®
June 2019
Scully RSV Fresh is Best
JUNE 2019 $11.00
ISSN 1838-2320 06
9 771838 232000
Industry Fleet: Image Linemarking Safety: NTARC Report Feature: Michelin 275/70 Personality: Andrew Harbison
Innovation Feature: A-double Evolution Product: RokLUME 360 Test Drive: Kenworth T360 Final Mile: Renault Trafic
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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®
June 2019
Scully RSV J U NE 2 0 1 9
Fresh is Best
MEET THE TEAM Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge.
prim e m ove r m ag.c om .au
John Murphy | Managing Director
John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.
Luke Applebee | Managing Editor, Transport Group
Luke has a background in copywriting and content marketing, working with a range of businesses from solar and engineering to freight forwarding and 3PL. With a special focus on digital marketing and content creation, Luke has a strong strategic edge and can draw on years of experience in social media campaign management.
JUNE 2019 $11.00
ISSN 1838-2320 06
9 771838 232000
Industry Fleet: Image Linemarking Safety: NTARC Report Feature: Michelin 275/70 Personality: Andrew Harbison
Innovation Feature: A-double Evolution Product: RokLUME 360 Test Drive: Kenworth T360 Final Mile: Renault Trafic
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
managing director
John Murphy john.murphy@primecreative.com.au
editor William Craske william.craske@primecreative.com.au managing editor, transport group
Luke Applebee luke.applebee@primecreative.com.au
senior feature Peter Shields writer peter.shields@primecreative.com.au
Terry Wogan terry.wogan@primecreative.com.au 0417 474 752 advertising sales
business Sarah Leptos
development sarah.leptos@primecreative.com.au manager 0403 485 140
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.
Peter Shields | Senior Feature Writer A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.
art director Blake Storey blake.storey@primecreative.com.au
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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 June 2019
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32
36
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COVER STORY “The new Hino 500 models are just miles ahead of anything else I’ve seen and we’ve now educated our own sales people to highlight the extra quality that comes with a Hino.”
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ROLLING THUNDER
Prime Feature Stories FLEET FOCUS
26 Fresh is Best Damien Scully established a business specialising in servicing refrigerated transport vehicles in 1993 which then morphed into Scully RSV (Refrigerated Special Vehicles) in 2014 as a full-service manufacturer, providing customers with refrigerated bodies as well as complete trucks for sale and hire.
36 Teaming up with Telematics From electronic work diaries (EWDs) to real-time driver dispatching information, the myriad benefits of telematics are slowly being embraced by the trucking industry. John Tsoucalas at Fleet Effect and Mark Whitmore at Directed Technologies spoke to Prime Mover on how the uptake of technology is having a positive effect on the industry.
40 Is it the A-Double’s Time to Shine? With a resolute view that going from B to A is anything but a backward step, Brisbane-based Russell Transport is now using A-double combinations in a variety of heavy-weight haulage operations across south-east Queensland, boosting productivity by a claimed 30 per cent. TRUCK AND TECH
48 Rolling Thunder Third generation Queensland-based transport business Emerald Carrying Co. has aligned its B-double combinations
with Michelin for gains in payload, safety and fuel efficiencies it has delivered through its latest 275/70R22.5 range of tyres for commercial vehicles. TEST DRIVE
56 Wider, Lighter, Better Kenworth’s contribution of trucks for the construction industry has advanced significantly with the launch of the new T360 and T360A models. The successful T359 range is being replaced after the reset button has been firmly pushed to result in trucks which are loaded with improved features.
