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May 2020
Withcott Seedlings Down to Earth
MAY 2020 $11.00
ISSN 1838-2320 04
9 771838 232000
Industry Fleet: LINX Cargo Care Group Feature: Freestone’s Transport Showcase: PACCAR Genuine Drive Shafts Personality: Bec Coleman
Innovation Technology: Guardian by Seeing Machines Fleet: Flexible Australia Test Drive: Euro 6 DAF CF Final Mile: IVECO Daily Tradie-Made
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
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May 2020
Withcott Seedlings
MEET THE TEAM
Down to Earth
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.
John Murphy | CEO
John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.
MAY 2020 $11.00
ISSN 1838-2320 04
9 771838 232000
Industry Fleet: LINX Cargo Care Group Feature: Freestone’s Transport Showcase: PACCAR Genuine Drive Shafts Personality: Bec Coleman
Innovation Technology: Guardian by Seeing Machines Fleet: Flexible Australia Test Drive: Euro 6 DAF CF Final Mile: IVECO Daily ‘Tradie-Made’
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
Luke Applebee | Managing Editor, Transport Group
Luke has a background in copywriting and content marketing, working with a range of businesses from solar and engineering to freight forwarding and 3PL. With a special focus on digital marketing and content creation, Luke has a strong strategic edge and can draw on years of experience in social media campaign management.
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 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.
design production manager
Michelle Weston michelle.weston@primecreative.com.au
client success manager
Justine Nardone justine.nardone@primecreative.com.au
A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.
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
Peter Shields | Senior Feature Writer
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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.
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CONTENTS
Prime Mover May 2020
32 38 42
22 52
COVER STORY “The trucks have got to be reliable and they have been. It’s also key that the drivers have got to want to drive the truck. Our core group of drivers love them. One guy has had a bad back for years and ever since he’s been driving the new Actros he says he hasn’t had a twinge. That’s some endorsement.”
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ECCO PARK
Prime Feature Stories FLEET FOCUS
22 Down to Earth The recent addition of a B-triple combination into its interstate operations suggests Withcott Seedlings is not only growing as a transport operation, but serious about its core business activity of supplying quality vegetable seedlings into the national horticultural market.
28 Cleaning up Canberra Most of us don’t usually think about sewers and drainage unless confronted with a problem due to a blockage, so we call a plumber. Canberra based Flexible Australia utilises an ultra high tech approach to the maintenance of what can be lying beneath the nation capital’s streets.
32 Last Action Heroes LINX Cargo Care Group brings together the capabilities of five market-leading operations built on over 100 years of ports and logistics experience. As part of the LINX stable, Autocare Services and C3 are each committed to asset reinvestment that delivers cutting edge transport solutions to help future proof its customers. TRUCK & TECH
38 Phoenix Arisen Castrol oils is in exclusive long-term use in every vehicle
across the Freestone fleet. Paul Freestone, who was recently bestowed an Order of Australia, recognises Castrol Vecton oil, with its excellent lubricating properties and official carbonneutral certification, is both great for his engines and the environment. TEST DRIVE
52 The Dutch Touch Few trucks have undergone such a comprehensive makeover as the DAF CF which has been upgraded to be much more than merely compliant with Euro 6 emission standards.
Regular Run 08 From the Editor 10 Prime Mover News 56 Final Mile 60 Personality 62 Prime Movers & Shakers 64 Australian Road Transport Suppliers’ Association 67 Australian Logistics Council 68 Truck Industry Council 69 Victorian Transport Association 70 Peter Shields’ Number Crunch
FROM THE EDITOR
Relative Values
William Craske Editor
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If we’re to pretend, for a moment, that anyone in the political and punditry classes, is uniquely suited to the historic moment we currently find ourselves in, it might also be worthwhile asking ourselves, as an entire populace voluntarily enters house arrest, how it is that they came to understand the proper value of things. Was enforced social distancing on a scale never seen before required not so much to obviate hospitals and healthcare professionals from being overwhelmed but rather to conceal the calamitous dearth of medical supplies and equipment at hand, having been outsourced and sold-off overseas with many of our other essential stockpiles and natural resources? Or was it also to forestall the collective epiphany that the entire hospital system, regardless of which sector it operates, skews dangerously close to eleventh hour profiteering more than lucid efficiencies? Such sacrifices beg questions. Future generations will want to know. The word essential derives from the Latin essentia, supposedly coined by Cicero – the essence of who we are. In these times of global pandemic, where whole economies and industries have come grinding to a halt as a preventative measure to combat what has been forecast by fallible academic modelling as a coming apocalypse, the value of an essential service and those that provide it, has never been more obvious nor of greater importance to the rest of us. In our high tech, digitally connected, smart cities, we are learning the real importance of an electrician compared to a hedge fund manager; and an intensive
care unit nurse as opposed to a university diversity coordinator. Even if the places on the pecking order, for the moment, are not yet universally recognised. Ask Mike Bloomberg, who just dropped $600 million to buy one caucus for just five delegates in the primaries of the Democratic National Committee, the worth of political consultants. The expedience of a culture that set on high the role of social media influencers, guidance counsellors and brand strategists has been temporarily put on hold. There are also thousands of high paid Australians whose absence has not gone missed. Truck drivers are not one of them. In this time of grievous separation, the road transport industry has been connecting communities, tirelessly, around the clock. “Sickness itself can be a stimulant to life,” Nietzsche once declared, “only one has to be healthy enough for this stimulant. We seek life raised to a higher power, life lived in danger.” Putting aside the fact he spent most of his adult life with a syphilitic mind while in residence with his mother, the German philosopher might well have been conjuring the just-in time global supply chain foistered upon us today. It’s not just pathogens that have brought the world economy to a standstill. The patterns of unfettered short-term growth, it would seem, have also played no small part. Even so, as those responsible for the pandemic response models huddle in the comfort of their homes, the fight continues. If health professionals are, in the battle of a global epidemic, akin to the frontline, road freight companies are its cavalry.
PRIME NEWS
> Followmont Transport lands fleet of Kenworth K200s, opens new $30M depots in QLD Leading Queensland freight specialist, Followmont Transport, has taken delivery of six new Kenworth K200 cabovers primarily for B-double refrigeration linehaul across the country. The latest additions to the company’s expanding 1000 strong truck fleet follows on from its recent opening of two new depots, at an estimated cost of $15 million each, in Mackay and Cairns. According to Followmont Transport Managing Director and CEO Mark Tobin, the new trucks will feature diesel airconditioned trailers with an Alemlube grease system option and a shielding
The six new Kenworth K200s. 10
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wrap from Brisbane company Slick Azz, to protect the paint and fuel tanks against stone chips to help maintain their value. A 2.3 metre aeroroof sleeper will make life easier for drivers to live in them while on-highway. “They have a deserved reputation for durability and they offer for a business like ours a lower total cost of ownership over life,” he says. “We like to hold onto them for four or fives years and there’s never a reason to get rid of them in my view.” Powered by Cummins X-15 Euro 5 rated
engines with ADEPT for fuel efficiency and an 18-speed Ultrashift automatic transmission, the K200s join another 60 Kenworth commercial vehicles currently in use in the Followmont Transport national fleet which accesses 18 depots 24 hours a day, nationwide. Followmont has installed the Guardian driver monitoring system and its own satnav tracking system. As road freight businesses contend with a growing surge of demand amid escalating buying from the public, Tobin is none too fazed by the heightened climate of coronavirus fallout. He said Followmonth Transport will concentrate on what it can control and continue to make shrewd investments in assets and infrastructure where it was fitting. “You’ve got to keep reinvesting and deal with what’s going on. Play it by ear. There’s no use shutting up shop,” Tobin said. “Ignore the doom and gloom and focus what you’re good at and keep doing it. That’s our focus. “What the next month holds I don’t know but we’re not doing too badly. It’s all about trying to protect your people. There’s a lot of industries worse off than road transport right now.” According to Tobin, every bit of profit is going back into the business to help ensure what he values as the crucial ‘long term succession of the network’. “It’s been inspiring to see how businesses come together in times of hardship and pull together for long term succession. That’s one of the observations I’ve made. We’re all about to take a hit,” he said. “It’s how you deal with it.” The decision by the Queensland State Government to relax truck curfew laws to assist with overnight stock arrivals was unlikely to diminish the main obstacle at present for commercial transport operators, valiantly trying to find gains moving in and out of traffic congestion. “It’s not the final leg that is holding things up,” he says. “But at a time like this everything is going to help.”
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PRIME NEWS
> Glen Cameron Group effects rolling safety measures, establishes COVID-19 team
Nick Capp.
As businesses race to mitigate coming lockdowns and contingencies for the COVID-19 crisis, national road freight provider, Glen Cameron Group, has assembled a Response Management Team (RMT) as it implements rolling safety and preventative measures to ensure the integrity of its logistics operations and supply chain. Based out of its head office in Melbourne, the Response Management Team oversees communications, incident reporting and management the company confirmed in a statement. Glen Cameron Group CEO Nick Capp, who has been closely monitoring the situation for the initial three weeks, made the decision for the company. As it supplies hospitals and public utilities and delivers produce and resources to much of Australia it cannot afford to have its network compromised. Being such a decentralised operation, with depots nationwide, makes moving with agility, during a time of pandemic, even more challenging. With people in different time zones, all over the country, many of whom needed updates and direction, it became of critical importance according to Capp for the business to interface directly with its workforce.
“We wanted to see what everyone was doing. That meant tracking where everyone is. Finding out who is sick, who might be feeling sick. If their customer had questions to report back in case we could expedite a response,” he said. “If we don’t have an immediate answer, then it means working out why and getting them an answer.” With other senior members returning from international trips and in mandatory two week isolation in accordance with new strict company regulations, Capp and his team have tried to be at the forefront of a situation that is fast changing and impossible to predict. “By being able to see what everyone is doing we at least can determine what we can control,” he said. Ït’s a judicious approach.” To date company ordinance requires that any ill staff members must receive a medical clearance before going back on site. All such incidents according to the company are recorded centrally with the RMT and must be submitted and sighted before a person can return to work. The company has distributed companywide communications on COVID-19 with practical prevention
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methods as set out by health authorities with all relevant communications being directed to the COVID-19 Response Management Team. Any escalation will go through the relevant health authority. A hotline and email address have since been set up. All announcements, updates and contact details will be posted on Cameron’s Intranet homepage and on a dedicated page on the company’s website. Erring on the side of caution, however, is a daunting task when demand placed on resources continues to surge. Glen Cameron Group completes a formal senior management call internally each week plus ad-hoc calls as required to monitor and update the effects of COVID-19 for customers, suppliers and its business in general. To support and encourage good hygiene practices, the company confirmed it has increased the scope of cleaning of all Cameron sites. Supplying all of its trucks and worksites with hand sanitiser and disinfectant wipes to use throughout their shift has proven difficult. But with stocks so low, the company has had to be creative in finding more while it awaits back orders of products now in short supply. “Any drivers while out on the road if they come across some sanitiser we’ve given them an allowance to purchase it.
If they have a stockpile at home or they know someone with more than they need we’ll subsidise it while we await more to come in,” Capp said. “Any way we can find the stuff and bring it in is in play now. Everyone understands they are part of a greater community.” Under these heightened emergencylike contingencies, Capp has also completed scenario planning for every one of its sites, should a customer test positive for COVID-19 or if one of their own workers does - to create a clear path of action to quickly recover if a site becomes incapacitated while trying to avoid a massive shutdown. “It’s forced us to think about the practices of our customers and to work more in sync with them. We’ve created a process flow to quickly understand what that is,” he says. “We can’t sit back and expect someone else to handle it.” Different scenarios are subject to 24 and 48 hour windows that will require segregation of different sections within the supply chain. It will be the job of the Response Management Team to convey that knowledge given the situation and especially if it should deteriorate. Because daily toolbox congregations are prohibited Capp records updates every day and explains what they
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are doing to customers. Meanwhile, medical experts, government officials and data management specialists when referring to the pandemic are often repeating the vernacular of flattening the curve. Glen Cameron Group is trying to get ahead of it. But as Capp notes things are changing so quickly. Information is being updated constantly. Government announcements are almost hourly. The RMT is sharing intelligence as it comes to hand. Calls are made to update everyone on proper practices to help with the prevention of spreading the virus and to maintain all of its hygeine and safety practices as best as possible. It’s also helping to reduce anxiety among the staff, who Capp observed as being resolute, calm and professional as they have gone about their business. “When your model, like ours, is to pick, load and deliver it makes it hard to quarantine everyone. We’ve got government departments and hospitals waiting on essential supplies and pallets of food going into stores and our team is critical to those activities,” said Capp. “It’s a lot of work. The more you think about it, the more layers reveal themselves. You can’t control such a fluid environment when the COVID-19 threat changes so constantly.”
PRIME NEWS
Driver Exchange will encourage resource sharing among industry.
> VTA establishes driver exchange program Truck drivers and transport workers temporarily out of work during the COVID-19 pandemic will be placed in industries currently surging under the newly created Driver Exchange. The program announced by the Victorian Transport Association (VTA) will create a pathway for companies to effectively exchange drivers based upon their needs. The focus of the Driver Exchange according to the VTA is to keep drivers working by encouraging resource sharing within the industry while maintaining efficient supply chains. “We are calling for expressions of interest by operators with excess drivers and by operators who are in desperate need of drivers,” the VTA said in a statement. “The VTA will assist in matching the requirements and ensuring that there is a smooth transition of drivers from one company to another.” Under the program drivers would take 14
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Leave Without Pay from their principal employer and work on a monthly basis as a casual within the other company. The background of the driver would be documented by a third party in Logical Staffing Solutions to enable a smooth, seamless and cost-effective transition. “We understand that some drivers will be expected to provide their labour carrying different freight at probably different times and perhaps at different rates. As always, the safety and responsibility for the drivers would always be paramount,” the VTA said in its statement. The VTA noted that the COVID-19 crisis won’t last forever and acknowledged it was of critical importance that the transport industry keep its most important assets – its people – busy and working. “Transport will be in even greater demand when the crisis starts to ease, and our people are essential for the recovery.
“The transport industry has responded magnificently to support the Australian community and workers and operators in the supply chain as the impacts of the coronavirus spreads throughout our economy. “Recognition of our industry as an essential service is now widespread with communities openly appreciating the role of transport in maintaining supplies of food, water, clothing, medical supplies, petrol, waste and recycling recovery and other items that are the staples of our lives. “But while some sectors of our industry are busier than ever, others have experienced a downturn as parts of our economy are progressively shut down to contain the spread of the virus. This has created an imbalance in the supply of drivers and vehicles, which the VTA is keen to correct to keep transport workers in employment, and to keep supermarkets, pharmacies and other essential retailers fully stocked.”
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PRIME NEWS
Heavy vehicle drivers are playing a crucial role amid the COVID-19 pandemic.
> National Cabinet exempts truck stops from shutdown Roadhouses, dedicated truck stop facilities and truck driver lounges will remain open under exemptions by the Australian Health Protection Principal Committee (AHPPC) and the National Cabinet. The approved exemptions will allow heavy vehicle drivers continued access to showers, restrooms and facilities to undertake their mandated fatigue management breaks. Recent COVID-19 restrictions applied egregiously to roadside eateries, truck driver lounges and rest stops have left truck drivers with nowhere to eat, rest and go to the bathroom. Western Australian Senator Glenn Sterle has been vocal in bringing attention to the ramifications this has had on truck drivers who are risking their lives to transport supermarket supplies and fuel to vital medical equipment and medicine. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack issued a statement in response to the situation. “We have heard their concerns loud and clear and this is a common sense solution which ensures heavy vehicle drivers have access to essential amenities, can take regular breaks and eat properly whilst delivering their vital cargo,” he said. “Roadside service stations, roadhouses and truck driver lounges provide a vital function allowing truck drivers to eat, shower, use restrooms, refuel and rest comfortably before resuming their work – which is critical for them to continue 16
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efficient and safe freight distribution across the country. “I thank the AHPPC and the National Cabinet for agreeing to these commonsense changes for the benefit of our truckies.” The exemptions will only apply to facilities where appropriate social distancing and hygiene measures can be maintained and the use of roadhouses will be strictly limited to heavy vehicle drivers. Assistant Minister for Road Safety and Freight Transport Scott Buchholz said the safety of truck drivers during these challenging times is a key consideration of Government. “I come from a freight industry background and I know first-hand how important these facilities are. I’ve been hearing direct from industry about the great work they are doing in this difficult time and the challenges they have been facing,” he said. “We want to make sure our truckies are safe, both in terms of fatigue management and their risk of exposure to COVID-19 and this exemption gets that balance right. “With this exemption now in place, I do ask that facilities that can open per the social distancing and hygiene requirements of this new exemption do so. “I want to thank the heavy vehicle sector and the peak industry bodies for working cooperatively with government and raising this from the grassroots level to the attention of the Commonwealth, the
AHPPC and the National Cabinet,” he said. The Australian Logistics Council applauded the decision made by the National Cabinet. ALC CEO Kirk Coningham acknowledged that heavy vehicle drivers were working harder than ever during the crisis to keep supplies moving, including getting goods into supermarkets and pharmacies. “It is vital we make every effort to support their safety and wellbeing as they go about that task,” he said. “Heavy vehicle drivers are well-aware of their fatigue management obligations, and over the past week it has been distressing to hear from some that they have been unable to access shower facilities, healthy meal choices or even just seating areas when it comes time for them to take their breaks,” Coningham continued. “The decision made by the National Cabinet last night is a common-sense solution that ensures drivers can access the facilities they need to protect their health on the road and enhance the safety of all road users. “Heavy vehicle drivers are playing a critical role during the COVID-19 pandemic, not just in getting supplies to consumers, but also supporting many of our vital export sectors getting their goods to ports and air freight facilities, ensuring we can keep taking our products to the world and protect Australian jobs in the process.”
