Prime Mover March 2021 by Prime Creative Media

March 2021

Nick’s Cranetrucks

High Fidelity

MARCH 2021 $11.00

ISSN 1838-2320

9 771838 232000

Industry Fleet: Legend Logistics Feature: MAN Choice Programme Showcase: Rental, Leasing & Finance Personality: Sam Suda

Innovation Fleet: Metro Skips Technology: Borg Test Drive: Kenworth T410SAR Delivery: Stoddart Group

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

I S U Z U RE A DY- TO - W O R K F RE I G H T P A C K

Freight without the wait. With lockdowns and restrictions, there’s never been higher demand for deliveries. So whether it’s time to upgrade or add another truck to your fleet, you need a truck that can get to work straight away. With Isuzu’s Ready-to-Work 10 Pallet Freightpack Urban, you can be delivering - and earning - the day you buy one. If you bought some of our competitors’ equivalent cab chassis models, though, you’d be facing a three month wait for a body build. Another fact that will see more money in your pocket is that the limited edition Freightpack Urban starts at $99,990 drive away*. And to top it off, the Urban is backed by Isuzu’s three-year factory warranty and roadside assistance. So get out and get to work! isuzu.com.au

ISUZU’S RTW FREIGHTPACK RANGE

FRR 110240 AMT 10 PALLET

FRR 110260 AUTO 10 PALLET

FSR 120240 AMT 12 PALLET

FSR 140260 AUTO 12 PALLET

FVL 240300 AUTO 14 PALLET

*Driveaway Promotion is only available on new Freightpack Urban - FRR 107-210 AMT LWB IESC Trucks sold between 1 January 2021– 31 March 2021 (Promotion Period). This offer is not available in conjunction with any other offer. Featured drive away price $99,990 includes GST, 12 months registration, government, statutory charges and dealer delivery costs and is only offered on Freightpack Urban - FRR 107-210 AMT LWB IESC. Offer available while stocks last. Drive away offer excludes any parts and accessories. Visit isuzu.com.au for full terms and conditions. FSA/ISZ12856

F R R 10 7 - 2 1 0 FREIGHTPACK URBAN ■ 10 PALLET ■ 10,700KG GVM ■ AMT ■ SATELLITE NAVIGATION

$99,990

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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.

March 2021

Transport operators across Australia rely on Shell Rimula oils to protect their equipment operating in Australia’s tough conditions.

M ARCH 2 0 2 1

MEET THE TEAM

WHEN THE GOING GETS TOUGH, TRUCKIES KEEP EVERYONE GOING. Contact us on 1300 134 205 or visit Shell.com.au/Rimula to find out more about Shell Rimula and the range of transport lubricants to ensure your fleet keeps going when the going gets tough.

Nick’s Cranetrucks

High Fidelity

John Murphy | CEO

p ri me mo v e r ma g.c o m.a u

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.

MARCH 2021 $11.00

ISSN 1838-2320

9 771838 232000

Industry Fleet: Legend Logistics Feature: MAN Choice Programme Showcase: Rental, Leasing & Finance Personality: Sam Suda

Innovation Fleet: Metro Skips Technology: Borg Test Drive: Kenworth T410SAR Delivery: Stoddart Group

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

ceo John Murphy john.murphy@primecreative.com.au editor William Craske william.craske@primecreative.com.au

William Craske | Editor

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.

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 Peter Shields | Senior Feature Writer 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.

design production manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

Starting out at the coalface, Paul completed a heavy vehicle and plant mechanic apprenticeship before transitioning into professional heavy vehicle driving where he became proficient operating semis and B-doubles. Some 17 years ago he made a giant leap into transport journalism and has been an ongoing contributor for several commercial road transport publications.

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.

www.primemovermag.com.au

Kerry Pert, Madeline McCarty

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

Paul Matthei | Senior Journalist

design

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All articles submitted for publication become the property of the publisher. The Editor reserves the right to adjust any article to conform with the magazine format.

PRIME MOVER magazine is owned and published by Prime Creative Media. All material in PRIME MOVER magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

The new Actros. A truck ahead of its time. Setting the standard in long-distance and heavy-distribution haulage, the ground-breaking new Actros is more comfortable, economical and reliable than ever before1. Featuring innovations like the Multimedia Cockpit, MirrorCam, Active Brake Assist 5 and Predictive Powertrain Control – it’s designed to reduce fuel consumption, boost vehicle use and offer the driver all the support they need. See the new Actros in action at actroslivedrive.com.au or contact your local authorised Mercedes-Benz Trucks Dealership to experience this outstanding new vehicle for yourself.

Compared to the previous model. Please note: changes may have been made to the product since this publication went to press (February 2021). The manufacturer reserves the right to make changes to the design, form, colour, and specification of the product. The images shown are to be considered examples only and do not necessarily reflect the actual state of the original vehicles. Please consult your authorised Mercedes-Benz Truck Dealer for further details. © Daimler Truck and Bus Australia Pacific Pty Ltd (ACN 618 413 282). Printed in Australia.

CONTENTS

Prime Mover March 2021

42 68 34

30 24

COVER STORY “After buying the FYJs, my business experienced a huge boost, straight away. The FYJ is the ultimate workhorse as far as I’m concerned. It’s comfortable and it’s also easy to drive. While it has no unnecessary, fancy equipment, it has everything you need, and, most importantly, everything works.”

LOGGING ON

Prime Feature Stories FLEET FOCUS 24 High Fidelity In an earlier career as a builder, Nick Rozhkov grew tired of the mistakes and shoddy workmanship of truck operators delivering his materials. Convinced he could do things better, he laid down his carpentry tools and plunged headlong into transport. Today, Nick’s key tools of trade are Isuzu trucks fitted with Fassi cranes. 30 Skip Tracer The owner of Gold Coast based Metro Skips, Troy Hayes, is over the moon with his new UD Croner PK 18 280, describing it as 20 per cent better than his previous series UD PK – with which he was more than happy. TRUCK & TECH 34 Logging On Transporting the harvest from plantation forests is made more efficient and safer for Borg Group with some innovative Volvo trucks. 42 National Security Following its introduction to the Australian market six years ago, Penske Truck Leasing has been patiently building its brand. This year it is poised to shift up a gear with the launch of the MAN Choice Programme.

TEST DRIVE 46 Dark Star The new Kenworth T410SAR provides practical solutions to the often perplexing challenges of maintaining profitability with axle weight compliance.

Regular Run 08 From the Editor 10 Prime Mover News 58 Personality 60 Prime Movers & Shakers 63 Delivery 78 Australian Road Transport Suppliers’ Association 80 National Heavy Vehicle Regulator 83 Australian Logistics Council 84 Trucking Industry Council 85 Victorian Transport Association 86 Peter Shields’ Number Crunch

FROM THE EDITOR

Sink or Swim

William Craske Editor

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The new Regional Comprehensive Economic Partnership signed by Australia and other Asia-Pacific countries is not expected to help alleviate high volume demand on trade which is forecast to continue escalating beyond 2021. According to the Australian Government Labour Market Information Portal, the transport, postal and warehousing sector was projected to grow 6.6 per cent in the five years to May 2024 even before the so-called COVID-19 pandemic. Last November, ministers from 15 countries signed the Agreement which Australia is working towards ratifying this year. Despite reluctance on behalf of India to join RCEP it is still the world’s largest free trade agreement. Driven by the Association of Southeast Asian Nations (ASEAN), which includes Brunei, Cambodia, Indonesia, Laos, Malaysia, Myanmar, the Philippines, Singapore, Thailand, and Vietnam, RCEP, after eight years of negotiating, has brought in Australia, China, Japan, New Zealand and South Korea into the regional trading block. Nor could it have come at a more vital time, as a spectre of trade uncertainty hangs over the global economy. While the new trade agreement covers 30 per cent of global GDP, it is expected to apply further pressure on providers in logistics and supply chains whose businesses will struggle under the new agreement if they fail to pivot when the occasion demands it. The Australian Bureau of Statistics confirmed that parcel delivery companies were reporting 70-80 per cent growth in volumes. In October the national retail turnover rose 7.3 per cent while sales in Victoria, which had the harshest government imposed lockdowns, were up 11.9 per cent.

According to the World Economic Forum, demand for urban last-mile delivery, fueled by e-commerce, is expected to grow to 78 per cent by 2030, leading to a 36 per cent increase in delivery vehicles in the world’s top 100 cities of which Sydney and Melbourne are both counted. Just last year Salesforce reported that contactless delivery had seen a huge uptick, with 37 per cent of US consumers now opting for it. In the US, total online sales reached $USD73.2 billion in June year-on-year, up 76.2 per cent compared with $41.5 billion the year previous. This historic surge in e-commerce adds immense pressure on logistics operations. Because of these unique circumstances consumers have been driven to buy online rather than in store which has given the logistics sector and especially last mile providers little time to assess customer demand. In the new fluid sink or swim environment they have subsequently been compelled to solve shortages in staffing, transportation, distribution capacity or employee PPE as they occurred, sometimes all at once, which has, in turn, brought about delays in deliveries. Most of these vehicles are operating relatively short haul, inside a 100km radius. In fact the 2021 estimate for online shopping making up 12 per cent of total Australian retail was reached as early as April 2020. Total online sales during the month of Easter in 2020 was higher than in the month of November 2019. The reduction of heavy vehicle movements in cities, often touted by governments as a virtuous undertaking on our behalf, is fast invalidated when viewed through the lens of those accelerated volumes.

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PRIME NEWS

> Hydrogen fuelling network planned for Australia Pure Hydrogen Corporation will partner with US-based Hyzon Motors to develop a chain of hydrogen refuelling stations in Australia. The companies have signed a memorandum of understanding (MoU) to work together to provide hydrogen solutions to Australian customers such as the provision of Hyzon Motor’s hydrogen powered commercial vehicles and building a network of refuelling stations for hydrogen in Australia. Pure Hydrogen Corporation, a division of ASX-listed Real Energy, is an Australian energy company with interests in the offshore Cooper petroleum basin and Queensland’s Surat basin where it has a partnership with Strata X Energy for a coal seam gas project. “This MoU with such an established and respected hydrogen fuel cell vehicle company like Hyzon is an outstanding development and excellent validation of our plans to develop a hydrogen focused energy business in Australia,” said Pure Hydrogen Managing Director, Scott Brown. He added that the company has a number of other hydrogen-based initiatives underway as part of its growing Pure Hydrogen business. The Australian government is advancing various hydrogen projects through its National Hydrogen Strategy which aims to promote hydrogen as a mainstream technology by

The National Hydrogen Strategy aims to make hydrogen a mainstream technology by 2030.

2030. Due to its minimal carbon imprint, hydrogen is fast becoming a green energy fuel alternative as governments around the world increasingly promote the transition from fossil fuels to cleaner transportation technology such as EVs and hydrogen vehicles. “We see Australia as a key market for the integration of hydrogen power technology into hard-to-abate sectors such as heavy transportation,” said Hyzon Motors Australia Director, John Feenan. “The MoU with Pure Hydrogen paves the way for both parties to boost the hydrogen infrastructure capabilities of Australia and propel the nation’s fleet operators towards a zero-emissions future.” Hyzon Motors is a US company whose business strategy is to help heavy vehicle operators transition to cost effective, zero emission hydrogen fuelled vehicles without any compromise on performance.

The New York-based company was only formed last year within parent company Horizon Fuel Cell Technologies and supplies hydrogen fuel cell-powered commercial vehicles including buses, coaches and heavy duty trucks. Australian customers will be able to hire Hyzon Motor’s commercial vehicles on a monthly basis in a package deal that includes the vehicle’s cost, services and hydrogen fuel. Real Energy is seeking to develop a hydrogen business in Australia, and its 100 per cent owned subsidiary Pure Hydrogen is working with Hyzon Motors to offer hydrogen fuelled vehicles to Australian customers. Last September, Fortescue Metals Group announced it would team up with Hyzon Motors to build a fleet of hydrogen fuel cell buses it would deploy as coaches to the Pilbara region mid-way through 2021.

> Australian transport icon Pearson passes The man behind Jim Pearson Transport has passed. Commercial road transport in Australia is mourning the loss of the much-respected Jim Pearson Snr. His association with commercial road transport began in the mid-1950s with the establishment of Lake Macquarie Freighters and Macquarie Transport. In 1974 he moved the business to the north central coast of NSW where he started Jim Pearson Transport, the highly successful national carrier still running today with over 200 prime movers. Former ATA Chair Denis Robertson said 10

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Pearson was a tremendous contributor to industry and was highly regarded for his integrity and professionalism. “Jim was a person who was committed to keeping people safe,” said Robertson. “He was willing to be the first to put up his hand when help was needed. Jim understood the industry’s needs and was a great advocate for industry unity, recognising the need for a single, united voice nationally. “Jim’s motivation and influence are still evident today with his son Jim Pearson Jnr, who has taken over the family business and continues to uphold his

father’s high standards.” For more than four decades Pearson Snr led by example with a consistent and intuitive dedication for excellence in safety. He is considered one of the first pioneers of satellite tracking to manage fatigue in the country. Pearson, who served briefly as Deputy Mayor in Port Macquarie, where the company is headquartered, retired in 2007, having sold the company to his son. In 2015 the Australian Trucking Association recognised Jim Pearson Transport with one of the many awards it has won over the years.

An Australian Legend Reborn. Introducing the next evolution of Mack Trucks, the Mack Anthem. Born in America and refined for Australia, the Anthem comes standard with a bold aerodynamic design, comfortable new interior and spacious stand-up sleeper, to keep drivers well-rested and ready for the long haul. The mDRIVE’s additional deep reduction gears provides greater flexibility to help tackle demanding work and get you to the top. We are Mack. This is our Anthem.

Discover how Anthem is built to move your business forward. MackTrucks.com.au/Anthem

PRIME NEWS

> Prime Minister drives Volvo Australia’s first Electric truck Prime Minister Scott Morrison has driven the first new Volvo FL Electric truck to land in Australia during a media event held at the Volvo Group Australia truck manufacturing plant at Wacol, Queensland. The Volvo FL Electric is set to join the Linfox fleet in April later this year. The Prime Minister, along with Federal Minister for Industry, Science and Technology, Karen Andrews and Assistant Minister for Road Safety and Freight Transport, Scott Buchholz, took part in a comprehensive tour of the production lines at the facility where Volvo and Mack trucks are proudly assembled by Australians for Australian operators. At a press conference following the tour, VGA President and CEO Martin Merrick said recent significant investments in the company’s Wacol plant have shored up its long-term viability as an Australian truck producer. “VGA employs over 1,400 people and supports 90 local manufacturing suppliers and we are extremely proud if this,” said Merrick – adding that the company has been building Volvo trucks at this plant since 1972. Speaking about the new Volvo

FL Electric that was on display in the background, Merrick described it as the first fully electric truck Volvo has built. “It will go into service with our partner Linfox in April this year,” he said. “This marks the start of our journey to the future where we will then provide total fossil [fuel] free transport solutions by 2040.” Prime Minister Morrison said that after touring the facility – and personally fitting a gold bulldog to the bonnet of a Mack – he felt a great sense of pride in what Australians can do and what they are achieving at VGA’s Wacol plant. “There are some 600 employees here making great things in Australia,” said Morrison. “We make them extremely well. We make really big things and really small things, but they are all made incredibly well and we’re going to keep making them.” To have a modern manufacturing strategy in Australia, Morrison said, is all about ensuring there is a big future for it in the country. “What we see here is a great partnership, a great combination, a partnership between the Australian trucking industry

Peter Fox with Prime Minister Scott Morrison.

and the supplier VGA, and that’s what actually makes the manufacture of these vehicles work right here in Wacol, Queensland,” said the Prime Minister. Morrison also personally thanked Linfox Executive Chairman, Peter Fox, as well as the collective trucking fraternity in Australia for their huge efforts in dealing with the COVID-19 pandemic. “Over the course of COVID-19 you have kept Australia moving despite the many challenges you’ve faced you’ve kept turning up.” With that, Morrison took up the offer to drive the FL for a 50-metre jaunt. Commonwealth V12 BMW was waiting to whisk him away.

> Australia Post unveils door-to-door A-double, an industry first National parcel carrier, Australia Post, has introduced new A-doubles into its linehaul operations. Pulled by a 13-litre, 540 horsepower Volvo FH, the A-double combination is running direct from its Sunshine depot in Victoria to its Sydney Parcels Bulk Lodgement facility in Chullora. The new combination, which has an approved payload of 68.5 tonne under the NHVR’s Intelligence Access Program, Australia Post’s new interstate A-double.

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features a Wabco ABS-EBS trailer sitting on BPW disc brake axles. According to Terry Bickerton, Australia Post Head of Fleet & Equipment, the PBS-approved A-double is unique as it runs direct up the Hume Highway door to door. “This provides greater volumes of parcels directly to the facilities,” he said. “It’s being used for loose load parcels as part of the increased

demand for freight driven by online purchasing,” said Bickerton. The high performance freight vehicle went into operation officially on 21 January after 12 months of careful evaluation. “It has provided us with valuable information around loading, unloading, vehicle types and changeover areas,” said James Dixon, Australia Post General Manager of Networks. More A-double sets are already in production for Australia Post. The company has been running a high performance freight vehicle from its Dandenong facility in Melbourne to the wharf for some time. “Having PBS approval on the latest combination is a great adjunct to that,” said Bickerton. “The next one we’re looking at running from Melbourne to Brisbane.”

PRIME NEWS

> Team Transport acquires DAF rigids Brisbane-based transport company Team Transport & Logistics has purchased a pair of DAF FAD CF 450 8×4 rigids from Brown and Hurley DAF and Kenworth dealer at Yatala. The trucks will be on a permanent contract with FRMC (The Fencing and Retaining Mega Centre), a company that manufactures and delivers a range of pool fence and gate products as well as concrete sleepers used for retaining walls. According to Team Transport & Logistics (TT&L) Business Development Manager, Errin-leigh Ebzery, FRMC has been a client of the company since 2017. “They were using some of our trucks on an ad-hoc basis and spending quite a bit of money with us each year,” said Ebzery. “Then in August last year they asked for advice on the best type of truck to buy

and I put a proposition to them that we would buy the trucks and have them wrapped in their livery, including their name on the front and doors, and they could then use them for five years and see how it went.” Ebzery said the TT&L branding on the trucks is confined to the company’s logo on the mudflaps. TT&L has a strong longterm relationship with Brown & Hurley at Yatala, said Ebzery, and the resultant buying power this gives the company made this an attractive proposition for FRMC. The DAF FAD CF450 8×4 rigids feature a Euro 6 compliant MX11 (11-litre) engine that produces 450hp matched with a ZF TraXon 12-speed automated manual transmission. As with all new Euro 6 compliant DAF CFs, the units feature a raft of standard

safety kit including side view cameras, lane departure warning, electronic stability control, adaptive cruise control with autonomous emergency braking and electronic braking system. They also feature climate control air conditioning and a claimed fuel economy gain of 10 per cent over the previous Euro 5 versions under similar operating conditions. Other standout standard features include a three-stage engine brake, extended service intervals and a three-year/ 750,000km bumper-to-bumper warranty. Each of the trucks is equipped with a rear mounted forklift that gives the client versatility with unloading operations directly to customers that often involve delivering down driveways or around the backs of houses.

> New Anthem headlines revamped Mack range

The new Mack Anthem has launched in Australia.

Mack Trucks Australia has announced it will be offering a revamped model lineup with the pending arrival of the Mack Anthem its headline act. The new, locally engineered and Australian built Mack Anthem will be powered by a 13-litre Euro 5 MP8 engine offering horsepower ratings that range between 435hp to 535hp and 1655-1920lb-ft of torque. New electrical architecture affords the vehicle Predictive Cruise Control, one of a bevy of improvements, that serves to record topographic data to optimise driveline performance and reduce fuel consumption. Intended to excel with a broader range of applications including B-double linehaul operations, the Mack Anthem features a striking exterior designed for aerodynamic efficiency 14

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by having less seams and closed gaps between the panels. The tow hooks in the three-piece bumper are even covered to assist with air flow. A single point bonnet latch makes daily checks safer and easier reducing the effort needed to tilt the bonnet. All exterior lighting is now handled by ultrareliable LEDs, boosting headlight output by 66 per cent over previous incandescent bulbs. The Mack Anthem will be available in a new 36-inch integrated sleeper cab or day cab and will be available in 6×4 and 8×4 rigid guise or as a 6×4 prime mover. With 1.8 metres of headroom in the cockpit and 2.1 metres of headroom in the sleeper compartment, the new sleeper will also be an option for Trident and Super-Liner

models. An integrated Bendix Wingman Fusion active safety system is standard equipment in the new Mack Anthem providing adaptive cruise control, blind spot alerts, autonomous braking and roll stability. The mDrive transmission controls remain on the dash panel, however controlling the Powerleash engine brake is now done via a steering column mounted multi-function stalk. Both transmissions are available behind both the 13-litre MP8 and 16-litre MP10 engines. The Anthem according to Gary Bone, Vice President Mack Trucks, takes the Mack brand in a bold new direction with the new stand up sleeper cab offering long haul operators a new environment to work and rest in. “I’m very excited to see these new trucks emerge from our Wacol factory,” he said. “The Mack brand has built up an enviable reputation over the last century for building tough uncompromising trucks that get the job done in some of the most inhospitable environments on the planet. “The addition of the HD and XHD automated manual transmission only adds to that heavy haulage pedigree.”