Regular Run 08 From the Editor 10 Prime Mover News 74 Personality 78 Australian Road Transport Suppliers Association 81 Australian Trucking Association 82 Australian Logistics Council 83 National Road Transport Association 84 Truck Industry Council 85 Victorian Transport Association 86 Peter Shields’ Number Crunch
FROM THE EDITOR
Leaving a legacy
William Craske Editor
8
j u n e 2 0 19
Recently I had the privilege of interviewing PACCAR engineer Phil Webb. Next month will mark Phil’s last at the organisation before he retires after 44 years of service. Since setting foot in the Bayswater front office in early December 1975, Phil has gone onto become a revered figure in Australian commercial vehicle manufacturing. “Part of the trick is to build a truck the simplest and dumbest you can for the need,” he told me. “Yes, you’ve got to have the electronic safety and all the other stuff but it’s important not to over spec it. There’s no need, in my view, to add stuff to it that is not generating value to the customer.” Passionate about growing a knowledge base, Phil is active in helping to upskill and develop graduate engineers on a rotational program. He was the first PACCAR Australia graduate engineer or Junior Executive Trainee – JET for short. Last year he was presented with life membership at the Australian Road Transport Suppliers Association. There’s been a lot of trucks in between. Something like 25,000 that he claims to have either had a direct hand in as an engineer or in a specialised sales role. “When I was a sales application manager I was virtually dealing with every order,” he says. “After a while they all blend a bit in their own way.” After a brief stint in Sydney as the branch manager of St Peters dealership he returned to Melbourne in 1981. That was the beginning of his coordinating the Kenworth L700 and C500 models, the latter of which he is now closely associated as an engineer as it has since been used as a platform to later develop the C510 and C540. “I’ve been involved in the C500 series the whole way through doing different
things. We built them as all-wheel drive. That later evolved into the current C509,” he says. “The C5 is my model.” The K100 8x8 all-wheel drive, however, is the truck he is most proud of. Working in the mid-1990s with dealer Tony Smith, they built two of these for order by BHP, modifying a standard 8x4, raising the cab, lifting the engine to accommodate the front drive axles which involved designing the front drive axle installations, the shafts and the transfer box. Not long after that, as productivity envelopes in offhighway were being pushed beyond 150 tonnes, he began bringing in Sisu axles from Finland. These included thousands of tandem and tridem sets. If Phil adheres to a steadfast maxim it’s this: get it right the first time. As the main limitations on the customer side are time and finances, windows of opportunity are precious. “You can’t waste time because it’s a resource cost at our end and at the dealership or the body installer. All of us have restraints, yet, there’s a line that goes through at a reasonable time at a reasonable impost on everyone. And the most reasonable one is zero.” According to Phil his role has been one spent largely facilitating projects. There’s always challenges and obstacles, but the solutions are rarely determined by overthinking it. “Each time something comes up you’ve got to try and get back to basics and avoid making assumptions. That’s how you keep building a pyramid on sand. It doesn’t work,” he says. “You can only get away with it for a while before it collapses.”
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PRIME NEWS
> Isuzu ushers in new era with engine department rebrand Isuzu Engines is no more. The engine department of the leading commercial vehicle manufacturer in the country Isuzu Australia Limited (IAL) has been rebranded as Isuzu Power Solutions (IPS). With a range encompassing engine blocks, radiators to flywheels, Premium Power Open Gensets, turn-key power units and its Japanese OEM range, in addition to engineering services, IPS has a mandate to build upon its extensive product line-up now found in the likes of localised applications in emergency services, agricultural irrigation and large capital equipment on excavation operations. IAL entered the re-power engine market in 2008 with a product range suitable for adaptations in the agricultural, industry, hydraulic pumping, irrigation, refrigeration and water pumping. More recently IPS added Power Generating Sets as part of its product portfolio among the premium range of gensets, featuring locally-sourced and designed componentry fit for Australian conditions and applications. New IAL CEO Andrew Harbison said the
re-brand of its engine department aligned with the changing landscape of the static engine and re-power market. “We believe the name ‘Isuzu Power Solutions’ captures the sort of allencompassing and integrated power solutions offering that we stand behind,” he said. “For a long time now, we’ve recognised the very real opportunities in this space for IAL, and we’ve been lucky enough to have some very capable operators steering the ship for the last ten years.” According to IAL, the re-brand follows the recent appointment of Matt Sakhaie to the role of Head of Power Solutions. Sakhaie, who started out in the midnineties as a graduate mechanical engineer, moved from the energy sector into the vehicle and engine testing industry with stints at Volvo, Scania and Wartsila on projects in Northern Europe and the Middle East. He joined Isuzu’s Industrial Engines department in 2010. “The re-brand represents a very exciting time for the department right now, and I’m extremely proud to have been offered this leadership
Matt Sakhaie.