> Border Express takes on great unknown in COVID-19 response Under challenging, fast-changing circumstances, freight and parcel transport specialist, Border Express, is taking its responsibility as an essential service provider seriously. The company, one of Australia’s largest privately owned transport organisations, has implemented floor markings to ensure staff are adequately separated in accordance with new government regulations.Tape markings on floors are providing practical visual indications for personal separation distances according to Border Express CEO Mostafa Kassaby. “Under these very difficult circumstances, it’s great to see the business being able to respond to new working conditions especially with the 1.5 metre rule,” he said. “We are ensuring that all of our sites and teams have the latest recommendations for undertaking their roles, delivering services and
safeguarding those working with our business.” As an essential service provider Border Express, which employs more than 1300 staff and operates its own freight terminal facilities across 17 sites Australia wide, is taking its responsibilities seriously. With a third party logistics facilities at Barnawartha just outside of Border Express’s original base of Albury, as well as facilities in Adelaide, Melbourne and Perth, Border Express will continue to operate on behalf of its customers while prioritising the health and well-being of its communities and team members. “We are using only the most reliable sources of advice as the basis of our planning and decision-making, and are ensuring that all of our sites and teams have the latest recommendations for undertaking their roles, delivering services and safeguarding those working with our business,” Kassaby
said. “Currently a big challenge is the unknown. We can only deal with the situation we are faced with today and use that to plan for tomorrow. “We are constantly looking at the operations in our business and how we can adapt and streamline them. This unfolding situation is a timely reminder that we should all take care of both ourselves, and those around us by taking responsibility individually and as a whole for our actions. “As always, Border Express puts the health and safety of our people, customers and partners at the forefront of our thinking and actions.” Border Express initiated its parcel business in September 2014. In addition to its parcel operations Border Express continues to perform a significant amount of traditional freight which was the foundation of the business which Max and Lynn Luff created in 1981.
Mostafa Kassaby.
p r i m em over m a g . c o m . a u
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PRIME NEWS
> Northern Territory $5.5 million roadtrain inspection facility opens The new Vehicle Inspection Facility at Truck Central in Darwin is now operational. At a time in which supporting the road transport has never been more critical, the Federal Government in conjunction with the Northern Territory Government jointly funded the $5.5 million project. Darwin company Norbuilt delivered on the project and it will support up to 65 local jobs. The Truck Central facility, launched in March by the Government, enables the inspection of large heavy vehicles such as roadtrains to occur away from the Goyder Road Test Shed in Parap.
A modern facility, equipped with the latest testing equipment, the site is strategically located near East Arm – a growing hub for logistics, trade, oil and gas, and marine activities that rely heavily on a well serviced trucking industry. The Territory Labor Government is also supporting the freight industry by injecting an immediate $2 million support package into the aviation industry it recently announced to ensure essential goods and services accessed its communities. As part of the Truck Central redevelopment, the Australian Government and Northern Territory Government have partnered
to deliver this new facility along with a Road Train Assembly Area, which was completed in early 2019, to help heavy vehicle operators meet their legal requirements, particularly with regard to fatigue management. These works saw a three-hectare concrete hardstand area constructed with 55 large vehicle parking bays, accommodating triple roadtrains, B-Doubles and semi-trailers, and includes a concrete loading ramp. Truck Central is the first stage of a 90-hectare industrial precinct, bounded by the major heavy transport routes of Tiger Brennan Drive, Berrimah Road and Wishart Road.
> Volvo appoints new UD boss in Australia A new UD Trucks Australia Vice President of Sales has been named by Volvo Group Australia. Lauren Downs will will take the reigns from 1 May, 2020, replacing Mark Strambi following his decision late last year to retire. Downs comes from Volvo Bus Australia
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where she currently serves as General Manager. Prior to that she worked as a Sales and Marketing Coordinator before accepting a role as Global Sales and Competence Development Manager at Volvo Headquarters in Gothenburg, Sweden. She worked as Commercial Development Director at Volvo Bus East Asia based in Singapore up until 2017 before returning to Australia. Volvo Group Australia President and CEO Martin Merrick said the experience Downs had garnered at Volvo Bus put her in a position to succeed at UD Trucks Australia. “Lauren has had brilliant success with Volvo Bus in a time where they have been the Lauren Downs. market leaders
in the country. I am looking forward to Lauren bringing this success to the UD team,” he said. During her time at Volvo Bus, Downs cultivated an interest in hybrid and electric vehicles, knowledge that Volvo believes will hold her in good stead in the coming years leading UD. Downs noted that customer success was a passion of hers as she looked ahead at her new role. “I am extremely excited to start working in the UD team, and continuing the brand’s journey to strengthen the partnerships with our customers, further leverage the strength of the industry leading national dealer network, and ultimately deliver the highest possible customer experience,” she said in a statement. “In particular, it is undoubtedly an exciting time to join the UD brand with the new products coming to Australian roads soon.” These include the new UD Croner and Quon 8x4. It is understood that her prior knowledge of the Volvo Group Australia Dealer Network was also considered a major advantage in helping UD deliver what it values as a premium customer experience.
The NHVR has applauded governments for ensuring ongoing movement of trucks across state borders.
> NHVR brings permits into line with reduced truck curfews Restrictions on all curfew permits, except those related to safety and access, to move general freight and grocery deliveries will be waived by the National Heavy Vehicle Regulator (NHVR) as part of the national response to coronavirus (COVID-19). NHVR CEO Sal Petroccitto said the changes brought freight movements using permits into line with recent legislation introduced by state governments to reduce the impact of curfews or parking around distribution centres and local supermarkets. “B-Doubles or PBS vehicles carrying general freight to distribution centres or retail outlets may have travel conditions listed in permits or notices based on safety, access or amenity concerns,” he said. “Officers have been advised that amenity-related restriction will not
apply over the next three months, to support the movement of freight. “Drivers and operators will still need to adhere to the safety and access related conditions of each permit.” NHVR Officers have also been advised to apply discretion to heavy vehicles which may be parked near distribution centres and supermarkets, unless the heavy vehicle is posing a safety risk. In an issued statement, South Australian Police’s Assistant Commissioner Ian Parrott welcomed the changes. “It’s important that we continue to work with the heavy vehicle industry to reduce stress and maintain safety for this section of the supply chain, which is under pressure due to the national response to coronavirus,” he said. The current arrangements apply to all NHVR participating jurisdictions and
will be reviewed on 19 June 2020. In a recent statement the NHVR has welcomed a commitment from all governments to ensure the on-going movement of all heavy vehicles across state borders. “While a range of border restrictions are due to come into place over the next 48 hours, all freight movements will continue ensuring certainty for heavy vehicle operators,” the NHVR said. “However, the NHVR is advising heavy vehicle drivers and operators to be aware of some delays where border checks are in place. “Governments and the NHVR are still finalising advice for the movement of passengers in heavy vehicles (including two-up driving) and the requirements for drivers to self-isolate if operating interstate.” p r i m em over m a g . c o m . a u
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GLOB NEWS GLOB ALALNEWS
> Scania reports growth in vehicle deliveries, net sales increases for 2019 Scania’s total vehicle deliveries reached historically high levels across the globe in 2019 despite a marked decline shown across all global markets in the fourth quarter the company has reported. The Swedish commercial vehicle manufacturer recorded a decrease by 12 per cent in the fourth quarter compared to the same period the previous year for truck deliveries. In Europe it was hardest hit with deliveries for Q4 falling by 14 per cent to 12,704 units. The Asian market, however, yielded more positive results with deliveries increasing by 15 per cent compared to the fourth quarter of 2018, to 2,701 (2,339) trucks. In Africa and Oceania, deliveries rose by 6 per cent. Scania President and CEO Henrik Henriksson said higher vehicle and service volume, currency effects and market mix contributed positively to the company’s continued growth while acknowledging that adjustments of structural costs to lower volume would be ongoing as the company continuously reviewed staffing and consultant assignments for projects. “It is a necessity for Scania to continue making large-scale investments in new technologies to help drive the shift towards
Scania deliveries increased by 6 per cent in Oceania.
sustainable transport,” he said. “To succeed in the transition to a fossil-free transport system, biofuels are crucial.” Last year Scania increased sales of vehicles that run on alternatives to diesel by 46 per cent (6,631 vehicles). While Henriksson admitted it was taking time for new technology to impact reduction of carbon emissions he recognised the potential for wider use of biofuels given all Scania commercial vehicles were capable of running on biodiesel-HVO.
“In parallel with scaling up use of biofuels, Scania needs to invest in new technology and infrastructure for a gradual changeover to electrification,” he said. “In the electrification of heavy vehicles, there is no silver bullet but Scania is developing several technologies, often with customers.” Demand in the company’s engines business area was healthy, despite strong comparative figures in the previous year due to pre-buys ahead of new emission standards in Europe.
> Mercedes-Benz Trucks boss steps down Long time Daimler Board of Management member and the Head of Mercedes-Benz trucks has announced his retirement. Stefan Buchner, 60, will retire 30 September, 2020, after 35 years in a variety of management positions including Head of
Stefan Buchner. 20
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Mercedes-Benz Trucks worldwide for the last seven years. He cited the successful premiere of the new Actros at the IAA Commercial Vehicles Show in 2018 as a career highlight. “We at Mercedes-Benz Trucks have achieved a lot in recent years, but there is still a lot to do. The latest structural measures have laid the foundation stone,” he said. Buchner joined the Board of Management of Daimler Truck AG in November 2019 and has been responsible for Mercedes-Benz Trucks Region Europe and Latin America since 2013. After an apprenticeship as a communications equipment mechanic with German Federal Railways, Buchner studied industrial engineering at Esslingen University of Applied Sciences. Since 1986, he has held various management
positions at Daimler-Benz AG in the areas of procurement and strategy. He gained International experience as Head of Global Procurement and Supply at Mitsubishi Motors Corporation in Japan. Upon his return to Germany, he was made Head of Procurement Daimler Trucks and Daimler Buses. “As a longstanding Member of the Board of Management of Daimler Trucks, Stefan Buchner has made significant contributions to the successful development of our company,” said Martin Daum, Chairman of the Board of Management of Daimler Truck AG. “This includes the creation of a worldwide organisation for the powertrain of our trucks, which is so important for our competitive advantage, as well as important structural and strategic changes at Mercedes-Benz Trucks.”
COVER STORY
DOWN TO
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Withcott Seedlings B-double combination.
The recent addition of a B-triple combination into its interstate operations suggests Withcott Seedlings is not only growing as a transport operation, but is serious about its core business activity of supplying quality vegetable seedlings into the national horticultural market.
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ithcott Seedlings is not a logistics company. It does, however, run an up to date, crack fleet of Mercedes-Benz Actros 2653s out of its nursery at Withcott just east of Toowoomba to agricultural businesses, many of which are based in remote locations, across the eastern seaboard of Australia. While trucking may not be its number one priority, the company is serious about how they distribute their product. In March they
introduced a B-triple into its transport operation to maximise truck utilisation and to meet increasing demand from central and southern NSW field growers and glasshouse customers. As seedlings can be classified as fragile and are a perishable product, the handling and delivering of this product is critical according to Withcott Seedlings CEO Mike Hindle. “Trucks are a big part of what we do and how we do it,” he says. “For us the trucks help ensure our product quality
is maintained with fast and reliable logistics that can be relied on.” The business has been operating for almost 40 years and not that long ago it was operating body trucks and a couple of single trailers. In the last five years the fleet has rapidly evolved transitioning from semis to B-doubles and now a B-triple. When it came to updating the trucks in 2016, Mike required a support network with reach. Aside from regular weekly trips to destinations such as Sydney, Bowen, Bundaberg, p r i m em over m a g . c o m . a u
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Griffith, Stanthorpe, Adelaide and local areas in the Lockyer Valley and the Darling Downs, interstate long haul for Withcott Seedlings means going into isolated regional towns throughout the horticultural growing regions of Eastern Australia. Although the weights behind the trucks aren’t excessive at 16 tonnes payload on a B-double, the sheer bulk of deliveries and the requirement of a sleeper cab for the drivers on interstate travel makes it necessary the drivers are comfortable in vehicles with an exceptional safety rating. “It gives us comfort knowing that our drivers are going to be safe and that they can safely operate the truck without too much grief,” Mike says. “The trucks have got to be reliable and they have been. It’s also key that the drivers have got to want to drive the truck. Our core group of drivers love them. One guy has had a bad back for years and ever since he’s been driving the new Actros he says he hasn’t had a twinge. That’s some endorsement. We wanted a truck that would work with our drivers not something they had to battle.” Not wanting for pulling capacity, the Actros delivers 530 horsepower and is ideally suited to augment the application with an extra trailer. The opening of the $1.6 billion Second Range Crossing, which as it so happens, runs by Withcott’s front door, helped trigger the investment in a B-triple combination. The subsequent road classifications that followed freed up large freight movements along the 4-kilometre bypass and Withcott Seedlings was in a enviable position to take advantage of it. Prior to the Second Range Crossing opening roadtrains had to be split up at Toowoomba. Withcott Seedlings now runs the B-triple direct as far as the Victorian border. The productivity gains alone, Mike infers, are already appreciable. At present the B-triple, which mainly operates into Griffith and takes up to 600,000 plants each load, has reduced the use of two smaller vehicle combinations from the task of delivering 24
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large quantities of vegetable seedlings. “Our business is continuing to expand,” Mike says. “If we model trips into other destinations on what we already expect to do we can send the B-triple down and be more efficient than using both a B-double and a single trailer. For us it’s about getting a better utilisation out of the prime movers. The other thing, too, is taking the opportunities. Where we can, we will run bigger trucks.” The company has just ordered an additional five trailers to be built by Freighter to facilitate the use of bigger combinations more often. All plants are transported in custom delivery racks and once customers have planted the seedlings the racks then need to be picked up. As the Withcott Seedlings fleet isn’t mobilised for third party freight the return journey is completed with minimal payload. A real, sometimes trivialised consideration for smaller transport operations is the economics of fuel saved when running light though technically, as it is here, not empty. It’s understandable in an industry whose primary objective is delivering on time, at capacity, with as many gains in efficiency as possible. The MercedesBenz Actros on long haul consignment is among, those who use it interstate, an exceptional machine for fuel economy. According to Mike, the Mercedes-Benz Actros 2653s have, to date, delivered, a consistent return of between 38 to 40 litres per 100 kilometres. “Dragging back a B-triple from Griffith the other day, the Mercedes returned fuel economy of 40 litres per 100 kilometres,” he says. “The new trucks when they arrived in 2016 impressed us in terms of fuel burn, which delivered an instantaneous positive impact on the business.” On average the trucks do just over 10,000 kilometres a month. There are nine Mercedes-Benz Actros 2653s in the fleet and the company plans to add an additional prime mover during the winter. Just as the entire fleet was funded through the Mercedes-Benz Agility scheme. Mike says it was crucial to have a guaranteed buy back at the end of service
life for the trucks as they are not, unlike some commercial vehicle applications, subject to a constant battering. For the next B-triple combination Mike is considering pairing it with an in-line six cylinder 16 litre engine for its 630 horsepower. Despite already having more than sufficient power, there are other factors in play not in the least the resale value. “In my mind it’s going to have much better resale than the 530 horsepower vehicles we’ve got,” Mike says. “Given our trucks are well looked after and not pummeled over time in grinding applications, they have a good life and have the best chance of holding value.” The trucks, after all, are kept in immaculate condition. Cleanliness not
unlike hygiene, are pillars of the business. Withcott Seedlings prides itself on innovative quality management systems and holds HACCP and ISO 9001 certification as well as organic accreditation. Under the recent COVID-19 guidelines, Withcott Seedlings operates in an area that is deemed an essential industry. “With the office staff on a rotational roster to minimise risk, how we do business has changed significantly and when a meeting is required we now utilise Skype, Zoom or sit around a table under a tree to abide by social distancing laws. It obviously could be worse as being largely an outdoor business does have its advantages in times like these with a global pandemic,” Mike says.
“Fortunately, in the realms of the outdoor environment, we made some adjustments so we could better keep people apart. We have a very strong culture of hygiene within the company and these standards have helped implement the changed work practices needed at this time.” At Withcott Seedlings the plants are grown for typically four to five weeks. That’s five weeks less water expenditure and increased land use for its customers, which remains a major consideration for horticultural businesses. Utilising seedling transplants maximises paddock utilisation and significantly improves uniformity of the crops at harvest time. Withcott Seedlings began trading in 1981 and came about principally out of the same necessity of land and water
use. Vegetable seedling transplants now are the backbone of the horticultural industry. Mike and his wife Anita, who have been in agriculture all their lives, were both previously agri-business bankers, in part lending money to the horticultural sector. In 2014 Mike and Anita took 50 per cent ownership of the company. Founders Graham and Wendy Erhart own the other half. Water supply is key to the organisation and over 90 per cent of water utilised at the nursery comes from sub artesian bores and is then treated through reverse osmosis plants to ensure purity and consistent quality of the water. In addition, there is approximately 300 megalitres of surface water held on site in dams.
Graham Erhart, Withcott Seedlings Director.
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The new B-Triple pulled by a Mercedes-Benz Actros 2653.
Ideally the best growing conditions at the nursery are blue skies with cloudy weather, according to Mike, not conducive to cultivating small plants. “Hot or cold weather is not such an issue as the crops we are growing are timed for that particular seasonal influence,” he says. Rural confidence, helped by widespread seasonal rains earlier this year, has rallied in Queensland with many of the state’s producers expecting a rebound for the agricultural economy according to a quarterly Rabobank Rural Confidence Survey. A total of 57 per cent of Queensland producers indicated optimism in their outlook for the coming year, nearly triple the view held among industry players in 2019. Along with widespread rain events, commodity prices were also identified as a key driver. Mike agrees the prospects are definitely positive compared to 2019. Although he points out much of the rainfall that Brisbane and the Gold Coast received did not filter out to the Lockyer Valley and Stanthorpe as growers still require additional runoff water to top up bores and dams. “In the short term, the issue is understanding our publicly funded irrigation systems in Queensland. It’s way beyond inadequate,” he says. “To have whole areas run out of water 26
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“In the short term, the issue is understanding our publicly funded irrigation systems in Queensland. It’s way beyond inadequate.” Mike Hindle Withcott Seedlings CEO
doesn’t make sense. Lack of water disrupts whole communities and when people leave a small town they just don’t come back. They find better conditions and so the small towns and communities just slowly die over time. The government should be spending a lot more on water infrastructure.” Initiation of effective irrigation schemes in the Lockyer Valley, adequate dam water storage in Stanthorpe and potentially rerouting excess floodwater from north Queensland should all be implemented to maintain a healthy economy and to maintain rural and regional communities according to Mike. The spend required of governments so reluctant to invest in infrastructure that shows long term foresight is another issue altogether he notes. “The Second Range Crossing in Toowoomba was talked about for over 40 years before it finally happened,” he says. “It’s probably one of the greatest things that’s happened to the road system here in a long time.”
As the seasons change and winter approaches, Withcott Seedlings, despite the uncertainty of the present moment, will again shift gears and crop types. Grafted watermelons are soon going to be transported to Bowen in north Queensland and Mildura in Victoria. That will be followed by having tomatoes moved into places like Echuca, Swan Hill and Shepparton. These trips will be measured in aggregate and averages of mileage, managed man hours and costs. More importantly, they will need to be completed efficiently and safely. As the magnitude of our national supply chain comes increasingly into focus, the grocery shelves, ever more so, can’t afford to go empty. The longer they do, each transport movement from businesses like Withcott Seedlings takes on greater import. “The Mercedes-Benz is a safe truck that we can standby,” Mike says. “Aside from being a vital part of the business and our customer service, these trucks operate on the front lines of the support network that sustains the country.”
