follow. We have seen that we are very competitive when it comes to our quality standards.

PM: The Bangkok plant has ISO 9001/14001 accreditation and also achieved gold standard on the Volvo production quality scale. What is the significance of that?

HS: When we started with this assessment process we said that the minimum standard globally should be gold. Then we know we have a very good standard globally and every plant should come to the gold level. The ones ahead can support the others with benchmarks. We are all assessed globally and we get external people coming here to interview and observe us.

PM: Is gold the top of the quality scale and, if not, do you intend going for a higher level?

HS: The Ageo facility in Japan is platinum, and ladies like diamonds….

PM: What are you main goals here?

HS: My mission of course is to ensure that we achieve good performance.

My second mission is to develop the organisation and to develop the leadership and to ensure that we have a sustainable performance and improvement. We might not always have a (Swedish) ex-pat in charge. We are going the extra mile in our world class operation for our customers’

Helen Savmyr.

success. It is our customers who tell us we produce and deliver trucks that exceed their expectations.

PM: Walking through your plant we can’t help but notice how happy and engaged the workers seem. Is that part of the strategy?

HS: Behind everything we do it is people and it is our aspiration to be one of the most attractive employers in the Thai automotive business. We try to engage our colleagues as much as possible. We have recognition programs relating to quality. We also have yearly health checks and random drug testing. We have our own soccer field which employees use for training and to play soccer. Our annual sports day pits employees against management in friendly competition. We also have a spirit house shrine and garden which is important for good spirits and peace on our site.

PM: Is getting good staff a problem in Thailand?

HS: We have a mix of permanent and temporary employees in order to be flexible. So far we have not experienced any difficulty in attracting industrial

workers. Of course, we are training them so we put in a lot of effort which I would say is a bit different from Europe.

I think we have better training centres here. For white collar employees it is attractive to work here. Volvo people are seen as good people. Volvo has a reputation for a culture of good work/ life balance.

PM: What is the capacity of the facility?

HS: We can currently produce up to 20 Complete Build Up UD trucks per shift, plus 10 Volvo trucks per shift from kits.

We also produce the FM, FH and FMX cabs for export to Volvo in Australia.

PM: The Thai government provides some duty concessions via the Regional Value Content scheme which requires a minimum of 40 per cent ‘local content’. Is it a challenge to achieve this?

HS: We have set the goal to never go below 45 per cent and we are actually quite higher in the range of 50 to 60 per cent. It’s quite easy for us as suppliers to come much closer. A Ford logistics manager once told me manufacturing is only the disruption in the flow of components. p r i m em over m a g . c o m . a u

65

PRIME MOVERS & SHAKERS

GO YOUR

OWN WAY Ross Transport is a family owned and operated business that has served New South Wales for 45 years. In her role as manager, True Ross is committed to improving operator safety and making the industry more accessible for the next generation.

T

he Ross Transport fleet in 1975 comprised a single prime mover. Today, the fleet has more than 60 prime movers and 110 trailers. It specialises in moving dangerous goods and over-dimensional loads as well as intrastate and interstate transportation.

True Ross, whose grandmother, Frances Ross, and father, Alan Ross, have been running Ross Transport since 1975 has been involved in the industry as long as she can remember.

“I grew up in and around the transport industry, spending school holidays and many Saturdays at the workplace with Dad,” she says. “When I finished school, I started working for the business part time and one thing led to another and I now spend half of my life here.”

Ross Transport runs 60 prime movers from its base in NSW.

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A standard day for True Ross is a busy one as she directs her own transport company that she started in 2016 in addition to managing the day-to-day operations of Ross Transport.

“I manage the compliance and work health and safety for the companies as well as oversee all roles at Ross Transport,” she says. “My job is very chaotic, I am the go-to person, but that’s exactly how I like it. I do anything that passes my desk. Each day is filled with meetings as well as keeping the business in check and ensuring everything is being completed the way it should be.”

This impressive balancing act did not go unnoticed by the industry at large.

In May 2019, True Ross joined the

Transport Women Australia Limited (TWAL) Board of Directors. According to True it was her first real opportunity to help make a difference for women in the industry.

“When I was appointed to the TWAL Board the feeling was absolutely incredible,” she says.

“There is no other community like ours, especially where I live in the Illawarra. The transport industry is such a challenge which sometimes has a positive and negative impact, however, overall, I couldn’t think of a different industry that I would want to be in. I like the challenge and I hate

Truely Fantastic is a specially commissioned Kenworth.