opportunity,” said Sakhaie. “Over the last decade we’ve managed to assemble a diverse, passionate and high-performing team here, and from very humble beginnings, we’ve achieved great things as a team,” he said in a statement. “There’s plenty more to do, and I’m excited by what the future holds in this dynamic and fast paced market.” Sakhaie has led lifecycle testing, product development and integration. “Matt’s played hand in a wide variety of roles and disciplines within the department and has helped introduce and implement best practice engineering methods,” said Harbison.
> Australia can help Singapore reduce emissions Hydrogen technologies like those being pioneered in Australia are being considered as a clean energy source by the Singapore government as it looks to cut its carbon emissions. Singapore has committed to reducing carbon emissions by 36 per cent in accordance with 2005 levels as part of its obligations to the Paris Agreement of which it is a signatory. In doing so it plans on replacing the liquefied natural gas it uses for fuelling its power plants. Austrade’s Senior Trade Commissioner in Singapore Leonie Muldoon said Australia can play a significant role in assisting Singapore to integrate a hydrogen value chain as part of its transition to clean energy. “Singapore is calling on experts across 10
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the hydrogen supply chain to tender for a feasibility study on hydrogen import options and downstream applications for Singapore,” she said. “This is a great opportunity for Australian organisations – from commercial enterprises to research institutes and industry bodies – to share their technical and regulatory expertise to help Singapore move towards a lowemissions energy future,” said Muldoon. On 23 April 2019, the Singapore Government called for a consultancy study on how it could harness hydrogen as a sustainable source of energy. Applications for tender close on 4 June. Australia through the National Hydrogen Roadmap released by the CSIRO in August 2018, is exploring the role clean hydrogen can play in future industries. With increasing investment from
Singapore has commited to reducing carbon emissions by 36 per cent.
technology manufacturers and energy companies in hydrogen such as Nikola, Toyota and Kenworth in supply chain industries, numerous pilot projects are at present running around the world and demonstrating the value of the technology in both the private and public sectors. The global market for hydrogen is expected to reach US$155 billion by 2022.
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PRIME NEWS
> TIC announces new industry exhibition Tony McMullan.
Participating commercial vehicle original equipment manufacturers will have a new industry event and exhibition in which to showcase their latest products in 2021. The Australian Truck Exhibition and Technology Symposium has been established to deliver ‘good news stories’ and technological advancements developed by the Truck Industry Council (TIC) it said in a statement today. Technological advancements made by the original equipment manufacturers and innovative products in road safety, the environment, and the economy will all be part of the showcase. Advances in truck design will underpin the key theme of the event, as new-gen technology like AEBS, Euro VI, vehicle autonomy, connectivity and alternative power systems help amplify the TIC’s core message of: Today’s Trucks: Safer Greener Essential. “These are exciting and progressive times, and we are very much looking forward to this event and the 12
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opportunities and benefits it will provide for our members,” said Tony McMullan, Truck Industry Council CEO. “The concept of the Exhibition and Technology Symposium, allows for an engaging and interactive format and will satisfy the needs of those OEMs looking for a more focused environment to demonstrate and celebrate recent and future innovations,” he said. “It will be a world class event of international standing, designed to inform existing and potential customers about current and future product offerings from TIC members, and for members and exhibitors to conduct and generate business.” Projected to have a strong focus on B2B, the emerging B2C and E-commerce sectors, the event is being seen as an opportunity to update and educate customers, the public, government policy decision makers, regulators and other key industry stakeholders. “The Symposium component of the event will be an opportunity to inform
a wider audience on the state of the industry and the technological advances being made, what these mean for the public, government and operators alike, and of course it will also be a forum to engage in healthy debate and discussion on a wide variety of important industry issues,” said McMullan. The interface necessary between truck OEMs when introducing new technologies and the development of policy and regulation by Government on behalf of the public will be another component of this Symposium discussion, as will the need for incentives to encourage the modernisation of the Australian truck fleet. The majority of truck OEMs, at present, have shared their support for the initiative, according to the TIC, as have key industry stakeholders. The TIC has called for expressions of interest for the organisation and management of the new event, which will become the industry’s premier biennial event and exhibition.