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FLEET FOCUS
CLEANING UP
CANB Most of us don’t usually think about sewers and drainage unless confronted with a problem due to a blockage, so we call a plumber. Canberra based Flexible Australia utilises an ultra high tech approach to the maintenance of what can be lying beneath the nation capital’s streets.
A pair of Scania P480s. 28
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ERRA F lexible Australia was established in the ACT in 1999 by Kurt Kaks who has been in this niche service industry since 1982. Flexible specialises in infrastructure maintenance and particularly the maintenance and cleaning of sewers and stormwater drains. This service includes the regular and emergency cleaning of Gross Pollutant Traps (GPTs) which function to collect trash such as plastic bottles, cigarette butts and other debris and sediment to prevent the litter and pollutants from urban runoff entering the ACT’s lakes and rivers. To perform its operations the company employs some quite unique equipment fitted to a fleet of Scania cab/chassis which are rather specialised themselves. The Kaiser AquaStar water jet, vacuum and recycling equipment comes from Lichtenstein and the most recent additions are fitted to Scania P480 day cab trucks which have been equipped with a third steerable axle. The innovative axle configuration addresses several fundamental issues for the type of work carried out by Flexible including increasing the payload from seven tonnes to ten tonnes when compared with the more conventional Scania 8x4s in the Flexible fleet. This significantly contributes to the overall efficiency because on most days each unit can operate for a full day without having to offload the trash it has collected. According to General Manager Tim Rolfe, the increased capacity has changed the work schedule in a very positive manner
and helps justify the investment of around $1million in each vehicle. “We no longer need to take a trip in the middle of the day to offload debris at the recycling stations,” says Tim. “Instead we work right through and it means we can get bigger jobs done considerably more quickly, saving our customers time and money. Plus, we get more jobs done during the course of a week, which means we are gaining improved asset utilisation.” Safety is enhanced as well. This is due to the location of the extra axle in front of the drive wheels instead of the more conventional tag at the rear which provides much more vehicle stability when tipping thanks to the larger footprint of the bogie dual wheel arrangement. “Instead of a more typical 10x4 which has a steerable tag axle with single tyres, we worked with Kaiser, the Scania factory and the relevant Federal and State authorities to come up with an imaginative solution,” says Shane Griffin, Scania Australia National Manager, Specialist Vehicles. “We knew Flexible wanted to tip the waste out of the vehicle so tipping over the back axle on single, not dual, wheels would have been a less suitable solution, plus the rear overhang length would have been too long. So, in consultation with the factory engineers we came up with the idea of a supersingle centre axle that steered in a pusher arrangement.” The trucks are 11 metres long and 3.9 metres tall and although Canberra is p r i m em over m a g . c o m . a u
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The Kaiser Aqua Star water jet is supplied by Lichtenstein.
renowned for its wide streets and large diameter roundabouts the vehicles still need to be manoeuvrable. The steerable third axle permits a turning circle which has a diameter only one metre larger than a more conventional and shorter 8x4 Scania. The Kaiser/Scania combinations allow Flexible to provide many more services than the usual storm water and sewer cleaning as scheduled maintenance. On call 24/7, its emergency work can involve clearing blockages causing flooded roads and clean-ups involving oil, diesel, sewage or paint and chemical spills as well as dry bulk products (and half a million eggs from a rolled B-double on one occasion). Demands on the Scania engines include driving pumps that are capable of delivering 400 litres per minute at up to 3,000 psi and powering the vacuum equipment which has a capacity of 3,100 cubic metres per hour. The high pressures available can be utilised to clean hard surfaces including road and footpath surfaces as well as using the high pressure water function to perform non-destructive ‘hydro excavation’ for service locating and of inaccessible or high-risk sites to prevent damage to in-ground services such as electricity, gas, or fibre optic cabling. A sector of Canberra’s Cotter Dam wall was cleaned using these high pressure capabilities for inspection by geologists. Flexible also can carry out 30
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site restoration and landscaping at the completion of projects. Utilised in many of the tasks involved in that process is a Scania T 124 equipped with a tipping body and often pulling a float loaded with 15 tonnes of plant and equipment. The iconic bonneted Scania T model has travelled more than 500,000 kilometers and is a testament to the rigorous service
Tim Rolfe.
and maintenance regime applied to all of Flexible’s vehicles. Due to the nature of their work the Kaiser Scania’s travel relatively low kilometres so their servicing is carried out every 300 hours of operation. Providing precision control of all of the functions is the Kaiser Tronic CANBUS system which is seamlessly integrated with the Scania electronics. This means
the operator is able to adjust the engine speed and torque output to suit the requirements of the equipment for any particular job and also maximise the fuel efficiency of the Scania engine when driving through the power take-offs (PTOs). This has resulted in a significant fuel saving during operations as most operations can be carried out with the Scania constantly running at around 1500 rpm which keeps the engine within the green efficiency band on its tachometer. “We have done a lot of homework with Scania and Kaiser to tweak the system to be able to deliver the required power with the economy we need,” says Tim. “With the integrated CANBUS talking to the Scania system, and the efficiency of the R480 engine, we’re using around 40 to 41 litres of fuel per hour when running the engine with all of its gearbox PTOs under load. In the past we were using between 50 and 59 litres per hour without any CANBUS integration, so the savings are considerable.” The Scania six cylinder 480hp engine specification was chosen to deliver adequate power to run the latest high efficiency suction and jetting systems which Kaiser specifically developed for the AquaStar units. “The Scania R480’s ample horsepower allows us to run the engine slower, cooler and with less wear and tear, still coupled with greater fuel efficiency,” says Tim who adds that the quiet running Scania engines are important when working in the sedate Canberra suburbs. “Municipal authorities like that because they get no complaints.” The cleaning operations are organised via a remote radio control panel worn around the operator’s waist which facilitates excellent visual access for the operator to the job being performed and at the same time contributes to their safety. A Scania on-board weighing system is also connected wirelessly to the remote panel’s screen and displays axle weights in real time. The compartmentalised tank holds 13,000 litres of wastewater and debris plus 3,000 litres of fresh water. About 99 per cent of all wastewater collected
Most of the Scanias have been eqipped with a third steerable axle.
“We no longer need to take a trip in the middle of the day to offload debris at the recycling stations. Instead we work right through and it means we can get bigger jobs done considerably more quickly, saving our customers time and money.” Tim Rolfe General Manager, Flexible Australia
is recycled. The on-board recycling of wastewater allows for 800 litres per minute to be filtered and reused in the cleaning processes contributing to environmental and cost benefits. Through the unit’s inbuilt high-pressure filtering system, the captured water is able to be reused for washing down and cleaning the insides of the GPT and unblocking any blocked inflows. As such, the operating protocols are environmentally friendly. One of the primary benefits of a combination water recycler is that it eliminates the need for time costly water refilling stops and turns them into productivity gains. Another benefit of a combination water recycler is the use of increased water flows. Because a recycler reuses the water and does not require refills, a much higher water flow can be used in the cleaning process, thereby reducing cleaning times. This results in benefits including increased productivity, improved efficiency, and reduced fuel consumption.
Building the Kaiser AquaStar unit for Australia presented its own challenge due to the European design being intended for left hand drive vehicles operating with the kerb on the right hand side. This required all of the components other than the water tank to be mirrored so the drums holding the water hoses can be used in conjunction with our left hand kerbs and the top mounted suction hose for the vacuum unit emerges on the right hand side of the truck at the rear, not on the left. A 4K modem connected to the body enables technical monitoring by Kaiser in Europe which helps with any fault finding and diagnosis to maximise uptime. Flexible’s staff mechanic also has access to the Scania software in order to diagnose any fault codes from the trucks’ systems. “At Flexible we are committed to running the best gear available so we can offer our clients a high quality service that is reliable and efficient,” Tim says. “Scania helps us achieve this.” p r i m em over m a g . c o m . a u
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C3 fleet of Mercedes-Benz Actros 2658s in Albany, Western Australia.
L AST ACTION
HERO LINX Cargo Care Group brings together the capabilities of five market-leading operations built on over 100 years of ports and logistics experience. As part of the LINX stable, Autocare Services and C3 are each committed to asset reinvestment that delivers cutting edge transport solutions to help future proof its customers.
I
n the current climate of uncertainty triggered by the COVID-19 pandemic, the value of an essential service and those that provide it, has never been more obvious nor of greater importance to the rest of us. LINX Cargo Care Group through road transport, forestry, ports and rail helps drive the Australian economy with services that are essential to whole industries and their networks every day of the week, every
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week of the year. With more than 4000 people employed across Australia and New Zealand, LINX Cargo Care Group maintains an efficient supply chain at over 70 sites across rural, regional and metropolitan Australia alone. Its car-carrying specialty arm Autocare and forestry specialist C3 invest heavily in new trucks and trailers to ensure their customers receive industry leading efficiencies while their staff are
supported with the latest and safest equipment. Asset reinvestment is chief among the company’s current objectives as its resilience will be key in planning for a better future. Australian forest product industries supply essential services such as timber for housing construction, kerbside recycling services, manufacturing toilet paper and tissues and, in addition, carboard packaging for supermarket and retail
ES home deliveries. The Australian Forestry Products Association Chief Executive Ross Hampton issued a statement during the height of the first round of coronavirus mandates in which he implored all levels of government to understand that many essential products and services that communities would need throughout the COVID-19 crisis were contingent on the continued operation of much of the forest industries. “The Forest Products Industry will proudly work with all governments to get through this crisis,” he said. “But governments must recognise that what the industry provides is a necessity, not a luxury.” C3, like many businesses continuing
to operate in the current new world environment, is adapting to the challenges it foresees in the long term and encounters on a daily basis, by updating its equipment. In Esperance, Western Australia, the business has invested in expanding their fleet with the addition of five new MAN TGS540 commercial vehicles which transport woodchips to the local port for export. The fleet, which includes a few Freightliner Coronados, is fully kitted out with power take off (PTO) hauling trailers that are either designed to tilt or built with a moving floor to better suit the port infrastructure. With two in-field chipping systems for processing logs to woodchips in place for
the Esperance operations, each system, in accordance with the business model, is supported by three running trucks. Eventually when all the procured assets are delivered there will be nine new MAN commercial vehicles in operation according to Trevor Els C3 Asset Manager – Forestry Equipment. “We like to go for the latest and the most modern where we can,” he says. “If you’ve got a nice new comfortable vehicle that the driver knows is going to be safe and is not going to breakdown when he comes to work that’s key.” As the MAN trucks are powered by a 12.4-litre engine and feature built-in crumple zones and the latest suite of p r i m em over m a g . c o m . a u
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“As part of our most recent tender process for the 20 new trucks, one of the clear objectives we set suppliers was delivering a step improvement in safety through innovation.” Nathan Suine LINX Cargo Care Group Head of Asset Management
active safety functions such as ABS and EBS with enhanced driver comfortability, they have proven a popular choice with C3’s commercial vehicle operators. By investing in the best new commercial vehicles Trevor says it helps the business appeal to the best drivers. “It definitely attracts better drivers and also helps retain them,” he says. “At a time when road transport companies are finding it tougher to find people that shouldn’t be understated.” Having the best equipment, Trevor explains, is just as important a factor as negotiating salary when it comes to hiring new drivers. Indeed the best drivers are sought out for their personal assessment of trucks when C3 is considering a new purchase. Management, upon evaluation of each new truck it tests, goes over a criterion that includes the likes of safety technology and fuel economy, and informs the drivers of what brands they are looking at. Drivers are actively encouraged at toolbox meetings to provide their feedback. “At the end of the day it’s the drivers who are going to be operating the trucks,” Trevor says. “We value their opinion very highly. Normally, we task the transport managers to talk to all of their guys for input. We’ll always put one of our top guys in a truck we’re testing and let them evaluate it across different regions to try and get a feel of what they think of that truck. It’s quite interesting how opinions vary. It’s our job to take in all of that information and disseminate it according to our benchmarks internally.” The process of evaluation, however, takes anywhere between six to ten weeks once C3 invites tenders of the market. The tender process becomes easier, according to Trevor, each time as the information, in 34
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regards to the capabilities of the trucks, is already stored in their system. C3 also deploys different brands into the fleet to consider its options at different times. That way, when C3 looks to buy commercial vehicles at a later date, the business already has the relevant data on hand, which can be modelled on performance figures over a specific period. In Albany where C3 relies on a mix of Mercedes-Benz Actros 2658s, Freightliner Coronados and IVECO trucks, it requires additional horsepower for roadtrain application. These vehicles are rated to 94.5 tonnes. Extra calibrations are performed on the brakes and the chassis in Perth by the OEM so that the prime movers can handle the necessary load requirements. At the Victorian site in Portland, C3 operates mainly B-doubles using, Mercedes-Benz Actros 2658 and IVECOs for the application. Port access and infrastructure all vary across the C3 sites. In Albany truck and trailers are raised on a hydraulic ramp where woodchips are dumped into a hopper ready for export. This ramp requires the drivers to separate the trailers as the ramp can only accommodate one trailer at a time. Bigger ramps are in use at the Portland site allowing the complete unit to be unloaded without uncoupling thus speeding up the process for the driver according to Trevor. “Without hydraulics on the vehicles you don’t have the issue of hoses and cylinders failing on trucks and trailers,” he says. “So it eliminates that risk as well.” These conspicuous safety advantages notwithstanding, the efficiency gains have been noticeable as the driver is not required to break up the truck and trailer combination in the Portland operation
and only the once in Albany according to Trevor. “Our drivers are probably doing it in a much shorter time than a manual system where you would have to unhook,” he says. “It’s probably, as an estimate, saving us around 30 per cent in changeover time.” In Esperance C3 uses tippers to unload the woodchip on a facility away from the port. Trailers here have been designed in such a fashion so that they, too, won’t need to be uncoupled. When investing in equipment C3 will forego having the trucks shipped from a central point to prioritise a local dealership as close to its operations as possible. MAN Truck & Bus, through Penske Australia in Perth, set up agents in Esperance, where they previously had none. Daimler trucks in Perth also appointed an agent in Albany to support C3 where they previously did not have a presence. While C3 maintains its own workshops, all servicing, where possible, is also done locally. Tyres, spares and fuel is purchased from local companies. Autocare, LINX’s finished vehicle logistics provider, is the number one
Kenworth T359 coupled with bespoke car carrying trailer.
passenger vehicle carrier in Australia to all automotive OEMs. With vehicle manufacturing having moved overseas in the last few years, it enjoys a 51 per cent share of the local market, through its partnership with LINX stevedores, Autocare handles the vehicles from prioritisation through to customer delivery and now provides a concierge service to individual residential addresses making it a critical link in the sale of new vehicles to all dealerships. Historically, Autocare has relied on the Kenworth T359 and the Mack Granite to pull the majority of its car carrying trailers. Although the T359 formed part of a
A new MAN roadtrain spec’d for C3 in WA.
recent order of 20 new prime movers for Autocare, it has been supplemented by some MAN TGS540 cabover units which were also able to satisfy Autocare’s unique equipment specifications. This includes the fitment of a cab frame for loading a car on top of the truck cabin, low profile wheels and adjustments to the fifth wheel location to satisfy height restrictions and steer axle weight limits according to LINX Cargo Care Group Head of Asset Management Nathan Suine. “The benefit of using the MAN is that it can be deployed to both single and a B-double operation and provides Autocare and LINX with more operational resilience moving forward,” he says. “As part of our most recent tender process for the 20 new trucks, one of the clear objectives we set suppliers was delivering a step improvement in safety through innovation. There was also an emphasis assigned to total cost of ownership. When we went out to market we weren’t only interested in upfront capital costs, but also maintenance and running costs inclusive of fuel consumption over a consistent term which we set as five years.” While total cost of ownership calculations
helped inform the final decision, Nathan says there was also an emphasis on adopting a model in which they could allocate risks and accountabilities around performance and expenditure. “Because we are part of the LINX Cargo Care Group we are interested in a prime mover selection that enables us to potentially cascade the equipment at some point along its useful service life into other parts of the group. This is relevant given we also operate heavy vehicle fleets across our C3 and LINX Logistics businesses as well,” he says. “These were some of the imperatives which we set out to achieve in confirming our fleet decisions.” Trailer manufacturing in the car carrying environment is varied. The builds are considered niche. Autocare Transport General Manager Sam Boardman says car carrying trailers are usually quite bespoke as they combine customary running gear and complicated hydraulics, with mechanical systems and safety interlocks. The Autocare company fleet comprises of approximately 130 trucks and 300 trailers. The trucks run in rigid, single, B-double and roadtrain combinations, the selection of which is heavily influenced by a number of variables including routes, load type and configuration plus drop-off zone constraints. “The design of the prime movers themselves has evolved over time in the interests of interfacing with the various car carrying trailers in our fleet,” says Nathan.” This has been challenged by a requirement to respond to ongoing changes in demographics and consumer preferences.” That shift, over the last decade, has seen buyers move from smaller passenger cars, in favour of larger SUV vehicles and American style pickup trucks. Car carrying equipment has had to evolve with these changes. Deck widths and depth capacities have increased in recent years on the car carrying trailers produced by local manufactures including Doric, Transmech and Southern Cross Trailers. According to Nathan this has changed the way Autocare goes about planning the loading of trailers and identifying what can be placed p r i m em over m a g . c o m . a u
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on each deck to ensure trailer utilisation is optimised. LINX has invested in its IT platforms to help with this. Telematics solutions have been an area in which Autocare has invested heavily the last two years. Every truck and company vehicle including subcontractors is equipped with MT Data Telematics which has been adapted for use across Panasonic Toughpad tablets. This way Autocare, using barcode scanning technology, can better error proof the cargo scanning, track delivery and proof of delivery processes it operates. According to Sam all of the company’s chain of responsibility is monitored under this system just as fatigue management, logbook tracking and platforms for exception management go through Hawkeye. “Overlapping those two tools together has provided us with live tracking for our freight but also provides customers with up to date status on their vehicles and job achievement,” he says. “The next stage
Ten new Man TGS540s have been purchased for Autocare operations. 36
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“The design of the prime movers themselves has evolved over time in the interests of interfacing with the various car carrying trailers in our fleet,. This has been challenged by a requirement to respond to ongoing changes in demographics and consumer preferences.” Nathan Suine LINX Cargo Care Group Head of Asset Management
of that is really to leverage the in-cabin technology for the driver.” Autocare is set to invest in the Seeing Machines Guardian technology, currently at the forefront of the fatigue management process for drivers. For Sam, the next phase of uptake will be interlinking the forward-facing technology with the background systems that the business already relies on to provide greater advanced delivery planning for its customers prior to
vehicles arriving here in Australia. It signifies a major change in technology platforms. “They’re probably the two key changes for Autocare,” he says. “We’re at present in the process of trialing it in ten trucks nationally across the group and we’re monitoring data currently with our partners at Guardian. We can leverage that relationship there with MT Data and Telstra while operating those systems in tandem at the moment.”