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PRIME NEWS

> Volvo Group readies to launch Volvo Energy

Joachim Rosenberg.

Global vehicle and equipment manufacturer Volvo Group (VG) has recently formalised a new business arm called Volvo Energy. Joachim Rosenberg, member of the VG Executive Board and Chairman of UD Trucks, will head the new business venture. Starting in February 2021, Rosenberg will lead the effort to develop Volvo Energy while also continuing to run UD Trucks and prepare for the transfer of UD Trucks ownership to Isuzu Motors as part of a strategic alliance between the Volvo Group and Isuzu Motors. Primary goals of Volvo Energy are to strengthen the business flow of batteries over the life cycle as well as to enhance the charging infrastructure

for customers. At the same time, the company states, the environmental impact from electric and hybrid-electric commercial vehicles and machines will be reduced by giving used batteries a second life in different applications. “There is a great and growing interest for electric vehicles and machines among our customers,” said VG President and CEO, Martin Lundstedt. “This is of course very positive as it accelerates the transition towards more sustainable transport solutions. “Our ambition is to offer our customers the most competitive solutions when it comes to electrification, including batteries and charging infrastructure,” he said. “With Volvo Energy, we are taking a holistic view of the entire life cycle, which benefits both our customers’ businesses and society as a whole.” According to a company statement, VG’s current offering of electric vehicles and machines encompasses trucks for waste management, construction and urban distribution, city buses, compact excavators and loaders. The roll-out of additional electric vehicles and related services is set to continue apace and later this year, is expected to include

heavy duty trucks for regional transport and construction. Volvo Energy will be a business area with full profit and loss responsibility. It will have both an internal role – providing batteries and charging solutions to VG’s other business areas – and an external role – offering used, remanufactured and refurbished batteries to customers for use across different applications. Volvo Energy will also carry the Group’s responsibility for hydrogen infrastructure solutions for fuel cell electric vehicles. According to Lundstedt, commercial vehicle batteries will be used for many years in the vehicle before they need to be replaced or remanufactured/ refurbished. However, if completely new batteries are fitted to the vehicle, the used ones will generally still have considerable life left to offer, which reportedly makes them ideal for energy storage purposes in, for example, buildings or for green energy production. Repurposing these batteries therefore means that natural resources are conserved. “We are also giving vehicle batteries a second life, which is both a business opportunity and a way to contribute to the creation of a circular economy and a fossil fuel free society,” said Lundstedt.

> Isuzu welcomes new Parts Product Manager Isuzu Australia Limited (IAL) has announced the appointment of Stephen Chalmers to the new role of Parts Product Manager within its Parts Department. In a statement the company said the appointment had been made with a view to expanding Isuzu’s aftersales parts offering across its expansive dealer footprint. Chalmers has over 33 years’ experience working in senior sales and aftersales roles with well-known truck brands and reportedly brings with him well-honed skills in team management, business strategy and new product introduction. “I have always enjoyed the truck and transport industry, and working closely with people,” said Chalmers. “This role gives me the ability to pursue both 16

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these interests. Working with dealers, analysing business opportunities and most of all, coming up with solutions to increase customer satisfaction – these are all aspects of the job I’m passionate about. “The opportunity to be part of the number one truck brand in Australia was too good to pass up. I look forward to establishing the next stage of my career with Isuzu Trucks,” he said. IAL National Parts Manager, John Plunkett, said the newly created management position was in capable hands, with Chalmers’ track record for successfully delivering aftersales service and parts support already in evidence. “We are absolutely delighted to have Stephen on board,” said Plunkett. “His

skill set and network in the parts industry are invaluable to us as we continue to grow our parts product offering. “We believe his tenure and experience within the sector will greatly benefit the Isuzu Parts team.” Asked to describe his long-term vision for the role, Chalmers said, “Ultimately, the quality of the product, combined with the aftersales support provided by a dealer and brand, is what drives business. “And this is where I can add value. My vision is to expand the current range and introduce even more parts and components under the Isuzu umbrella, giving our customers a broad range of products to provide solutions for most, if not all of their needs,” he said.

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PRIME NEWS

> PACCAR announces global strategic partnership with Aurora Plans to develop PACCAR’s autonomous vehicle platform have been bolstered through an agreement it announced with self-driving startup Aurora. The global strategic deal is to develop, test and commercialise autonomous Kenworth and Peterbilt trucks for the stated goal of enhancing safety and operational efficiency of the customers of parent company PACCAR. PACCAR engineers will integrate with Aurora Driver for an accelerated development program — Aurora’s first commercial application in heavy vehicles — to create driverless capable trucks starting with the Kenworth T680 and Peterbilt 579. As part of the strategic partnership, PACCAR is to provide autonomous-enabled vehicles with industry-leading quality, durability and reliability resulting from decades of engineering excellence and

manufacturing investments, as well as aftermarket parts distribution, finance and other transportation solutions. In turn, Aurora provides industryleading self-driving technology, including hardware, software and operational services. Both partners will work closely together on all aspects of the collaboration, from component sourcing and vehicle technology to the integration of the Peterbilt and Kenworth vehicles with the Aurora Driver. The partnership also includes vehicle validation at the PACCAR Technical Center and production support in PACCAR factories. No schedule for deployment has been made public as yet, however, PACCAR expects the Kenworth and Peterbilt trucks to be active in the next few years. “PACCAR looks forward to partnering

with Aurora because of their industryleading autonomous driving technology and impressive team,” said Preston Feight, PACCAR Chief Executive Officer. “This strategic partnership complements PACCAR’s best-inclass commercial vehicle quality, technology and innovation.” Aurora Co-Founder and Chief Executive Officer, Chris Urmson said the company was excited to take the next step in its collaboration with PACCAR. “Working together, we’ve been impressed with PACCAR’s product engineering, manufacturing capabilities, and commitment to enhancing its customers’ operational safety and efficiency,” he said. “This partnership brings us one step closer to unlocking the autonomous freight market and delivering goods to those who need them.”

> Heavy vehicle rest area upgrades announced for regional WA

Improvements worth $14M are set for 17 rest areas for truck drivers in Western Australia.

Up to 17 rest areas at a cost of $14 million have been targeted for improvements in Western Australia. It’s part of a major focus on enhancing facilities for truck drivers by the State Government. The program of improvements was determined by a working group involving Main Roads WA and peak industry bodies including the Transport Workers’ Union, the Western Roads Federation and the Livestock and Rural Transport Association of WA. Works have been scheduled to start in June 2021, subject to approval by the Commonwealth Government. Key works 18

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identified to date include: Provision of ablution facilities at ten locations on key freight routes, near Bunbury, Northam, Port Hedland, Northampton, Exmouth, Wubin and Marble Bar. These upgrades have been estimated to cost $2 million. Another $6 million has been allocated to the expansion of the Newman roadtrain assembly area and new ablution facilities. The sealing of existing gravel parking near Auski roadhouse ($3.2 million), sealing and extension of parking at Leonora and provision of toilet facilities ($1.5 million) and sealing of an existing parking area

near Karijini to separate heavy and light vehicles ($950,000) have also been factored into the initial budget. The group will continue identifying projects on key regional routes that would benefit from the program, which is jointly funded by the Federal and State Governments. “Freight drivers provide an essential service and we need to ensure we have the amenities and facilities available in regional WA these workers deserve,” said WA Transport Minister Rita Safioti. “I commend the efforts of the working group and the contributions from key industry organisations, and am looking forward to working with the industry group and Commonwealth Government on delivering these upgrades,” she said. “In addition to identifying further rest area improvements, the working group will continue look at opportunities to involve local government and private companies to help broaden the benefits of this funding initiative as well as better use of technology to assist in the management and utilisation of these rest area facilities.”

> WA Govt commits to Australia first heavy vehicle driver training A new pilot program in Western Australia expressly dedicated to truck drivers has been announced. The Australian first will train up to 1,000 workers for the transport sector with Central Regional TAFE partnering on the initiative. The State Government has commited $6.1 million to what it calls the Heavy Vehicle Driving Operations Skill Set pilot in an effort to address skill shortages in the transport industry. Through the program barriers to entry in Heavy Rigid (HR), Heavy Combination (HC) or Multi-Combination (MC) heavy vehicle driving will be removed as a result of theoretical and hands-on practical truck driver training. The Transport portfolio will provide targeted funding for delivery of industry mentoring for program graduates, to be co-ordinated by Western Roads Federation, which will be crucial for smaller transport companies without the capacity to provide on-the-job training. The Heavy Vehicle Driving Operations Skill Set will be delivered in Perth’s northeastern suburbs by Central Regional TAFE and is an expansion of the Heavy Haulage Driving Operations Skill Set being delivered in Collie, which will transition to the new program. The new program, according to a media release, has been modified to provide students with more of the practical skills needed by industry,

including on-road experience. In direct response to the urgent needs of industry, the short course has been developed to have a strong focus on practical skills and will be an Australian first. Western Roads Federation has been advising the State Government on issues affecting the industry, and has been instrumental in the development of the expanded skill set to address unprecedented skilled shortages. The aim of the pilot is to increase skilled workers in this essential service but also to give existing workers the opportunity to upskill to more complex combination heavy vehicle driving, increasing industry productivity and safety. The course will run for just over six weeks, with the first intake in the metropolitan area expected to commence in March. Regional locations are also in development. The formal training component of the course will be free for job seekers and people under 25. A small contribution will be required for participation in separate practical driving lessons, which will accompany the training. Course participants will get a credit toward the Certificate III in Driving Operations traineeship and a leg up to complete the full qualification. In a statement WA Education and Training

Minister Sue Ellery said the state’s vocational education and training system had responded to workforce needs in industry with the pilot program. “Training is a major part of our economic recovery from COVID-19, and this new training opportunity will give Western Australian job seekers the opportunity to start a career in this essential industry,” she said. “Our job-ready skill sets have supported many industries throughout the pandemic and will place Western Australia in an ideal position for economic recovery post COVID-19,” said Ellery. WA Transport Minister Rita Saffioti said the COVID-19 pandemic had demonstrated how vital the freight industry and truck drivers were to the state and its economy. “We have worked collaboratively with industry to create this program to make sure it gives truck drivers the skills they need while also helping jobseekers increase their employability,” she said. “Western Roads Federation and the TWU approached the Premier, Minister for Education and Training and myself, asking to create a dedicated training course for truck drivers. “We responded with our initial training course in Collie, and I’m so pleased we have been able to build on the success of that pilot and roll out a training program in the metropolitan area.”

> Ron Crouch awarded Australia Day Honour The founder of Ron Crouch Transport, Ron Crouch, has been awarded a medal of the Order of Australia as part of this year’s Australia Day Honours List. Crouch has been recognised for his service to the community and the road transport industry. Crouch established his transport business with his wife Beverly in 1978. Ron Crouch Transport grew from a singleclient organisation to a national operation that deals with more than 1700 companies. A testament to his professionalism and passion, Crouch was a member of industry associations

with a vision for improving industry safety. He played an integral role in forming the National Transport Federation in the 1980s which would become NatRoad. Ron Crouch Transport Executive Director, Geoff Crouch, said his father had an overall desire to give back. “Something Mum and Dad instilled in the company from day one was a passion to give back to society,” he said. “Not just to the road transport industry but the wider community too. “It all started from the huge risk they took commencing operations in 1978,

with one truck carting hay and stock. That passion to give back was part of the company’s original DNA and continues now to the second and third generation involved with the company today. “The entire company and our family are extremely proud of the work that Dad has done, and this honour is due recognition of the huge amount of volunteer work he has put in over many decades.” In his retirement, Ron Crouch has been involved in many volunteer groups in his hometown, Wagga Wagga. p r i m em over m a g . c o m . a u

GLOB AL NEWS

> CNH Industrial revives talks to sell IVECO Italian truck group, IVECO, according to reports overseas, is being shopped around by its parent company. IVECO owner, CNH Industrial, was reportedly in talks to the sell a majority share in the truck manufacture to Chinese automaker FAW Group. Having had an offer worth $US3.7 billion rebuffed last July, the Changchun-based FAW, a state-owned Chinese company, has renewed discussions with CNH Industrial to acquire IVECO’s commercial vehicles business which would include trucks and buses and a stake in the engine division. It is understood CNH Industrial, a subsidiary of the Agnelli family’s holding company Exor, had also held talks with Shandong Heavy Industry Group, another Chinese industrial conglomerate, prior to Christmas. FAW, which makes heavy duty trucks under its Jiefang brand, is looking to expand outside China as was reported

IVECO Euro 6 X-Way.

by Reuters, who claims a source had confirmed an improved offer had been made during the most recent negotiations to acquire all of IVECO’s commercial vehicles business as part of its plans to obtain access to the international commercial vehicles market. IVECO is at present in discussions to develop autonomous truck technologies with Jiefang-affiliated Chinese startup Plus.

At this stage it is still too early to know how this will affect its partnership with Nikola who it is currently building the prototype battery-electric Nikola Tre in Ulm, Germany. IVECO already makes vans in China with state-owned SAIC Motor, the parent of MG and LDV light commercial vehicles. In 2019 IVECO defense vehicles became part of CNH Industrial’s commercial and specialty vehicles unit.

> Autonomous truck collective announces latest members Three new companies have joined the Self Driving Coalition. The autonomous automotive group formed in 2016 has welcomed its newest members Embark, Kodiak and TuSimple into the fold. These are the first businesses to exclusively work with self-driving trucks in the group and join founding members Ford, Lyft, Volvo Cars and Waymo alongside Argo AI, Aurora, Cruise, Motional, Nuro and Uber. Consistent driver shortages, rising freight costs and recent increases in traffic fatalities across North America have been pointed to justify greater investments in autonomous technology solutions to combat driver error and fatigue through sophisticated cameras and sensors. “Autonomous vehicle technology,” per the coalition’s vision statement, “holds the potential to improve safety, enhance mobility, and transform how goods and passengers move. TuSimple, perhaps the most recognisable of the three new members, came to prominence last year by having raised over $US300 million. At present the San Diego20

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based company, who has signed a deal with Navistar to automate the International LT Series, operates 40 test trucks in the American Southwest. In November TuSimple announced a strategic relationship with Goodyear who would provide tyres and tyre management solutions to TuSimple’s Autonomous Freight Network. More recently it sought an additional $US250 million in Series E funding or down funding to help facilitate an IPO. “We’re proud to join the Self Driving Coalition and to advance autonomous driving technologies which will help make roads safer and more efficient for everyone,” said Jim Mullen, TuSimple Chief Administrative and Legal Officer. “Our working relationship with the DOT, state and local officials has been very productive, and we look forward to joining efforts to collectively bolster the AV industry’s efforts to collaborate with government officials to bring this transformational technology to market safely and reliably,” he said.

Embark’s 25-year-old CEO Alex Rodrigues came up with the idea for the company he co-founded when his car’s tyre blew out on the highway. As he waited several hours for a repair truck, he saw many of the 18-wheelers rolling by had signs pleading: ‘Drivers Wanted.’ “The American Transportation Research Institute estimates there is currently a shortage of 100,000 truck drivers in the industry, which is poised to only get worse as baby boomer drivers — the bulk of the industry’s workforce — retire over the next decade,” Rodrigues said in 2017 when Embark’s first Peterbilt began testing in Nevada. “Embark’s goal is to increase productivity per driver and prevent the shortage from becoming a crisis.” Four years later, Embark has raised at least $117 million and has 13 self-driving semis. “The safety and efficiency benefits of self-driving technology are especially pronounced in freight trucking,” said Rodrigues. “We are excited to add our voice and trucking perspective to the SelfDriving Coalition.”

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INVESTMENT MINDSET SUPERANNUATION MINDSET

Edward Smith

INNER BELIEFS Guiding principles are useful in life as they are for investing.

With over 30 years of experience within financial services, Edward Smith BSC, MBA, Chief Investment Officer at TWUSUPER, has a deep understanding of superannuation, markets, and investing. Roles include actuarial, funds management, asset consulting, superannuation and teaching.

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he Scottish economist and intellectual father of capitalism Adam Smith (no relation that I know of) once said that “all money is a matter of belief”. Beliefs are important in life. They are also important for investors. They govern investor behaviour and set the direction for decision-making. For example, an investor who believes that markets are efficient will prefer simple and cheap index funds to freewheeling, expensive hedge funds. At TWUSUPER, we have developed a new set of ‘Investment Beliefs’ which form the bedrock from which we make decisions for the $6 billion that we hold in trust for people in transport. They guide the development of the investment strategy, from the setting of objectives, designing products, building portfolios and choosing investment managers. These ten beliefs are a fundamental part of our Investment Governance Framework. They provide a valuable insight into the character of the Fund, and how investment decisions are made. In developing these beliefs, we have given a lot of thought to the areas in which TWUSUPER has a comparative advantage. This boils down to the following. The Fund, firstly, is large enough to have the economies of scale required

to run an efficient operation but is not so large that its investment positions will drive market pricing or impair trading activities. This is true even for niche areas that are too small for large investors. Secondly, members of the Fund generally have a long investment horizon and will take time to draw down their savings. This implies that the Fund can invest into real assets such as property and infrastructure. These investments make a big difference to future outcomes, providing good returns, spreading and reducing risk and helping protect from unexpected inflation. Thirdly, TWUSUPER is an attractive partner for expert fund managers, meaning we have access to the world’s best investment skills. So here they are: 1. Strong governance supports good decision-making and leads to optimal investment performance; 2. Member outcomes are principally measured through returns after fees and taxes relative to prevailing inflation; 3. Net investment performance and fees should be competitive relative to peer funds; 4. Strategic asset allocation is the dominant factor that determines

SPONSORED BY

will shift up a gear this year. After all, if the past year has taught us anything, it is that our collective wellbeing directly influences our individual prosperity. Having a set of guiding principles is useful in life as it is for investing. Think of the people you admire most, and on top of whatever talents they may have, it is probably the inner beliefs they hold and apply consistently that make them successful. The same is true of institutions, including banks, builders, transport companies and superannuation funds. The last year has been incredibly challenging. But with the challenges posed by coronavirus and the virtual rewriting of the investment landscape comes opportunity — the opportunity to get set for the future and adapt to a rapidly evolving environment. For the balance of 2021, we will be implementing our investment beliefs to deliver a modern, robust fund for people in transport. It is an exciting time; hang on for the ride.

Longer term investments from members allows TWUSUPER to invest in real assets like property and infrastructure. p r i m em over m a g . c o m . a u

COVER STORY

HIGH

An Isuzu FYJ and Isuzu GXD fitted with Fassi cranes. 24

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FID

ELITY In an earlier career as a builder, Nick Rozhkov grew tired of the mistakes and shoddy workmanship of truck operators delivering his materials. Convinced he could do things better, he laid down his carpentry tools and plunged headlong into transport. Today, Nick’s key tools of trade are Isuzu trucks fitted with Fassi cranes.

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

COVER STORY

eing raised to value responsibility and reliability above all else, Nick Rozhkov is a hard worker, adverse to cutting corners. Having worked as a builder for over seven years, Nick dealt with his fair share of late deliveries, poorly unloaded materials and operators with little to no respect for workplace safety or Chain of Responsibility obligations. “I’d been watching the truck drivers delivering the materials and seeing the mistakes and the drivers struggling, so one day I decided I just had to do it myself,” Nick says. “I wanted to change the structure and change everything to

Aerial view of three of the Isuzu fleet in action at Dry Creek, South Australia. 26

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the best it could be so that whatever I promised to my customers would be done.” However, Nick felt he needed some practical experience to help him better understand the transport and logistics industry, so he spent one year putting in the hard yards working as a courier. Then in 2013, feeling confident he had acquired the necessary skills and knowledge, he started Nick’s Cranetrucks SA in Dry Creek, South Australia. “Because I was a tradie myself, I knew I had the right approach to providing top quality delivery services, especially to building sites,” Nick says.