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PRIME NEWS
> Bandag Highway Guardian emerges from flames Lindsay Transport driver, Darren Cooke has been presented with the Australian Trucking Association’s Bridgestone Bandag Highway Guardian award. Cooke who was travelling north outside Yerrinbool, NSW, when he came across the aftermath of multivehicle incident involving a B-double, rescued the driver from the cab before it was engulfed in flames. As a result of his heroic actions the driver of the B-double sustained only minor injuries. Geoff Crouch, Australian Trucking Association (ATA) Chairman said accidents like this highlight the potential danger all those in the industry face. “Darren Cooke was selfless in helping others get to safety, and it is fitting for him to be named a Bridgestone Bandag Highway Guardian. His actions helped prevent the loss of a life that morning,” he said. “Any time a truck is involved in an accident, it’s
a serious matter, but when a truck ends up on its side and becomes engulfed in flames, it has the potential to end in tragic circumstances,” said Crouch. “Thankfully we have Highway Guardians such as Darren Cooke on our roads who are willing to put others ahead of themselves.” Bridgestone Australia & New Zealand Managing Director, Stephen Roche, agreed Mr Cooke’s actions went above and beyond. “There is no denying Darren Cooke is deserving of the Bridgestone Bandag Highway Guardian accolade, and we’re delighted to recognise his selfless actions,” he said in a statement. “Mr Cooke’s story is a reminder that innocent drivers can be caught out by external factors on the road. It shows that even drivers doing the right thing are subject to scenarios beyond their control.” “With National Road Safety Week just
Darren Cooke.
around the corner, it highlights the importance of ensuring we are always alert and vigilant on the roads so that we can respond to accidents.” The Bridgestone Bandag Highway Guardian recognises the unsung heroes of the trucking industry, highlighting those who go above and beyond when faced with adversity.
> Linfox names FuelHack winner from RMIT Leading logistics specialist, Linfox, has announced the winner of its FuelHack initiative. Held over two days last month, the hackathon, organised in conjunction with Melbourne-based tech and innovation hub, YBF Ventures, sought to develop innovations around reductions in operating costs and environmental emissions by optimising fuel consumption. Participants were evaluated over a 28 hour period in which they tackled the challenges of route optimisation, fuel-price tracking, driver behaviour monitoring and telematics for fuel economy purposes in order to achieve the most cost-effective and environmentally responsible transport solution A judging panel heard participants pitch their ideas for a shot at the grand prize of $8,000. Two artificial intelligence (AI) focused teams were, to the surprise of many, 14
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announced joint winners, splitting the total prize pool. Second placing was to receive $2,000. Winners Tim Kallady of Piccard and Arian Probowo, Darcy Morgan, Nan Gao, Sichen Zhao and Wei Shao of RMITCRUISE++ will also receive $10,500 worth of free coworking space at YBF Ventures. As the fastest transport modes are recognised often as the least fuel efficient and with fuel remaining one of the highest operating costs for supply chain organisations, Linfox is investing
heavily in renewables according to a statement issued by the company. Supply chain optimisation, landfill reduction strategies and making its fleet the most efficient are three of the key areas it is looking to hone under this ambitious commitment. “The FuelHack was an intense 28 hours,” said Linfox Chief Technology Officer Nick Delija. “All ten teams worked incredibly hard to find stand-out technological solutions to optimise Linfox’s fuel use,” he said.