Autocare Services & C3 are
welcoming new members to its fleet.
The new fleet arrivals will deliver cutting-edge transport solutions for our customers.
Through ports, rail and road, we are committed to keeping your business connected. Where our customers go, we go. linx cargo care group
linxcc.com.au
TRUCK & TECH
PHOE ARISEN Castrol oils is in exclusive long-term use in every vehicle across the Freestone fleet. With excellent lubricating properties and official carbon-neutral certification, Paul Freestone, who was recently bestowed an Order of Australia, recognises Castrol Vecton oil is both great for his engines and the environment.
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s the lubricant division of global petroleum company BP, Castrol has worked hard in recent years to achieve carbon neutrality. From 2016 to 2019 the company engaged the NCOS carbon Freestone’s fleet of Western Stars.
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neutral program for certification and as of 2020 has moved across to the PAS 2060 international program, a certification process carried out by the British Standards Institution (BSI). In February 2016, the company launched its Vecton
range of diesel engine oils in Australia as certified carbon neutral. Castrol has since claimed its Vecton oil is the first and, to date, only heavy-duty engine oil to be thus certified. Castrol claims that for every litre of Castrol Vecton used, a business
NIX can neutralise two kilograms of carbon dioxide (CO2). Neutralising the CO2 footprint of the Castrol Vecton product is achieved by analysing each element of the whole of the product life cycle, from cradle to grave. Everything from the recyclable packaging in which the product is shipped to the recycling or disposal of the oil after it has served its time is taken into consideration. To maintain certification and the right to use the BSI Standard PAS 2060 certification trademark, Castrol must strictly adhere to a set of criteria including quantifying its carbon footprint, setting carbon reduction targets and offsetting unavoidable emissions. Critically, it must also attain carbon neutral certification and assurance by an independent thirdparty entity, with the results reported
and published on an annual basis. For Paul and Christine, owners of Freestone’s Transport, the number one priority when it comes to the oil that is used in their trucks is that it must be the best available. “You need to use the best possible products to achieve outstanding results as far as the reliability and longevity of equipment is concerned,” Paul says. “The lifespan we’ve achieved from our Caterpillar truck engines under the programmed maintenance we use is a good case in point. Our best-ever Cat engine did 2.8 million kilometres without having any work done on the bottom end apart from scheduled main and big-end bearing change-outs at 800,000 kilometre intervals.” According to Paul some minor work had gone into the head but the pistons and
crankshaft have never been replaced over the 2.8 million kilometre lifespan. “It’s a shame Cat doesn’t sell the C-15 and C-16 anymore – they were terrific engines. Castrol Vecton 15W-40 CK-4/E9 oil gives us fantastic internal bearing life with all of our engines and the Syntrans Heavy Duty and Dynadrive oils help us get amazing life from our transmissions and diffs,” Paul says. “We generally get well over two million kilometres from each vehicle before any transmission overhaul is needed and the diffs are usually good for 2.5 million kilometres.” Freestone’s Transport has its own workshops at head office in Melbourne and also at the Sydney depot, with another workshop currently being established at its Brisbane facility. Enabling companies like Freestone’s
p r i m em over m a g . c o m . a u
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Paul Freestone.
to achieve maximum life from their engines, Vecton engine oils feature a unique additive package called System Pro Technology. According to Castrol, this provides an extra performance reserve that fights oil breakdown and also adapts to higher temperatures, giving operators the peace of mind that the oil will remain in peak condition for long-drain interval requirements. Freestone’s Transport currently adheres to oil drain intervals of 200,000km for both transmission and axles, and 25,000km engine oil. The pride Paul and Christine have in the fleet is obvious from casting an eye over the immaculately presented Kenworth, Peterbilt and Western Star prime movers that make up the more than 80-strong flotilla. Though unseen, the internal components of the trucks are maintained in the same top-shelf way. A high level of mechanical expertise from the personnel in the workshops is a perfect complement to the lubrication par excellence provided by Castrol for each of the trucks. “We plan to have our Brisbane workshop up and running in the first half of this year which will take some pressure off our Sydney and Melbourne workshops,” Paul says, adding that Freestone’s is a 100 per cent Castrol fleet including all the cars, work utes and even Paul’s special race cars – a Chevrolet Camaro and a Pontiac 40
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Trans Am – which he races in the Touring Car Masters series. In this case the engines – churning out more than 700hp – are lubricated and protected by Castrol Edge fully-synthetic oil. Freestone’s Transport closely observes the Original Equipment Manufacturer (OEM) recommendations for oil drain intervals and also uses Castrol premium heavyduty grease for all chassis lubrication requirements. As a road freight business, the company’s track record makes it one of the great Australian success stories. Paul’s love of trucks was confirmed while he was still at school. In 1966 he had a part time job at an Ampol service station in Essendon where many trucks used to stop for fuel before journeying north. One day a Mack B-61 pulled in and Paul struck up a conversation with its driver who encouraged him to follow his dream of becoming a driver himself. Which is exactly what Paul did after leaving school and travelling to South Australia to gain his semi-trailer licence. After working in the mines to save up, in 1970 at the tender age of 16 he bought his first truck – a Bedford furniture van. From there he embarked on an owner-driver career that would last for 13 years and span several trucks and a variety of work including local and interstate express freight, hauling Pub Squash interstate and later
fuel for Mayne Nickless. Two major milestones occurred in 1973 with Paul marrying the love of his life, Christine, and subsequently purchasing their first new truck – a Ford Louisville LNT 9000. In this truck Paul did five trips a month to Kalgoorlie and Kambalda in Western Australia hauling an LPG tanker for Mayne Nickless. The truck’s gauges had plastic surrounds that over time became brittle and broke, allowing the gauges to fall inside the dash. To read the gauges, Paul had to reach into the dash and pull them out. In 1981 Paul and Christine purchased their first new Kenworth Aerodyne cabover prime mover. This was also the first truck to wear the striking maroon, white and black livery that remains one of the legendary colour schemes within the industry. In the early ‘80s Paul was working casually as a tow operator for Multigroup, which later became Discount Freight Express and finally StarTrack Express. Late in 1983 the company offered him the express freight contract between Melbourne and Sydney which included three Scania trucks. With the ’81 Aerodyne and the three Scanias, the fleet of Freestone’s Transport was off and running. Another three Kenworths were immediately purchased to replace the Scanias and to this day the company has remained loyal to the PACCAR brands of Kenworth and Peterbilt. Over the next 30 years Freestone’s grew with the rapidly expanding express freight business until the fateful day in 2014 when the contract with StarTrack was lost to Linfox. Virtually overnight, Freestone’s lost about 95 per cent of its work. “At the time we had to make the decision on whether to retire or keep going,” Christine recalls. “We decided we had way too much history and passion for our industry, so we rolled the dice and here we are today.” Rising Phoenix-like from the ashes, the company’s legendary recovery from this major setback included the monumental feat that not one employee was retrenched. “The employees all believed in us and our ability to continue and we honoured that
commitment the best way we could,” Paul says. “We believe in living by faith not fear.” The business was rebranded and restructured with a new accounting platform and fresh transport management systems. A Queensland depot was purchased, 100 new trailers acquired and an enterprise bargaining agreement established with the employees. Sticking with the tried and true formula of dock-to-dock parcel freight work, Freestone’s picked up linehaul work with TNT, COPE, Border Express, DHL and FedEx, returning it to a growth phase to keep up with the demand. That growth continues unabated. “These days the industry runs on threeyear contracts so if you do the right thing you might get another three years,” Paul explains. “I’m quite happy working from contract to contract.” Earlier this year, Paul was fittingly bestowed the honour of an Order of Australia medal for his long and dedicated commitment to the Australian transport industry. He describes the experience as a touch overwhelming.
“The experience was very humbling, but it gives me even more reason to keep doing what I’m doing,” he says. “For me it’s never been work, it’s a passion.” A big part of that passion involves efficiently operating a fleet of fine-looking prime movers that earn their stripes plying the eastern states highways connecting Adelaide, Melbourne, Sydney and Brisbane. Castrol oils also play their part, keeping the machinery operating smoothly and efficiently for extended periods, thus contributing tangibly to the bottom line of the business. The lighter nature of express parcel freight which makes up the bulk of the business is a contributing factor to longer component life according to Paul. “We don’t run at the high gross weights like a lot of operators so I guess there’s an added bonus there for us, but I’m a firm believer that Castrol is the best oil around and we’re a long-time user which has given us plenty of time to assess the products in terms of how they maximise the longevity of the components in our trucks,” he says.
Yet Paul’s satisfaction with Castrol oils goes well beyond the quality of the products. He describes the service, from delivery of the products to the technical advice and information he receives from Castrol, as second to none. “They’re great people to work with and their delivery system is absolutely awesome,” he says. “The deliveries are on time, every time, which is very important to us. We have a great working relationship with Castrol – it’s simply the best of the best. I can confidently say we’ve never had a failure due to an oil issue.” As a big organisation, Castrol’s systems are according to Paul close to faultless. “They’re just a great company to deal with. Some of the big corporates have good products but because they’re so big, customer service sometimes suffers,” he explains. “Not Castrol. It’s like dealing with a family company – they’re very approachable, the staff are absolutely lovely and nothing’s an issue. To have that sort of culture in such a big corporation really fascinates me and I hope we can stay that way with our own company.”
A Peterbilt prime mover outside Freestone’s Transport Headquarters. p r i m em over m a g . c o m . a u
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GUARD OF THE GA Face- and gaze-tracking algorithms measure the driver’s head position and eye closure.
Guardian, the in-cab fatigue management system from Seeing Machines, recently was part of a breakthrough study into driver behavior at Monash University, the results of which are likely going to have a positive impact on the industry for years to come. At Ron Finemore Transport it is considered a mandatory investment.
D
river distraction and drowsiness, often the result of fatigue, have come under increasing scrutiny in recent times. As the road freight task increases to meet demands subject to burgeoning population growth and its resultant consumer economy, the transport industry, governments and the broader community have long been looking for a watershed moment to reduce incidents of road crashes in Australia in which fatigue is present up to 44 per cent of the time. Now after a landmark study, a Co-operative Research Centre Project (CRC-P) funded by Australian Government, led by Seeing Machines in partnership with the Monash University Accident Research Centre (MUARC), they
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might have found it. The study, using Guardian technology supplied by in-cab safety monitoring specialist, Seeing Machines, found that truck drivers are twice as likely to crash when fatigued and 11 times more likely to crash when both fatigued and distracted. In what has been described as a breakthrough innovation never reportedly achieved before, the study also detected where a driver was looking as part of the distraction monitoring in realtime testing. The fatigue prevention and drivermonitoring technology were tested in working fleet trucks on the road in partnership with Ron Finemore Transport which included the participation of 100 of its drivers who enrolled to take part in
the study. Collectively, they drove 22,000 trips across 1.5 million kilometres. Seeing Machines considers it the largest and most comprehensive study of its kind in the world. The Guardian technology actively monitors for and alerts commercial drivers to fatigue and distraction in realtime. Real-time in-vehicle monitoring of driver state has increasingly, more recently, shown its value within contemporary safety management systems in the workplace. This includes monitoring critical safety events such as lane departure, monitoring vehicle control inputs like steering, pedal use and what is known as camera-based approaches like that offered by Guardian in which driver head pose, gaze and
IANS LAXY eyelid behaviour is monitored. Seeing Machines and Ron Finemore Transport with Volvo Trucks Australia, used automotive grade technology alongside Guardian, to study driver behaviour well before a microsleep resulted. With the direct input of Ron Finemore Transport, the team fitted ten fleet trucks with the technology and monitored drivers for nine months. As a direct result from the study, the team has created a comprehensive distraction warning system for drivers. Ron Finemore Transport began its journey with Guardian technology in 2015. According to Darren Wood, Ron Finemore Transport General Manager – Technology and Innovation, it was a result of having some minor incidents on-road of which they were unable to determine the root cause. “There had to be a better way of establishing what was happening out on the road in the cab,” he says. “As a business that prides itself on its safety culture, we thought that wasn’t where we wanted to be in the longer term.” Prior to investing in the Seeing Machines technology Ron Finemore Transport trialled some competing technology from North America. While it was adequate, the notifications were transmitted 24 hours after they had happened. The insights crucially weren’t in real time. After pursuing further discussions with Seeing Machines, Ron Finemore Transport insisted they develop a forward-
facing camera which was integrated into the existing technology. While Seeing Machines set about finding a solution, Ron Finemore Transport fitted up ten of its vehicles with the technology and, almost instantly, commenced receiving feedback about some of the issues they had long suspected was happening in their business but had no evidence to prove otherwise. It promptly led to the transport company installing the technology into every one of its vehicles in a six month period. “It is now mandatory equipment that we have in our prime mover fleet and a tool that we wouldn’t be without,” says Darren. “Ron quite often says that it’s one of the best pieces of technology that he’s
ever seen in his 40 odd years of trading. We wouldn’t be without it now. It should be a mandatory tool across the industry.” During the initial six-month period of installation Ron Finemore Transport had ideas specific as to how they wanted to interface with the technology. The driver has the ability to tap a button on the camera to initiate a feed of something happening in the background and retrospectively record up to 20 seconds of data. That in itself has proven to be extremely useful and not just from the technology’s perspective but also from other matters related more directly to safety according to Darren. “Our fuel drivers have some difficult sites they have to navigate on forecourts and
RFT driver showcasing Guardian technology by Seeing Machines. p r i m em over m a g . c o m . a u
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Findings from the Advanced Safe Truck Concept were launched by Hon Scott Buccholz, Assistant Minister for Road Safety and Freight Transport.
even our general freight drivers when they enter their distribution centres,” he says. “The technology has been a useful tool in capturing some of that footage to be able to have a sensible discussion with someone about safety matters that don’t necessarily result in an incident but no less could be improved.” Given the technology is integrated, if there is an incident out on the road, Ron Finemore Transport can download the footage off the vehicle for thorough review of the minutes leading up to an incident and get a good understanding of what was happening out on the road. “More often than not it’s about understanding what’s really happening on the road and using the footage and the technology to assist the driver and back up his story,” Darren says. “So that in itself has been a huge benefit.” Of the major discoveries Seeing Machines has afforded the team at Ron Finemore Transport, perhaps the most significant was the misnomer that fatigue happens at night. According to Darren there is a long held assumption, still prevalent in the industry, that fatigue, after a 12 hour shift, happens in the last part of the shift. “The reality is fatigue can happen in any part of the shift at any shift in the week and on any day of the week,” he says. “Our evidence in the business suggests it happens in the afternoon more often 44
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“More often than not it’s about understanding what’s really happening on the road and using the footage and the technology to assist the driver and back up his story. So that in itself has been a huge benefit.” Darren Wood Ron Finemore Transport General Manager – Technology and Innovation
than not or first thing in the morning to coincide with first daylight.” Understanding the dynamics of shift patterns, the nature of how people work, whether the driver is more suited to day or night shifts, how well staff present themselves to work from the commencement of a shift, are all crucial factors that need to be thought through as a result of the Guardian technology. Operations staff at Ron Finemore Transport act upon the datafeed coming back on the truck. Guardian, as the link between the driver and the business, allows the business access to data and therefore patterns in a drivers behaviour. They are looking for unexpected distraction or fatigue events. A driver, for example, might have a good record and all of a sudden goes into the ‘amber’ to quote a traffic light analogy used by Darren. “A green driver that goes into amber might have an incident, he might have
a fatigue event, he might not quite be himself. He might not be communicating the way he used to. They are all lead indicators where something might not quite be right for an individual,” he says. “He could be ill. He could be having a family issue. We’re trying to join all these things together and how we can extract and get the best value out of the information to help us manage and prevent an issue in the first place.” One driver with an impeccable record returned from holidays and had a series of minor incidents. All of a sudden he had an erratic fatigue pattern coming off him straight after his holidays recalls Darren. “He was sent for a medical and ended up testing positive for Ross River Fever. He didn’t know. His family didn’t know. It was simply because we used the technology to support the case for a medical and, further outcomes came
of that,” Darren says. “At this point in time we’re looking for patterns and any lead indicators for somebody who isn’t quite where they used to be. We’re always looking for patterns in the data, patterns in behaviour that may lead us to something bigger down the track.” Ron Finemore Transport has six key operational areas within its business. These are Brisbane, Orange, Wagga, Wodonga, Derrimut and Corowa. Each of those operational areas has a dedicated fleet assigned to them. Individual operations officers at each of the sites receives feedback directly from the vehicle they are responsible from the road and is responsible for the welfare for each driver under the Seeing Machines review process. According to Darren, the operations people are trained in an internal process of effectively contacting the driver and making sure they’re ok should there be a fatigue issue. “They have full and unfettered responsibility to make sure that the driver isn’t at risk,” he says. “If there is any doubt, we have a process which enables the operations person to instruct the driver to take a break.”
It works extremely well as it puts the responsibility for the events back in the appropriate operational area. Each operation varies in terms of peak activity. Operations personnel know their drivers and what they can and can’t do. Ron Finemore Transport was of course a natural fit for the nearly three-year, $6.5 million Advanced Safe Truck Concept project and a willing participant. Darren was heavily involved all the way through it. “We were very active in helping Seeing Machines and Monash collect the data that they needed for it,” he says. “By engaging drivers and keeping them informed of what we were doing along the way in advance of when all of these things happened our company saw a high participation rate and took home some very valuable information out of it as a result.” It was the first time technology of this type had been tested in a fleet of trucks during normal business operations according to Associate Director of MUARC Associate Professor Michael Fitzharris who expects drowsiness and distraction will be detected earlier with greater accuracy moving forward.
Dr Mike Lenné, Seeing Machines; Hon Scott Buccholz MP, Assistant Minister for Road Safety; Mark Parry, RFT Managing Director; Assoc Profesor Michael Fitzharris, MUARC.