True Ross.

life being dull, which in transport it never is.”

Female representation in the commercial road transport industry is critical, according to True Ross, but it is important that both genders are appreciated and recognised for the work they do.

“Female-driven events are so important to recognise how far women in transport and women in general have come, but also

to recognise that there is still an array of issues that women are still facing in the workplace and climbing the career ladder,” she says. “Both genders have a lot to offer and show different perspectives. We need to have female-driven events to empower and encourage our current, future and aspiring women leaders from all roles across road transport. Having these events can assist women in ways to overcome obstacles in their career progression, juggle personal and professional responsibilities and build better relationships. These events are also equally as important for men to attend so they have a better understanding of the challenges women are still facing and how they can help in assisting women overcome these obstacles.”

True Ross says it is important for people and companies to openly address transport as a career choice for women. In advertising positions within the industry, for instance, she would like to see more appealing propositions for female workers with inclusions such as flexible working hours or an exclusionary statement encouraging women to apply for roles.

“If the company can afford it, advertise to

upgrade licences and conduct a training program for women, so that they have an opportunity to enter the industry,” she says. “I just want to express that both women and men have skills and perspectives to bring to the table. We do need to keep continuing to support women’s contribution and continue to encourage women into transport whether it be as a driver, a logistics manager, in health and safety roles or an administration role.

“The transport industry can be very hard and costly to get involved in. If there are more accessible ways to enter, it will make the industry more attractive.”

FAST FACT

True Ross and her father, Alan, commissioned the design of a pink truck dubbed ‘Truely Frantastic’. The moniker is a blend of Frances (True’s grandmother) and True’s names. The business is proud of this truck and how it recognises the contribution of women in industry. p r i m em over m a g . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

Autonomous Emergency Braking System (AEBS) PETER HART

A

central aspect of reducing heavy-vehicle road trauma will be the widespread uptake of technologies that act automatically to assist human beings to stay safe. Australia recently mandated Vehicle Stability Control (VSC) for some classes of new heavy truck, bus and trailer (see my October 2018 article at www.artsa.com.au/articles ). The requirements were mandatory for heavy trailers (excluding dolly trailers) from 1 November 2018 and will be mandatory for heavy motor vehicles (excluding 4- or more- axle trucks and some rigid truck types) from 1 November 2022.

New heavy trailers must have a roll-over protection feature. New heavy motor vehicles must have both a roll-over protection feature and a directional control feature. Both these features involve automatic interventions of the brakes and/or engine control based upon information coming from sensors.

In August 2019 the Federal Government

released a Regulation Impact Statement (RIS) entitled: Reducing Heavy Vehicle Rear Impact Crashes: Autonomous Emergency Braking. The RIS reports that Autonomous Emergency Braking System (AEBS) can reduce the severity of almost 15 per cent of crashes involving a heavy vehicle. That is, 15 per cent of crashes involve a heavy vehicle impacting the rear of another vehicle. It is estimated that for these crashes, the road trauma severity could be reduced by 57 per cent.

The assumed cost of AEBS on a new heavy vehicle is $1,500 - $2,000.

We can be confident that VSC will reduce crashes based upon overseas experience and local positive experience of fuel tanker operators, timber carters and lately livestock hauliers. There has been great success with VSC reducing rollovers on timber jinker trailers in Victoria following a mandate by Vic Forests. It is also notable that NSW requires all dangerous goods tankers that carry flammable liquids or gases to have a rollover stability system. This leadership is to be applauded. Generally safe systems technologies cannot be retrofitted to the in-service motor vehicles, so mandating

3 STATIONARY VEHICLE TARGET

1 MOVING VEHICLE TARGET

on new vehicles is necessary.

The next significant safe system technology that should be mandated in Australia is Autonomous Emergency Braking System (AEBS). ARTSA recently received a presentation from Rachel Michaud, Lead Applications Engineer with Knorr Bremse on intelligent braking technology. The technical aspects of this article are based upon her presentation. AEBS uses radar and camera imaging to identify a frontal hazard. It first warns the driver of a pending frontal collision and then automatically brakes the vehicle to reduce the severity of the crash or avoid it. It may control the engine power and it must apply the trailer brakes (if applicable). The illustrations show the three aspects of the response of the Knorr/Bendix Wingman system, that is being marketed in Australia.