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PRIME NEWS
> K&S Freighters aligns with fleet focus program
K&S Freighters uses Fleet Focus Program to reduce downtime. Melbourne-based logistics specialist,
maintenance facilities around Australia
It shows that they understand our business,”
K&S Freighters, has simplified the task
each of which carry consignment stock
said Burgess.“This is important because,
of ordering parts for its operations which
from IVECO.
apart from ensuring we have the stock
includes clients nationwide. Offering road,
“Their stock represents about 75 – 80 per
we need, it also means we never end up
rail and coastal sea forwarding services to
cent of everything we hold in our workshops
with excess stock. From our point of view,
the likes of Caltex, BlueScope, OneSteel,
nationally,” he said.
the whole arrangement helps ensure our
the Laminex Group, Inghams, Norske Skog,
The remainder of the work, according
workshops run smoothly.”
Alcoa, BHP Petroleum and Coca-Cola, K&S
to Burgess, involves remote depots
As a result the flexibilities afforded it by the
Freighters relies on around 5,500 assets
where the company chooses to rely on
Fleet Focus Program, K&S workshops can
including nearly 1,500 commercial vehicles
external repairers.
operate on afternoon shifts and carry out
and 3,5000 trailers.
Even though the relationship commenced
repairs at night.
As a high percentage of its vehicles are
with K&S operating multiple IVECO vehicles
This works for the business, according to
IVECOs, K&S has, over the past 25 years,
in the fleet, it has since evolved to reflect
Burgess, who said the company maintained
sourced parts and accessories from the
the maintenance business of which K&S is
several workshops in remote areas
commercial vehicle manufacturer.
seeing many great benefits such as tailored
of Australia.
It now uses the Fleet Focus Program to
parts and accessory service.
“From one end of the country to the other,
ensure its workshops run efficiently and to
As a basis for the program, IVECO along with
we know that we will always receive the
reduce downtime across the hard working
each individual dealership conduct regular
same level of service. That’s the secret to
trucks and vans in its transport operations.
stock takes and replenish stock accordingly.
their success,” he said.
All vehicles are covered under the program,
In helping to ensure parts are always on
“The IVECO Aftermarket Solutions team is
which mirrors a one-stop-shop model,
hand IVECO claims it reduces the need for
always up to speed on technology changes,
regardless of make.
its customers to make emergency orders.
new product releases, changes within our
K&S National Maintenance Manager
“I don’t think this would be possible without
business, changes to their business, and
David Burgess said his company has 18
the strong relationship we have with IVECO.
so on.”
16
j u n e 2019
PRIME NEWS
> Woodside confirms big plans for LNG Truck Loading Facility in Pilbara
Meg O’Neill.
With its latest investment in infrastructure, Australian oil and gas producer, Woodside, has reaffirmed its commitment to emission reductions and growth by realising completion of a new liquefied natural gas transport hub. The project follows the developments of the Pluto and Karratha Gas Plants in the Pilbara region of Western Australia where it has now positioned itself as a key distribution point for the booming resources sector. Speaking at the official opening of the Pluto LNG Truck Loading Facility, Meg O’Neill, Woodside Energy Chief Operating Officer, said the hub had created 60 new jobs on the site and 85 per cent of the financial investment allocated for the project had been spent in Western Australia. “The world faces the challenge of reducing emissions towards a lowercarbon future, and at the same time extending access to modern energy to 18
j u n e 2019
improve living standards,” she said. “In meeting this dual challenge, natural gas has a big role to play.” O’Neill said natural gas was clean and reliable and the ideal partner for renewables. The opening of the Pluto LNG Truck Loading Facility, according to O’Neill, marks an important step in Woodside’s drive to capitalise on this synergy. Western Australia, whose premier Mark McGowan was in attendance at the opening, is one of the world’s largest producers of LNG. With large-scale mining in close proximity the facility is situated to provide heavy vehicle operators across industries a distribution point. The transport hub also helps Pluto to realise its plan of spearheading the development of an LNG market for remote power generation. Three billion litres of diesel are currently imported to the Pilbara every year.