“Driver Monitoring Systems of this type and sophistication will have significant road safety benefits, not just for trucks but for future passenger vehicles,” he says. “With driver distraction and drowsiness known to be key contributors to road fatalities and injuries globally, this research will enable the implementation of highly advanced and sophisticated driver monitoring technology that will play a key role in reducing the number of people killed and injured on our roads in the future.” Accordingly, the study vindicates effective implementation of driver monitoring technology to provide policymakers the opportunity to apply a more personalised approach to managing the risks associated with driver fatigue. Professor Fitzharris says a re-think of current best practice in managing driver fatigue and distraction levels for commercial drivers is going to allow for major implications for policy. “Our research at MUARC played a role in seeing the introduction of frontal and head protecting side air bags in all new vehicles, as well as Electronic Stability Control,” he says. “I hope that history can repeat itself with this technology included in all new vehicles here in Australia, and around the world.” The technology, according to Professor Harris, will also improve the safety of all road users from passenger vehicles to pedestrians and cyclists. At Christmas time Ron Finemore Transport hires a number of trucks for four to six weeks to help it with peak. The moment the business gets a hold of an additional truck for that period it will, without hesitation, put in its own telemetry system, and install Seeing Machines for those six weeks and later rip it all out simply because the company refuses to let its drivers go unprotected by the technology while they’re doing their job. “That’s how serious that we take it,” Darren says. “It’s not a cheap exercise. But talk about payback. It would be foolish not to have it in the truck and then have an issue and question why we didn’t do it. When you flip it around the other way it’s a very cheap insurance policy.” p r i m em over m a g . c o m . a u
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GET WITH THE
PROG
As a leading manufacturer and supplier of driveline components to original equipment manufacturers like PACCAR, Dana has joined forces with PACCAR Parts to effectively cater to the replacement driveline component needs of Kenworth and DAF truck owners.
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erhaps due to the fact they are tucked away out of sight beneath the chassis and are rarely cause for trouble, the humble truck driveshaft is generally given scant regard by truck owners and operators alike. However, it hasn’t simply happened by chance that this critical component of every truck is largely considered ‘set and forget’ over long periods of hard work. This is due, in no small part, to the tireless work that goes into engineering, research and development and other investments that go into these products to ensure they go the distance – and then some. This entails a mind-boggling set of criteria that must be met to ensure the products exceed the expectations and needs of the most demanding truck operators in the country. As a perennial favourite in the heavy-duty truck scene in Australia, Kenworth trucks in their various guises are well-known for their inherent ability to last exceptionally well under arduous conditions. This 46
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well-deserved reputation has been earned because every single component that makes up these machines has been demonstrated to provide the necessary levels of durability and performance for the intended purpose. But as with all mechanical components, drivelines do eventually wear out and require changing, which is why replacement units that match the standards of the OE parts need to be quickly and efficiently sourced in the interests of keeping the wheels of valuable equipment turning. For operators of Kenworth and DAF trucks, the partnership between Dana and PACCAR Parts ensures the prompt availability of OEM quality parts no matter where they are located around the country. For its part, Dana continues to develop its products and services to ensure the best quality components are readily available, while PACCAR Parts has the comprehensive network and wherewithal to source and distribute the components in a timely and efficient manner.
The main objectives of PACCAR’s Genuine Drive Shafts program are to ensure the consistent in-stock availability of inter-axle shafts which have a universal commonality amongst many heavy-duty trucks, as well as a rapid solution for main driveshafts which, due to varying wheelbase lengths, come in a wider range of sizes. In this way, truck operators can be assured of minimal downtime due to promptly delivered Australian-made replacement components from a trusted OEM supplier. According to Phil Reynolds, Senior Product Manager for PACCAR Genuine, the company’s main objective is to imbue confidence among its customers; confidence that the parts supplied are identical to those originally designed, tested and approved by PACCAR engineers and subsequently fitted to new Kenworth and DAF trucks on the company’s Australian assembly line. “The Kenworth DAF dealer network recognises the importance of holding
There are 53 PACCAR Parts locations throughout Australia.
RAM critical inventory and accessing channels that allow for fast turnaround of components to maximise customer uptime,” Phil says. “Interaxle driveshafts were the first stage in a full driveshaft program rollout in 2019 that now provides Kenworth and DAF owners and operators with the choice to go to their PACCAR dealer for the same components as originally fitted to their vehicles when they were assembled at the factory.” In addition to driveshafts, PACCAR Parts recently launched PACCAR Genuine universal joints and PACCAR Genuine clutch installation kits, further growing the list of first-fit products carrying the PACCAR Genuine identity. Phil Reynolds stresses that while there are a number of driveline component suppliers in Australia, choosing PACCAR Genuine driveline components ensures the quality and reliability remain consistent with what is expected from the Kenworth and DAF products. PACCAR Genuine universal joints also come with a 24-month warranty, and driveshafts and clutch installation kits carry a 12-month unlimited-kilometre warranty. In addition, all PACCAR Genuine products are supported throughout Australia by
the Kenworth DAF dealer network which includes more than 57 locations around the country. These include 53 PACCAR Parts outlets and four TRP Truck and Trailer Parts stores. There is a raft of technical data pertaining to the operation of the trucks that is analysed by Dana engineers in order to maintain the bullet-proof reputation of its products. This information is used to determine stringent guidelines for product performance and durability to ensure its driveshafts and associated components exceed the requirements of demanding applications in which hard-working Kenworth and DAF trucks are engaged. For a start, the most obvious factor is the vehicle application – whether the vehicle’s baseline duty cycle will be primarily onhighway, off-highway or somewhere in between. Flowing on from this are other critical elements including the net input torque from the engine, gross vehicle or combination masses (GVM/GCM), axle load capacities and rear axle ratios. For off-road all-wheel-drive applications the low- and high-range transfer case ratios are another important consideration. Then there are other perhaps slightly less critical aspects such as universal joint
working angles, low and high gear torque ratios, wheel slip torque, tyre-rolling radii, engine clutch engagement torque at various engine RPM, maximum vehicle operating speed, torsional and inertial vibrations and static as well as dynamic centre bearing loadings. In a nutshell, literally not one stone is left unturned in the quest to analyse and evaluate every conceivable force and impact that can affect the lifespan and performance of the Dana driveline products that are sold as PACCAR Genuine components through the PACCAR Parts and TRP Truck and Trailer Parts networks. To conclude, the strong synergy between Dana – as the local designer and manufacturer of top-quality OEM driveline components – and PACCAR Parts – which sources and sells the products to customers across the country – provides the end user with replacement parts that are identical in every respect to those which were fitted to the vehicle on the assembly line. This is by far the best way to ensure the longevity and reliability of the Kenworth and DAF products at hard work in the tough Australian environment. p r i m em over m a g . c o m . a u
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TRUCK & TECH
All of Recycal’s Scanias operate on a full R&M contract.
ECCO A Melbourne-based recycling company is pushing back hard against the notion that trucks operating in the recycling space can’t be kept in immaculate condition. On the contrary, Recycal’s ‘clean and green’ fleet of Scanias is among the best presented of any truck fleet – period. 48
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here’s no logical reason why it should be deemed acceptable that any truck – including those carrying freight destined to be transformed into pristine raw materials to make new products – should be allowed to remain dirty on the outside for extended periods of time. The fact is during normal operation every truck quickly gets grubby, whether plying the highways, moving around the cities or at a construction or demolition site. The only way to remedy this is regular
washing and maintenance in order to keep them in the most presentable state possible, thus upholding the image of the company to which they belong. Fleets with trucks that are consistently kept clean also tend to attract a better class of driver which, in turn, is more likely to take pride in their ride and deliver a positive impact on the company’s bottom line. Put simply, regardless of what type of work is involved, keeping trucks clean and presentable makes good business sense.
PAR K National family-owned business, Recycal, subscribes to this modus operandi. It operates across a broad spectrum of the diverse recycling industry with a presence in each of the mainland states and Tasmania. When Prime Mover spoke with the company’s Operations Manager, Jason Zorzut, he was in the middle of installing machinery specifically designed to separate and remove materials from E-waste, which includes LED and plasma computer and television screens.
“We started Recycal at Ringwood in Melbourne about ten years ago with a bunch of old trucks and equipment which was all we could afford at the time,” Jason says. “As the business grew and we started expanding interstate, we realised that the repairs and downtime due to the old vehicles was killing us. In fact, we worked out that the combined cost of keeping the old vehicles on the road was actually more than the cost of leasing new vehicles, so it was a no-brainer to phase
them out in favour of new gear.” With a preference for European trucks, Jason set about investigating the different options and thanks to a positive endorsement from close friends who operate a bus company, his attention turned to Scania. “Our friends had a lot of good things to say about the Scania products, so we took a closer look and liked what we saw,” he says. “The value for money of the Scania trucks was something that really stood out to us, along with the creature comforts and the company’s comprehensive Repair and Maintenance (R&M) contract that enables us to forecast our whole-of-life costs.” The company has a policy to spend money on new equipment that improves efficiencies in the operations and in this regard the Scania trucks are no exception. Having good gear, according to Jason, attracts a better class of driver, providing a flow-on effect that adds value to the business. “It’s an image thing – we’re always keen to stand out from the crowd, so to speak, and the bright green Scanias certainly do that for us out on the roads and highways,” he says. The company’s first Scania order was for six G 500 8x4 rigid units that found homes in pairs at each of the Melbourne, Brisbane and Launceston facilities. The Scania Tally currently stands at 27 with 20 of these being G 500 8x4 rigid units along with seven prime movers including G 500 and R 620 units. Some of the fleet comprises examples of the latest New Truck Generation (NTG) series. In the trailer department, Jason says the company has a good relationship with Tefco Trailers, which has provided five 82 cubic metre tippers that run in Tasmania and Victoria behind the R 620 prime movers. MaxiTRANS is another trailer brand of choice, with the company having supplied a pair of specialised Performance-Based Standards (PBS) approved four-axle dog trailers towed by the 8x4 rigid units. “This gives us the ability to run different combinations across our range of 8x4 p r i m em over m a g . c o m . a u
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TRUCK & TECH
Tefco Trailers build the 82 cubic metre tipper bins.
hook-lifts and tray trucks,” Jason relates. All of the hook-lifts and truck-mounted cranes are supplied by Palfinger, with Jason saying these units are highly reliable and trouble-free, making them an ideal match with the Scania trucks. There is also a special-build lightweight B-double skel set capable of hauling two 20-foot containers weighing 30 tonnes each. This is designed to be pulled by the R 620 NTG prime movers which feature a heavy-duty drivetrain and reduction hubs. Jason says he is particularly impressed with Scania’s onboard monitoring system, and he says his drivers now strive to achieve the highest possible score. “We have been utilising the Scania Four axle PBS approved dog towed by an 8x2 unit.
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“It’s an image thing – we’re always keen to stand out from the crowd, so to speak, and the bright green Scanias certainly do that for us out on the roads and highways.” Jason Zorzut Recycal Operations Manager
tracking and reporting system to help improve our drivers’ skills and habits,” he says. “The drivers know we’re tracking them, and although some bad habits die hard, with the right training and knowledge of the trucks and their technology we are seeing massive improvements across the fleet. They also
know that if they are doing it right, their score goes up accordingly, and this helps us with fuel economy and longevity of the vehicles.” He also explains that Recycal is running all the Scanias on a full R&M contract, meaning there’s full transparency of running costs over the life of the vehicles. He also appreciates the fact that as driver scores improve, the company benefits through improved contract terms. The servicing work is carried out at Scania’s branches throughout the mainland states and at its authorised service agents in Tasmania. All up, the Scania trucks have proven to be a great tool in the Recycal operation. The reliability and operational efficiency of the vehicles is helping the company to continue expanding and streamlining its operations as it seeks to optimise the processes of turning waste materials into the building blocks of future products.
Your super fund stands behind people in transport. People working in transport are affected in different ways by COVID-19 and market volatility. Some segments have been stopped altogether impacting businesses and families, while others are experiencing high amounts of pressure from increased demand. You can rest assured that TWUSUPER is here to help. Your Fund is in a strong position to ride out this time with you and we will do whatever we can to assist you, your family and transport operations. There may be delays if you phone the Contact Centre during periods of high demand. The best place for general guidance and information is our website, which is continually updated. You can also log in to your account online to view your account details.
The key takeaways so far are:
The Government has announced the early release of some super for eligible people (up to $20,000 in two payments – see twusuper.com.au/covid for more detail). This will be arranged directly through the Government ‘my.gov.au’ website as scheduled for mid-April.
Our Balanced (MySuper) option* is invested across a diverse range of assets, but will be impacted by the ongoing market volatility. Keep in mind there have been 10 years of strong returns and super remains a long-term investment for most people.
Insurance cover provided by TWUSUPER covers COVID-19 as it does all pandemics. The insurer TAL will not be invoking a limited clause for new members or those upgrading cover. You can check your cover at our website MemberOnline.
We realise many people will find the next few months extremely difficult – please consider carefully before accessing your super. Withdrawing super now can have a significant impact on your future balance. Analysis** has shown that by accessing the full $20,000 – lost future retirement savings could be approximately: 25 year old = $120,511; 35 year old = $78,420; and; for a 45 year old = $51,030.
We will continue to update our website with new information as it comes to hand. twusuper.com.au For the people who keep Australia moving *Investments can go up and down. Past performance is not necessarily indicative of future performance. **Based on modelling by Industry Super Australia. For assumptions visit industrysuper.com/assumptions TWU Nominees Pty Ltd, ABN 67 002 835 412, AFSL 239163, is the trustee of TWUSUPER ABN 77 343 563 307 and the issuer of interests in it. When TWU Nominees and its representatives provide you with general financial product advice, they do not receive any remuneration (such as commission) or other benefits for providing this advice to you. TWU Nominees and its representatives do not have any associations or relationships with other entities and persons which may influence the financial services it provides to you. This information is of a general nature and does not take into account your personal objectives, situation or needs. Before acting on this information, you should consider your objectives, financial situation and needs. A copy of the Product Disclosure Statement should be obtained from TWUSUPER (at www.twusuper.com.au or by calling 1800 222 071) and considered carefully before you make a decision to acquire the product or continue to hold the product. This document has been prepared and is issued by TWUSUPER. TWUS 56404 (B)
TEST DRIVE
THE DUTCH
TOUCH
Few trucks have undergone such a comprehensive makeover as the DAF CF which has been upgraded to be much more than merely compliant with Euro 6 emission standards.
I
t used to be a school of thought in which a DAF was considered a truck to buy if it was to be a function of a business, rather than the business itself. If the truck was to be the main element of the business of moving freight for reward, then other brands including its PACCAR stablemate Kenworth were more likely to be on the shopping list. Hence DAFs were regarded as somewhat of a niche player and were favoured by the likes of farmers, the equine industry and crane truck operators. But not anymore! This latest DAF CF (and its big brother the XF) are up there with the best that Europe has to offer in terms of rigids and prime movers. Essentially, every important component of the truck has been reassessed and, if necessary, re-engineered to provide this
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next generation of DAF models with an edge in transport efficiency, safety and driver comfort. Engine innovations, new drivelines and aerodynamic optimisations result in significantly reduced fuel consumption and the new generation models also feature enhanced safety features, plus an updated interior and exterior design for driver comfort and appeal. To achieve the aim of best in class fuel economy and driveability requires almost perfect integration of all components and to this end new driveline software and new electronic control units have been employed to deliver optimum interaction between the engine, exhaust after-treatment system, transmission and rear axles. This is a truck intended for application throughout the world and since the Euro
6 DAF XF and CF models were introduced in Europe less than two years ago the brand has increased its European market share to record levels and received a swag of industry accolades and awards. Locally the Euro 5 range has held a steady 3.4 per cent share of the Heavy Duty market in 2019 and the improved specifications and increased range available in these Euro 6 models can be expected to add substantially to DAF’s slice of the Aussie Heavy Duty pie. In the new Euro 6 guise, power from the 13.0 litre PACCAR MX-13 engine has been increased by 20hp in each specification to 480hp and 530hp respectively. A new 11.0 litre MX-11 will be available here around September which will supersede the current 9.0 litre MX-9 and will be offered in 370, 410
and 450hp ratings. As well as the 13 litre models Prime Mover had the opportunity to drive one of the first 450hp 11-litre CFs and it impressed with its ability to ‘hang on’ the steeper climbs with its gross weight just above 42 tonnes. DAF engineers say the operators employing the Euro 6 engines can expect up to a ten per cent improvement over the already competitively fuel efficient Euro 5 versions which represents DAF’s largest ever fuel efficiency improvement in conjunction with a model change. The MX-11 and MX-13 engines use of EGR, SCR and a diesel particulate filter contributes to minimising emissions and delivering good fuel economy without compromising the use of AdBlue, the consumption of which remains similar to DAF’s Euro 5 trucks. Most operators include AdBlue as a fuel cost so keeping consumption of it down will add to the bottom line. Maximum torque of the PACCAR MX-13 engine has been increased significantly to allow for down-speeding of the engine. The highest spec of the MX-13 engine now produces 530hp at 1,600 rpm and 2,600 Nm of torque at 900-1,125rpm. There is more torque at lower revs across the entire engine range permitting the use of faster rear axles which enable the trucks to stay in higher gears for longer. The Variable Geometry Turbocharger provides higher boost pressure at lower revs which is an important factor in achieving the increase in torque. The engines have a new EGR system and a new valve actuation design. Thermal efficiency has been enhanced by developing a new combustion system, including new pistons, injectors and injection strategies, while higher compression ratios are also used. DAF has innovatively addressed parasitic losses from the engine by utilising variable speed pumps for cooling, power steering and oil to achieve lower fuel consumption. The cooling systems have been increased in size by 30 per cent and in combination
with improved air flow management are able to dissipate the slightly increased heat generated by the Euro 6 engines at the same time as cutting engine fan operating times by half, again contributing to fuel efficiency despite the increased horsepower ratings. To complement the engine performance, the performance of the PACCAR Engine Brake has been enhanced. Maximum braking power of the PACCAR MX-11 engine brake is 340 kW. Maximum braking power of the MX-13 is 360 kW and in the important 1,200 to 1,500 rpm range, engine braking power has increased up to thirty percent. The ZF Intarder is also available as an option. As with many European (and some Japanese) manufacturers DAF has
FAST FACT
The $37m expansion of PACCAR’s Bayswater facility in Victoria will double capacity by 2022 and allow even more ‘localisation’ of the DAF range to suit the requirements of the Australian market.