The AEBS RIS relies upon estimates of road trauma reduction that were made by Monash University Accident Research Centre (MUARC). It noted that in a crash involving a heavy vehicle impacting the rear of another vehicle, AEB would reduce all forms of trauma

1 STATIONARY VEHICLE TARGET

2 STATIONARY VEHICLE TARGET

One warning (haptic acoustic, optical), Engine control allowed.

Two warnings (haptic, acoustic, optical).

Engine control allowed.

Speed reduction.

One warning. Engine control allowed.

Two warnings. Engine control allowed.

Speed reduction.

No later than 1.4s before the start of emergency braking.

Not later than 0.8s before the start of emergency braking.

At least 10 km/h speed reduction.

No later than 1.4s before the start of emergency braking.

Not later than 0.8s before the start of emergency braking.

No impact with a target moving forward at 32 km/h.

Table: Required performance for a category ME (bus), NB2 (truck with GVM > 8t), NC (heavy truck) 68

de c eumbe 2018 febr a r y r2020

2 MOVING VEHICLE TARGET

3 MOVING VEHICLE TARGET

ARTSA TECHNIC AL COLUMN

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by 57 per cent. These types of crashes accounted for almost 15 per cent of all heavy-vehicle involved injury crashes.

The scale of serious road trauma involving heavy vehicles in 2016-2017 was 1832 hospitalisations and 204 deaths. The causes of rear-end crashes are thought to be inattention, cars cutting in and inadequate following distance. Not surprisingly, the majority of rear-end crashes – 84 per cent - occur in urban areas and 16 per cent in rural areas. The RIS contains a very interesting prediction of the rear-end casualty crash likelihood by vehicle age. The highest likelihood is for a four-year old heavy vehicle. That likelihood is 0.035 or 35 vehicles per 1000 per year.

The international technical regulation for AEBS is UN Regulation 131, Advanced Emergency Braking Systems.

This regulation is applicable to vehicle categories NB with GVM > 8t, NC and ME vehicles. The required technical performance is summarised in the Table.

The AEB must warn and then react when the test vehicle is driven at 80 km/h towards both a stationary and moving vehicle target. There are to be three warning and response levels, which are described in simple terms in the Table.

Autonomous Emergency Braking was mandated progressively in Europe for new trucks with one or two axles and coaches, since November 2018. The Australian RIS estimated that about 6 per cent of new heavy motor vehicles are currently sold with AEBS. The percentage is higher in the prime mover segment at 23 per cent. This probably reflects the widespread adoption of AEBS in Europe

news

COMMERCIAL ROAD TRANSPORT

Courtesy: Bendix Wingman. When the system identifies a vehicle hazard, it first warns and then applies the brakes. If the system identifies a potential hazard but cannot identify a vehicle hazard, the system will warn but not brake. It can instruct the engine to depower before applying the brakes. Wingman also includes a lane departure warning feature.

and the growing market penetration of European-manufactured trucks and buses.

The RIS concluded that there is a net community benefit in mandating Autonomous Emergency Braking on new heavy motor vehicles and that it makes sense to require its introduction to be coincident with Vehicle Stability Control (VSC). The reasoning is that AEB uses some common hardware with VSC. However, there is a problem.

The range of heavy vehicles envisaged in the RIS is greater than required for VSC. It seems Australia will require AEBS on heavy vehicle types for which VSC is not required; for example, on four axle trucks and some categories of rigid trucks. The problem is that VSC is the ‘parent technology’ and will be required for AEBS. This creates a hurdle for some vehicle types. I anticipate that

the Australian rule might delay these vehicle types.

There is also the problem of different regulations in different countries. The USA regulator NHTSA has foreshadowed mandating AEB on new heavy vehicles (>8500lb) by 1 September 2025, but the draft rule has not yet been released.

In the meantime, the USA regulator is building a coalition of vehicle manufacturers who are voluntarily offering AEBS, so the USA has the technology. There are two performance responses in common use, so called Levels 1 & 2. ECE Regulation 131 has mandated Level 2. It is unclear whether the USA will follow suit. Exciting times ahead!

Dr. Peter Hart, ARTSA p r i m em over m a g . c o m . a u

69

INSIGHT | AUSTRALIAN TRUCKING ASSOCIATION

GEOFF CROUCH

A

s we reflect on the year gone by, we prepare ourselves for the challenges and opportunities that lie ahead. 2019 was a busy year for the ATA and trucking industry as we entered the national truck law review process, released a new set of TruckSafe standards, launched our new safety truck, and connected with thousands of industry members through our national conferences and engagement activities.