According to O’Neill, Woodside intends to help replace the higher emissions fuels and reduce greenhouse gas emissions by about 27 per cent. “The facility will draw natural gas from our existing world class Pluto LNG production and storage facilities, and create a distribution hub to transport highly reliable and clean LNG across WA for use in remote power generation, and as a cleaner heavy transport fuel for local mining companies,” she said. “The initial capacity of this facility alone will result in a reduction of more than 120,000 tonnes of greenhouse gas emissions each year, when its LNG replaces diesel for remote power generation. That is the equivalent of taking more than 25,000 cars off the road.” It was also announced that Linfox would partner on the supply chain to deliver the fuel to Pluto’s partners. “From this one facility, our company has got some rather big plans,” said O’Neill.
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PRIME NEWS
> Bosch commits long term to hydrogen fuel cell market
Nikola Two.
German engineering and electronics company, Bosch, has entered the market for hydrogen fuel cell technology announcing it has partnered with Powercell Sweden AB to produce the polymer-electrolyte membrane fuel cells for serial production. Fuel cell stacks, for which Powercell Sweden AB is a specialist, form the conversion of gas into electricity in the emerging powertrain technology currently being pioneered by the likes of the Nikola Motor Company for whom Bosch is allied. Nikola Two, revealed at the recent Nikola World event, features systems and components from the Bosch supply chain. According to a statement from Bosch, the best opportunities for broad adoption of fuel-cell technology are in the commercial-vehicle market. “Through commercialisation and widespread marketing of this technology, Bosch will achieve economies of scale and push down costs,” said Stefan Hartung, Bosch Mobility Solutions Business Sector. “In the fuel-cell domain, Bosch already has a strong hand, and the alliance with Powercell makes it even stronger. Commercialising technology is one of our strengths. We are now going to take on this task with determination and develop this market.” 20
j u n e 2019
The transition to passenger vehicles is anticipated once broader uptake of the hydrogen technology takes place in the heavy commercial vehicle space. As fuel cell systems are expensive the cell stack is regarded as the most cost-prohibitive component accounting for close to two thirds of the outlay for a hydrogen fuel cell system. Current costs for hydrogen as a fuel source would also need to fall. At present hydrogen is produced in large part for industrial applications although production would need to increase for a decrease in price to occur. Bosch, as part of its longer-term strategy, intends to manufacture this technology under licence for the global automotive market. A small network of over 60 hydrogen filling stations currently exists in Germany with the number expected to rise. Three litres of diesel equates to around one kilogram of hydrogen. Electricity with a water byproduct is created through a chemical reaction between hydrogen and oxygen in the fuel cell to power the electric motor or recharge the battery. Through the use of two or more stacks the power requirements of most heavy vehicles and passenger cars, according to Bosch, can be met. Hydrogen tanks on commercial vehicles
can be refilled with highly compressed gas in a matter of minutes. In certain situations the battery can be used to boost the performance of the fuel cell, for instance on steep inclines, where stored energy will augment the drivetrain. The fuel cell system has been likened to a hybrid powertrain according to Head of Commercial and Off-Road Vehicles Bosch North America Jason Roycht. Speaking at Nikola World he said the Bosch technology and system approach is adaptable for use across Nikola’s full line of vehicles including the Nikola One Sleeper Cab and Nikola Tre, its hydrogenelectric truck for European markets. “This has been a two-and-a-half year cooperation targeted at implementing advanced technology into a totally new and unique approach to trucking with the highest levels of engineering excellence,” he said. “We’ve learned from each other and together pushed ourselves to achieve what seemed to everyone else to be impossible. The Nikola Two is not just a simple evolution of today’s heavy duty truck. It’s a revolution in both sophisticated control and design.” In late 2017 Bosch signed off on an agreement with Weichai Power, a Shandong-based state-owned manufacturer of diesel commercial vehicles to develop hydrogen fuel cells and related technology in China.