embraced the TraXon automated manual transmission from ZF. A more powerful and intelligent electronic control unit delivers faster gear changes and better clutch control when taking off at lower engine speeds. Note that the TraXon is 35 per cent quieter than the ZF ASTronic used in the Euro 5 DAFs. The TraXon is stronger overall to accommodate the increased torque and higher gear ratio spreads and the design has lower internal friction losses making it more economical. The 12 speed TraXon is standard and a 16 speed is optional. The attention to detail in the quest to reduce fuel use carries as far as the rear axles which logically have ‘taller’ ratios and also feature improved rear wheel bearings to reduce friction losses. By changing from 3.4:1 to 3.09:1 final drive ratios at 100 km/h, the engine speed has dropped by 150 rpm. The new CF cab exhibits a different look from its predecessor with the new grille not appearing as ‘open’ and a more rounded shape on corners of the cab to reduce drag. New gap closures between the headlight and the corner deflector provides improved aerodynamics. Light emitting diodes (LEDs) are used instead of globes in the headlights, tail lights and daytime running lights providing the benefits of higher outputs and more durability with lower energy
Driver attention is maximised by the ergonomic and tasteful design of the cab. p r i m em over m a g . c o m . a u
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TEST DRIVE
consumption. Turning lights and fog lights are standard equipment. The new DAF CF comes with enhanced active and passive safety features and a comprehensive package is included as standard equipment. This includes Adaptive Cruise Control (ACC), Forward Collision Warning (FCW), Advanced Emergency Braking System (AEBS), Lane Departure Warning System (LDWS), Vehicle Stability Control (VSC) and an innovative and very effective side camera on the kerb side of the truck which provides the driver with an enhanced view that mirrors just can’t provide especially in wet conditions. Should the suite of safety systems ultimately be unable to prevent an accident DAF has developed its Protective Cab Suspension Construction, a proprietary technology that helps to absorb a significant part of collision energy but allows for a controlled rearwards movement of the cab along the chassis thus protecting the driver who
also has a driver’s airbag and pretension seat belt to minimise the risk of injuries. A safer driver environment is not limited to the active safety systems of the new DAF. The ergonomic design of the cab interior helps maximise the driver’s attention to the road through the larger windscreen and windows and the customisable dash layout with interchangeable switches allows the driver to configure it to their individual needs. From a driver’s perspective the over-riding sensation is the quietness of the interior which exudes a high level of quality and driver comfort with new warm and tasteful colours on the dashboard, seats, curtains, mattresses, side and back walls. The new fully automated HVAC system provides a comfortable environment regardless of the outside conditions and contributes its own four per cent improvement in fuel efficiency by utilising residual heat from the engine for heating the cab during shorts breaks and a smarter control of the evaporator
to avoid unnecessary cooling. In sleeper cabs the climate control system may also be operated using the new rear wall panel with its own temperature display. A key principle when developing the new drivelines was to reduce engine revs for improved fuel efficiency. An important part of fuel economy comes down to how the driver operates the vehicle and the Driver Performance Assistance (DPA) feature offers constant feedback to the driver of their driving style and is effectively positioned so the driver can easily see the driving effects on fuel consumption. The centre dash located DPA also feeds into the PACCARConnect telematics system. PACCAR Australia commenced local assembly of DAF trucks in September 2018 and since November 2018 the General Manager of DAF Trucks Australia has been Spaniard Felipe Rubio who decalres with conviction, “The new models are the biggest thing to happen to DAF in its 21 years of history in Australia.”
The current 9.0 litre MX-9 will be superseded by an MX-11 in September. 54
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IVECO’s Hi-Matic version of the ZF eight-speed full automatic transmission comes as standard.
TRADING
PL ACE S
Recognising the demand for ready to work light trucks in the Australian market IVECO has put together the latest version of the ‘Tradie-Made’ based on the Daily 45C17 cab chassis.
S
ince it was launched in 1978 more than three million examples of the IVECO Daily have been sold globally in various guises. The latest Daily ‘Tradie-Made’ is a limited edition package which includes a locally built alloy tray. A similar combination was offered several years ago and achieved with it sufficient sales success to warrant a repeat in 2020. Buyers will gain a confidence-boost and reduce long term costs as this latest package includes an additional two years extended warranty on top of the standard 3 year/200,000kms, delivering a total of five years’ factory cover. The Tradie-Made package also comes with five years free servicing up to a maximum of five services. The Tradie-Made’s Euro 5 engine is the IVECO 3.0 litre diesel producing 170hp (125kW) at 2,900-3,500rpm and 430Nm 56
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(317 ft/lbs) of torque between 1,500 and 2,600 rpm. This version of the 3.0 litre engine is equipped with a variable geometry turbocharger in order to deliver usable torque at low revs and promote good fuel economy throughout the rev range. The engine has low friction piston rings and IVECO specifies high quality engine oils to reduce internal friction and improve fuel consumption. The engine’s ‘smart’ alternator makes its own contribution to fuel efficiency by eliminating unnecessary load and it also maximises battery life. The Tradie-Made has as standard IVECO’s Hi-Matic version of the ZF eight-speed full automatic transmission which has a selfadaptive shift strategy. This transmission delivers noticeable smoothness and invariably ensures that the correct ratio is selected to suit the instantaneous
circumstances of load, terrain and driving style. In full auto mode the ultra-fast gear changes (under 200 milliseconds) to ensure seamless power delivery to the wheels. There is also the option to push the lever across to over-ride the automatic function and manually select gears which can be handy on descents. The Hi-Matic features both ‘Eco’ and ‘Power’ modes and as we have come to expect from such technology, when Eco is selected the transmission changes gears at lower rpm, while Power mode holds the vehicle in each gear for a longer time to provide stronger acceleration or for tackling inclines when loaded. The 3,750mm wheelbase of the Daily Tradie-Made accommodates the locally built alloy tray which has external dimensions of 4,223mm length and 2,218mm width. The tray features
recessed latches for the split drop-sides and tailgate plus quick lock hinges. There are 24 internal load restraint points as well as tie rails on the sides and a tube headboard and rear window protector. A tubular alloy step is also included at each front corner to enable safe and easy access to the tray. Interior comfort is provided in the form of the suspended driver’s seat with folding armrest and the wide passenger bench seat can readily accommodate two adults. The cabin has automatic climate control air-conditioning and the dash features the IVECONNECT multi-media system incorporating GPS and Bluetooth phone connection and audio streaming with a set of controls mounted on the steering wheel. Cruise control is also standard with the Tradie-Made pack. The 16 inch dual rear wheels and the truck-style C-section chassis and multileaf spring rear suspension allow for a Gross Vehicle Mass of 4,500kgs which qualifies the Tradie-Made to be operated by a holder of a passenger vehicle licence and this Daily still can handle a payload of up to 2,000kgs. Standard safety features include airbags for the driver and passenger plus dual side curtain airbags. Four wheel disc brakes incorporate ABS with Electronic Brake Force Distribution and IVECO’s ninth Generation Stability
A version of the 3.0 litre engine is equipped with a variable geometry turbocharger.
Control and Hill Start Aid. Daytime running lights and fog lights at the front contribute to safety in all light and weather conditions and a buzzer alarm at the rear warns bystanders when the vehicle is reversing. There are currently many options in the Australian light commercial vehicle space, ranging from 4x4 dual cab utes to large European and Asian vans, plus the smaller specification versions of cab-over trucks which fit into the sub-4, 500kg GVW envelope. Potential buyers need to consider long term practicality
and cost and a vehicle such as the Daily Tradie-Made is certainly worthy of a decent look. With the Tradie-Made the driver and passengers get to experience an almost car-like ride which is substantially different from any equivalent cab-over light truck alternative. In keeping with its name, the Tradie-Made ready-to-work package will find favour with the likes of plumbers and brickies, and at the same time should provide a practical option for operators handling smaller loads of freight where a tray top is a better alternative to a van.
FAST FACT
Despite a towbar not being included in the Tradie-Made list of standard equipment, the towing capacity with a braked trailer is 3,500kgs.
IVECONNECT multi-media system incorporates both GPS and Bluetooth. p r i m em over m a g . c o m . a u
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PRODUCT SHOWC ASE
LOAN RANGERS As a small team, PACCAR Financial can respond, without delay, to the needs of its customers and provide a personalised service in cycles of economic downturn that help comfort transport businesses in times of distress.
T
he start of 2020, the 41st year of business for PACCAR Financial, has been unlike anything else the industry has seen before. Bushfires, floods and the COVID-19 crisis have brought about unprecedented disruptions to the supply chain. For many regional businesses this has impacted their productivity in some way. With that said, there are others, in the current environment, busier than ever. Between its long standing loyal and growing customer bases, PACCAR Financial helps manage many thousands of trucks and trailers whether through commercial hire purchase, finance operating lease or chattel mortgage. Being a small team is an advantage. As it doesn’t operate any offshore call centres, many of which are temporarily closing for the practices of social distancing under COVID-19 regulations, PACCAR Financial remains accessible and agile, so that it can act fast on behalf of its customers. At times like these it understands its customers require an approach tailored to their needs especially when businesses
can’t afford to stop. According to PACCAR Financial Managing Director Roland Hollingsworth customers are appreciating the understanding and flexibility. “There’s a lot of uncertainty out there. People with cash on hand at the moment are worried about what might happen in the future,” he says. “Once we talk about it and discuss what the options are they generally, without exception, go away feeling comfortable.” PacLease, which has over 120 rental trucks across Australia, is acting swiftly to meet demand as general freight, supermarkets and essential services continue to surge. PacLease General Manager Andrew Molnar says the business model is particularly suited to customers who can’t afford traditional long lead times for delivery of a prime mover. “They might take on a truck for a demand that lasts a couple of months, depending on how long this situation goes on for, but if it goes on for longer they’ve got the flexibility to keep on the truck,” he says. “If it’s shorter than what everyone is expecting then they can hand the truck PacLease has access to DAF trucks in a number of applications.
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back when they’re done with it as well.” Should a subcontractor go on leave for a week or a vehicle get sidelined for repairs, PacLease can provide rental trucks for a day, a week or up to 12 months. It has access to Kenworth and DAF trucks in a variety of applications. “There’s a range of different gear available to suit the application,” says Andrew. “We can tailor the rental to whatever the marketplace requirement is.” At a time when customers might worry about having their loan held up, PACCAR Financial can utilise electronic loan document execution. This way loan documents, according to Roland, can be generated and sent to the customer electronically. “The documents go onto a web portal where the customer can review everything at their leisure and then sign them all off on the web portal,” he explains. “We’ll cash the loan and they’ll go pick up their truck the same day. There’s not a lot of lenders that accept a quote who would be able to turn around loan documentation that quickly. In this current environment electronic execution is very useful because customers are telling us that they don’t want us out visiting and handling physical pieces of paper, so they feel comforted that we don’t need to do that. It’s part of our versatility.” Having a local presence also helps. Other lenders, with overseas staff, can be less responsive. PACCAR Financial, based out of Melbourne, prides itself on being easy to reach. Roland says he is pleased they are continuing to do business through these tumultuous times. “Our lending volume hasn’t dropped significantly at all. Customers aren’t delaying getting their new truck,” he says. “That tells me the freight task is out there. Our customers need new trucks. They still need to grow their fleets.”
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PACCAR Financial and PacLease are here to support your business needs through our customised loan products available nationwide. Call us today to discuss your requirements on 1800 455 155.
PERSONALITY
ACCESS A L L
A R E A S
Bec Coleman is from an agricultural family and grew up on a sheep property near Grenfell in NSW. For the past four years she has been the Chief Operating Officer of the Livestock, Bulk and Rural Carriers Association (LBRCA). PM: You’ve had an interesting career path including seven years at the Civil Aviation Safety Authority (CASA). Are there any parallels between rural trucking and the air industry? BC: At CASA I worked in many facets of
the business including regulatory reform projects and leading a team of business analysts. I also had a seven-year stint in the vocational education sector running a Registered Training Organisation across indigenous communities and work places
Anthony Dunst, Haddtrack; Bec Coleman; Rob Cavanagh, Stockmaster. 60
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based in Cairns. I expect that’s where my passion for education and learning in our industry comes from. Working in both the aviation regulation industry and the vocational education sector let me see the positive results that can come
from platforms that have learning and education as their foundations. I’d like to see these foundations firmly set in place for the road transport industry.
there needs to be renewed focus on balancing the conditions for using roads and enforcing regulations to better support rural-related transport.
PM: How did you become involved in association management? BC: I returned to Canberra from Cairns and accepted the role of office manager at ALRTA (Australian Livestock and Rural Transport Association – the industry’s national peak body) which is how I became involved in the heavy vehicle industry and its wonderful people. There are so many doors that are still shut in our industry that I can see need to be opened. As someone, who is not adverse to invoking change when warranted and fighting for what’s right, the LBRCA is a good fit for me. Associations are important to the growth of our industry.
PM: Do you see any progress in gaining improved access? BC: Local access or farmgate access is an issue across the nation and NSW is one of several states which has come up with a solution to try to address it. The NSW Farmgate Access Project is a collaboration project between Roads and Maritime Service and LBRCA that aims to initiate access to the farmgate for B-double vehicles in NSW. Despite having a national regulator, until we have a truly national system, we’ll still have states making their own decisions on how they manage road access, just as we see with various access models across states and territories now. Maybe a couple of years down the track we might have that universal national framework, but until that happens we can only do things piece-meal to make sure that our industry can get from point A to point B safely, with limited red tape.
PM: Aside from drought, flood and pandemics, what other big challenges are currently facing the livestock and bulk transport industry? BC: There are many and our industry continues to fall behind in the areas of infrastructure, driver facilities and road access. With road access, there has been a lot of concentration on the main highways, but there has been limited focus on those local routes where many of our members operate. We’ve been talking about access to the farmgate for decades, and despite starting to talk less and walk more, we’re not walking fast enough. Efficient farmgate property access has a direct positive effect on safety productivity improvements. PM: So you’re seeing an imbalance? BC: Our industry has kept up with regulation changes by improving our vehicles, our technologies, and our operations. We’ve adapted to new laws such as Chain of Responsibility. All the while, operators are trying to get productivity and business savings, employ more people and pick up the industry’s image. But, unfortunately, the infrastructure, including roads and bridges, is still years behind where we should be. In the next couple of years
PM: Will the review of the HVNL (Heavy Vehicle National Law) provide some benefits? BC: The review should open doors to the right regulation for our industry and should result in refining regulation so it is fit-for-purpose. We need national regulation that is less prescriptive and not set to locations. For an operator it should be about the task they are doing and the environment they are in. PM: Two highlights of the LBRCA annual conferences are the dinners at which attendees, led by yourself, enthusiastically embrace the annual dress-up themes as well as the announcement of the LBRCA Young Truck Driver of the Year. What is the significance of the award? BC: What I like about the award is it recognises young individuals from a workplace perspective and it’s also encouraging younger people to consider a role in the transport industry. Reggie
Coleman at an industry event in 2016.
Sutton was the inaugural winner in 2015 and now has his own transport business and is the current LBRCA Vice President (Livestock). An important factor in the award process is improving the image of our industry to young people and encouraging them to seek a successful and rewarding career in our versatile industry. It’s quite aspirational when other people see them buying $500,000 rigs, running their own transport companies successfully and gaining a lot of respect. Often, we don’t seem to promote a succession plan for our industry and the LBRCA is very passionate about having more young drivers becoming involved. By winning the 2020 award Sophie Reid, a truck driver at Divall’s Bulk Haulage in Goulburn, has shown the industry has opened its doors to diversity. It’s no longer just seen as a job for men, it’s for everybody and Sophie represents this perfectly. She’s spruiking her award and she’s proud of what she has done. Her win has generated significant interest in the award for next year. p r i m em over m a g . c o m . a u
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PRIME MOVERS & SHAKERS
SCOT T’S
HONOUR One of a number of standout presenters at the 2020 Livestock, Bulk and Rural Carriers Association conference in Tamworth, Assistant Minister for Road Safety and Freight Transport, the Honourable Scott Buchholz MP has 25 years of experience in the transport industry.
Scott Buchholz.
P
ossibly the only Federal parliamentarian to hold a current MC licence, Scott Buchholz should be wellqualified for his Ministerial roles following a transport industry career in Queensland where until recently, he was a director of transport companies CQX and Toowoomba Express Couriers which operated from 14 depots across the state. With his business background, Buchholz naturally, is a staunch advocate for small business in general, and transport in particular. He founded the Parliamentary Friends of Small Business to give issues that impact family and small businesses a higher priority and a strong voice in Federal Parliament. During his maiden speech to Parliament in 2010 following his election as Member for the seat of Wright in southeast Queensland, Mr Buchholz mentioned the challenges facing some of the people he represented. “My farmers are struggling to get a better price for the product at the farm gate. My businesses, small and large, are struggling with an increasing level of compliance and red tape,” he said. In Tamworth, a decade later, he 62
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acknowledges some of that red tape was still binding up road transport reform, and expects the NHVR to play a bigger role. “With the NHVR I totally agree there is more to do. When we set them up unfortunately the terms of reference were written by bureaucrats. Effectively, what we did was tie one arm behind his (CEO Sal Petroccitto’s) back and one leg up behind his shoulders and said ‘go and create efficiencies’. The recent reviews we’ve had will hopefully unshackle that. Sal does an amazing job managing not
only the relationship at a Federal level but the many different dichotomies that exist in dealing with the different personalities across the states.” Buchholz is enthusiastic about the integration of technology in modern trucks. He believes the local manufacturing sector is undersold. “Some of the safety stuff coming out on new transport equipment is saving lives on the road. Our Australian truck manufacturers continue to drive innovation, to achieve efficiency and productivity gains which helps all
operators in the transport sector to move freight safely and efficiently,” he says. “I’ve been visiting manufacturers of trucks and trailers around Australia and I am thoroughly impressed with their commitment to improving road safety with modern technology.” A combination of targeted infrastructure investment and road freight policy work will benefit the industry according to Buchholz. “Transporting products through regional and rural areas is critical to the Australian economy, to grow small business and get product to families and individuals,” he says. “Opportunities are going to present to the industry in the next two decades as the freight task is set to double. As we roll out our capital investments in the inland rail infrastructure from Melbourne to Brisbane it’s expected that by the time we get to ‘full noise’ and construction is completed, the freight task will have increased to the point whereby we won’t have taken a single truck off the road.” In the climate of accelerated government spending Mr Buchholz foresees opportunities to utilise local government to address first and last mile road upgrades. “I think this industry as a whole will be a beneficiary because if we’re looking for ‘shovel-ready’ projects from the federal government perspective, it’s always our intention to give the money to local government for road infrastructure. The reason we like local government is because they already have a readily available workforce. The further west you go often they are the largest employer in town. Our enthusiasm with local government in that space is around their dexterity and their nimbleness.” Australian capital cities, according to Buchholz, are among the safest in the world. On a scale of road deaths per 100,000 of population, Australia is showing improvement in road safety but there is more to be done. “Our capital cities Brisbane, Sydney, Melbourne and Adelaide are safer than
“Some of the safety stuff coming out on new transport equipment is saving lives on the road. Our Australian truck manufacturers continue to drive innovation, to achieve efficiency and productivity gains which helps all operators in the transport sector to move freight safely and efficiently.” Scott Buchholz Assistant Minister for Road Safety and Freight Transport
most countries in the world. Countries doing better than us are mostly small geographical landmasses. Where we blow it is in the regional and remote areas. As government we’re committed to working together, with industry and community to not only improve efficiency and productivity, but also reduce fatalities and serious injuries on our roads.” Acknowledging that more than 80 per cent of car-truck collisions are the fault of the car, Buchholz says the recording of such accidents as ‘truck crashes’ could have a flow-on effect on truck insurance costs and the Office of Road Safety will be looking to separate out that data and how it is reported. “That’s the jurisdiction of the states. The problem for us when we are trying to correlate and collect data through the Office of Road Safety is that not every
state enforcement body collects the data in the same way.” From his own industry experience, Buchholz sympathises with the shortage of skilled drivers and suggests low unemployment is a factor. “It’s not just here in Australia that unemployment is low, it’s right across the global economy which has got some headwinds with the coronavirus at the moment. Once we get through this I see very bullish IMF figures with reference to growth and I think we are going to have even greater problems trying to attract youth,” he says. “The other issue I have is it can’t be a race to the bottom in our industry in what we pay our drivers. It is the technology that is going to drive what our labour market looks like because trucks are more user-friendly – for women in particular.”