In 2019, we worked with our members and the wider trucking industry to make more than 30 submissions to national reviews and inquiries, advocating for improved industry safety, professionalism, and viability.

We called for practical safety solutions such as better roads and rest areas and mandating life-saving safety technologies. We called for productivity improvements such as better infrastructure to support the growing freight task, and we called for action on fuel security.

We tackled the big issues together in Perth at Trucking Australia and welcomed more than 100 truck apprentices to a sold-out Technology and Maintenance Conference in Melbourne.

We engaged, roadside, with truck drivers at Coffee with a Cop, and continued to lead the way in road safety as we launched what is the best evidencebased road safety initiative in Australia – 70

febr u a r y 2020

One voice, one vision SafeT360, which was proudly supported by the Australian Government and our Foundation Sponsors BP, Volvo and National Transport Insurance.

Our advocacy, events and engagement initiatives did not go unrecognised, as we received a reach of more than 9 million in industry and mainstream media and reached more than 4.1 million across our social media platforms.

Our business of influencing continued and together with our members, we led the industry with a united approach.

As we entered the Heavy Vehicle National Law review, the ATA and our members came together as a united voice for the Australian trucking industry, making sure the views of Australia’s truck drivers and operators are fairly represented. Together we also stood unanimously to oppose the re-establishment of the Road Safety Remuneration Tribunal and reject proposed truck tax increases.

As we enter a new year, we enter a period of new challenges and new opportunity.

Our industry landscape is constantly evolving as we continue to face legislative changes and technological advancements. It is important we remain vigilant and flexible in order to adapt to these challenges, meeting them with industry unity and a collective force.

But with these challenges comes opportunity to grow and strengthen our industry.

We have the opportunity to impact legislation that will affect our lives for many years to come, we have the opportunity to build a safer, more productive and environmentally sustainable heavy vehicle industry, and we have the opportunity to connect with industry members and supporters at our national conferences and events.

We have the opportunity to promote diversity in the trucking industry with the Teletrac Navman Driving Change Diversity Program, to celebrate industry excellence with the National Trucking Industry Awards, and to continue to develop the next generation of trucking leaders with the Daimler Truck and Bus Future Leaders’ Forum.

The ATA delivers for our industry and our members, working with undeniable strength when we are united with a common goal. This is the only way we can achieve our goals and how we, and our members, will grow and build strength together. With the support of our members, partners and sponsors, the power of the ATA is ever-growing.

We will continue to represent a unified voice and work hard to deliver positive outcomes for the 50,000 operators and 200,000 staff in the Australian trucking industry.

Geoff Crouch Chair, ATA

AUSTRALIAN LOGISTICS COUNCIL | INSIGHT

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One country, one rule book: is 2020 the year?

KIRK CONINGHAM

T

he review of the Heavy Vehicle National Law (HVNL) currently being undertaken by the National Transport Commission (NTC) will be a matter of continued interest to readers of Prime Mover. In some respects, the ‘N’ in the acronym is a misnomer, because Western Australia and the Northern Territory have still not adopted the law within their own borders. This leads to inefficiencies and frustrations for logistics companies operating across multiple jurisdictions.

Could 2020 be the year that sets the HVNL on path to delivering what industry has wanted for so long – a truly national, consistent approach to heavy vehicle safety?

Throughout its participation in the review, ALC has set out opportunities to improve the operation of the HVNL by directly addressing the concerns some jurisdictions have expressed about the operation of the law.

One of these relates to fatigue management.

ALC believes that the requirement to maintain paper diaries is outdated – and that the Advanced Fatigue Management/ Basic Fatigue Management approach presently contained in the HVNL is not operating effectively.

It is important to learn from different approaches, and in this particular instance, ALC believes it is more appropriate for an updated HVNL to adopt the Western Australian approach

to managing fatigue, which is found in the state’s OHS legislation. This would provide added flexibility for operators, and address one of the major concerns that have thus far prevented WA’s participation in the HVNL. Where driving time still needs to be recorded, electronic work diaries compliant with the Telematics Data Dictionary made for the purposes of the National Telematics Framework (and not bespoke standards made by the NHVR) should be adopted as part of the HVNL. If this is done, then ‘misdemeanour’ type offences designed to penalise minor infractions of rules can be removed from the law.