At this time he went out and bought a second-hand European cab-over rigid truck and started his operation. Not surprisingly, his strong work ethic and commitment to ultimate customer service soon saw Nick’s workload and customer numbers increase. This prompted him to buy another second-hand truck – this time a Japanese brand. Still the workload kept growing, so to meet the demand Nick decided he would buy the first of what would become a full fleet of Isuzu trucks. “I spoke with Tony Emanuele, Dealer Principal at North East Isuzu in Adelaide, and I said to him ‘if you look after me, I

will keep buying Isuzus’,” Nick says. True to his word, Tony did look after Nick – who returned the favour and kept buying Isuzu trucks, including new units to replace the original second-hand trucks he had bought to start the business. “I envisage that eventually my entire fleet will be Isuzu and I will be looking to buy between two and four additional units this year, depending on how busy we get,” he says. As it stands, Nick’s Cranetrucks SA now has four Isuzus including a GXD 165350, two heavy-duty FYJ 300-350s, and one Isuzu prime mover – a CXZ 240-460. With a commitment to reliable service at

Nick Rozhkov and Mike Mahsoomi. p r i m em over m a g . c o m . a u

COVER STORY

the heart of his work ethos, Nick has built a solid reputation as an operator who consistently gets things done right. “Once I promise to do something, I’ll never leave a job undone,” he says. “By the same token, if I know I can’t complete a job, I won’t take it on in the first place.” It is this type of dedication and commitment to keeping his word that has led to the growth in Nick’s clientele, which now includes renowned industry brands such as Waco Scaffolding, Wesbeam and Supaloc, as well as retail hardware giant Bunnings, to name just a few. With a Fassi crane attached to the back of each Isuzu truck in the fleet, Nick’s business is well equipped for delivering a range of cargo, from general freight and 28

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containers to overweight and odd-sized loads. The company also offers a Manitou forklift service. “We deliver everything and anything, including bricks and other palletised materials, timber and steel frames, trusses, scaffolds and bins – whatever a builder needs,” Nick says. “We also deliver oversized or odd-sized loads. If it can be safely loaded and restrained, we’ll do it.” From a one-man operation to a now thriving business, Nick strongly correlates the growth of Nick’s Cranetrucks SA with his expanding Isuzu truck fleet. “The FYJ 300-350 is the best of the best,” he exclaims enthusiastically. “After buying the FYJs, my business experienced a huge boost, straight away. The FYJ is

the ultimate workhorse as far as I’m concerned. It’s comfortable and it’s also easy to drive. We spend a lot of time delivering loads in the city and the FYJ navigates the streets very well. While it has no unnecessary, fancy equipment, it has everything you need, and, most importantly, everything works.” The Isuzu FYJ 300-350 sports a hefty 30,000kg Gross Vehicle Mass (GVM) and 45,000kg Gross Combination Mass (GCM), and packs a punchy 257kW of power at 2,000rpm, backed by 1,422Nm of torque from 1,400rpm. Nick explains that the Isuzu vehicles have given his business the ability to take on jobs he once had to decline because he didn’t have the right capacity. In fact, so

The business specialises in delivering a range of cargo including odd size loads.

“After buying the FYJs, my business experienced a huge boost, straight away. The FYJ is the ultimate workhorse as far as I’m concerned. It’s comfortable and it’s also easy to drive. We spend a lot of time delivering loads in the city and the FYJ navigates the streets very well.” Nick Rozhkov Owner Nicks Cranetrucks

impressed is he with the performance of his Isuzus, and of the FYJs in particular, Nick has decided to replace the other trucks in the fleet with Isuzu models too, with the ultimate aim of running an allIsuzu fleet. He cites the reliability and dependability of the Isuzus as huge assets to his business. “When you are buying a truck, you want it on the road, not stuck at the mechanics,” he says. When asked of his future plans Nick says he intends to keep his business local to South Australia. “My drivers and I work eight hours daily, and we spend half the day or more on the road. I don’t want to spend any more

hours travelling, and I don’t want my drivers to, either,” he says. “I want them to be able to go home after work, safe and sound.” On top of caring for the wellbeing of his employees, Nick also takes the management of his truck fleet very seriously. “It’s very important to me that I send my trucks back to North East Isuzu for servicing on time,” Nick says. “I treat my trucks like people – you look after them, and they will look after you.” Nick not only trusts the Isuzu brand, he also has a strong connection with North East Isuzu’s Tony Emanuele and Sales Consultant, Mim Zagari, both of whom he confirms have looked after him and his business very well. “After buying so many trucks from Tony and Mim, we’ve become friends,” he says. “But still, I wouldn’t buy a truck from a friend if I didn’t also trust the brand to deliver exceptional service that enables me to get my clients’ goods transported safely and efficiently.” Interestingly, Nick’s loyalty to products he knows and trusts also extends to another vital piece of equipment in his business – the Fassi brand of crane mounted on the back of each Isuzu truck he owns. “One of the first trucks I bought secondhand had a Fassi crane and it worked perfectly and had no oil leaks at all,” Nick recalls. “Then I bought the second truck which had another brand of crane fitted and we had nothing but trouble with oil leaks everywhere. So when it came time to buy the new Isuzus I decided that I was going to buy Fassi cranes for them and they have been exceptionally good just

like the first one.” The cranes, like the Isuzu trucks, are on the job every day – not in the workshop. When again considering the trucks, Nick is fond of their rugged simplicity given they have everything he needs without an adornment of superfluous extras. “Some other truck brands have all the gadgets and buttons like luxury cars but the way I see it that means there are more things to go wrong,” he says. “Isuzus don’t have too many options or buttons inside the cab but they do have what you need. They are workhorses. You can push them hard and they will keep going, the more you push them the better they go. As long as you service and maintain them properly, they will just keep going.” Nick’s belief in the Isuzu products is all encompassing. The whole package of trucks and the dealer, with what that entails such as servicing, spare parts, advice and relationships with key personnel at North East Isuzu, he rates it all highly. “North East Isuzu looks after me with everything I need including the parts and servicing, the truck pricing and the people – they have given me the best service possible,” he says. “I have been dealing with them for over five years and they have never ever let me down.” He even recommends the dealer and Isuzu trucks to his friends. “I have lots of friends in the transport industry and I say to them, ‘If you ever need a truck, do yourself a favour and get an Isuzu’. “Reliability is very important in the work I do, and that’s why Isuzu will always be number one for me.” p r i m em over m a g . c o m . a u

FLEET FOCUS

SKIP TRACER

The owner of Gold Coast based Metro Skips, Troy Hayes, is over the moon with his new UD Croner PK 18 280, describing it as 20 per cent better than his previous series UD PK – with which he was more than happy.

roy Hayes prefers not to consider his operation as part of the waste industry. He refers to the skip bins he transports to and from a select group of clients, who highly value his top-shelf service, as freight – no different to any other goods carried on the backs of trucks. As such, his trucks reflect the high standards he and his employees maintain, and which make his operation a compelling choice for customers in the skip bin transportation sphere. Demanding the best in every aspect of his business provided the impetus in which to standardise on UD trucks, and he’s happy to convey his view that the new Croner has raised the bar by a considerable margin compared with the previous PK. When asked what he likes about the new truck Troy quips, “Where do I start?”, such is its proven suitability to his operations. “First and foremost, the impressive torque output of the engine makes life so much easier for this type of work,” he says. “Around town, either loaded or unloaded, it performs like a go-cart and the Allison automatic transmission is perfectly set up to take full advantage of the torque that is delivered consistently from 1,100 to 1,750rpm.” The six-cylinder GH8E (8.0-litre) engine has respective bore and stroke dimensions of 110mm and 135mm and a compression ratio of 17.5:1. For a medium-duty truck application it produces outstanding peak power 30

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and torque figures of 280hp (206kW) at 2,200rpm and 1,050Nm (774lbft) between 1,100 and 1,750rpm. The Allison automatic is a 3000 Series six-speed with Gen 5 adaptive shift and push-button selector mounted to the left of the driver’s seat. It has ratios ranging from a 3.49:1 first to an overdrive sixth of 0.65:1. Power take-off (PTO) capacity is 660Nm using either left or right-side openings, and 930Nm if both openings are utilised. So impressed is Troy with the Allison automatic, he swears he would never again contemplate buying a manual shift truck for this line of work. “Even if I could have it for free, I would never ever touch a manual truck again for this sort of work,” he says, emphatically. He is similarly adamant that he would not have another truck with mechanical (leaf sprung) rear suspension, with his reasoning not limited to the superior ride comfort that airbag rear suspension provides, particularly when running empty. “Part of the philosophy of the way I run this business is that I only work for people who value the high standards I and my drivers strictly adhere to during the course of our day-to-day operations,” he says. “A good proportion of my clients are builders of high-end houses and the last thing they need are ugly scratches on their brandnew driveway caused by the truck delivering the skip bin.”

The adjustability of the Croner’s Electronic Controlled Air Suspension (ECAS4) – which features a programmable remote-control handpiece mounted in the cab – is put to use with nearly every pickup and delivery he makes. Troy says adjusting the height of the airbags is critically important when loading a heavy skip bin onto the truck, particularly when it is parked on a hard surface such as a concrete driveway. “It’s important that the rear stabiliser legs don’t take too much of the weight as the bin is lifted because

damage to the driveway can easily occur,” he explains. “With the airbag remote in my hand while I’m operating the skip lift I can modulate the airbag pressure to raise the rear of the vehicle and compensate for the increased weight. With a spring rear-suspension the stabilisers bear the weight during loading which can lead to scratching and even cracks in new driveways – which my customers would not tolerate.” Troy cites other important benefits of the ECAS4 system such as being able to lower the rear end to clear overhanging

branches, house eaves or power lines. And being immensely proud of the appearance of his trucks, a missing mudflap is akin to anathema to Troy. “Sometimes I need to back up over a square kerb or drain so I always raise the rear end to ensure the mudflaps clear it,” he says – adding that it also enables him to negotiate steep driveways or dips without scraping the rear of the truck. “Other big pluses,” Troy continues, “are the tight turning circle and short wheelbase, both of which are vital characteristics for the type of work we do which often involves negotiating sites

Metro Skips’ new UD Croner PK 18 280. p r i m em over m a g . c o m . a u

FLEET FOCUS

The ECAS4 system lowers the rear end to clear the vehicle of overhanging branches, house eaves or power lines.

on narrow city laneways with tight access driveways.” Driving a truck for up to 12 hours per day in mostly metropolitan locations can take a huge toll on a driver, but according to Troy, the comfortable and quiet cab interior with air-suspended seat, along with the smooth self-shifting Allison automatic, combine to make his long

days entirely bearable. “The comfort is as good as a car whether empty or loaded. In fact, personally I’d rather drive the Croner than my own car – it really is that good. You can do a big day and get out at the end and feel like you haven’t done a big day.” Further to this, as the owner of the business Troy is always communicating

with customers, so he values the voice to text and hands-free phone hookup which is part of the multimedia unit featuring a 6.1” touchscreen, CD/DVD player, truck-specific satellite navigation and, of course, various types of radio including digital and internet, with the latter requiring smartphone data. It also includes a USB port, auxiliary port, micro SD slot, phone tethering, Bluetooth, PDF reader and is Wi-Fi enabled. “The way I see it, this new Croner represents a 20 per cent improvement over the earlier UDs we own and we couldn’t fault them,” Troy says. “Everything they’ve added to the Croner has only been beneficial.” With durability and longevity a critical factor with this type of work, Troy is confident the new Croner will go the distance and believes that in his operation it has the potential to endure a one-million kilometre lifespan. His conviction derives in large part from the exceptional run he’s had with the other three UD PKs he owns, each of which also features an Allison automatic. “Our oldest UD has just clocked

The Allison automatic is a 3000 Series six-speed with Gen 5 adaptive shift. 32

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Electronic Controlled Air Suspension features a programmable remotecontrol handpiece mounted in the cab.

500,000km and is still on its original brake linings,” he says. “It also recently went to Heavy Automatics (South East Queensland Allison distributor) for its first transmission service and they told me everything was still like new.” Looking to the future, Troy has plans to capitalise on the strengths of the Croner including the prodigious torque output and generous Gross Vehicle and Gross Combination Masses of 17,500kg and 32,000kg respectively in order to increase productivity and efficiency in the business. At present Troy is planning to buy a pig trailer so that he can transport two skips at once. “In this business it’s all about supply and demand. On any one day I might have the first job on the Gold Coast, the second on Brisbane’s north side and the third out at Ipswich. Logistically, having the option to carry an extra skip to save doing another trip would add significantly to the flexibility and efficiency of the business,” he says. “The way I see it, and I impress this on my drivers, is that we are a logistics

“Part of the philosophy of the way I run this business is that I only work for people who value the high standards I and my drivers strictly adhere to during the course of our day-to-day operations.” Troy Hayes Metro Skips, Owner

company and the skip bins are the freight. Therefore, it’s all about moving them around in the safest and most time-efficient manner possible. If we can get one extra job done per day that makes a huge difference at the end of the week.” The fleet of UD trucks including the new Croner play a critical role in helping Troy maintain the consistently high standard of service he offers to his customers. With his drivers playing their part in keeping the trucks well maintained and in tip top condition he sees the vehicles as the assets that enable the business to expand and meet the increasing needs of

long-term, existing and new customers. In Troy’s eyes, the new Croner exemplifies the commitment of UD Trucks and the Volvo Group to continual improvement of their products in a bid to provide the best solution for customers’ needs. In a nutshell, Troy believes the Croner’s many standout features including ample torque, strength of build, technological advancement, comfort and convenience, fuel efficiency and ease of driving all combine to provide the ideal truck for his business. “All in all, it loves a heavy load and in my opinion it’s a perfect truck for this industry,” he says. p r i m em over m a g . c o m . a u

FLEET FOCUS

I AM LEGEND

The local commercial vehicle arm of Legend Global is making inroads into Australia embodied recently with winning the contract for the $6.7 billion West Gate Tunnel project. 34

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egend Australia expanded into specialised trucking services in April 2019, a year after it formed a regional presence in Melbourne with a view of participating in the massive infrastructure and construction projects planned for Victoria. The company is a subsidiary of Legend Logistics Group, a multi-national based out of Singapore that has, since it was established as a freight forwarding agency in 2012, expanded into the markets of India, Indonesia, Malaysia, Thailand and Vietnam. Today it is considered a global integrated specialised logistics provider. In the past year Legend Australia has quickly grown its fleet of commercial vehicles, expandable trailers, flatbed, stepbed, tank trailers, and modifiable purpose-built trailers to provide trucking services across a range of essential industries including mining, oil and gas, construction, manufacturing, energy and other major projects. It’s biggest recent announcement having been the contract it was awarded by the Victorian Government on the $6.9 billion West Gate Tunnel project. As part of its contract, Legend will be providing the transportation and storage of the precast materials including parapet, barriers, noise walls and tunnel segments. The new heavy haul business unit has

“Legend takes a very strong approach to innovation and deploying modern methods of transport and logistics into our projects. We do not just follow the same old trodden path.” Troy Eiken Legend Australia General Manager

been established to compete in the Australian heavy haulage market, a segment undergoing a boom thanks to a glut of infrastructure projects across the country. The Legend design team, according to Legend Australia General Manager Troy Eiken, has worked alongside the West Gate Tunnel project team to understand their biggest challenges. “Out of this collaboration we were able to design custom internal noise wall carriers and parapet carriers that have given our client a 25 per cent saving on their overall loads,” he says. At the peak of the project, in order to keep the back stack adequately replenished for the tunnel boring machines, Legend anticipates operations will run 24/7/. With up to 50 per cent of the loads exceeding concessional mass limits of 42.5 tonnes, the tunnel segment loads will be moved on Legend’s custom A-doubles which have

an approved payload of 56.5 tonnes. As the contract is based around the safe and efficient storage and delivery of various concrete precast elements, main transit routes, to date, have been based around the National Heavy Vehicle Regulator’s PBS Heavy Mass Limits network. A majority of the consultation has been done with local Road Managers around first mile and last mile access according to Troy. “Legend takes a very strong approach to innovation and deploying modern methods of transport and logistics into our projects. We do not just follow the same old trodden path,” he said. “We specialise in long-term project logistics, so this gives us the opportunity to work alongside or clients and invest in the best soluton even if that means we must invent it.” To accommodate the higher mass limits the commercial vehicles deployed on the project will primarily consist of Scania

The West Gate Tunnel project will reroute heavy vehicles from the bridge.

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FLEET FOCUS

Up to 20 A-doubles will be used on the West Gate Tunnel Project.

Already in its infancy the contract is expected to run over the next three years. Initial indications are for anywhere up to 25 prime movers and over 20 A-Double sets of trailers to be required. R 620 6x4s powered by a Euro 5 DC16 engines. According to Troy, fuel usage, manoeuvrability, comfort for drivers and reliability have helped determine the preference for commercial vehicles on the project. This will also include use of some prime movers from Kenworth and Mercedes-Benz. Already in its infancy the contract is expected to run over the next three years. Initial indications are for anywhere up to 25 prime movers and over 20 A-Double sets of trailers to be required. The custom-built trailer fleet is supplied by Vawdrey and MaxiTrans and includes drop deck and flat top skel trailers set up as A-Doubles. The company is also in the process of refining a second generation flat rack system which has significantly achieved major gains in productivity for customers in the construction sector as it looks to innovate as part of a strategy to pass on newfound savings to the customer. 36

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A focus of its recent acquisitions is to provide its customers with an integrated logistics platform which would increase its capabilities to deliver customised multi-modal logistics solutions. Its parent, partly for this reason, identified A pair of Scania R 620s recently acquired for the West Gate Tunnel project.

Australia as having a large market base with huge growth potential. The quality of dedication and customer satisfaction is very important for the Group’s longterm success as it looks to encompass, as part of its offering, marine logistics and chartering services, container liner and feeder services, liquid bulk in ISO Tanks, land transportation, automotive logistics, warehousing, global freight management. The West Gate Tunnel project, which links the West Gate Freeway at Yarraville with the Port of Melbourne and CityLink at Docklands via twin tunnels beneath Yarraville, is a joint venture between CPB Contractors and John Holland. Legend was able to secure the contract by engineering modern methods of transport and logistics solutions that increased safety and productivity according to Troy. “It means a lot for Legend Australia and Legend globally that we have been awarded this contract,” Troy says. “It shows that the policies and procedures that we are continually introducing, work within a Tier 1 environment and it also shows just reward for all the hard work our team are putting in to show the industry an innovative approach to transport and logistics.” He adds, “We look forward to taking on further challenges within the transport & logistics and innovating exciting outcomes for our industry.”

When you have a fleet of 1,300 quality hire vehicles ready to work, you can get anything done. Let’s make it happen.

Whether it’s short term or long term hire, TR Group Australia have what you need to get the job done! With a fleet of 1,300 trailers and prime movers available to hire across multiple categories, we can make sure that hiring heavy commercial vehicles will be easy for you. With years of experience in heavy commercial hire and extensive industry knowledge, we always have the right gear ready to work hard for you from day one. If quality matters to your fleet, choose TR Group Australia; the heavy commercial vehicle partner you can trust.

www.trgroupau.com 1 800 50 40 50

Trucks and Trailers Rental and Lease Equipment you can rely on, people you can trust.