Buchholz at the LBRCA event in Tamworth. p r i m em over m a g . c o m . a u
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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION
The basics of truck hydraulics
PETER HART
I
want to explain the basics about truck and trailer hydraulic systems for lifting, rotating and pushing and pulling applications. This article concerns working systems that are not part of the original equipment design. Therefore, they are the responsibility of a modifier. Generally, they are not covered by the Australian Design Rules or inservice vehicle standards regulations. However, there are occupational work safety regulations that must be complied with and there are some safe-practice principles that should be followed. Installation of a hydraulic system is not a recognised modification in National Heavy Vehicle Modification Code (VSB 6). Hydraulic systems use oil flow and pressure to transfer energy and do work. The oil is essentially incompressible. That’s different to pneumatic systems where compression of air is a factor. There are four pressure numbers that are important for any hydraulic system: • Atmospheric pressure – 1 Bar • Neutral pressure – This is the pump outlet pressure when the system is not working but is circulating oil. This pressure should be less than 20 Bar. • Working pressure or pump operating pressure – this is the pressure required to accomplish work. It can be 140 Bar, which is twenty times the maximum pneumatic (brake air tank) pressure. • Relief Pressure – the pressure at which the relief valve opens and 64
deay m c e 2020 mbe r 2018
bleeds pressure back to the reservoir. It is usually set at 15 per cent above working pressure. • Burst Pressure – the pressure at which a vulnerable component (such as a hose) will burst. This should be at least four times the Working pressure. The braided hydraulic hose that transfers hydraulic oil to moving parts must withstand pressure changes during operation between Neutral and Working pressure. The hoses experience pressure pulses so they expand and contract. Hoses vibrate and jiggle around. The stresses of this are felt at the end fittings which are fixed. Hoses need to be secured so that they do not rub and do not crack at the end fitting. Hoses must be correctly sized for the working flow rate. Too small and the pressure drops are great. Too large and the hose is hard to install and bend. The larger the hose diameter, the greater the expansion force to be resisted. Hoses have two ratings, which are Working Pressure and Burst Pressure. As a guide Burst = 4 x Working pressure.
The hydraulic pump is often driven by a Power Take Off (PTO) that is installed into the gearbox. The pump probably produces an output flow rate that is proportional to PTO speed. Consequently, the flow must return to the reservoir when in Neutral (idling). However, there are pump types called load sensing pumps that change flow rate according to conditions. Directional or Spool Valves direct hydraulic oil into actuators (cylinders, pumps) to do useful work. Once the Cylinder is extended or retracted, the hydraulic pressure is either locked in by a control valve or it is released by a bypass valve and flows back to the reservoir. Directional valves can be either Open Centre or Closed Centre. In an Open Centre valve the oil flow is continuous and it is routed through a central passageway (Neutral conditions) and back to the reservoir unless a spool in the valve is ‘stoked’ (moved) and the flow is directed towards a load. The oil flow is maintained. The pump
A safety (burst) valve fitted to a cylinder. Note the use of steel tubein this exposed environment.
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pressure must rise to overcome the load and move. Open centre systems have continuous flow and intermittent pressure. In a Closed Centre system, the oil flow is intermittent, and the pressure is constant. Under Neutral conditions only flow is produced to maintain a standby pressure at the direction control valve. When a spool is ‘stoked, a pathway for flow is revealed and the pump is signalled to increase the flow. Three-way direction valves are used to control power-up, gravity-down cylinders. In the Neutral position the pressure in the cylinder is locked until the valve is moved to the release position where oil can flow back out of the cylinder. Four-way direction valves are used to power-up and power-down cylinders. Valves used for controlling motors must have a ‘free-flow’ or motor feature that allows the oil from the motor that is being driven by a load to circulate to avoid damaging the motor. The lifting force of the cylinders is Working Pressure x Cylinder Inner Area. Note that the flow rate can be adjusted via the variable orifice. Reservoirs are closed tanks that are usually made of steel or aluminium. Aluminium has about three times the heat dissipation capacity of steel and is lighter but is harder to fabricate. Heat dissipation is necessary because the hydraulic oil heats up as it does work. The oil return port must be low down to avoid frothing the oil in the tank. The oil return port should also be away from the intake port to avoid circulation of hot oil. The tank will need a breather to cope with oil level changes. Keeping the oil topped up will minimise the air space and therefore minimise the condensation moisture that can get into the oil. Contamination is the greatest enemy of hydraulic systems. An unclogged filter must be in the lowpressure pump intake. A suction strainer should also be installed in the reservoir to catch larger debris. The filter should be placed before the cooler to prevent clogging. Safety Valves must be fitted
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Direction valve unit on a tilt tray tow truck. Note the identifiers and the Emergency Stop.
on lifting cylinders that are used on tip trucks, tilt trays and bin hooks. The valve prevents oil loss under gravity if the outlet is open, that is if the outlet hose has burst. The valve is fitted directly to the cylinder, as shown in the photo. A ‘burst valve’ installed directly onto a lifting cylinder. Here are some safe practice requirements for hydraulic systems: 1. The safety of a person should not depend only on the hydraulic system working. There must be a second independent protection. On tip trucks there must be a safety leg and a safety valve on the lifting cylinder. 2. The controls must be identified with words, arrows or symbols so the operator knows what response will occur to a control movement. 3. There must be an emergency stop that can be activated away from the control location. 4. The failure of a hydraulic hose should not create a hazard. 5. Never face the outside of a hose bend towards the operator because if it comes off it could hit him/her. 6. Do not twist hydraulic hoses. A 10° twist will shorten life by 90 per cent! 7. Manufacturer’s minimum hose bend radius must be met. Otherwise the ends will fail prematurely. 8. Route hoses so they flex in one plane only. The printed “lay line” should stay in one plane only.
9. Hoses should not be tight. Parts of vehicles move relative to each other and this will stress the hose. 10. For long runs metal tubing is preferred over hoses. Steel must be plated but not galvanised because the later can flake off. 11. Avoid locating hydraulic hoses or fittings near to unshielded exhaust pipes. If the hose or an end fitting fails, a fire will probably occur. 12. Do not use Teflon tape on NPT (tapered) fittings. The Teflon tape may get inside the system. 13. Restriction of oil flow into the pump can cause cavitation, which releases wear particles into the hydraulic system. These will clog the direction valves. 14. Safety valves must be used on a cylinder when hose failure can cause a lifted load to fall. 15. Hot oil degrades system components. A satisfactory operating temperature is 60oC. Note that work safety regulations require the designers and installers of plant to conduct a hazard risk assessment. This applies to vehicles! The 101 articles are available at www.arsta.com.au/articles Dr. Peter Hart, ARTSA p r i m em over m a g . c o m . a u
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DELIVERY THERE ARE MANY WAYS TO OPERATE A TRANSPORT BUSINESS IN AUSTRALIA, BUT THE FRANCHISE MODEL IS STILL COMPARATIVELY RARE. MOOREBANK-BASED PACK & SEND HAS PERFECTED THE CONCEPT. Interview by Sebastian Grote
FAST FACT
According to Pack & Send CEO, Michael Paul, the company’s franchise model is key to ensuring a ‘premium service’ experience. “Our franchisees are our movers and shakers. They’re the faces of the overall business, and of their individual businesses too. As members of the communities they service, they play an integral role in the local marketing of Pack & Send,” he says. In contrast, the role of the franchisor is to provide franchisees with a solid foundation of business systems, or “small business with the tools of a big business,” as Michael puts it. 34
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Q: Pack & Send has been around for a while now. Is the 2016 business still comparable to the one 22 years ago – for example, is parcel delivery still the core of the business? A: The Pack & Send business has changed tremendously since 1993. We started it before the notion of e-commerce, or even the Internet, was in the vernacular, so there has been a significant shift in the way we function. But our mission has always been the same – providing convenient access to a wide range of solutions when sending anything, anywhere. The types of services we can offer are now more varied, though – from traditional
domestic and international import and export work to more modern services, like supporting eBay and online retailers in delivering their products to customers. Q: How did the parcel delivery industry change since the early days? With Toll IPEC, Star Track and emerging online services like Sendle on the scene, the competition must be fierce. A: The parcel delivery industry has evolved with the times. For example, customers today expect that a fundamental requirement of parcel delivery services is an online ‘track and trace’ function that provides a real time delivery status. When we started in 1993, no parcel carrier in Australia had that capability as the technology wasn’t yet in place. You had to phone the carrier to find out exactly where your parcel was – and you usually got a response the next day. In the early days, deliveries were also primarily B2B and very few deliveries were made to households. The growth of e-commerce has changed that, with significantly more B2C deliveries. In line with that, the competition has also changed – for example, where Pack & Send once relied either on customers walking in store or phoning us to send their goods, we are now developing new and
The truck brand of choice at QFS is Hino, mostly the wide body 500 Series with 260 horsepower engines and Allison automatic transmissions. is the extensive and ever increasing range of gourmet items that it has available including boutique nonalcoholic beverages. The beverage sector is a growing market and drinks now account for around 10 per cent of sales with almost 700 different beverage products available. The warehouse holds bay after bay of food service products that are not readily available in retail supermarkets and are required by catering, hospitality and cooked food outlets. One of the advantages of expanding the beverage business is the opportunity to cross sell food service products to those on the beverage customers’ base. “With beverages we don’t deal with the chef as we often do with food products,” says Brian Saharin, QFS General Manager. “Instead we deal with the front of house.” This opens the possibility to provide ancillary items such as napkins, coasters and straws and
customers who were predominantly beverage clients are now able to obtain food service products as well. This also translates into the opportunity for traditional food customers to amalgamate their beverage and food orders. QFS Company Director Guy Politi says that there is a trend in demand towards some higher quality food and beverages. “It can be tomato paste from Italy or cooking oil from Malaysia. We import a lot of quality gourmet products such as flour, rice and confectionery,” Guy says. The truck brand of choice at QFS is Hino, mostly the wide body 500 Series with 260 horsepower engines and Allison automatic transmissions. Trucks that have entered the QFS fleet as assets of various business acquisitions will be progressively replaced with more Hinos to join the 39 Hinos that are already in the fleet. The decision to adopt Hino as
hen company CEO Frank DePasquale established Quality Food Services (QFS) in 1988 the two main products were lasagne and hot dogs and were mostly sold to school canteens. Today QFS has a range of over 7,000 products, which it delivers to businesses such as restaurants, 26
december 2018
pubs, clubs, hotels, cafes, and aged care facilities. And QFS continues to supply a wide range of products to approximately 800 schools. Providing direct service to an area extending from Cooroy on the Sunshine Coast to Ballina in northern New South Wales, and west to Toowoomba, QFS is also involved in providing food services to remote
mining camps using sub-contractors. During late 2018, in order to handle the volume and to cater for future growth, QFS moved into its purpose designed and built warehouse and administration facility located in Pinkenba in close vicinity to Brisbane Airport. By being directly under the flight path the location presented some unique challenges in
BEST
AUSTRAL ASIAN
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TO SUPPORT AUSTRALIA’S GROWING FREIGHT TASK, KRUEGER TRANSPORT EQUIPMENT HAS JUST PUT THE FINISHING TOUCHES ON A NEW PBS B-DOUBLE REFRIGERATED DOUBLE DROP DECK COMBINATION.
FOR AUSTRALIA POST, SAFETY IS AT THE HEART OF ALL OF ITS OPERATIONS, AND THE SAFETY OF ITS PEOPLE COMES FIRST. WITH ITS LATEST DELIVERY OF B-DOUBLES FROM VAWDREY AUSTRALIA, THE COMPANY IS TAKING THIS MESSAGE TO THE STREETS, AIMING TO SPREAD THE WORD AND ENCOURAGE SAFE DRIVER HABITS AMONG ROAD USERS AROUND THE NATION.
Krueger Transport Equipment is a trailer manufacturer with a distinct sense for key
The next logical step, he adds, is the launch
zero. Its new ‘Stay alert – There’s a life riding
and Sydney and Melbourne.
on it’ campaign is urging the public to be
“There is a large number of posties on
“PBS is a trending topic in transport and
was all about pushing the innovation
every operator is either getting on board
bar higher, which meant reducing the
of letters and parcels to millions of people
with high productivity vehicle design or at
to provide them with the best support on that journey, we’ve dedicated ourselves to Drawing on ample experience in PBS vehicle
can be. In 2012 for example, Australia Post began implementing anti-lock brakes and stability control across the fleet. “We use Volvo prime movers which we consider to be the safest on the market. The prime movers have anti lock brakes and stability control, so it makes sense to pair that with a trailer that
The freight task of Australia Post is enormous. The company sends millions
growing our PBS offering.”
never waivered, with the business constantly taking advantage of developing safety technologies to ensure its fleet is as safe as
of a refrigerated double version of the best selling model. “This is a first for us,” says Grant. “Designing this combination
least strongly considering adding that type
support and work within those areas as well, and Vawdrey does just that,” adds Terry.
industry trends, and Performance-Based
of equipment to their fleet,” says National
N E W S
Australia Post’s commitment to safety has
Standards (PBS) is no exception.
Sales Manager, Grant Krueger. “To be able
E Q U I P M E N T
TEC HN OLO GY
Spreading the word
PBS is a trending topic in transport and every operator is either getting on board with high productivity vehicle design or at least strongly considering adding that type of equipment to their fleet.
we wanted to offer our customers even
allows for maximum cubic, full-height
maximise freight capacity and also minimise
more vigilant in a bid to curb the number of posties injured on their motorcycles at
motorcycles. And there are many injuries
work, encouraging drivers to slow down and
that are occurring on a regular basis.
remove distractions while they are behind
has the same capabilities,” says Terry. Vawdrey has built more than half of the national Australia Post fleet.
the road every day, delivering our mail on
across Australia and around the world. Australia Post, together with its StarTrack business, operates a fleet comprised of Krueger’s latest PBS build is a hybrid between a standard curtain-sider in the front and a refirgerated one in the back, both PBS-optimised for maximum payload.
Australia Post has decided to use these new
As well as ensuring its fleet is built to the highest safety standards, reliability is paramount too. “And that’s part of the
National Manager of Fleet for the Australia Post Group.
based around the safety features they can incorporate into our equipment, the large
reason we use the manufacturers we use. We choose suppliers that we believe are the
over 16,500 pieces of equipment, including
the wheel.
trailers to spread our road safety message
Vawdrey has built more than half of the
volumes they are capable of producing and
best in their category,” Terry adds. “Australia
prime movers, rigids, vans, motorcycles and
Australia Post’s recent trailer order of 10
to the public, serving as a reminder to help
national Australia Post trailer fleet, and is the
their ability to satisfy all of our requirements.
Post has a great partnership with Vawdrey.
approximately 4,500 trailers.
new B-doubles from Vawdrey, delivered in
keep our motorcyclists safe. These are the
manufacturer of choice when it comes to
“Vawdrey is quite a progressive company
They are very accessible and understand our
A number of posties are injured in motor
September, are serving as mobile billboards,
first trailers to wear this new safety message,
tautliners. It’s a business partnership that has
from a safety and an innovation perspective.
requirements. If I need trailers produced in a
vehicle accidents each week – and Australia
spreading this message as they travel along
but people can expect to see a lot more of it
stood the test of time, extending for more
They are always pushing the boundaries
hurry, they always try and accommodate that
Post aims to bring that number down to
their routes between Brisbane and Sydney,
in coming months,” explains Terry Bickerton,
than 30 years.
in terms of what can be done. They are
wherever possible.
design – Krueger has built numerous PBS-
tare weight of the trailer and giving fleet
that operators can use to ramp up payloads.
more space and flexibility, making for a
loading, with the ability to achieve general
downtime, with daily loading and unloading
“Vawdrey understands our business
a very progressive business with regards
The longevity of the Vawdrey product is also
approved skels, curtain-siders and B-double drop decks, as well as Super B-doubles
operators more clearance space to work with inside and out.”
It has a cubic capacity of 190m³, with 75m³ in the A and 116m³ in the B-trailer.
solid productivity plus. We again use our 36-pallet, 4.6m design as a base, which
loads and mass loading without the usual
going much faster,” he explains.
and Australia Post understands theirs,
to producing higher productivity and PBS
testament to the build quality. We do very
in the past – one model that has been in particularly high demand recently is the company’s 36-pallet, high-cubic double
Krueger’s PBS refrigerated double drop deck B-double measures 4.6 metres high and 2.5m wide, allowing for excess cubic space
Grant explains, “Under the PBS framework,
drop deck B-double with mezzanine decks, Grant says.