More generally, there may also be grounds to permit the Regulator to prescribe (by statutory instrument) a requirement for operators to carry specific pieces of equipment that are proven to be a cost effective way to improve safety outcomes.

This could include technology solutions capable of ensuring drivers are not fatigued while operating heavy vehicles.

Many industry participants have also emphasised the need for greater national consistency to enforcement of the HVNL. Under current arrangements, there are several heavy vehicle enforcement bodies, including the NHVR, authorised officers, state and territory road authorities and state and territory based police.

This gives rise to an obvious challenge around consistency, with each of these bodies possessing their own enforcement approaches and powers. The National Heavy Vehicle Regulator’s ‘compliance by education’ philosophy can often be undermined if local police and state and

territory road authorities don’t share the same viewpoint.

This is especially relevant when it comes to police, with many operators citing examples where minor infractions of the law (such as misspelling place names in work diaries) are seized upon by overzealous enforcement personnel. This is despite the fact that there is plainly no relationship between a minor spelling error and safety outcomes.

The independence and professionalism of the police must always be respected.

However, powers should be only exercised on the basis of knowledge.

ALC believes that state police forces should only be eligible to enforce HVNL provisions if they have undergone suitable training provided by the NHVR. ALC also believes the NHVR and state police forces should enter into a memorandum of understanding (MOU) to establish how and when police officers should exercise the powers vested in them by the HVNL. It follows then that ALC supports the continued transfer of inspectors from jurisdictions to the NHVR, as it is more likely that consistent decision making will occur if inspectors are in an employer-employee relationship with the regulator, working to one set of working instructions.

Ensuring the HVNL that emerges from the review process addresses the two priorities set out above will go a long way to helping realise the original ambition of the law – one country, one rule book.

Kirk Coningham CEO, ALC p r i m em over m a g . c o m . a u

71

INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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Heavy vehicle road user charging TONY MCMULLAN PETER ANDERSON

F

or the first time in almost four years the National Transport Commission (NTC) is undertaking a review of heavy vehicle pay as you go (PAYGO) charging fees in Australia at the request of the Transport and Infrastructure Council within the Council of Australian Governments (COAG). The last review led to COAG Transport Ministers, in November 2015, approving a freeze on Road User Charge (RUC) increases for trucks and trailers for two years because the revenue generated by the RUC was greater than the amount that States and Territories were spending on our nation’s roads, the excess presumably going to general revenue. Operator organisations objected to this over taxing of the transport industry during the 2015 RUC review and submission process.

In the interim years, then Minister for Urban Infrastructure and Cities, the Honourable Paul Fletcher MP, released a statement in July 2018 detailing that the Federal Government with COAG’s support had agreed to a forward-looking review which would provide a more transparent way of setting road transport charges. Marsden Jacob and Associates were engaged to undertake this analysis.

During the consultation process the Truck Industry Council (TIC) argued that the current RUC scheme, that is based on both vehicle fuel usage and registration charge components, was fundamentally flawed. The system has a diesel tax on

72

febr u a r y 2020

the fuel a truck consumes. Larger trucks use more fuel, so pay proportionally more, while those that travel longer distances also pay more. This fuel-based element is the closest metric we have to a “pay as you go” system for trucks. TIC maintained that as truck manufacturers move away from traditional diesel power to technologies such as electrification and hydrogen, this form of road user charging will generate less and less revenue and will eventually fall over.

The registration component is a fixed fee, irrespective of the distance a truck or trailer travels in a year, TIC pointing out that this favours operator’s travelling greater distances annually. TIC supported a new RUC concept based upon the Mass and Distance a vehicle travelled over the road network and further proposed that trucks fitted with advanced Safety and Environmental systems receive a discount.

Minister Fletcher has since moved to another Cabinet portfolio and it would seem that this review, like the preceding umpteenth government examinations of heavy vehicles under the RUC scheme, led to no long-term reforms.

Over the period while the RUC has remained frozen road infrastructure spending has increased substantially.

The NTC’s current review has identified that there is now a substantial shortfall in the revenue generated by the heavy vehicle road user charge versus road spending, highlighting that an increase to the RUC of 11.4 per cent in 2020/2021 would be required to address the gap.