TRUCK & TECH

LOGGING

Transporting the harvest from plantation forests is made more efficient and safer with some innovative Volvo trucks.

ased on the New South Wales Central Coast, the Borg group of companies is an Australian success story writ large by the specialisation in the manufacture and supply of building and decorative board products. Vertical integration and sustainable practices are key features of the business models across the collective operations of Borg. The manufacture of the basic materials such as particleboard for joinery components begins at the extensive mill and processing plant located at Oberon in NSW, which features Australia’s newest $120 million particleboard production line. Borg operate a similar wood processing facility in Mount Gambier in South Australia. The Plantation Pine Products division of the Borg organisation supplies the Oberon mill with its raw materials of 38

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renewable pine and other timbers from the surrounding plantation forests. Oberon is the highest town in the Blue Mountains and due to its elevation often experiences snow during winter which presents challenges for heavy vehicles using unsealed forestry access roads. Innovation is another constant factor in the Borg story to date and is evidenced by two custom built Volvo trucks operating in the Oberon area forest plantations and features what is probably Australia’s first remote control truck in a commercial operation. The Volvo 6x4 FMX day cab has a 13 litre Euro 5 specification engine developing 500hp and 2500Nm of torque. The truck has a 4900mm wheel base and the 8mm thick chassis has inner liners. A Tigercat 220D log loader is permanently attached at the rear of the truck. The specifications of the

FMX have been selected to suit the hilly topography in which the truck operates and include heavy duty three leaf front parabolic springs which are stiffer than normal. The Volvo I shift 12-speed automated transmission is fitted with Ultra-Low Crawler gears and multi speed reverse gears; and the driveline is completed by differentials equipped with hub reduction final drives. What makes this vehicle unique is its ability to be driven by remote control. The remote control driving operation of the truck is made possible as a result of systems, such as the truck’s Volvo Dynamic Steering (VDS), are able to be operated remotely because of an engineering development known as EXSTER, which can be ordered from the Volvo factory and requires a package of systems to be fitted including the electronic braking system (EBS), VDS

Mountain mists engulf the Oberon mill where winter snowfall is not uncommon.

and the I-Shift transmission. The main operational function of the Volvo FMX and Tigercat combination is loading B-double trailers from stockpiles of harvested pine logs which have been

assembled close beside forest roads by various pieces of logging machinery. The challenge met by this unit was to overcome the need to relocate the log loader once its telescopic arm had

reached its limit of extension, preventing it from accessing the next stack of logs. Loading B-doubles, this would happen roughly every one and a half trucks. Constantly loading in all kinds of

Volvo FH16 8x4 self loading at stockpile.

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TRUCK & TECH

weather, the operator was required to exit the loader cab, walk to the truck cab and move the unit ten to 15 metres to access the next stack of logs, and return to the loader cab to resume loading the logs. Borg sought a better way of addressing this time-consuming method of operation so initiated development of the Australian remote control truck and loader combination for this particular forestry application. The remote control units used here and overseas by Volvo are brought into Australia by Hace Industries which is an industrial remote control specialist based in Melbourne. There is the ability to program numerous operational functions and the technology and programming are continually evolving. Models have recently been developed which have their own camera display. The remote control used with the FMX wirelessly connects via the truck’s body builder module and allows the operator to stay in the Tigercat cab and use the Volvo remote control to move the entire

Remote control driving operation of the truck is partly possible via Volvo Dynamic Steering.

unit along the stockpile. It’s a straight forward matter of raising the stabiliser legs, moving the truck, lowering the stabiliser legs and returning to loading the 6.1 metre length logs with no time lost moving from the loader’s cab to the truck’s cab.

Not having to switch from crane cab to truck cab creates a significant improvement in efficiency as well as safety and is achieved because the truck has the necessary hardware and software installed which interacts with various systems including the throttle, the VDS Operator in cab of Palfinger Epsilon log loader on FH16.

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and the I-Shift automated transmission. The operator is able to drive the entire unit from the crane cab or even walking beside the truck and delivering commands from the remote control unit worn around his waist. Waiting time for the drivers of the trucks being loaded are also significantly reduced. As would be expected, the technology features numerous inbuilt fail-safes as well as two emergency stop switches located on the exterior of the truck in addition to the emergency stop located on the remote control unit. The truck is limited to 10km/h when operating in remote control mode so a brisk walk will keep up with it. The system incorporates tilt alarms and if the truck continues to move beyond a certain degree from vertical it will be automatically and completely shut down with the parking brakes applied and the engine switched off. The entire system also shuts down if the wireless connection is lost between the remote control unit and the vehicle. In case the truck begins to travel at a speed higher than 10 km/h (such as when negotiating a downhill slope) the service brakes are automatically applied to slow down the speed back to 10 km/h. Due to the capabilities of its ultra-low crawler gear transmission the FMX is permitted access into the state forestry areas without requiring a typical on-board tyre pressure system. All Plantation Pine Products trucks are equipped with a pull pin in the front bumper. Due to its low gearing, the FMX has the capability to use a stiff bar connection to assist any other logging trucks when traction conditions are poor, whether they are fully loaded or empty, further adding to its versatility. The other innovation-laden Volvo working in the Oberon forests is an 8x4 FH16 rigid with a 16 litre engine providing 600hp/2800Nm. The I-Shift transmission in this truck is fitted with Volvo’s ‘regular’ crawler gears rather than the Ultra-Low ratios fitted to the FMX’s transmission. The Volvo Dynamic Steering option is only available for single steer axles and is not applicable for the load sharing twin-

steer arrangement on this FH16 so this vehicle’s notable efficiency innovations are in other areas. Although taking inspiration from popular European forestry applications where three rear axles are common and nine tonnes are allowed on a single steer axle, the FH16 has a dual front axle twin steer setup because under Australian regulations the weight limit for a single front axle is a much lower 6.5 tonnes.

then the now loaded bay slides back so the front bay of the trailer can be loaded. The truck’s body can be loaded at any time and the crane can also be utilised to load other trucks which are not equipped with their own log crane. The FH16 has a high level of what Volvo terms ‘Customer Adaptation’ and includes an underslung exhaust system and split hydraulic oil tanks in order to support the operation of multiple PTO

The FMX/Tigercat loading a B-double.

The truck is fitted with an imported Lucar alloy body and a Palfinger Epsilon log loading crane. The truck connects to a five axle ‘quin dog’ trailer built by Vawdrey Trailers. Originally to be a 23 metre-long combination under the Performance-Based Standards (PBS) arrangements, which is a common specification for B-doubles operating in this type of work in the Oberon area, approval had to be sought to extend this combination to an overall length of 25 metres in order to accommodate the operator’s cab on the Epsilon loader. Despite the additional length the combination has a better turning circle and swept path than a B-double. In order to resolve the loss of two metres of crane reach, given the length of the trailer’s drawbar, the trailer has a slide mechanism which moves the rear log bay forward so the crane can load it,

drives simultaneously. Under PBS the combination can carry more weight than B-doubles operating in the forest, with the advantage of being self-loading. While the truck and dog combination will unlikely replace too many B-doubles, the unit is already generating interest from other logging operators. The combination when fully loaded with 6.1 metre logs usually runs at around 64 tonnes and the Higher Mass Limit (HML) regulations of 67.5 tonnes allow for the situation where heavier wet logs are being transported. These types of projects don’t occur overnight, and actually commenced in 2018, leading to implementation in 2020 due to insight and support for a number of Australian suppliers. The considerable investment in time and componentry is already producing efficiency and safety dividends. p r i m em over m a g . c o m . a u

TRUCK & TECH

N AT I O N A L

SECURITY Following its introduction to the Australian market six years ago, Penske Truck Leasing has been patiently building its brand. This year it is poised to shift up a gear with the launch of the MAN Choice Programme.

n the last 18 months Penske Truck Leasing has increased its pursuit of long term fully maintained operating leases which in the US, represents 70 per cent of the company’s revenue. Ever since it arrived in Australia back in 2014, the business has been building the brand largely through commercial rental as proof of concept for the kind of supreme support and service it can offer its customers. The brand is now established with 300 plus customers at each of its locations. More recently, Penske Truck Leasing has been approaching fleets that operate all brands of commercial vehicles and offering fully maintained operating leases on MAN and Western Star trucks 42

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as an alternative. Under the arrangement, the MAN and Western Star dealerships, where Penske Truck Leasing is often colocated, get the sale of the truck when a lease deal is brought to table. But instead of selling it to the operator, it’s sold to Penske Truck Leasing, who in turn leases it to the operator and manages the asset for its usable life. Maintenance is then bundled in with those leases allowing the dealership to enjoy the parts and services revenue. It’s been a focus over the last 18 months to grow that piece of the business and with the events of 2020 still very fresh in the memory, the demand for retail products, fresh produce and general freight can surge with the latest

lockdowns or border closures. According to Adrian Beach, Penske Truck Leasing General Manager, the current goal is to get more full service lease product out on the street. “Last year Penske Truck Leasing saw unexpected demand in the commercial rental product. Traditionally, rental utilisation softens in the second and third quarter but we didn’t see that last year,” he says. “In fact our shortterm rental product line was booming — and still is. There are a lot of new reasons why a customer might need to temporarily boost their fleet size.” Increased demand stemmed, at least initially, from panic buying in the domain of retail logistics. Anyone

Adrian Beach.

involved in food and groceries snapped up any rental truck Penske had to spare. When the state borders started to close, and regulations were changing frequently and with short notice, many fleets made changes to their logistics strategies that required additional equipment. Adrian, who arrived with Penske Truck Leasing in Australia from Ohio in 2014, observes that each new COVID development over the past year seemed to present a new opportunity to help customers with rapidly changing needs. “All of that demand in rental was directly related to how unpredictable and uncertain things were,” he says. “There’s anxiety surrounding what’s going on with interest rates and currency. There is stress around government regulations and border crossings.” In talking to many customers, Adrian was able to apprehend the growing concerns around economic uncertainty resulting from trends in the US economy and changes in global markets and international shipping. These worries are being compounded by customers not knowing if they have access to capital and talent and the fluctuating demand in the products they move. By the end of the third quarter last year Adrian and his team were motivated to put together a deal to address many of these challenges — challenges that

are largely atypical for the transport industry. In response to the current climate of uncertainty, Penske Truck Leasing has launched the MAN Choice Programme. The national campaign was conceived around two of its favourite trucks: the MAN TGS 540 L Cab and the MAN TGX 540 XLX Cab. Both trucks are versatile and have comprised the largest percentage of the rental fleet in the past six years providing it with economy of scale. In that time Penske Truck Leasing has gathered data and knowledge on the maintenance and running costs of both models. Using that as a starting point, they experimented with a number of different rating scenarios including combinations of vehicle price, residuals, annual kilometres, warranty packages and everything else that goes into the lease calculation to determine the very best deal to offer a customer. That best deal ended up being a five-year term with 150,000 kilometres per annum. The issue remained, however, that a five year term counters the anxiety regarding growth risk and economic uncertainty. Adrian needed a way around it. So it was decided that the customer would get the benefit of the lowest payment Penske Trucking Leasing can offer but at the end of two years they would get a choice. “Let’s say the customer loves the truck and the programme, but they lose the contract that required that truck to begin

with. After two years they can simply turn it in and walk away,” Adrian says. “They’re done. As if they’ve reached the natural conclusion of the lease. Let’s say they love the truck, but they don’t like the programme. At the two year mark they can buy it out and own it themselves. Or maybe they end up loving the truck and the programme, but their application has changed and they need more (or fewer) than 150,000 kilometres per annum. We can tear up that original lease and write a whole new one based on the repurposing of that truck and structure the financing around its new application.” It’s this kind of flexibility sought by medium fleets and smaller independents that the MAN Choice Programme aims to offer. Uncertain economic conditions, like those currently in effect around the world, are unlikely to change in the foreseeable future. Many of the smaller independent operators, as a result, will find themselves at the mercy of trying to raise capital from the major financial institutions and banks who are not renown for elastic terms when it comes to loans and contracts. “Instead of getting locked into one truck, one application for the next five years you get the benefit of the best deal that we have to offer on our favourite truck and within two years, whatever happens in the world, you’ve got some options,” p r i m em over m a g . c o m . a u

TRUCK & TECH

MAN TGS showing its versatility.

Adrian says. “Walk away and say goodbye forever, buy it and own it, or finish the balance of the five-year lease as written. Or we’ll come up with something different if you need to repurpose it or put it on another application.” The programme had a soft launch last October and almost immediately garnered ten new orders. Because the TGS and TGX are popular models, inventory was in supply, meaning Penske Truck Leasing was able to in-service the truck under two months with minimal delays. According to Adrian it’s been well-received and the closing rate is higher than any lease deal that they’ve ever had. A sniper approach to the customer database in identifying the right targets according to kilometres, work volume and application has enhanced conversions. “What we’re doing with this programme is less about the asset itself and more about providing a service of uninterrupted deliveries,” he says. “That’s our goal. You pay us one monthly fee. You get the truck, all your maintenance, the management, and the over-the-road support. We can bundle in on-roads, substitute vehicles, or livery if you want. The programme itself is as customisable as the actual truck. We learn about the customer’s financial and operational 44

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performance requirements and design a programme to suit.” Just as asset management is not always a core competency of smaller operators like it may be with the big fleets, Penske Truck Leasing has an advantage in terms of reducing acquisition cost due to their special OEM relationships and they can typically borrow money at lower rates than many companies. They also have a dealer network to leverage for service, support, and disposal. “This means we can help manage their cashflow. The customer knows exactly what they will be paying every single month for the next 24 months,” Adrian says. “In the past leasing hasn’t been flexible. Now we have all different outlets to help with the assets if something changes along the way.” Based on the early success, the company is now widening the offer into a national campaign in which the sales team and dealerships are going to research their own customers and competing brands and make approaches leveraging the strength of the flexibility inherent in this specific deal. Adrian is also excited about the opportunity to have some of the trucks being returned two years from now. As both the MAN TGS and MAN TGX

are rental spec, if half, for example, of 20 new leases come back, they can be transitioned seamlessly into the rental fleet once the customer livery is removed and the truck has been cleaned, received some new mudguards, and had the Penske rental stripes added to it. “If we normally buy 30 units a year for our rental fleet, and if ten come back, we’ll only have to buy 20 that year and we’ll be replacing ten trucks that are five or six years old with ten trucks that are only two years old and with relatively low kilometres,” he says. “So we’re still refreshing the hire fleet and perhaps eliminating a $2 million capital expense.” As for the trucks themselves, Adrian regards the MAN vehicles as ideal for a rental fleet where flexibility is a priority. “These MANs can do a lot of different freight tasks. They’re a great B-double linehaul truck and if we get a call from a customer who only needs to do single trailer grocery delivery, they can do that job too. Between the MAN TGS 540 L Cab and the MAN TGX 540 XLX cab, we’ve got nearly all traditional on-highway freight tasks covered,” he says. “Our maintenance costs on these two models is very reasonable and predictable — just the way we like it. You bring them in for a service and there they go for another 70,000 kilometres before returning to the workshop. They’re reliable, they’re quiet and they’re smooth under foot. I love them. I fully expect to see the marketshare of MAN product take off this year.” Under COVID, big businesses have consolidated market share like never before. With lockdowns, trade tariffs and border restrictions adversely affecting many in commercial road transport, small businesses are finding it a challenge to compete at the same scale. For many independent road freight transporters there’s no time to wait and see what might happen. The MAN Choice Programme offers a timely solution for medium sized freight companies who recognise business resilience will be crucial this year and moving forward.

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RENTAL, LEASING & FINANCE

FRESH F O O T P R I N T S Expansion is paving the way for growing its customer base at heavy commercial vehicle rental and lease firm TR Group.

ommercial transport equipment specialist, TR Group, offers top of the line vehicles and trailing equipment along the east coast of Australia where it has more recently invested in extending its market reach. Retaining one of the largest heavy commercial hire fleets in Australia, TR Group caters to road freight, port cartage, construction and logistics operators with branches in two states, the second of which opened last year at a new site at the Port of Brisbane. It represents a major move in its Australian expansion outside of head office in Melbourne where it recently put the finishing touches on a 7.5 hectare warehouse and hardstand facility in Laverton North. At present the company is also finalising its latest location at Berresfield in Newcastle. “The journey has been quite intense. It’s been a challenge expanding the business to where we are today through the COVID era,” says Chris Perry, TR Group General Manager. “But we have tried not to let that slow down our plans to spread the network. The main thing we’re focused on is making our equipment more accessible across the country while maintaining our focus on a great customer experience. Put simply, we’re a team made up of passionate people who are driven, innovative and truly care about making a positive difference in our industry.” The move to Laverton North provides the company with greater product carrying capacity. In the last 18 months the company has added a couple hundred additional trailers to the fleet. Most 46

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of these purchases have been mainly geared around the construction sector with additional flat tops, extendables, drop decks, several sideloaders and a sizeable investment in curtain gear, too. In this COVID era, with its erratic and unpredictable impacts on the industrial landscape, some categories have outperformed others — demonstrably. The coalescing of lockdowns and surges in ecommerce trading on the economy cannot be underestimated. Ambient vans, for instance, have seen greater demand in the hire market with a higher utilisation most apparent over the last nine months according to Chris. “We’ve certainly seen an uptick in certain categories especially with ambient vans and refrigerated vans,” he says. “As a business we’ve refurbished quite a bit of the dry ambient van fleet to try and reconfigure it to get it to what customers want today which is basically vans of 4.3 metre height with barn doors and roller doors. We’ve changed the fleet around a little bit and added around 200 trailers. We’ve certainly seen a slow down of construction during the peak period especially when Melbourne was on lockdown. A lot of the categories that we have that traditionally support construction and infrastructure we saw those slow. Having said that, by and large, the utilisation was higher for the last 12 months than the previous 12 months.” TR Group has, in that equivalent time, enjoyed an increase of around 10 to 15 per cent in response to its equipment utilisation. Prime movers, of which it offers Volvo and Mercedes-Benz

brands, also were as a revenue category, beneficiaries of these increases in demand. To date, the fleet consists of 80 prime movers. Another 90 heavy vehicles are scheduled for the next financial year through Daimler Pacific Truck & Bus and Volvo Group Australia. TR Group also has 20 UD rigid 14-pallet curtainsiders on the books with another 20 to 30 units likely to be added inside the next six months. Mezzanine floors on the UD rigids are auto adjustable. Operators will not need to get under the floor which can be adjusted by a forklift from any location. User-friendly

single touch curtain-locking mitigates against having to struggle with locking and unlocking curtains especially after a long day in the vehicle according to Chris. The major trailer manufacturers complete the bulk of the servicing requirements for TR Group. For servicing and repairs, trucks are always sent to the corresponding dealer of the original equipment manufacturer. Some of the truck OEMs will also do trailer servicing so that truck and trailer can be serviced at the same time. Otherwise, the main trailer clients such as Vawdrey Trailers, MaxiTrans and Barker Trailers provide repairs and maintenance. All the trucks, for instance, have full safety packages in them. If anything, TR Group over-services the equipment to ensure it is in peak condition. This serves as a reminder of the significant focus the company places on health and safety. “We want to make sure we’ve got the right equipment that covers all the health and safety requirements for customers,” says Chris. “It’s not only for their own business but in terms of meeting chain of responsibility regulations and compliance requirements. A lot of the flat tops that we

have for construction work, we’re speccing those up with full restraint and safety equipment around the trailer. “We’re just focusing on health and safety so we can stay one step ahead of what our customers are looking for.” Engaging directly with the customer is helping TR Group make provisions to acclimatise to shifts in the market. One of the major challenges of COVID has been ensuring they have vehicles and trailers on hand to adequately handle the supply of product so that they can operate their businesses when the demand comes. “We continually try and evolve the business and our service offering around what their needs are,” Chris says. “So now we offer contactless pick up and drop off of the trucks and trailers. We go through a pretty intensive cleaning programme for the trucks to make sure they are safe and clean for the customers to use.” The acquisition of Semi Skel Hire, completed in June of 2019, has worked out extremely well to date. Part of the inherent synergy in the arrangement is that both businesses are committed, as they strive

to reach their full potential, to providing a consummate customer experience. “David and Kim, who ran the business with their father Geoff Kelly, have been outstanding since they came across,” says Chris. “They’ve stuck with us and have been a big part of the business and growth.” Future growth, at least to the extent of preliminary discussions, is incumbent on new regions they are looking to target. There are tentative plans to open new TR Group locations in South Australia, Western Australia, North Queensland and possibly Tasmania at some point. There is no time frame however, currently in place says Chris, who wants to keep building on what has been working successfully. “We’d rather do that well before we grow too quickly,” he says. “Right now it’s about making the equipment more accessible for our customers. Again, all we’re trying to do is make sure we’ve got the right equipment in the best possible condition to do the job but we’re also ensuring the equipment we’re putting on the road is what our customers want and to meet whatever future demands they have.” TR Group’s new headquarters in Laverton North.