10 per cent payload reduction.”
trailers. With more and more online orders, our freight task continues to grow, so we are
little work to the trailers apart from regular maintenance. And on the flip side, when
timeframe perspective,” adds Terry. “Safety
moving very large volumes of product.”
a trailer comes to the end of its life in our
idea of what freight will be on board, how
is our number one core value and we don’t
Thanks to PBS, Australia Post has been
fleet, a Vawdrey trailer maintains great resale
introducing a growing number of higher
value too.”
version, says Grant, with the A-trailer
compromise on it. That’s part of the reason
non-refrigerated and the B-trailer set-up
frequently the trailers are used and what
as a refrigerated curtain-sider. According
roads the drivers will use. Information like
we only purchase equipment from major
productivity vehicles into the fleet. “This sort
this is crucial when building any trailer that
manufacturers. We choose our suppliers
of innovation means we can move more freight with less vehicles, helping to get
upgrades to both the A and B-trailer for
runs on PBS.”
the hybrid unit. “Both trailers feature
Going forward, Krueger’s focus will be
more vehicles off the road. We work within
on adding to its portfolio across the
the limits of what the current legislation
the front deck and 100mm on the rear
board, while also solidifying its position
allows, but we need manufacturers that can
lower decks, ed.), allowing for extra loading
as a PBS powerhouse. “Krueger is all and high productivity transport solutions and that’s what the new PBS B-double refrigerated double drop deck
division sheets between the drops of the
combination represents,” Grant adds. “The
trailer to this build to provide additional air
unit is designed to deliver huge productivity gains that will help increase a company’s
side shifting pallets. They also provide load
profit margins. For maximum safety, we
restraint when braking.”
have also added our patent pending, OHS-
Regardless of the set-up, the PBS
friendly Self Lifting Gate system.”
refrigerated combination will generate high volume freight operators heading into 2016, Grant predicts. “The bottom line is this combination is designed to
Contact Vawdrey Australia 1-53 Quantum Close Dandenong South VIC 3175 Ph: 03 9797 3700 Web: www.vawdrey.com.au
about developing effective, efficient
for the customer, particularly for forklift drivers loading pallets,” he notes.
plenty of excitement amongst many
Trailer Magazine DECEMBER 15
a productivity perspective and from a
unit, we’ll have our engineers sit down with them, or visit their facilities, to get an
to Grant, Krueger has made significant
30
in terms of what we can achieve from
“With each customer that orders a PBS
One of the first customers to embrace the new design has ordered a hybrid
flow and circulation and assist operators in
p r i memover mag. c om. au
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TRA S IHL O ER AND BODY TE WC CHNOLO ASI GY NG THE VER Y B EST AUS TRA LAS IAN
“In addition, we have fitted perforated
Hino 500 series with a 260hp engine.
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INNOV ATION
High cubic combination
QUALITY FOOD SERVICES IS BASED IN BRISBANE AND PROVIDES THE IMPORTANT LINK BETWEEN FOOD AND BEVERAGE MANUFACTURERS AND THEIR WHOLESALE CUSTOMERS. HINO’S WIDE BODY 500 TRUCKS ARE THEIR VEHICLES OF CHOICE FOR THE EXPANDING DELIVERY FLEET.
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space that provides more loading capacity
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order to comply with more than the usual Commonwealth, State and local regulations and has resulted in an ultrahigh technology facility that is covered by 69 safety and security cameras and extensive on-site fire detection and fire fighting systems. The authorities are anxious to prevent any incidents that could affect the operation of the airport so there is a continuous sampling of air to detect any smoke and the entire fire and security system is tamper monitored. The warehouse has nine robotic doors, which will open in the event of a fire to vent any smoke. The warehouse has a footprint of 11,000 square metres of which 50 per cent is refrigerated in four different temperature zones using a very efficient refrigeration plant that utilises ammonia rather than the more common Freon. The move from QFS’s previous premises in Stafford required 5,000 pallets to be moved in a 72 hour period and as the QFS fleet needed to continue to deliver goods to customers, contractors were engaged to handle the 120 trailer loads of products. A distinct point of difference between QFS and other food service suppliers
URC
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Innovation Fleet: Haulaway th T410 Test Drive: Kenwor HiAce Final Mile: Toyota Goodyear Electric Vehicles:
VE E MO N S P O RT M O V RT AT M A K E T R A S PUOC T S T H & PROD THE PEOPLE E TRAN AK M T THA CTS
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tarting off with a single office in Parramatta, NSW, Pack & Send has evolved into a national delivery heavyweight that can draw on more than 100 service centres Australiawide and was recognised as the Australian Franchisor of the Year in 2007 by PricewaterhouseCoopers and the Franchise Council of Australia. Now also present in the United Kingdom and New Zealand, Pack & Send is considered a leading force in the transport franchise game. Prime Mover met founder Michael Paul, who has been serving as CEO of the company since its incorporation in February 1993.
IND
MAXIMUM CGHAAIN INSREA L C G ST BUILDINGINTHKEINBE INDUST TION R
9 201 ber
Contact Krueger Transport Equipment 275 Fitzgerald Road Derrimut VIC 3030 Ph: 03 9366 2133 Web: www.krueger.com.au
www.trailermag.com.au
Terry Bickerton, Paul Vawdrey and James Dixon.
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Trailer Magazine NOVEMBER 18
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AUSTRALIAN LOGISTICS COUNCIL | INSIGHT
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ike every other industry, Australia’s freight and logistics sector has spent recent weeks grappling with the realities of doing business in a changed world. While for many this has meant transitioning to ‘working from home’ arrangements, contemplating shifts from ‘bricks and mortar’ retail arrangements to online sales in retail and a changed focus for hospitality businesses towards takeaway and delivery sales, the challenge for this sector is somewhat different. The simple reality is this; those on the frontline of Australia’s freight logistics industry can’t ‘work from home’. Our ports, stevedores, road, rail and air freight operators are working tirelessly to keep supply chains flowing and to make sure Australian communities can access the goods they need day-to-day. As challenging as the COVID-19 crisis is, it would be far worse without the dedicated support and service offered by those working in Australia’s logistics industry. All levels of government have made it clear that freight transport and logistics remain an essential service. In turn, this means that those, who, are working around the clock to support households and communities at this challenging time, deserve the strongest levels of support and flexibility from governments and from the wider community. In the difficult circumstances that all of us are currently enduring, the health and security of our workforce is paramount.
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COMMERCIAL ROAD TRANSPORT
Industry collaboration key to COVID-19 challenge As instances of panic buying occurred in the early days of the COVID-19 event, it was distressing to hear of transport workers and in-store retail personnel being accosted by angry consumers. The current situation is having an impact on the day-to-day lives of all Australians – and perhaps it is inevitable that this is causing frustration and irritation for some. However, taking those frustrations out on delivery drivers or retail workers is completely unacceptable. It’s been far more pleasing to see the determined and collegiate way in which all parts of the supply chain have worked effectively to address challenges as they have arisen, to ensure that freight can continue getting to the places it needs to go, efficiently and safely. This has included working to remove barriers that prevented overnight deliveries to supermarkets and retail outlets such as noise curfews that prevented heavy vehicle access and the use of loading docks. Industry worked quickly with state and territory governments around Australia to either remove these curfews or have their enforcement suspended for the duration of the COVID-19 crisis. This helped stock levels to recover and reduced the occurrence of panic buying. The decision of several state and territory governments to effectively close their borders posed significant potential threats to the efficiency of road freight movement. Likewise, restrictions that initially saw roadhouse catering, driver lounges and even shower and toilet facilities closed were a threat to
driver safety and well-being. However, the road freight sector’s various representative industry associations (at both national and state levels) were able to collaboratively work with ministers to secure improved arrangements that will mean minimal disruptions for road freight. These outcomes will benefit consumers, help drivers to discharge their responsibilities safely and allow them to protect their own health. Perhaps the most difficult aspect of the COVID-19 situation is the uncertainty over its duration. Naturally, this causes anxiety in the community and makes business planning especially difficult. However, what is certain is that in addition to ensuring the community can continue to access essential goods, the freight and logistics sector also has a vital role to play in providing economic opportunity. Already, there is evidence of some pickup in consumer demand and economic activity in China, which will remain a critical export market for Australia. As we look to sustain Australian businesses and create employment opportunities, our freight sector will be essential in supporting our exporters’ efforts to get their goods into recovering markets. Governments and local communities must understand the importance of their task as part of Australia’s economic recovery and provide every support possible to help our workforce achieve it. Kirk Coningham CEO, ALC p r i m em over m a g . c o m . a u
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INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION
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We only have one planet TONY MCMULLAN PETER ANDERSON
R
ecent and continuing events surrounding the global spread of the COVID-19 virus, leading to the declaration of a worldwide pandemic, have shown us all how quickly life can change on our planet. I am pleased to see all those involved in the road transport industry banding together to keep vital food and medical supplies stocked on shelves, essential services like garbage collection continue and emergency vehicles ready to roll. The Truck Industry Council (TIC) members and their dealers are supporting those efforts, providing parts and servicing to keep existing trucks safely on our roads and providing new truck sales for an increasing freight task, particularly last mile deliveries of food and other important supplies to those isolating. Australia, along with the rest of the world, is facing a long road ahead and there will be much to say moving forward on this pandemic. In just a few short weeks, COVID-19 highlighted that there are some events that affect all of us living on this one planet. Issues that know no boundaries, are not stopped by country borders, nor divided by oceans. Another such issue, that I touched on in my column last month, is CO² emissions. Far less of a threat in the short term, but the longterm effects could be just as significant for generations to come. Now I am not going to get involved in a debate about global warming, but simply acknowledge that both major political parties in our country are committed to meeting international
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obligations that Australia has made to reduce its CO² emissions. In this regard, Australia has and continues to make, tangible reductions in such areas as power generation, the commercial and residential building sectors, and manufacturing. This is not the case in the transport sector overall, including the heavy vehicle road freight industry. Government initiatives, such as the Energy Reduction Fund, have failed to deliver any worthwhile CO² savings for road transport. Many commentators are “talking up” battery electric and hydrogen powered trucks as the solution and while these vehicles will definitely play their part in the future, with TIC members at the forefront of introducing this equipment, the mass take-up of such vehicles is likely to be someway off, yet due to current cost-tobenefit factors and the maturity of some of these technologies. There are however, CO² savings that could be realised by industry today, save for some regulatory road blocks. Government should be fostering these “here and now” solutions by removing the barriers that currently exist. Examples include: • A move to Euro VI by mandating this in a new ADR for heavy vehicles. A number of TIC members have provided TIC with fuel consumption data that shows typically a five to ten per cent fuel consumption benefit (and hence a five to ten per cent CO² saving) for the latest Euro VI trucks over comparable Euro V trucks. This data has been gathered by in-vehicle telematics systems from thousands of Euro VI trucks verses thousands of Euro V trucks operating in
similar conditions in Australia over the past couple of years. The mandating of Euro VI requires political leadership and “will”. • Road authority data shows that approximately 50 per cent of articulated truck movements on the Hume Highway, Australia’s busiest road freight route, are undertaken by single trailer ‘semis’, while the other half are B-doubles and a handful of PBS high productivity vehicle combinations. For an equivalent amount of freight moved on a B-double combination there is a 24 per cent reduction in CO² compared to moving that freight on a semi. There is huge potential for carbon savings by moving freight from semis to B-doubles, not just on the Hume, but on many of our nation’s roads. However, smaller operators need to ensure that they have enough freight to regularly fully load a B-double combination to make the move to a longer combination vehicle economically viable. Means and methods to assist the consolidation of freight for smaller operators and owner drivers is required. Also, National B-double registration charges are three times higher than those for a semi-trailer, yet a B-double carries only approximately 43 per cent more freight. Government registration charging equality is required. The above are a couple of examples of immediate CO² savings that could be realised in the road transport industry pending favourable government action. Tony McMullan CEO, Truck Industry Council
VICTORIAN TRANSPORT ASSOCIATION | INSIGHT
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Practical measures essential to address COVID-19 challenges PETER ANDERSON
I
t seems a lifetime ago that the VTA and others tasked with advocating for our great transport industry and the people it employs were celebrating our response to the devastating bushfires that wreaked havoc across our country over the summer. Images of selfless transport workers working overtime to deliver food, water and supplies by road and sea to people stranded in impacted areas will be forever seared in our memories, and those people will be remembered for their heroic efforts. Bushfire recovery is now happening against a backdrop of the global coronavirus pandemic, which has unleashed havoc of a different kind on every aspect of our industry and our economy. It is hard to avoid the negative aspects of COVID-19 when the media zeroes in everyday on the health and economic devastation it is causing. The unfortunate consequence is that the many positive steps our industry have formulated in response get overlooked. At the VTA we have elected to prioritise the creation of positive and practical solutions for our industry, while helping our members manage and navigate the negative impacts coronavirus has had on their bottom line. This has been evident in our efforts to advocate for the temporary lifting of curfews on heavy vehicles throughout Victoria, so that the demand surge on groceries, food and other household essentials could be satisfied by drivers working overtime.
We commend the Victorian Government for listening to our advice, and for encouraging local governments to ease restrictions. A by-product of images in the newspapers and on TV of trucks lined up at grocery stores to replenish empty shelves has been the impression that our industry has been largely unimpacted by coronavirus. It hasn’t. While some operators are busier than ever, many operators, and thousands of drivers, are out of work because their markets have been shut down by isolation measures to contain the virus. If people aren’t shopping for non-essential goods like furniture, there’s no need for drivers to deliver them. These are skilled, professional people who are now unemployed. To correct this imbalance in the supply of drivers and vehicles the VTA, with the support of Transurban and Logical Staffing Solutions, has established a Driver Exchange program to match transport workers that have temporarily lost their jobs with industries where there has been a surge in demand. This will create a pathway for companies to effectively exchange drivers, based upon their needs. The focus of the Driver Exchange is to keep drivers working by encouraging resource sharing within our industry, and to maintain efficient supply chains. We are calling for expressions of interest by operators with excess drivers and by operators who are in desperate need of drivers. The VTA will assist in matching the requirements and ensuring that there is a smooth transition of drivers from one company to another.
At a practical level it is expected drivers would take Leave Without Pay from their principal employer and work on a monthly basis as a casual within the other company. The background of the driver would be documented by Logical Staffing Solutions to enable a smooth, seamless and cost-effective transition. We understand some drivers will be expected to provide their labour carrying different freight at probably different times and perhaps at different rates. As always, the safety and responsibility for the drivers would always be paramount. To register your interest and learn more, please contact us via the VTA website or by calling the Association on 03 9646 8590. At the time of writing, there are encouraging signs the ‘curve’ is starting to flatten, with the infection spread rate in Australia down to around 10 per cent, from a high of 35 per cent. Of course, this may change, and state and federal governments have announced unprecedented support packages for individuals, families and business in anticipation of the financial impacts of shutting down the economy. But it is important to note that this crisis won’t last forever which is why it is critical that the transport industry keeps its most important assets – its people – busy and working. Transport will be in even greater demand when the crisis starts to ease, and our people are essential for the recovery. Peter Anderson CEO, VTA p r i m em over m a g . c o m . a u
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PETER SHIELDS’ NUMBER CRUNCH
Margin Call Compared to last March the large van market decreased by 90 units to 416 sales (-17.8 per cent) and the YTD of 1,182 was 164 less than for the same quarter in 2019 (-12.2 per cent). Just as it was during the infamous GFC earlier this century, the new truck market, in the coming months, will become focused on maintaining market share to ensure a solid platform when sales eventually take off again.
Mar-20
The Truck Industry Council’s truck and van sales statistics for the month of March don’t really hold many surprises as Australia staggers from a horror season of drought, flood and bushfires to be faced with the unique circumstances presented by the global pandemic. The Australian government has responded with a first round of economy-stimulating packages, followed quickly by economy-saving measures in the face of the unprecedented downturn in the greater economy. The raft of tax incentives and generous immediate asset write-offs for new equipment purchases coupled with miniscule interest rates may take a while to overcome the lack of confidence and turn the truck industry back around. Current events have shown just how vulnerable globalisation can make an economy such as Australia’s. The complex and extended supply chains for items such as vehicle components has no doubt contributed to some high profile temporary shutdowns including Volvo Group’s Wacol facility and the PACCAR factory in Bayswater as they grapple with protecting the health of their own people and the wider public. Component shortages have also added to these disruptions. The March total of 2,189 trucks and 416 vans, was down 601 trucks (-21.5 per cent) and 90 vans (-17.5 per cent) on February last year. The year-to-date totals at the end of the first quarter were 5,743 for trucks (down 1,249 units, -17.9 per cent) and 1,182 for heavy vans (down 164 units, -12.2 per cent). The Heavy Duty category at 852 units for March was 334 less than for March 2019 (-28.2 per cent) and the end of the quarter accrual of 2,220 units was 696 less (-23.9 per cent) than at the same point last year. Medium Duty sales of 526 units represented 137 less than in March 2019 (-20.7 per cent) while the year-to-date total for the first three months of 2020 of 1,436 trucks was 214 less than Q1 2019 (-13.0 per cent). The Medium Duty sector displayed similar decreases with the March result of 811 trucks being 130 less than for the corresponding month in 2019 (-13.8 per cent). The YTD total of 2,067 was 339 less than at the end of last march (-14.1 per cent). 70
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% Change YOY
ISUZU
640
1714
HINO
414
996
FUSO
244
662
KENWORTH
160
398
VOLVO
154
394
IVECO
74
286
138
274
SCANIA
64
213
MACK
69
152
FIAT
57
126
MAN
29
112
UD TRUCKS
34
109
DAF
42
99
FREIGHTLINER
18
48
WESTERN STAR
19
43
RENAULT
10
36
HYUNDAI
11
27
INTERNATIONAL
7
10
VOLKSWAGEN
3
9
DENNIS EAGLE
0
9
FORD
2
6
2189
5723
190
508
FORD VANS
94
248
VOLKSWAGEN VANS
54
163
RENAULT VANS
35
130
FIAT VANS
16
68
IVECO VANS
27
65
VANS
416
1182
TOTAL
2605
6905
MERCEDES-BENZ
CAB CHASSIS/PRIME M-B VANS
Behind the people who keep Australia moving Everything we do, every day, relies on the people who literally keep Australia moving. From the fresh food in our supermarkets and the petrol in our cars, to delivering our online shopping purchases and keeping our essential services stocked. None of this would happen without transport workers. And behind them is TWUSUPER, the industry super fund for the people who look after you.
1800 222 071 twusuper.com.au
TWU Nominees Pty Ltd, ABN 67 002 835 412, AFSL 239163, is the trustee of TWUSUPER ABN 77 343 563 307 and the issuer of interests in it. 56419
KENWORTH FACTORY FILLED WITH VECTON
NEW KENWORTH TRUCKS COME WITH THE REASSURANCE OF CASTROL VECTON, AUSTRALIA’S FIRST CERTIFIED CARBON NEUTRAL DIESEL ENGINE OIL. www.castrolvecton.com.au