However, if the PAYGO costing formula was applied, the NTC has calculated the increase to be a much smaller 3.7 per cent. This is because the formula uses

qualified government road expenditure information from 2016-2017 and not current financial year data. Further, COAG Council members have recommended only a 2.5 percent increase be applied consecutively for the next two years, justifying the smaller increase due to a slowing economy, the drought and bushfires, that collectively have led to reduced regional road freight movements.

The debate over the current heavy vehicle charging review will continue for the next couple of months, 11.4 per cent, 3.7 per cent, 2.5 per cent and no doubt a myriad of other numbers, before the COAG Transport Ministers finally make a decision for implementation later this year. However, no matter where the debate lands, there is no escaping the fact that the current system is fundamentally flawed for the future. The current RUC arrangements cannot take Australian road transport deep into the 21st century and a significant overhaul of the current charging arrangement is required. A RUC scheme that ensures that all vehicles pay proportionally for the damage, or lack thereof, they contribute to our roads, in addition to the safety they afford all road users and public health outcomes they generate, would be a fairer scheme. TIC calls upon State, Territory and the Federal government to show some vision and look beyond the current RUC debate, to investigate and develop a heavy vehicle road user charging scheme that will take our country out of the 20th century and into the 21st.

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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VTA in new push to salute safe drivers PETER ANDERSON

A

s we kick off another year in transport, and in advocating for the issues that matter most for freight operators and those they employ, safety is once more set to be a recurring theme confronting the industry.

And rightly so following a horror 2019 on Victorian roads where lives lost increased by over 25 per cent compared with the previous year, with increases in truck driver fatalities in Victoria consistent with fatality and injury spikes across all driver classifications.

Statistics showing almost one in five (17.1 per cent) of every road death last year involved a heavy vehicle, and numbers of single vehicle truck driver deaths are around five times higher than the five-year average, should give every operator pause to reflect on their safety practices and make improvements where warranted.

So, if there’s anything we can all agree on it’s that responsible operators need to focus on providing and investing in the safest possible working conditions for their drivers, who must be equally focused on deploying safe driving practices every time they get behind the wheel.

The Victorian Transport Association is therefore pleased to announce a new recognition and reward program that acknowledges drivers who demonstrate best-practice safety in the course of their duties.

The program – to be known as VTA Driver Salute – is sponsored by leading truck tyre

manufacturer and retailer Goodyear and Dunlop Tyres, and powered by DriveRisk, a leading driver behaviour management company that uses video technology to provide information to help operators and drivers change behaviour and identify risk.

What makes Driver Salute different from the many other worthy safety recognition programs out there is that it uses incabin video technology and telematics to provide evidence and visual proof of drivers who demonstrate safe practices in the course of carrying out their duties.

As we all know, technology is changing our industry every day and especially so when it comes to safety, where it is saving lives through active and passive systems that both prevents crashes from happening and mitigates the impact on drivers and their passengers when they do.

Under the Driver Salute program, Victorian-based transport operators that deploy DriveRisk video technology and telematics in their fleets can submit incabin footage of drivers demonstrating sustained best-practice safety behaviour in the course of their duties.

The submissions will be reviewed by an independent panel of judges, with winners announced on a bi-monthly basis and presented with a certificate and vouchers from Goodyear and Dunlop Tyres.

The six bi-monthly winners will then be in the running for the annual Driver Salute major award, to be presented at the end of the year.

As well as rewarding drivers that exhibit safe driving practices behind the wheel, Driver Salute is intended to help

operators embrace technology as a key tool for improving safety.

An example of this is DriveRisk’s DriveCam program, which identifies, prioritises and helps prevent the causes of poor driving before a collision can occur.

This approach helps operators that use the technology to transform their safety culture, which can have positive and farreaching impacts on the bottom line.

Technology is also intrinsic in other heavy vehicle OEM and aftermarket products like tyres, which is why we’re so pleased to have Goodyear and Dunlop Tyres on board as our major Driver Salute sponsor.

Innovation is fundamental in Goodyear and Dunlop Tyres range of commercial truck tyres, so it is fitting that they have so generously backed Driver Salute, in this its inaugural year.

We know anecdotally that for every incident you hear about involving a truck there are dozens of examples of professional heavy vehicle drivers that live and breathe safety every second they are behind the wheel and on the job.

These are the drivers and their stories that Driver Salute aims to unearth and celebrate, so that we can promote the safety culture that operators enshrine within their organisations every day.