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

RENTAL, LEASING & FINANCE

NEW LEASE

ON LIFE

Following a challenging year in 2020, PacLease is redoubling its efforts to capitalise on the growing trend among Australian truck operators to lease rather than buy their trucks.

espite a year full of unforeseen circumstances and unexpected challenges, largely as a consequence of the COVID-19 pandemic, PacLease – the truck leasing and rental arm of PACCAR – has managed to grow its customer base by a significant margin. PacLease is a global commercial truck leasing company that provides customised full-service lease, rental and contract maintenance programs for Kenworth and DAF trucks. Designed to meet the specific needs of customers, the company’s service offering also includes vehicle upkeep, 24/7 roadside assist and flexible lease structures. PacLease’s direct connection with Kenworth, DAF and PACCAR, according to the company, means its customers receive premium equipment and services which have been thoroughly tested and assessed for suitability for the needs of each

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and every customer. Within its rental and lease fleets PacLease offers a wide range of Kenworth and DAF truck configurations including single and multi-trailer rated prime movers, as well as trucks suited to cart dangerous goods and others fitted with hydraulics to suit a range of different applications. According to Andrew Molnar, PacLease General Manager, 2020 was a particularly challenging time for the whole PACCAR organisation, but in spite of this it turned out to be a highly successful year. “We had our biggest year since PacLease Australia was founded in 2015, in terms of new trucks going on the road in fleets around the country and also into our rental fleets,” Andrew says. “We now have 450 items of equipment for rent or lease nationally, which is an increase of over 140 units year-on-year.” The most challenging period of last year

was when Melbourne went into hard lockdown he explains. But outside of that the company struggled to meet the demand and its rental fleet was fully utilised. “I think our rental flexibility was good during COVID because truck operators were taking on new contracts or getting extra work with existing contracts but weren’t sure if it was going to continue long-term,” he says. “That’s where rental is a good option. To be able to take a truck for a day, a week or six months – whatever it ends up being – which gave them the flexibility to get the work done before they knew what their long-term requirements would be.” Andrew says there is still uncertainty now, with some of PacLease’s clients having had rental trucks

A selection of the Kenworth product line Paclease can offer its customers.

since the middle of last year and still not knowing whether to purchase or lease. “They are sticking with the rental until they know exactly what’s going to happen in the world,” he says. Speaking about the proportion of clients who lease as opposed to those who rent, Andrew says it is now roughly 50/50, although he adds that the lease fleet experienced more growth than the rental fleet in the last 12 months. “The Government’s Instant Asset WriteOff Scheme has caused a marginal slowdown on leasing but there are still a lot of scenarios where a lease will work better for a customer than an outright purchase — even with the Government’s incentives,” he says. Furthermore, Andrew adds, plenty of customers are using PACCAR Financial as a traditional funding method and then attaching a contract maintenance program to the finance contract. As a

result, he says, the customer has the same benefit as leasing with set monthly costs and knowing what figures are coming in and out each month, with the added advantages of owning the truck after it has been paid off and receiving the Government’s tax benefits. “This way we maintain the vehicle and can even provide a backup vehicle in the case of breakdowns or accidental damage, so the customer has limited exposure to the vagaries of unscheduled downtime,” Andrew says. “PacLease gives operators the flexibility to choose the most suitable option for their business model — either leasing or a chattel mortgage with PACCAR Financial along with the addition of a contract maintenance agreement.” Andrew explains that this agreement has three levels – Standard, Advanced and Premium – again enabling customers to choose the best option for their business model. “The Standard package includes oil-

drain services at a set rate with intervals determined by the number of kilometres travelled each year,” he says. “The Advanced package provides the addition of driveline repairs including engine, transmission, diffs and axles, while the Premium package is like a hamburger with the lot that covers everything.” Summing up, Andrew says PacLease’s number one priority is getting to know its customers’ needs and providing a tailored solution that suits their business models. “That’s the benefit of having our local team at PACCAR head office in Bayswater,” Andrew says. “We are able to monitor our customers’ needs on a month-by-month basis which enables us to respond quickly and adjust contracts to suit changes in circumstances. “Our local team works in with PACCAR Financial and PacLease regional managers in each state and territory, which gives us comprehensive coverage nationally via the extensive PACCAR dealer network.”

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

RENTAL, LEASING & FINANCE

MORE MODES

TO GROW A flexible fleet is critical to business sustainability and growth in the current climate. A one stop shop for containerised equipment and skel trailers, SCF provides transport and logistics container solutions to help grow their customers’ businesses, and operate a more flexible fleet.

SCF 48 ft container on a skel.

t’s no secret that building a versatile rental fleet can reduce upfront capital investments. SCF understand this better than anyone, having assisted many operators in the transport market to expand their businesses in recent years. In a consumer driven economy, that has showed no signs of slowing, logistics businesses confronted with the pressures of rising demand require short-term fleet solutions that do not cripple cash flow, or

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reduce the versatility to service different segments within a market. Even before the current challenges facing operators, who are reliant on a more predictable rate of demand, the industry has always, whether through trade deficits, foreign exchange challenges, environmental conditions, and political uncertainty, demonstrated an ability to adapt to change quickly. This is evidenced by the willingness of many transport

operators who have introduced new modes of transport on road and rail to realise increased efficiencies or gain a competitive advantage. Out of necessity, others have had to align equipment with new contracts, and quickly add capacity for peak and surge freight volumes. Indeed, operators in the segment are no stranger to an abundance of everchanging considerations and challenges, where the ability to be agile in fleet management is advantageous. This is where SCF’s Container and skel trailer can make a difference. Cost reductions are critical for businesses shifting freight by road and rail, especially with the threat of under utilisation following the conclusion of a contract. Rental allows customers to easily swap out equipment that is no longer needed or adapt to changing customer requirements. The critical importance of reducing capital expenditure, especially in the current economic climate, goes without saying. The versatility of Skel trailers and intermodal containers, for this reason, has proven more appealing in the market at present. “COVID-19 has created an unprecedented surge in activity across the freight network” says Nick Schwartz, SCF Intermodal General Manager. “We’ve seen Christmas level peak volumes for the last six months. For our customers, tapping into rental has been pivotal for their ability to move those surge volumes of freight. On the flip side, when activity normalises, they certainly don’t want to be caught holding that equipment. Therefore, it is not really

a question of buy versus lease. From the moment they need that equipment and they know it’s a short-term requirement we can provide them with that immediate capacity.” With a national depot network, SCF can support customers across Australia who need to make changes to fleet as their customer’s needs change. A national network brings with it distinct advantages — not least of all flexibility. Access to specialised transport equipment at this scale is particularly beneficial for operators who need to increase capacity during peak events, contract renewals, and in the initial stages of servicing new customer requirements. For SCF, this begins with offering a wide range of containerised equipment that can carry a multitude of cargo types, coupled with SCF’s skel trailers. In the general fleet categories, the company can service refrigerated, dry, tank, bulk, accommodation, storage, and dangerous goods applications. Designed to safely and securely carry different freight types across road, rail and sea, SCF containers are

purpose built to be 2 pallet wide; designed to meet the freight and operating requirements of Australian business. SCF’s container range features Vertical Load Bars, and side opening doors with mezzanine decks to stack and protect fragile cargo or pallets, while maximising the container’s carrying capacity. Refrigerated containers range in size from 20ft to 48ft. Built with temperature control and insulation, temperature is efficiently maintained with reduced machinery run time, lowers fuel consumption and costs, and results in a lower environmental impact through a reduction in emissions. Meanwhile, ISO Liquid and ISO Pneumatic tanks can be utilised for the transport of bulk liquids, chemicals, and powders such as milk, beer, wine, acids, and cement powder. Curtainside containers with mezzanine decks in either 40ft or 48ft lengths enable safe and efficient access from both sides. The intelligently designed mezzanine deck only requires single user operation, unlike some other readily available versions. Mezzanine systems can increase the capacity of curtain side containers up to 48 pallets.

The diverse range of container types caters to almost all requirements on road or rail. “Rail enables customers to send more freight without the need for more road fleet. This provides significant capital cost savings, in addition to safety and environmental benefits” Nick says. “This safety component is even more important on the longer interstate routes that carry a far greater risk to personnel.” Any one of SCF’s Intermodal containers can be leased with a SCF skel trailer. In addition to the existing range of specialised transport equipment, SCF supports customers with new and innovative designs to meet specific requirements. As a national supplier, SCF currently supplies skel and container solutions to some of Australia’s largest transport and logistics companies. Many of its customer relationships are long term over SCF’s 29-year history. Increasingly, customers are opting to use SCF skel trailers to improve productivity through an intermodal model, where they can shift long haul freight more conveniently from road to rail. “The key is being able to supply our customers with equipment options to complement and grow their business, be it for road, rail, sea or storage” says Nick. SCF temperature control refrigerated container.

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

RENTAL, LEASING & FINANCE

TRUCKS ON-DEMA Adaptalift Truck Rentals, a new flexible truck rental company, is helping businesses better manage their assets and avoid wasting money on under utilised equipment.

towards asset ownership are changing. “Forward-thinking fleet operators understand that running a successful fleet is no longer about ownership, it’s about optimal asset use,” he says. “The days of being able to carry excess equipment are gone. For transport operators this means having access to vehicles and equipment when needed.”

The ATR model of an ‘on-demand’ fleet that can flex up or down to meet customers operational needs, enables customers to maintain business continuity when a truck breaks down or is taken off the road. It also assists businesses to grow by allowing them to quickly take advantage of new opportunities that arise such as new

Image courtesy of Need for Feed Disaster Relief.

daptalift Truck Rentals (ATR) offers a full range of prime mover and equipment rental solutions to the freight and logistics industry across Australia. Rental lengths can be as short as one day or on-going up to five years depending on customer requirements. ATR General Manager Fraser Moore believes attitudes

Mercedes-Benz Actros B-double. 52

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ND All Adaptalift Truck Rentals vehicles meet stringent Euro 6 emission standards.

contracts, short-term projects or increased seasonal demand. The agility of short to medium term rentals through Adaptalift Truck Rentals helps businesses navigate the turbulence of uncertain times without tying up precious capital or asset funding lines with long-term asset ownership. Fraser highlights ATR’s commitment to assisting customers run leaner without tying up important financial resources. “We know that running a business is tougher than it has ever been and we take pride in providing a service that enables our customer to run smarter more agile businesses,” he says. Founded in 2019 and backed by the wider Adaptalift Group, one of Australia’s largest privately owned materials handling and equipment companies, the truck rentals business has been able to leverage the group’s existing expertise and technology platforms to move into this new market. Fraser looks at collaboration with the

“Forward-thinking fleet operators understand that running a successful fleet is no longer about ownership, it’s about optimal asset use.” Fraser Moore ATR General Manager

wider Adaptalift Group as critical to the venture into the new market. “Adaptalift Group already had a strong understanding of the supply chain and logistics industries, and the move into truck rentals was a natural progression,” he says. “We’ve been able to leverage the existing expertise and technology platforms within the group to move into this complementary market.” Adaptalift Truck Rentals offer customers a wide range of current model Mercedes-Benz trucks including single and B-Double models as well as local delivery and linehaul that are suited to a wide range of applications. Truck highlights include power

outputs of up to 630 horsepower, fully automated transmissions and a range of standard fully-integrated safety features such as Autonomous Emergency Braking (ABS) and adaptive cruise control. All trucks meet the stringent Euro 6 emission standard, which is becoming more of a requirement for select freight tenders. They also return the excellent fuel economy and performance that is synonymous with the Mercedes-Benz and the Actros truck range. All trucks are on manufacturer service plans offering ATR customers the convenience and support of the Daimler dealer network, including its 24/7 roadside assistance service. p r i m em over m a g . c o m . a u

TEST DRIVE

DARK

STAR The new Kenworth T410SAR provides practical solutions to the often perplexing challenges of maintaining profitability with axle weight compliance.

t’s been 50 years since the first Australian-made Kenworth rolled off the production line at the Bayswater plant in March 1971. The 2016 launch of the 2.1-metre wide cab T610 signalled the beginning of a new era for Kenworth in Australia and New Zealand, and was followed in early 2019 with the release of the T410 and eight-wheel T360 models. The release of the T410SAR adds another important element to the current Kenworth line up which will appeal to a number of specific applications where truck tare weight and distribution of axle weights is critical. The T410SAR has been developed locally to achieve better weight distribution due to its set-forward front axle and to provide for maximum payload under the rather unique Australian regulations for applications such as 19-metre B-Double and most 19-metre four axle ‘Quad Dog’ applications. The T410SAR has a short bumper to back of cab (BBC) dimension of 2,850mm and in addition to the initial 6×4 rigid and prime mover configurations, some additional car carrier specific and 8×4 configurations are confirmed for release later this year. Rated at up to 70 tonnes GCM, the T410SAR is suited to local and interstate distribution work using single and multiple trailers and will also find its place in a number of PerformanceBased Standards (PBS) and other heavy-duty applications including bulk 54

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fuel delivery. The T410SAR combines many of the best attributes of both cab-over and conventional trucks in terms of the manoeuvrability and visibility of a forward control truck, while retaining a minimal overall length and a bonneted truck’s better access to key service components and ease of cab entry and egress due to its low floor height and wide opening doors. The local Kenworth engineering team have invested considerable and detailed effort into developing a truck with a low tare weight without sacrificing durability. The steering geometry and the set-forward front axle location enhance the truck’s payload capabilities without compromising on the ride and handling. In common with other current Kenworth T series, the use of an alloy radiator greatly improves thermal efficiency and shaves 100kgs off the static front axle load. With its classic flat grille and unmistakeable Kenworth body lines, the T410SAR’s aerodynamic exterior styling features the sloped bonnet and raked back windscreen which contribute to maximising fuel economy but also enhances the visibility from the driver’s seating position. The combination of the design of the windscreen and door windows results in exceptional lines of sight for the driver and delivers a 180-degree panoramic view of the road ahead and to the sides as well.

Rear vision is also maximised via the large electrically adjustable external mirrors which are mounted to the ‘A’ pillars on high strength cast break-away brackets which minimise vibration. The mirrors can also be conveniently folded back against the doors. Positioned low on the cab the mirrors create minimal interference to forward vision as the driver can see over the top of them as well as through the gap created between the mirrors and the ‘A’ pillars. The inclined external steps and strategically positioned handles and grab rails make their own contribution to driver safety by ensuring operators have three points of contact at all times. The cab’s interior is available in a selection of colours with the choice of the traditional Kenworth diamond patterned premium trim, or the easy to clean and durable ‘fleet’ trim which may appeal to the cost conscious customers without appearing cheap. The ‘smart’ steering wheel is the location

Kenworth T410 SAR in a tanker application.

for the cruise control and audio system controls and, in similarity with the rest of the T series range, feature the installation of positive action toggle switches to provide driver control of various electrical and electrical-pneumatic systems such as diff locks. Developed specifically for Australian and New Zealand climate conditions the significantly advanced heating and air-conditioning system (HVAC), featuring automatic climate control, has been carried over from the other models in the current Kenworth T series range. The T410SAR cabin features innovative triple sealed doors and door apertures to minimise noise and dust leaks, and slamming a door provides an insight into the quality of the cab’s construction. Available as a day cab, the T410SAR also offers four sleeper cab options: a 600mm aero, a 760mm mid-roof, the spacious 860mm aero and a new 600mm flat-roof sleeper is due for release early this year which will suit car carrier applications. In common with the T410, there is

only one engine available which is the Euro 5 specification 13-litre PACCAR MX-13, with the choice of 460 or 510 horsepower ratings. Significantly, there

is no option for the 15-litre Cummins X15 engine which powers the current T610SAR and was available with up to 550 horsepower in the T409SAR which

Positive action toggle switches help the driver control electricalpneumatic systems.

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

TEST DRIVE

Kenworth T410SAR truck and dog.

preceded the current T410 models. Since its introduction to the Kenworth range in the T409 model, the PACCAR MX13 has proved popular and earned the respect of drivers and fleets alike due to its performance, responsiveness and fuel efficiency. The MX-13’s engine brake has received deserved praise as well, due to its maximum retardation power of 485BHP at 1900rpm, and still having 250BHP of brake power at as low at 1100 rpm. Restricting the engine availability to the proprietary MX engine which has 12 volt electrics, means 24v-12v inverters are no longer required and the truck’s entire electrical architecture is more simple, durable and cost-effective to service and maintain. Sticking with the 12 volt electrics also opens up the potential for the option of the Bendix Wingman System with its comprehensive suite of safety technologies including active cruise control, collision mitigation, autonomous emergency braking, lane departure warning and electronic stability control. Automated transmission options in the T410SAR are the PACCAR twin countershaft 12-speed or Eaton 18-speed UltraShift, or the ubiquitous 18-speed Eaton manual transmission. First offered in the T410, the PACCAR 12-speed transmission features an aluminium main case, internal sensors and wiring, and quiet running and strong helical cut gears 56

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and has a torque capacity of 1850lb/ft and is rated to 50 tonnes GCM. The Eaton 18-speed UltraShift Plus transmission is available with torque capacities of 1850lb/ft and 2050lb/ft and a load rating of up to 70 tonnes GCM. Both of the automated transmissions are operated via a stalk control and selecting various modes for the transmission and the two-stage exhaust/engine brake is easy with both the transmission and engine brake control in one convenient location mounted on the right hand side of the steering column. This ‘column shift’ arrangement has freed up some area to allow easier movement within the cab. An optional seven-inch display screen provides access to satellite navigation systems, various audio and media functions and includes a ‘virtual’ gauge system which is unique to Kenworth and uses the screen to provide a superior level of detail displaying key temperatures, pressures and voltages. Based upon the fact that a significant proportion of road transport functions take place in the hours of darkness, in the guise of this current T Series, Kenworth has sought to deliver a comprehensive lighting system that provides safety and practicality for the driver. The cab’s LED interior lighting provides a selection of either bright or subtle lighting levels which are known to

contribute to reducing fatigue, and the use of red lights and soft dash lights to minimise distracting glare for night driving. Switching on the overhead cab lighting provides a flood of light which is needed when completing paperwork or moving about the cabin. A doormounted floodlight also illuminates a clear pathway to the ground surface via the sloping steps with a pool of light illuminated on the ground next to the cab when the door opens. Mounted high on the external rear wall of the cabin is an LED strip light which illuminates the area immediately behind the cabin, providing a safe well-lit work area when connecting trailer air lines and electrical cables when ambient light conditions are reduced. To assist with the truck hook-up and pre-trip checks, a light check function is provided and activated either via the dash or button on the key fob. This function cycles headlamps, stop lights, tail lights, clearance lights and indicators allowing the driver to quickly identify any nonfunctioning lights prior to setting off. Underpinned by the clever positioning of its front axle in order to make the most advantageous use of its payload capabilities, the T410SAR combines its classic Kenworth styling with modern mechanical and electronic enhancements to create a truck with the ability to excel in a broad range of applications.

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PERSONALITY

THE BIG

MOTION Sam Suda heads up Hino Motor Sales Australia and offers some unique perspectives on the truck manufacturing industry. 55 years of success in Australia and that longevity is very important in building our brand profile as a Reliable Business partner to our customers. And we will continue to introduce high specification products which meet customer requirements. Safety will always to be paramount in Hino current and future products. Over the last ten years, we have lifted the bar in regards to the standard safety specifications that Australian customers should expect from a Japanese-built truck.

ino has implemented a new management structure from the beginning of 2021. After holding the position of President and COO over the previous two years, Sam Suda has now moved into the role of President and CEO at Hino Australia. He has over 30 years of experience with Hino parent company Toyota in Australia, Europe and Japan and, more recently, with Hino in the USA. PM: In the midst of the 2020 pandemic Hino achieved a significant milestone by delivering the 125,000th truck sold into the Australian market. What makes Hino as a brand so resilient? SS: Every Hino truck is conceived, designed and engineered under three strict brand guiding attributes: Quality, Durability and Reliability (QDR). Hino is celebrating over 58

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PM: Other Japanese trucks OEMs have the luxury of close relationships with European manufacturers. Does this present a disadvantage for Hino or is there sufficient shared technology with Toyota? SS: As part of the Toyota global family, Hino and our customers benefit greatly from the Toyota business in many ways. This includes a significant amount of shared technology and R&D with Toyota. For instance, the new 300 Series Hybrid continues to use the Toyota Group-sourced nickel metal hydride battery, which has been used in over 15 million hybrid vehicles worldwide. The Toyota Dyna light duty truck is being manufactured by Hino, so co-operation is very close and we are seeing other benefits of being part of global Toyota Group of Companies. PM: Will electric vehicles be part of Hino’s future? SS: Hino Motors Japan is also active on the global stage with recently announced joint venture agreements with Chinese battery company BYD on Electric Vehicles,

and with VW subsidiary TRATON on e-mobility ventures. This new BYD venture is scheduled to be established within China in 2021, with BYD and Hino each making a 50 per cent capital investment. It will combine the strengths of both companies to develop BEVs and electric units and will aim to quickly implement the ideal products for customer needs, primarily in the Asian market. The venture plans to initially launch vehicles under the Hino brand in the first half of the 2020s. Hino and TRATON have also signed a joint venture agreement for e-Mobility products to drive sustainable transport outcomes based on the strategic partnership started in 2018. TRATON and Hino will combine their unique strengths to eventually develop electric vehicles including battery electric vehicles, fuel cell vehicles, and relevant components as well as creating common EV platforms including software and interfaces. PM: What rationale does Hino apply in terms of its product planning for its vehicles in the Australian market? SS: We recognise that the Australian market is a highly matured one and Australian customers have equally high demands when it comes to areas such as durability with the geographic demands placed on truck use in Australia – long distances and harsh conditions. Hino has a long history of reliability and durability and we lean on that reputation strongly. Customers are now also seeking high levels of driver safety whether they’re the owner-operator or they employ a number of drivers. The corporate demands of ‘duty of care’ requirements are such that truck owners simply must offer

PICTURE the safest driving conditions both for their own employees but also for other road users. At Hino we recognise this aspect of the market and were first to market with a range of standard safety features on the all-new 300 series model launched in the middle of 2020. It’s our Hino product goal to be first to market with standard safety and we have now branded our safety offerings under the Hino SmartSafe brand which is a comprehensive safety package featuring advanced driver-assist technology taking an active focus on protecting lives. PM: Now that the world is hopefully emerging from the pandemic, what do you see as the major challenges for Hino globally, and locally here in Australia? SS: Globally, as lockdowns ease, we see truck sales rates in many countries picking up during the second half of this year. The wider macroeconomic predictions are for a strong year-on-year recovery in 2021, though we do not expect to see pre-COVID levels of truck demand being reached again much before 2022-23. If we turn our eyes to the world situation there are so many countries which are now experiencing a second wave of the virus. The market in

“We recognise that the Australian market is a highly matured one and Australian customers have equally high demands when it comes to areas such as durability with the geographic demands placed on truck use in Australia – long distances and harsh conditions.” Sam Suda President and CEO at Hino Australia

Asia has been restarted in some countries but it will still take some time for the entire situation to be stabilised. Developed markets such as North America and Europe have also experienced significant demand reductions due to lower economic activity caused by the pandemic and our predictions are that this demand will continue to be affected until the pandemic issues ease. PM: And locally? SS: On the local front we believe the Australian market will be strong in 2021 and there are a few reasons for that. In response to COVID-19, there has been an unprecedented amount of Government

infrastructure funding supporting road construction and major capital works across Australia. The last mile delivery business is running at double what it was prior to COVID-19. The Australian online retail market normally runs at 13 or 14 per cent of total retail and it’s been running in the 23 or 24 per cent range, which shows a lot of people have been utilising online deliveries at historical highs due to various COVID-19 measures and lockdowns. The last mile delivery business is forecast to continually increase at the expense of the traditional ‘bricks and mortar’ retail business over the next few years and this will drive the small and medium truck segments. p r i m em over m a g . c o m . a u

PRIME MOVERS & SHAKERS

SHE’S ALL THAT

Modern society encourages the taking down of gender barriers, including for heavy duty mechanics.

career as a heavy vehicle and plant mechanic probably isn’t first choice for most 15-year old girls, yet at that age Louise Azzopardi commenced her apprenticeship with Cummins Engines, eventually earning her trade qualifications in Heavy Commercial vehicles and Mobile Plant equipment. “My Year 10 electives were woodwork, and textiles and design and I loved the process of creating,” says Louise. “I was making dresses and skirts and for a brief moment before I set myself on the course of mechanics, I thought maybe I can get myself into the design world.” According to Louise her biggest influence has been her family even though they 60

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are not in trucking. They encouraged her to seek experience outside from the agricultural industry and to apply her natural mechanical aptitude to her apprenticeship at Cummins. “My family grows crops such as tomatoes and I was always outside working with my hands picking, packing, doing maintenance and repairing,” she recalls. “On the farm if something broke you just fixed it.” At just 17 years old Louise was the first among the five second year apprentices at Cummins to get responsibility of their own engine rebuild. A Cummins ISX in a Western Star had a blown head gasket caused by a dropped liner and Louise completed all phases of the engine rebuild from the initial fault diagnosis

and root cause analysis, disassembly and inspection of the parts, reassembly, fluid replenishment and preparation for start-up. “I was nervous and excited as I was sitting in the driver’s seat, my eyes on the oil pressure gauge and ears listening out for any noises,” she says. “It started on the third go! No noises, no leaks and good oil pressure! That was an amazing moment and was the first of many engines I have rebuilt.” To broaden her experience Louise moved to a role of technical trainer and assessor at Newcastle Caterpillar equipment distributor Westrac, teaching Heavy Vehicle and Plant mechanics whose ages ranged from 16-45 years and were a mix of apprentices and students upgrading

from their previous trade education. “Stepping into this role I was prepared to have to fight for respect and I am pleased to say that that has not been the case. We are a team of trainers who work together and understand we all have different strengths and weaknesses. We regularly bounce off each other and leverage any complementary skills we each have as individuals to achieve the best outcome as a team.” The students also respect Louise. On most occasions she is usually the only female in the room and quite often the youngest as well. “Working at Westrac gave me hope that the sexist mentality is on its way out and I urge everyone to do whatever they can to create a workplace culture where all genders feel welcome and valued,” she says. The increasingly complex technologies of modern trucks, as Louise sees it, is not a major issue for those who service and repair them. “If you keep an open mind with a new technology you should still look at the basics and know how it’s supposed to work and go from there. Most people will handle it OK if they have that mindset,” she says. Not unlike drivers, many mechanics have a ‘brand mentality’ and feel they can only work effectively with one brand according to Louise. A similar attitude can be

Louise Azzopardi.

applied to technology as well. “I’m not one who is brand proud. People ask me if I prefer Cat or Cummins,” she says. “They all need to be serviced and repaired and that keeps me in a job, so I’m not fazed.” In early 2021 Louise is making another career move and relocating back to Sydney from Newcastle to take on a new role with a medium-sized registered training organisation working mainly with international students on the servicing and repair of trucks. Away from her core work, Louise has progressed to become an in-demand presenter and speaker at numerous industry events and regards this latest move as an opportunity to have more time to devote to her public speaking, mentoring and coaching. “I love not just sharing my story but also the life lessons I’ve learned along the way through some of the mistakes and challenges I’ve faced,” she adds. “I also want to show other girls and women they can do it as well.” WorldSkills is considered the largest global trades and skills competition in which Louise won first place in Australia in 2016, eventually achieving fourth at the world finals held in Abu Dhabi in 2017. Louise has since progressed to becoming Chief Judge for the Heavy Vehicle technician category for the 2021 event scheduled for Perth in August 2021. Louise is the youngest in the judging team. “I’m really proud of them. There is a lot of diversity within the team including one other female and a few people are from non- Australian backgrounds. There’s a significant age range and the fact we can work together as a team, I just love it!” During her mid-teens Louise says she went through a phase where she thought being a tomboy was the only way she could be a mechanic. A lot has changed and while she still enjoys such pursuits as four-wheel driving and riding dirt bikes, Louise manages to retain a high degree of femininity. “I also enjoy dressing up, doing my hair and my makeup, and getting my nails done,” she says. p r i m em over m a g . c o m . a u

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Intelligent transport systems have done much to alter the way heavy vehicles now operate and play a critical role in enhancing safety across the industry. Advances in software, wireless inventory devices, and sensors that can monitor alertness are revolutionising what it means to drive a truck and manage a fleet. Lighting electronics WHENsystems, THE GOING GETS TOUGH, and the aftermarket for heavy vehicles is now TRUCKIES KEEP serious business for operators who need to EVERYONE GOING. know their equipment is working at optimal levels in all kind of conditions. Lighting inside and out of the cab can minimise distraction glare, enhance night driving or illuminate terrain and yards for deliveries and assist with truck hook-up and pre-trip checks. This means headlamps, stop lights, tail lights, clearance lights and indicators are all crucial components in ensuring freight and driver arrive safely and secure at their destintion. Get involved in our May edition to have your sensor or lighting solution exposed as part of our latest industry showcase in time for the Brisbane Truck Show. Contact us on 1300 134 205 or visit Shell.com.au/Rimula to find out more about Shell Rimula and the range of transport lubricants to ensure your fleet keeps going when the going gets tough.

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Industry Fleet: Legend Logistics Feature: MAN Choice Programme Showcase: Rental, Leasing & Finance Personality: Sam Suda

Innovation Fleet: Metro Skips Technology: Borg Test Drive: Kenworth T410SAR Delivery: Stoddart Group

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AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

www.deliverymagazine.com.au ISSUE 94 MAR 2021

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CONTENTS

Welcome to Delivery…

68 DELIVERY NEWS

66 LATEST FROM THE INDUSTRY RIDING SHOTGUN

68 THE GROW-BETWEEN Building supplies specialist, Stoddart Group, is growing nationwide. To ensure ultimate reliability its site supervisors rely exclusively on Isuzu Ute Australia.

FINAL MILE

70 TICKET TO RIDE A stalwart of the Mercedes-Benz commercial van stable, the 2021 Vito range gets a notable new look and additional safety upgrades.

72 ASK AN EXPERT Peugeot is a major brand in the European van market regarded for its detailed engineering. The latest Expert has arrived in Australia with high tech options and an impressive fuel economy.

FUTURE TENSE

74 ELECTRIC AVENUE For General Motors last mile delivery is viewed as the future of the business and recent announcements suggest that the future is very much now. 64

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A recent announcement made by the US Government that it was committed to replacing its entire fleet of combustion engine vehicles – some 650,000 units – with electric vehicles manufactured in the US is a stroke of good fortune for the fledgling EV industry as well as senators. Tesla stock options at $640 a share were summarily snapped up by insiders, one of which is married to the Speaker of the House. They are valued as much as $838 now. What immediate impact this will have on the automotive sector remains to be seen although the recently timed announcement by General Motors that it was transitioning its entire business to a carbon neutral model by 2035 has not gone unnoticed locally. In Australia the announcement attracted the ire of Electric Vehicle Council Chief Executive, Behyad Jafari who said the move by GM emphasised how out of step Australia was with the rest of the world on electric vehicles. “It’s no coincidence that GM decided to pull out of Australia shortly before making this announcement,” he said. Not one to miss his chance to draw a long bow, Jafari projected that GM had all but written-off Australia as a low priority nation for its all-electric future. “Not only are we one of the only countries not to enforce fuel efficiency standards, we are the only nation proposing brand new punitive taxes on electric vehicles instead incentives,” he said. His demands did not end there. It was up to our politicians to start investing in the transition to electric vehicles before “it’s too late.” Notwithstanding the oft used rhetoric invoked by renewable zealots employing blackmail via countdown, the idea that public servants should stimulate private enterprise to this extent is nothing new in a liberal democracy where governments and corporations are enjoined primarly to serve markets rather than an electorate. See above for explication. Thankfully there are still entrepreneurs, as you will discover in these pages, willing to back-in their expertise without asking government to put their hand on the scales. To paraphrase the old ghost in the wheatfield, if you build it they will come...

Success stands out. The new Vito. With a sophisticated style upgrade and a suite of improved tech and safety features, the new-look Vito delivers an unmissable message - your business means business. Contact your local Mercedes-Benz Vans retailer to book a test drive today.

NEWS

BHP TRIALS FULLY ELECTRIC TOYOTA LANDCRUISER UTE

BHP tests the electric Toyota Landcruiser 70 Series ute.

Toyota Australia has developed a fully electric LandCruiser 70 Series singlecab ute which is on trial at a BHP mine site in Western Australia. The conversion was done by Toyota Australia’s product planning and development division in

Port Melbourne. The vehicle, which is being trialled in an underground mining capacity at BHP’s Nickel West mine in WA, operates on battery power alone and therefore, unlike a hybrid, does not require any fossil fuel to run.

Toyota Australia President and CEO, Matthew Callachor, said the trial was another step by the company towards a zero emissions future. “BHP and Toyota have built a strong relationship over the last 20 years and this project is a great testament to how we can work together as leading companies in our respective fields to change the future,” he said. Edgar Basto, BHP – President Minerals Australia, said the partnership was another important step in the mining giant’s ongoing studies into how it can reduce the emissions intensity of its light vehicle fleet. “Reducing our reliance on diesel at our operations will help achieve our medium-term target of reducing operational emissions by 30 per cent by 2030,” he said.

VACCINE ROLLOUT CHALLENGES FORESEEN IN LAST MILE LOGISTICS Administration and delivery of vaccines will provide major obstacles in remote areas according to an associate professor at RMIT. Director of the Global Transport and Logistics Research Group Victor Gekara believes serious consideration will need to be given to the location of distribution centres particularly in remote, regional and isolated areas in regard to points of vaccine administration. “The biggest challenge regarding the transportation and distribution of the vaccine will be in the last mile,” he said. Under the Federal Government strategy Australians will receive the AstraZeneca vaccine developed in partnership with Oxford University, which is going to be manufactured locally. At present the Pfizer Biotech drug made in the US and Belgium is not yet approved in Australia. However, it’s likely to be the first COVID-19 vaccine to clear the Therapeutic Goods Administration’s approval process as it will be made available earlier albeit in a limited supply. 66

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To date, initial clinical trials report an efficacy of 95 per cent and Australia has 10 million doses on order. But the rollout logistically is further complicated by the fact that both the Pfizer and AstraZeneca vaccines require two doses which are administered about three weeks apart. Gekara, who has completed a PHD in international political economy, anticipates there will likely be issues in administering the COVID-19 vaccine outside of metropolitan zones despite broader regional areas commonly having low level cases or near no cases across Australia. “Resourcing the logistics of transportation, delivery and storage during this The new vaccines challenge delivery as they require two doses administered three weeks apart.

period is therefore another important consideration,” he said. “Logistically this is a very delicate operation. The different vaccines require different storage and transportation conditions, so it is a question of how we organise the logistics in such a way that the vaccines are transported, handled and delivered to each destination without compromising their integrity. “If indeed the effectiveness of the vaccines lasts six to 12 months, then we are in for a long and delicate logistical journey. The government needs to consider establishing permanent infrastructure for the long term.”

RENAULT LAUNCHES NEW ERA WITH NOUVELLE VAGUE

Dacia Bigster concept.

Automotive giant Groupe Renault has previewed its transition from a car company working with tech to a tech company working with cars. The company recently lifted the veil on its next five years as it gave industry a glimpse beyond 2025 and launched ‘Nouvelle Vague’ (French for New Wave) as part of its plans to become a clean energy brand embracing the changes in the automotive market. The strategy is based on leveraging the current Group’s industrial assets and electric leadership in Europe, as it purportedly moves from volumes to value. Renault will sustain its leadership in the energy transition through electrified

& hydrogen solution, offering what it describes as the greenest mix in Europe by 2025. As for technology, Renault will leverage the “Software République”, an open ecosystem dedicated to software, data, cybersecurity and microelectronics. This will fuel the Renault line-up with connected services. Value will come from a better mix distribution in favor of the C-segment or wagon type SUVs, the development of cutting-edge technologies and new lifecycle business opportunities. A newly created Dacia-Lada business unit, is anticipated to boost the Group’s efficiency and competitiveness, while going beyond its perimeter in terms of products. Part of this was a presentation unveiling the Dacia Bigster Concept, a roomy, robust 4.6 metre SUV described as having no more, no less than the essential. By 2023, the Group aims to reach more than 3 per cent group operating margin, budgeted at $4.6 billion of cumulative automotive operational free cash flow (2021-23) and lower investments (R&D and capex) to about 8 per cent of revenues.

In 2025, the Group plans on having at least a 5 per cent operating margin. The Renaulution plan will ensure the Group’s sustainable profitability while keeping on track with its Zero Co2 footprint commitment in Europe by 2050. According to Luca de Meo, CEO Groupe Renault, Nouvelle Vague is about more than just turnaround, but rather a profound transformation of its busines model. “We’ve set steady, healthy foundations for our performance,” he said. “We’ve streamlined our operations starting with engineering, adjusting our size when required, reallocating our resources in high-potential products and technologies. This boosted efficiency will fuel our future line-up: tech-infused, electrified and competitive. And this will feed our brands’ strength, each with their own clear, differentiated territories; responsible for their profitability and customer satisfaction. “We’ll move from a car company working with tech to a tech company working with cars,” said de Meo.

MAJOR MERGER MAKES STELLANTIS FOURTH BIGGEST AUTOMAKER IN THE WORLD Fiat Chrysler and PSA Group have merged to form Stellantis. The new company which will be headquartered in Amsterdam will stable the Dodge, Jeep, Alfa Romeo, Chrysler, Fiat, Maserati, Citroen, Peugeot and Vauxhall brands, among others, making it the fourth largest automaker in the world on volume and likely the thirdbiggest according to revenue projections. In total Stellantis now represents 14 different car brands and will hold operations in France, Italy and the United States. The $US52 billion merger between PSA Group and Fiat Chrysler, which is expected to save both companies a short term forecast of $US6.1 billion, was first mooted in October of 2019 but fell victim to changing market conditions resultant from the COVID-19 pandemic. On 4 January 2021, the merger was confirmed

following shareholder approval from both companies before the deal was completed on 16 January 2021. One key area of focus for the new company is electrification, and the number of electrified vehicles in its lineup will meet what the auto industry anticipates as being a seismic shift in consumer demand. Every new model the company launches from now until 2025 will offer “one electrified model for every newly launched global model.” Stellantis currently offers 29 electrified vehicles on the market—including both fully electric and hybrid vehicles. By 2021 this is projected to jump to 39. Under the plan, Jeep will electrify its entire line up. In the delivery segment a plug-in hybrid Chrysler Pacifica minivan will launch while plans for a Ram 1500 pickup with a mild

Citroen electric vans will be part of Stellantis.

hybrid system are already underway. According to former CEO of PSA Group and new Stellantis CEO Carlos Tavares, the merger would add 25 billion euros in value to shareholders over the coming years due to projected cost cuts he said in a virtual launch. “All of our employees and our management teams are totally focused on the value creation that is embedded on the merger of FCA-PSA and the creation of Stellantis,” he said. d el i ver ym aga z ine . c o m . a u

RIDING SHOTGUN

THE GROWBETWEEN

Building supplies specialist, Stoddart Group, is growing nationwide. To ensure ultimate reliability its site supervisors rely exclusively on Isuzu Ute Australia.

Kate Maguire, Jon Stoddart, Nick Cook. 68

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uilding supplier Stoddarts operates by a motto: it is the often unseen ever-present backbone of the construction of a new home. The company offers essential product lines in residential construction such as roofing, cladding, eaves, gutters and fascias throughout Australia. Its branches have a strong presence in regional areas and as of this month Stoddarts has expanded into Western Australia, which means it now services every state of mainland Australia. Isuzu Ute Australia remains the vehicle

supplier of choice, with over 300 of its utes delivered to Stoddards since 2011. These are mainly assigned to company building supervisors, who access work sites and transport a basic payload of ladders, hand tools and additional stock when it is needed. After experiencing ongoing issues in the past with other manufacturers of utility vehicles, Stoddarts tested the waters with a 2011 D-Max, the first Isuzu model it hitherto had trialled. That resulted in an order of an additional 241 units of just that model alone. The company has since converted the entire fleet to D-Max, a process, subject to terms of leasing, which took three years in total to complete. That decision has already been vindicated with the improved reliability and servicing the company now gets according to Jon Stoddart, Governing Director Stoddart Group. “Isuzu utes just never stop. If we need something fixed it’s easy to repair,” he says. “We found Isuzu to be more costeffective than what we’d used in the past. Their reliability and their serviceability, everything about them has proven it to be a better vehicle for us.” In January of this year, Stoddart Group placed an order of 67 2021 Isuzu D-Max SX Crew Cab Chassis Auto 4x2 for its national fleet. These have been scheduled for delivery across April-June. The business prefers to order dual cabs for additional comfort and space for supervisors as it allows them to secure tools safely in back of the vehicle. Getting on site and off it, as conditions are always changing during a build, needs to be easy. The high clearance of the Isuzu vehicles is another advantage. Fleets of this nature must also balance commercial application with domestic viabilities. For many of Stoddarts’ staff these vehicles will need to fit into the routine of family life. Recent upgrades in fuel economy made to the all new D-Max are complemented by enhancements in drivability, thanks in large part to pinpoint electric steering and the standard inclusion of an Intelligent Driver Assistance System. It’s also the first vehicle in Australia to achieve a 5-star

Jon Stoddart behind the wheel of an Isuzu D-Max.

rating across the range against the new rigorous testing criteria introduced by ANCAP. At present, the residential construction market is booming across the country. The only challenge for the business when it comes to the vehicles is getting enough supply, with COVID-19 disruptions still impacting supply chains globally. Even so, Jon estimates the company is currently experiencing unparalleled growth not seen since prior to the Global Financial Crisis. Federal grants and incentives to encourage new home buyers has helped kickstart residential projects while lockdowns have also been a major factor as people have seen it necessary to upgrade their homes. Meanwhile, there has been a seismic shift in demand from consumers who are making the move away from cities. “Units have become less attractive along with contained urban living and so people are moving into more standalone housing,” says Jon. “That’s pushed a lot of growth and I think that’s going to continue. We’re flat chat.” Jon and his team project the housing boom will sustain itself even as late as mid-2022. The company, at the minute, is experiencing record growth unlike anything he has seen in his 40-year history in the business. The business was founded in 1959 by Jon’s father Tom Stoddart and his brother d el i ver ym aga z ine . c o m . a u

RIDING SHOTGUN

Jon at the company’s Brisbane head office in Darra.