If you are interested in learning more about VTA Driver Salute I would encourage you to contact the VTA. I look forward to announcing our inaugural winner at the end of the month, and in sharing other Driver Salute safety stories as the year unfolds.

Peter Anderson CEO, VTA p r i m em over m a g . c o m . a u

73

PETER SHIELDS’ NUMBER CRUNCH

The Year that Was was up on quarter four 2018 by an extra 245 units (19.1 per cent).

A total of 6,329 Vans were sold last year, up on the 2018 result of 5,945 by 6.5 percent.

Looking into 2020 there are a number of factors that can affect the results of various manufacturers. Volvo is likely to continue to ‘buck the trend’ as it did in 2019 (up 4.8 per cent for 2019, against the overall industry’s -11.4 per cent). Local management changes and anticipated re-direction globally for some manufacturers will likely lead to a shake-up of market shares as 2020 progresses.

Dec-19

The new truck sales statistics released by the Truck Industry Council for the 2019 year demonstrate that, while the industry didn’t come close to eclipsing 2018’s record achievements, 2019 provided solid results for most manufacturers and for the overall industry.

Rather than focus on the fact that the truck category finished at 31,631 units which was down 11.4 per cent (4,052 units) on the 2018 result, as we have done several times throughout 2019, a more reasonable and balanced comparison can be made with the results of 2017, in which case the market grew by 4,689 units over two years (+2.5 per cent which is on par with the Australian economy over that period).

The Heavy Duty Truck sector managed to amass sales of 1,116 units for the month, 70 units less than in December 2018 (-5.9 percent.)

Fourth quarter Heavy Duty sales reached a total of 3,226 which was down 757 trucks (-19.0 percent) over 2018’s Q4 result. Overall the result for 2019 was 12,733 units which was down 1,611 on 2018 (-11.2 per cent).

The Medium Duty Truck sector result for December 2019 total was 560 trucks, representing a 19.2 percent decrease (-133 trucks) over December 2018. The fourth quarter Medium Duty segment result of 1,738 was down from the final quarter 2018 result of 2,124 units (-18.2 per cent). Comparing the total Medium Duty sales for 2019 of 7,411 to the 2018 result of 8,210, confirmed a decrease of 799 units (- 9.73 per cent).

The Light Duty Truck sector sales softened in 2019 after recording record sales in 2018. In total 11,487 Light Duty Trucks were delivered in 2019, down 1,642 (-12.5 per cent) over 2018. December saw 1,044 vehicles delivered, down on December 2018 sales by 144 (-12.1 per cent). The 2019 fourth quarter result of 2,920 Light Duty Trucks was down 655 units on the 3,575 trucks sold in the final quarter of 2018 (-18.3 per cent). It is fair to say that the Light Truck market share is being eroded by increasing van sales, which posted a record year.

The Van Sector for the month of December saw record sales with 528 deliveries for the month, up 140 units (36.1 per cent) over December 2018 and bettering the previous best December result, that of 2017, by 29 units. The fourth quarter total of 1,526 unit sales 74

fe br u a r y 2020

YTD

% Change YOY

ISUZU

634

8621

-14.0%

HINO

512

5524

-2.2%

FUSO

303

3382

-21.4%

KENWORTH

217

2350

-20.2%

VOLVO

179

2279

4.8%

IVECO

164

1661

-14.8%

MERCEDES-BENZ

121

1624

-13.2%

98

1149

28.5%

139

1047

-7.7%

MAN

64

1020

-16.3%

UD TRUCKS

76

678

-33.2%

FIAT

47

600

-7.7%

DAF

46

461

-12.2%

RENAULT

55

322

25.3%

FREIGHTLINER

22

280

-32.2%

WESTERN STAR

18

269

-22.9%

HYUNDAI

7

104

10.6%

FORD

6

99

26.9%

DENNIS EAGLE

1

85

44.1%

VOLKSWAGEN

3

22

1000.0%

INTERNATIONAL

8

54

-11.5%

2720

31631

-11.3%

244

2781

9.2%

FORD VANS

76

864

18.8%

VOLKSWAGEN VANS

57

774

53.9%

FIAT VANS

51

444

-15.4%

IVECO VANS

31

338

-7.4%

RENAULT VANS

69

1128

-11.7%

528

6329

6.5%

3248

37960

SCANIA MACK

CAB CHASSIS/PRIME M-B VANS

TOTAL

Renault

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