Albert, as a steel fabrication manufacturer, specialising mainly in hot water systems and urinals. In the late ‘70s the company changed its product focus, by moving, with immediate results, into the residential building market and namely a metal fascia using a new supply and install model. By the 1990s, with Jon assuming the mantle of Director, the company partnered with BlueScope. That began the dawn of a new era in which Stoddart Group began to broaden its product line, starting with a new roofing arm followed by revenue streams dedicated to steel framing and renewable energy. It now employs 500 full time staff and around 3000 full time contractors. In 1990 the business was turning over $20 million. This year it will turn over $350 million. The opening of its first branch in Western Australia, in which Jon envisages needing additional Isuzu vehicles, is one of several recent developments coming into effect at the business, where innovation undergirds its evolution. A Research and Development team, for instance, is charged with understanding where the industry will be in the next two or three years. “Part of the company ethos is asking the question ‘what is the future of building in Australia?’” Jon says. “Our R&D team is constantly looking at where the residential 70

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housing market is headed and how are we going to service our customers in the future.” Such a mandate, in which there is an onus placed on future industry developments, keeps producing on many fronts. A new contract with Knauf Australia, one of the biggest plasterboard manufacturers in the world, has required Stoddarts specialise some of the D-Max vehicles more recently added to the fleet, so as to better carry the new inventory on site. A different configuration of some of the utes, according to Jon, will now be necessary. Although Knauf have worked with smaller suppliers in the past, Stoddarts is the first national company they have awarded an account to in Australia. “That has led to a lot of growth within our business and enables a lot of future growth as well,” says Jon. “That requires a different racking solution to transport and service that product line for the client.” In 2019, the company conceived Lock Up, where a builder sets down the concrete slab for Stoddarts and 12 days later they will deliver a completed locked up house. This involves erecting a standard frame, with fascia and gutter, and roof, eaves, external cladding, internal cladding and garage door before its given back. It was launched 18 months ago as a slow

burn project to get it up and running in Queensland. They are at present looking at expanding it nationally. Stoddarts, what’s more, has commenced supplying EV chargers for builders to integrate as part of house construction. In addition to fitting the solar product on the house, Stoddarts will also supply and install an EV charger, at a low price, in anticipation of changes the team foresees in relation to the uptake of electric vehicles. Jon expects it to be widespread eventually. “We believe electric vehicles will take off and future proofing houses is about starting to put EV chargers in those houses,” he says. “Hopefully Isuzu will bring out an electric ute soon.” Should the Japanese automaker announce it was launching one in the near future, Stoddarts, having ordered well over 300 D-Max models over the last decade, would be favourite to acquire the first of the series. “Isuzu have been great. They’ve done a lot to help us with promotions,” Jon says. “If I had to specify one thing they do better than anyone that would be reliability. It can’t be underestimated how important that is to a business like ours. If the vehicle is due a service its easily fixed. Maintenance is easy. They have spare parts. Everything is there if you need to get it done.”

WORK-LIFE BALANCE

WORK YOUR OWN WAY IN THE ISUZU D-MAX & MU-X. The Isuzu D-MAX ute and 7-seat MU-X SUV are perfect for any job and any adventure. With the legendary Isuzu 3-litre turbo diesel engine, an intuitive 6-speed transmission and a 5-star ANCAP safety rating across the entire range. Coupled with 4x4 Terrain Command and outstanding towing capacity, the D-MAX and MU-X have everything you need for your next work trip or weekend escape.

ISUZU UTE

^6 years/150,000km (whichever occurs first), for Isuzu UTE Vehicles with a Warranty Start Date on or after 1/1/19. Excludes trays & accessories. <The Roadside Assistance Program (“RSA Program”) provides Coverage to RSA Eligible Vehicles with a Warranty Start Date on or after 1/9/20 for a maximum of 7 years (unlimited kilometres). Initial 13 months Coverage provided from the Warranty Start Date. The Coverage will be reset for another 13 months from each date that a Participating Isuzu UTE Dealer conducts a Scheduled Service on the vehicle. For full terms & conditions visit isuzuute.com.au/roadside-assistance-disclaimer. >The Capped Price Servicing Program (“CPS Program”) applies to CPS Eligible Vehicles at Participating Isuzu UTE Dealers only. For 19MY & later vehicle models, the Capped Price Servicing covers the first 7 Scheduled Services for up to 7 years/105,000km (whichever occurs first). CPS Program is subject to change. For full terms & conditions, current pricing & model eligibility visit isuzuute.com.au/service-plus-disclaimer.

FINAL MILE

TICKET TO RIDE A new look and additional safety have been added to the 2021 Mercedes-Benz Vito range.

he new 2021 MercedesBenz Vito can be identified from its predecessor by its restyled grille and underneath its skin the versatile van has been extensively updated with additional safety features as standard equipment and an enhanced interior including new infotainment systems. Active Brake Assist is standard across the entire range and can detect the risk of a collision, initially providing visual and audible warnings and if

the driver doesn’t react, the system provides support with active braking functions. In urban traffic, Active Brake Assist also reacts to stationary obstacles or crossing pedestrians. DISTRONIC is available in the Vito range for the first time and is an active cruise control which can maintain a driver selected distance from the vehicle ahead, not just in freeway conditions, but also in stop-start traffic, taking away much of the stress associated with driving commercial

vehicles in built up areas. The Vito’s digital inside mirror is unique in the van segment and displays an image from the high definition camera located in the rear window and can be viewed the same way as a conventional mirror. The advantage is it provides a full field of rearward vision even if items in the cargo compartment are blocking the rear window. The interior of the Vito has been revised using ‘Caluma’ fabric on items

DISTRONIC is available for the first time in the Vito range.

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Cargo volumes in Vito van versions now range from 5.5 to 6.6 cubic metres.

including the seats to provide elegant yet robust coverings. The 2021 Vito range receives the new Audio 30 infotainment system, the core of which is its 7-inch touchscreen with smartphone integration via Apple Carplay and Android Auto. The screen also serves as the monitor for the improved reversing camera which is standard across the new Vito range. A Bluetooth interface enables audio streaming and hand-free phone functions, and a USB port is provided to keep phones and tablets charged. The available technology includes the Intelligent Light System (ILS) which is standard on the Vito 119 models and is also available as an option across the rest of the range. The ILS reacts adaptively to the visibility conditions and adjusts the light distribution and range to the respective traffic situation by actuating low beam, partial high beam or full high beam. Mercedes-Benz have rationalised the model line up to provide some reduced complexity, with the emphasis now on power and carrying capacity. Short, medium and long wheelbase models are available in a number of combinations. The previous model Vito 114 CDI with engine specs of 100kW/330Nm is no longer available, leading to the more powerful (120kW/380Nm) Vito 116 CDI likely to

be the predominate engine choice. The ‘entry level’ front wheel drive Vito 111 CDI is powered by a 1.6 litre 84kW/270Nm engine driving through a six speed manual gearbox. The various models of the ‘up range’ 116 CDI and 119 CDI are all rear wheel drive and powered by a 2.0 litre engine providing 120kW/380Nm in the 116 CDI, or 140kW/440Nm in the 119 CDI models. All of the two litre engines drive through the seven speed 7G-TRONIC automatic transmission. Cargo volumes in the van versions of

the Vito range from 5.5 to 6.6 cubic metres, while the Crew Cabs with their dual row seating arrangements can still hold 3.6 or 4.1 cubic metres dependent upon the wheelbase. The Vito Crew Cab models have the ability to carry up to six people, and the Valente people mover from the 116 CDI range can accommodate eight people in typical Mercedes-Benz style comfort. The exterior appearance of the new Vito now includes an expanded selection of available paint colours including the hyacinth red metallic finish popular on Mercedes-Benz passenger cars. There is also the option for a striking steel blue paint finish. Customers are able to choose from a number of new wheel designs including a ten spoke 19-inch rim painted in black with a high-sheen finish, as well as two 18-inch wheel designs, one with a five twin-spoke design in grey with a high-sheen finish and another with a five spoke design in black also with a high-sheen finish. Black finished alloy wheels with 17inch diameters have been added to the range of available equipment. The 17-inch variant is designed in such a way that it offers improved vehicle aerodynamics.

Hyacinth red metallic finish is now available as one of the Vito paint selections. d el i ver ym aga z ine . c o m . a u

FINAL MILE

ASK AN EXPERT

Peugeot is a major brand in the European van market and the latest Expert has arrived in Australia.

n markets outside Australia, the Peugeot Expert is also known as the Citroën Dispatch, the Fiat Scudo, the Peugeot Traveller and the Toyota ProAce and due to Peugeot and Fiat-Chrysler merging globally earlier in 2021 to form a new entity known as Stellantis, we can probably expect more similar badge engineering in the future. The Peugeot Expert and its other French-built siblings utilise the new EMP2 modular platform which features McPherson style front suspension and a coil spring/trailing arm rear suspension to provide a ride and driving experience more akin to a SUV than a commercial vehicle. On the test vehicle this ‘unvan-like’ persona is accentuated by the paddle shift levers on the steering wheel which control the eight speed automatic 74

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transmission when the ‘manual’ button is selected. The basic transmission functions are selected using a rotary dial-type switch located where the shifter would be on manual versions. The modular platform has the engine mounted in a relatively low position, contributing to the Expert’s low centre of gravity and stable handling. The clever design incorporating the low floor also provides maximum load volume while retaining a 1.9 metre maximum vehicle height to permit access to multi-level car parks. The Expert has a high-level technology package as standard equipment including safety and driving assistance features such as Adaptive Cruise Control with a programmable speed limiter, Blind Spot Monitoring and Autonomous

Emergency Braking. Automatic lights and wipers are also standard inclusions. The Expert’s Mirror Screen feature allows the convenient connection of a smartphone via a USB port which allows the phone’s apps to appear and be accessed directly on the centre mounted seven-inch touchscreen. The touch screen also is the display for the multiple media functions including Apple Carplay and Adroid Auto as well as Bluetooth phone connections. The Expert has a range of selfpreservation features including automatic fold-in mirrors, front and rear parking sensors and a high resolution panoramic reversing camera which also shows an overhead view. Three diesel engines are available, from a 1.6 litre producing 85kW/300Nm

through to a 2.0 litre with 130kW/400Nm which is only available with the ‘Long’ body and with an automatic transmission. Our ‘Standard’ length test vehicle features the 110kW/370Nm version of the 2.0 litre. All engines meet Euro 6 emission standards through the use of a Diesel Particulate Filter and a Supplementary Catalytic Reduction system using AdBlue after-treatment. The AdBlue tank holds 22.4 litres which should be sufficient for up to 15,000 kilometres of driving. The automatic transmission drives through the front wheels and the multitude of ratios contributes to fuel efficiency and helps make the engine braking effective. The Long body version has a floor length of 2,862mm and a cargo volume of 6.6 cubic metres while the Standard length Expert used for our road test is 2512mm long and can handle 5.8 cubic metres. Both models are on the same 3725mm wheelbase and are 1636mm wide with 1255mm between the rear wheel housings, allowing both the Long and the Standard to fit two 1165mm-square standard Australian pallets. Maximum payloads of 1,300kg are specified for both and the turning circle is a nimble (for a front wheel drive) 12.4 metres. Peugeot’s lift up ‘Moduwork’ bench passenger seat, in conjunction with the hatch door on the passenger side of the standard bulkhead separating the cargo and occupant areas, can add more than a metre to the maximum load length of items being transported such as timber, pipe, floor coverings or even ladders. The ‘Moduwork’ seating also features an insulated storage bin under the centre seat squab and a practical swivelling table with a tablet restraining strap which folds down out of the back of the centre seat. Sliding doors on both sides are standard and the rear doors can be opened to 180 degrees to permit forklift access. The walls and doors of the cargo compartment are lined to half height with a protective fibreboard type material and there are plenty of convenient D-shaped restraint anchor points including one

in the passenger foot well for when the extra cargo length is used. The steel bulkhead which separates the driver/passenger compartment from the cargo hold contributes to the low noise levels in the cab and maximises the efficiency of the air conditioning system but does limit the amount of aft seat adjustment. The driver’s seat has a mechanism to adjust its height and a comfortable position can be readily achieved for most drivers. Cost of operation of the Expert is kept down due to service intervals of 20,000

kilometres or 12 months. According to the Expert’s trip computer, during our 450 kilometre test we managed to average 6.6 litres per 100 kilometres in various circumstances and loadings, which is very close to the 6.4 litres per 100k claimed by Peugeot on the combined cycle. The medium van market is populated by high tech vehicles such as the Peugeot Expert, which, thanks to their detailed engineering and high production numbers, are very much fit for purpose.

Rear doors can be opened to 180 degrees to permit forklift access.

The standard length Expert is 2512mm long and offers 5.8 cubic metres storage.

d el i ver ym aga z ine . c o m . a u

FUTURE TENSE

ELECTRIC AVENUE

For General Motors last mile delivery is viewed as the future of the business and recent announcements suggest that future is very much now.

rior to announcing its lofty plans to go completely electric by 2035, General Motors provided the international market a previw of where it was headed with the unveiling of its new battery-powered delivery vehicle the EV600. Purpose-built for the delivery of goods and services over long range, the electric light commercial vehicle reportedly combines zero-emissions driving with a range of advanced safety and convenience features more common in consumer electric vehicles. Targeted to have an estimated range of up to 250 miles on a full charge, the EV600 is powered by GM’s Ultium battery system which has a peak charge rate of up to 170 miles of EV range per hour via 120kW DC fast charging according to the automaker. It will also feature front sliding pocket doors, wide cabin walkways, and a large auto-open cargo bulkhead. A cargo area security system with motion sensors is designed to help keep cargo secure. FedEx Express, the first customer to order the EV60, received their vehicles late last year. The EV600 was launched in concert with BrightDrop, a new business that offers an ecosystem of electric first-to-last-mile products, software and services to empower delivery and logistics companies to move goods more efficiently as global lockdowns to virus strains prompt transport businesses to maximise 76

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GM has launched the EV600.

productivity, improve employee safety and freight security and support overall sustainability efforts. BrightDrop expects to make the EV600s available to more customers to order starting in early 2022. The new van joined the EP1, BrightDrop’s first product to market, which was also unveiled. A propulsionassisted electric pallet designed to move cargo short distances, the EP1 will deliver from the vehicle to the customer’s door. Couriers, according to GM, have been shown to handle 25 per cent more packages per day with the EP1s while reducing physical strain during a recently completed pilot program conducted by GM and FedEx Express. “BrightDrop offers a smarter way to deliver goods and services,” said Mary Barra GM Chairman and CEO. “We are building on our significant expertise in electrification, mobility applications, telematics and fleet management, with a new one-stop-shop solution for

commercial customers to move goods in a better, more sustainable way.” GM estimates that by 2025, the combined market opportunity for parcel, food delivery and reverse logistics in the U.S. will be over $US850 billion. To help meet this surge in demand, while reducing the impact on the planet, BrightDrop is developing what GM calls an integrated set of solutions to help improve almost every aspect of first-to-last-mile delivery. The EP1 and EV600 are only the beginning according to BrightDrop. It will continue to grow its product offerings over time to include a portfolio of integrated, zeroemissions products to help drive further efficiencies and address emerging customer needs. A number of concepts are being explored, such as a medium-distance solution that transports multiple EP1s, and a rapid load delivery vehicle concept. BrightDrop will initially serve customers in the U.S. and Canada.

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE

European and American views of the road

PETER HART

his article is about the driver’s ability to see the road and see other road users. Having a good view is a basic safety requirement. Our design rules do not deliver a safe view around most trucks. This is because of the different approaches to road safety that exist in Europe and North America. Australia has come up with rules that allow both approaches. It is time to require better road view for truck drivers either by mirror or camera technologies. Some drivers like flat mirrors and some prefer spherical (curved) mirrors. The trade-off is between the field of vision and the ability of the driver to judge distances. Spherical mirrors distort the scene but provide a wider field of vision. The rearward vision requirements are in Australian Design Rule ADR 14/02, Rear Vision Mirrors. There are two paths through this rule, which are the ‘European path’ and the ‘American path’. Most ADRs have been ‘harmonised’ with the United Nations Regulations (also called the ECE Regulations). ADR 14/02 has been harmonised with UN ECE Regulation 46. I will refer to this as the ‘European path’. To achieve the fields of view specified in this ‘European path’, some mirrors need to be spherical (curved). Because there is a long history of Australian trucks having flat mirrors, an alternative path was provided in ADR 14/02 that could be met using flat mirrors. This path is

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specified in Appendix C of the rule. The field of vision requirements are shown in diagrams. The ‘American path’ It is the ‘American path’. (Appendix C) mirror requirements are I want to convince you that the summarised in Table 2 - There Are No ‘American path’ (Appendix C) in ADR Field of Vision Requirements. 14/02 is inadequate. The reason is that The forward vision requirements are the vision of the road, particularly in a city environment, that the ‘American path’ allows, is poor. Anticipating that flatmirror-loving-drivers will arc-up at this suggestion, I argue that the ‘American path’ should be amended to require Class IV, V and VI mirrors as well as the large main mirror. These additional visibility requirements could also be met using cameras. There are six types of mirrors VicRoads identified in UN ECE R46 interpretation of the (‘the European path’). Table 1 forward field of vision summarises the requirements. requirements. Name of the mirror

Class of mirror

Requirement for a Truck (Category NB or NC)

INTERNAL REAR VISION

Class I

Optional

LARGE MAIN MIRROR

Class II

Compulsory on both sides. The reflectance must be at least 40 per cent. The minimum area is approximately width=17cm x height=20cm. The Main exterior mirror (Class II for a truck) can have a flat surface or a spherical surface. The radius of curvature must be no less than 1200mm.

SMALL MAIN EXTERIOR

Class III

Not permitted.

WIDE ANGLE EXTERIOR

Class IV

Compulsory. To achieve this, the mirror will be convex.

CLOSE-PROXIMITY EXTERIOR

Class V

Compulsory on the passenger side, optional on the driver side. The fieldof-vision requirement is in Figure.

FRONT

Class VI

Compulsory. The field-of-vision requirement is shown in Figure.

ADDITIONAL

Mirrors may have an additional asymmetrical part assuming the main part of the mirror meets the requirements of the rule. The rule is silent about additional mirrors.

Mirror requirements in the ‘European path’ (UN ECE R46 path) in ADR 14/02.

ARTSA TECHNIC AL COLUMN

specified in ADR 42/04 General Safety or in ADR 93/00, Forward Field of Vision. The basic requirement is so weak as to be meaningless. The requirement is that there must be “an adequate view of traffic on either side of the vehicle and in all directions in front of the vehicle to enable the vehicle to be driven with safety”. The ‘European path’ to forward vision is in the optional rule ADR 93/00 and is based upon ECE Regulation 125. It requires that a 1200mm high cylinder of diameter of 300mm that is placed 2m in front of the vehicle be visible to the driver. Few trucks comply with this via direct vision, but all could if a camera system is used. There is a Victorian vehicle standards information bulletin VSI 29 Field of Vision that tried to quantify the forward field of vision requirements. The left illustration shows the VicRoads interpretation. Long bonneted trucks cannot comply with this because the roadway cannot be seen 11m in front of the driver. Trucks with long sun visors cannot comply because there is not visibility to 10o above the horizontal. Police in Victoria have applied these limits, although they are not based on the Australian Design Rules.

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Field of vision of Class V close-proximity mirror.

Field of vision of Class VI front mirror.

The forward vision rules (ADR 42/04 and ADR 93/00) and the rearward vision rule (ADR 14/02) are inadequate because they do not require the road to be adequately visible around the truck. This is particularly true

Name of the mirror

Requirement for a Truck (Category NB or NC)

INTERNAL REAR VISION.

Optional

LARGE MAIN MIRROR – DRIVER SIDE.

Compulsory. The mirror must be flat. The mirror may project 230 mm beyond the point of overall width of the (combination) vehicle provided it can collapse to no more that 150mm beyond the overall width line. The reflectance of the surface must be at least 35 per cent. The minimum area of the reflection surface is 150 cm2. There is no field-of-vision requirement. It is difficult to meet the European requirements using a flat mirror.

LARGE MAIN MIRROR – PASSENGER SIDE.

Compulsory. The mirror may be flat or curved. The average radius of curvature must be at least 1200mm. Each mirror may project 230 mm beyond the point of overall width of the (combination) vehicle provided it can be collapsed to no more that 150mm beyond the overall width line. There is no field-of-vision requirement.

ADDITIONAL MIRRORS

Additional mirrors are allowed if they do not protrude outside the limits that are mentioned above.

Mirror requirements in the Appendix C path (‘American path’).

for long-bonneted trucks. Camera technology now exists that can provide the driver with a wrap-around view of the space in front of, and to the sides of the truck cabin. This should be mandated. Currently, other road users are vulnerable when they are in these spaces. ADR 42 General Safety specifies that an image on a visual display screen must not be visible to the driver unless the image is a driver’s aid. The rule allows an external image to the front, side or rear of the vehicle to be displayed, assuming it aids the driver to see objects relevant to vehicle safety. The image might be for example, an infra-red (thermal) image. There is an urgent need to improve the driver’s view of the road close to some trucks, both in front and to the rear. The ‘American path’ to road vision is inadequate. Camera technology could be used to improve the view. Changes to the rules are needed! Dr. Peter Hart, ARTSA p r i m em over m a g . c o m . a u

INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

SAL PETROCCITTO

ow to safely manage individual driver fatigue continues to be one of the most important challenges for the heavy vehicle industry and governments. Fatigue is one of the fatal five for a reason, with evidence from state authorities suggesting that around 20-30 per cent of all fatal and severe crashes involves fatigue. Well-rested drivers are safer drivers and while the only cure for fatigue is sleep, there are several strategies that can help minimise fatigue risks. Currently, that means limiting driving hours and adhering to set rest breaks, with mandated work and rest hours the accepted practice in the heavy vehicle industry for many years, both here and overseas. The reality, however, is that every single person is affected by fatigue differently, with things like age, sleeping patterns and even diet contributing to the different impacts. Therefore, the focus needs to be on a driver’s fitness to drive. At joint NHVR and industry fatigue safety forums held over the last two years, it has been identified that within the current fatigue regime being compliant with the laws can be unsafe, while being non-compliant can be safe. So, while measuring work and rest hours serves a safety function, it is still largely a proxy measure, in the absence of more accurate 80

m a r ch 2021

Technology essential to better fatigue safety outcomes tools to manage individual driver fatigue safety risks. Additionally, there’s no getting around that the current practices are overly prescriptive and making things simpler is a priority for the regulator. We think that properly leveraging technology is a key factor to better management of fatigue. Better management means less crashes and safer roads for everyone. That’s why encouraging the uptake of Fatigue and Distraction Detection Technology (FDDT) is a core focus for the NHVR and an area we are pursuing strongly through the review of the Heavy Vehicle National Law. In an NHVR study of more than 80 operators and drivers who use the technology, there was unanimous support that FDDT has the potential to revolutionise how fatigue is managed. The obvious benefits of the technology are to alert drivers to the imminent fatigue risk and potentially prevent incidents before they occur. There are, however, far greater longer-term benefits in providing the ability for operators and drivers to have honest discussions about individual fatigue patterns and adjusting driving schedules when a driver is most fit to be on the road. Making accessing FDDT easier and lowering the regulatory burden is something we know industry is calling out for. But

The NHVR will commence a pilot program with 12 operators using FDDT.

NATIONAL HEAVY VEHICLE REGULATOR | INSIGHT

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we must do it without compromising safety. To get the ball rolling, we’ll soon be starting a pilot involving 12 operators to compare safety outcomes before, during and after the use of FDDT devices. This pilot will test whether we can make the work and rest rules more flexible to enable drivers to stop and rest when they actually require a break. Working closely with industry, we’ve developed best practice guidelines for operators and put in place specialist enforcement practices. Participants will trial these devices for a period of 12 months, and we will then compare safety data to the preceding 12 months. We’re hopeful that through this trial we will see the safety and productivity benefits of FDDT in a real-life operational setting. Now this is a big shift, and something that has come about through a very strong collaboration with industry. The Australian heavy vehicle industry has shown an enormous capacity over many years to invent, trial and embrace new technologies, particularly when it leads to greater safety or productivity benefits. This trial is the next step on this journey, with strong collaboration critical to a simpler, safer fatigue management system. Sal Petroccitto, CEO, NVHR p r i m em over m a g . c o m . a u

INSIGHT | HHTS COLUMN

An industry shift in understanding mental health and wellbeing BELINDA FLYNN

n an industry level, best practice approaches for managing mental health and overall wellbeing have become better understood in recent years. There has been a communal shift in attitude among our industry leaders as well as frontline logistics and supply chain workers. Positively, people have become more open to the way they feel and starting a conversation around mental health, asking the question R U OK?, thus it’s significance within the community is better understood. While employers have a shared responsibility to address it, the collective industry have the ability to really drive change. From a Qube perspective, the fundamental aspect of support provided to our workers is to create a culture where each individual feels safe and included to openly discuss mental health within the workplace, whether that be challenges they’re facing in life or identifying ways to improve psychological safety across the business. Qube’s Group Manager of Health Wellbeing, Joe Toohey places emphasis on the understanding that just like physical health, everyone has mental health. It’s a continuum and depending on what is happening in a person’s life, translates to where they sit on that continuum. The ability to cope with certain situations in life will depend on the individual and is not always like 82

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for like. Coming to work is a significant part of someone’s life. It’s a part of their identity. As an industry we all need to work together to normalise discussions around healthy workplace environments. Having been in the industry for almost 20 years, I have a strong view that optimal health and wellbeing outcomes can only be achieved where there is a genuine and concerted effort to drive positive change from the top down. For mental health initiatives in particular, success needs to involve equal engagement from all levels of an organisation. Particularly, when leaders are willing to show vulnerability and share personal stories, the potential to develop safe and judgment-free environments increases significantly. At Qube, we are committed to equipping all employees with the necessary tools to help manage mental health both at work and at home. These tools are developed through mental health information sessions and workshops as well as our involvement with the Healthy Heads in Trucks & Sheds (HHTS) Foundation through our Ambassador Campaign. We have HHTS Ambassadors throughout the Qube group who act as mental health advocates from the operations level. While there has been a shift towards better understanding mental health and wellbeing, as an industry we should be aspiring to ensure there’s no separation between health and safety, and that going forward the holistic health of our workforce is prioritised and managed to the same standard of safety. The Safety component of Health and Safety, has always had more of a focus than Health,

particularly within our industry. It’s not as easy to prioritise health as it is with safety because it’s interpersonal and not always black and white. SuperFriend reports that 44.8 per cent of workers in our industry experience a mental health condition. Change is necessary and HHTS, as a single national approach, provides an effective mechanism. We should be sharing resources and learnings with our competitors and stakeholders. There are no secrets with mental health. Through HHTS we are able to come together to facilitate change. Many smaller companies within the logistics and supply chain sector don’t have easy access to wellbeing resources and they have just as significant a risk to mental health challenges as workers in larger organisations. A national approach assists workers and operators across all of industry gain support, regardless of size or scale. From a Qube perspective, our core function is to provide integrated supply chain solutions. We are not expert medical professionals or organisational psychologists. We see HHTS as being that expert; an umbrella body who understand the industry and the challenges our workers face within the supply chain. Qube is committed to the continual improvement of mental health and overall wellbeing within our industry. A shift in work culture and the realisation of positive outcomes is achievable through our work with HHTS. Belinda Flynn, Health & Sustainability General Manager, Qube

AUSTRALIAN LOGISTICS COUNCIL | INSIGHT

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National operator standard key to improving safety and future planning initiatives KIRK CONINGHAM

or an industry that is heavily reliant on the transport and tracing of deliveries and goods there has been a lack of leadership from government driving a cohesive national approach to the capturing, interpretation, and application of learnings of data to improve economic outcomes for industry and community. Finally, the calls for better transparency and sharing of data to improve infrastructure planning and safety are gaining traction within the industry. ALC recently provided the National Transport Commission with its response to the Consultation Regulatory Impact Statement it has published as part of a long running review of the Heavy Vehicle National Law (HVNL) on behalf of Australian governments. ALC took the opportunity to promote the concept of the adoption of a national operator standard. ALC has noted that few operators are enrolled in the heavy vehicle accreditation schemes currently operating in Australia. Recent figures also reveal that: • D uring the 12 months to the end of September 2020, 162people died from crashes involving heavy trucks. These included 95 deaths involving articulated trucks and 70 deaths involving heavy rigid trucks • T hose fatal crashes involving heavy trucks decreased by 9.5 per cent compared with the corresponding

period one year earlier and decreased by an average of 4.2 per cent per year over the three years to September 2020. Whilst the numbers have encouragingly decreased, this is likely due to a lesser number of vehicles on the road overall during COVID. It still constitutes far too many deaths. ALC believes heavy vehicle safety would be improved if the HVNL adopted a National Operating Standard with the following elements: 1. C reating a list of operators for the National Heavy Vehicle Regulator Operators would identify who is operating a heavy vehicle and where it is garaged. This basic information will assist the NHVR in regulating the heavy vehicle fleet. 2. M aking safety management systems mandatory Operators would also have to maintain a safety management system (SMS) meeting specified standards contained in the HVNL. Safety management systems are a well-known tool designed to manage workplace safety. For the purposes of the HVNL, the Standards should ensure that an operator has a system compliant under the Master Code of Practice made under the HVNL. This would provide: • T he community with the greatest source of assurance that an operator has in place systems that should lead to a business that is operating safety; and • A common basis against which safety audits can be conducted, as opposed to the current situation where operators having to undertake a number of audits using marginally different standards, which adds to cost and inconvenience

but not to safety outcomes. 3. E nsuring an operator has the capital to maintain a heavy vehicle Operators would also need to have access to a specific amount of capital so vehicles can be maintained. Any financially troubled or under-capitalised business is tempted to cut corners. In the search for cost reductions, vehicle maintenance may be neglected, which in turn increases the chance of an accident related to mechanical problems. Maintenance is classically one of the discretionary expenses cut by an operator to make ends meet. 4. M andatory collection of data Finally, operators would need to capture data using equipment that is compatible with standards made under the National Telematics Framework. This would allow: • r oad owners to fully understand the volumes of heavy vehicle traffic on their network; • t he NHVR to gain information on vehicle speed and the amount of time a vehicle has been in operation where there is cause to investigate; • o perators to have data that can help them develop their business and comply with their legal obligations; and • r oad-owners access to the best data to make decisions as to whether a particular vehicle should access a road. It will be an opportunity lost if the National Operating Standard concept is not fully tested as the law reform process continues. Kirk Coningham CEO, ALC p r i m em over m a g . c o m . a u

INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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Better than expected TONY MCMULLAN PETER ANDERSON

was recently asked how the Australian truck manufacturers and importers had faired over the past 12 months? I paused for a few seconds before replying, “Better than expected”, then continuing, “when I consider where the truck market was at the end of March 2020”. My response was based on the Truck Industry Council’s (TIC) monthby-month study of the market, an analysis that TIC regularly shared with both the Department of Treasury and the Australian Reserve Bank throughout 2020. Information that no doubt was used, together with other economic indicators, by those in government tasked with the role of developing “once in a lifetime” economic policy to steer our nation through the most disruptive year that most of us have ever witnessed. I thought that in my column this month, I would share some of that analysis. The RED line on the following graph shows Australian truck and van sales, for vehicles over 3.5t Gross Vehicle Mass, in 2020. While the BLUE line represents the sales average over the previous five years, 2015 to 2019. This period includes the market record peak of 2018, as well as the “softer” sales years of 2015 and 2016. Overall, the period is a good representation of average new truck sales in Australia. Last year started well, with sales tracking at five-year average levels in January and February. However, from March on, we witnessed the economic effects of the 84

m a r ch 2021

pandemic, with sales slumping in March, April and May, to levels not seen since the Global Financial Crisis of over a decade ago. The Federal Government’s $150k instant asset write-off incentive, introduced in March 2020, had a very positive effect, particularly on Light Truck and Van sales and without doubt, was a significant contributor to the best ever June new truck sales peak, as the financial year drew to a close. The record June result was followed by solid sales in July, however the market again tracked downward in August and remained low in September, no doubt due to the increasing uncertainty that again gripped the nation with the rise of COVID cases in Victoria. Again, we saw the Federal Government recognising this worsening economic climate, offering renewed economic stimulus in the October 2020 Budget, by removing the previous $150k cap on their instant asset write-off incentive. TIC believes that the new “unlimited” value incentive was the primary reason

that sales consistently trended upward in the final quarter of last year. Sales in December were particularly strong and noting that there is always some market “lag” between truck order placement and the final sale and delivery of a new truck, in the order of two to three months, this explains the delay between the revised incentive’s introduction and market sales results. Given the global events of 2020, Australian truck sales were better than expected, by year end a total of 34,476 new trucks were sold, this is just shy of the five-year average of 36,270 sales in a year. TIC and its members believe this solid result was significantly assisted by the Federal Government’s financial stimulus measures, and with these generous economic incentives continuing until the 30th June 2022, there truly has never been a better time to purchase a new, government incentivised, truck. Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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VTA State Conference set for late March

PETER ANDERSON

fter 12 months of disruption to the Victorian Transport Association’s typically busy events, professional development, and networking calendar, I am thrilled to be able to confirm our annual State Conference will be going ahead – in person – in March. Unlike most peak transport industry groups, the VTA was fortunately able to host last year’s State Conference, with the COVID-19 pandemic gathering speed just days after our event in the first week of March 2020. Since then, all our interactions with members, supporters and other transport industry stakeholders have been online or remote, which can never really replace the impact and significance of getting together face-to-face for important discussions and interactions. For this reason alone, I know many people from the industry are looking forward to reconnecting with customers and contacts, which is what conferences like ours are so important for facilitating. Our theme for the Conference this year is ‘What’s in Front for the Transport Industry’, and after a year like no other when lives have been ground to a halt and businesses upended, the Conference will be an invaluable forum for learning and hearing from industry experts on recovering from the pandemic and getting your operation on the best possible footing for the year ahead. Over two days from March 21-23 at Silverwater Resort, Phillip Island, the

Conference will gather experts from state and federal governments and oppositions, industry regulators, operators, suppliers, academics, and other experts for important discussions on the issues confronting freight and logistics. Topics to be covered will include industrial relations, heavy vehicle transport law, human resources, safety, technology, infrastructure, education, and training, with a distinct focus on the key changes and reforms confronting the freight logistics industry. Heavy vehicle licensing reform, the cost of doing business, employment, law enforcement, and innovations to help operators run more efficient and productive businesses are just a handful of the key issues our speakers and presenters will cover off over a mixture of keynote presentations and panel sessions during the conference. VTA state conferences are well-known for being content rich, and this year promises to be no exception with around 35 speakers being confirmed to address delegates on numerous topics of great relevance to both freight and logistics operators and suppliers – we look forward to presenting the final program as speakers and content are finalised over the days and weeks ahead. A trade exhibit featuring booths from transport industry goods and service providers will also form part of the conference, enabling delegates to catch up on the latest technology and innovations from the leading suppliers of our industry. If you supply the freight and logistics sector with goods and services be sure to contact the VTA for further information about your business participating in the exhibit.

Another important part of the Conference are opportunities to make new contacts and reconnect with colleagues, customers, and others you likely haven’t seen for many months. The networking and hospitality program over the two days provides ample opportunity to meet with fellow delegates over lunch, during dinner, and other informal sessions. The transport industry has responded exceptionally well to the many challenges posed by the COVID-19 pandemic. We have been instrumental in keeping Australians fed, fuelled, clothed and healthy during a period of significant disruption, and as an industry that is also pivotal to our national economic recovery, attending the State Conference will help operators and their people learn about the latest technologies and trends in transport. The State Conference is being held once again at the picturesque Silverwater Resort, located just a 90-minute drive from Melbourne’s CBD at Phillip Island (San Remo). A range of price points are available for those able to attend all or parts of the conference, with special discounted pricing for VTA members. For further pricing information and to register your attendance, visit www.vta.com.au. Lockdowns and restrictions on our movements and interactions with family, friends and colleagues has been one of the more difficult aspects of COVID-19 and it’s encouraging to be able to enjoy freedoms once again that we didn’t have for much of 2020. One of those is the ability to meet with each other in person, and I hope you can join us for what promises to be another memorable VTA State Conference. Peter Anderson CEO, VTA p r i m em over m a g . c o m . a u

PETER SHIELDS’ NUMBER CRUNCH

High Hopes The involvement of third parties such as body builders and the suppliers of components such as truck mounted cranes also adds to the lead times. Most dealers and manufacturers are reporting solid order rates and there is a positive expectation that Medium Duty, in particular, will deliver a good result for the first quarter of 2021. Heavy Van sales were also down marginally (-4.1 per cent) compared with the same period in 2020, but at 306 new vans this only represents 13 less units. Another well-founded expectation is that the van sector will catch up with the progressive results of 2020 during the first quarter of this year.

In the aftermath of a year like no other, the January new truck sales results compiled by the Truck Industry Council provide an encouraging preview of what may lie ahead during 2021. January is historically a month of disruption for the commercial vehicle sales process due to its number of public holidays and the general malaise of post-Christmas business activity further exacerbated by the annual shutdowns taken by many vehicle and component suppliers both domestically and overseas. At the commencement of this year the industry has also had to contend with various state border closures, some of them imposed at very short notice. It would be expected that these have also negatively affected sales results. The 1,692 new trucks sold in January may be considerably less than the 2,868 achieved during December, but the fact that the results from the first month of this new year are in fact 10.4 per cent higher than for January last year can be taken as genuine cause for continued optimism that 2021 may yet become a good year for the vehicle manufacturers. A major factor in the preparedness of the transport industry to invest in new equipment during these challenging times has definitely been the extension of the Federal Government’s generous Instant Asset Tax Write-Off initiative which has helped promote confidence but also takes away some of the urgency to commit with the scheme extended through until June 30, 2022. Compared with January 2020, the Heavy Duty sector had a marginal increase of 1.5 per cent for the same month this year with 597 units (+9 units). The Medium Duty sector was significantly down on the previous January and its 366 units was 69 less than during January last year (-15.9 per cent). Conversely, the Light Duty category achieved a remarkable result during January at 729 new units, 219 more than for January 2020 (+42.9 per cent). Light Duty trucks have the advantage of relatively short lead times between order conformation and vehicle delivery and are often held in dealers’ stock in ‘ready to work’ configurations. Medium and Heavy Duty trucks typically have much longer lead times and many are custom made to the specifications of the customers which can take months. 86

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Jan-21

RANK MTH

ISUZU

500

6.8%

HINO

328

50.5%

FUSO

246

30.9%

MERCEDES-BENZ

117

105.3%

KENWORTH

112

-4.3%

VOLVO

2.2%

IVECO

-25.3%

FREIGHTLINER

112.5%

FIAT

-536.0%

SCANIA

-45.9%

UD TRUCKS

-11.8%

MACK

-42.9%

WESTERN STAR

71.4%

MAN

-75.0%

HYUNDAI

71.4%

RENAULT

-31.3%

DAF

-62.5%

INTERNATIONAL

300.0%

DENNIS EAGLE

-37.5%

FORD

100.0%

VOLKSWAGEN

-50.0%

1692

10.4%

M-B VANS

-20.5%

FORD VANS

64.2%

VOLKSWAGEN VANS

-4.5%

FIAT VANS

-15.2%

IVECO VANS

33.3%

RENAULT VANS

-47.8%

VANS

306

-4.1%

TOTAL

1998

7.9%

CAB CHASSIS/PRIME

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