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VEHICLE DOWNTIME CARRIES A HEAVY COST BURDEN FOR COMMERCIAL VEHICLE OPERATORS. THE SOLUTION: PREMIUM QUALITY Premium quality parts last longer and are less prone to failure. They also put a brake on the frequency of maintenance, enabling your vehicles to be earning money more of the time. Textar pads and linings provide the optimum combination of long service life, low wear and frictional stability. So put your foot down and insist on premium quality. Insist on Textar. For your nearest stockist call our customer service team: 1800 061 729 Distributed by HELLA Australia
GLOB AL NEWS
> Nikola plans on building 100 hydrogen truck stations a year
Nikola Two.
Hydrogen powered commercial vehicle manufacturer, Nikola Motor Company, has outlined its fuel cell future vision including plans to rapidly expand its H2 network of fuel stations from 2020. At the first of its two day Nikola World event in Arizona, Nikola said it was working with industry partners and OEMs to develop hydrogen standards to facilitate fuelling in less than 15 minutes. “The goal is safety and interoperability, so that anyone can fuel at our station,” said Jesse Schneider, Nikola Executive Vice
President. “This is a big deal.” The company according to CEO Trevor Milton, plans on building up to 100 hydrogen stations per year commencing in 2020 through 2028. Cabover cousins the European Nikola Tre and the American Nikola Two were showcased at the event. Both will be available in hydrogen electric or battery electric power for short haul urban application it was announced. The powertrains according to Milton were identical.
At present there were more than 13,000 Nikola trucks on order. Anheuser-Busch, the biggest producer of beer in North America including the Budweiser brand, has ordered 800 of Nikola’s hydrogen heavy vehicles, after committing itself to convertng its entire long haul dedicated fleet to renewable powered trucks by 2025. “We want to transform everything about the transportation industry,” said Milton. “With Nikola’s vision, the world will be cleaner, safer and healthier.”
> Penske opens high speed electric vehicle chargers American commercial vehicle company, Penske Truck Leasing, has rolled out 14 high-speed chargers in Southern California. Located at Penske facilities in San Diego, Chino, Anaheim and La Mirada, the chargers are reportedly the first DC fast charging stations in the US designed specifically for heavy-duty commercial electric vehicles. Penske has announced plans to add another six soon. President and CEO of Penske Truck 22
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Leasing, Brian Hard, said the company was committed to being at the forefront of commercial vehicle electrification. “We are investing to ensure our customers have access to the right vehicles, technology, charging infrastructure and information to help shape the future of mobility in our industry,” he said. Each charger uses 50 kW to 150 kW chargers, which allows for American Class 8 trucks to become fully charged in
less than half a shift. “We are proud to provide our customers with the ability to quickly and conveniently charge their electric truck fleets at these locations,” said Andrew Cullen, senior vice-president of fuels and facilities at Penske Truck Leasing. “We’ll continue to add new locations and charging infrastructure to support our customers as our electric fleet continues to grow and the demand for commercial electric vehicles gains momentum.”
With their own distinct styles, better efficiency, better visibility, better serviceability, better safety and better driver environment, the new T360 and T410 are more than just better trucks – they are the best in the business. For more information contact your local Kenworth dealer.
KENWORTH.COM.AU
FRANCHISE MINDSET
A REFLECTION BEAUREPAIRES FRANCHISE OWNER, RON VISSER, CONSIDERS HIS CAREER IN AROUND TYRES FOR OVER 25 YEARS. HIS JOURNEY HAS BEEN A SUCCESS STORY HIGHLIGHTED BY BALANCING WORK LIFE WITH FAMILY.
I RON VISSER Ron Visser is the owner of the Beaurepaires Beenleigh outlet which he runs alongside his wife Keryn. He has extensive experience as a mechanic, service manager and development manager in and around the tyre and automative retail industry. He is passionate about motorsport, helping support pathways for young sports talent and his 1969 Mustang.
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was asked the other day a question from number one (of three) granddaughters who is 13 going on 21 and it went like this, “Opa (family name for granddad) why do you spend soooo much time at work?” I pondered this for a moment and replied “Honey, I have a wife, three daughters, three female ponies, three female chooks, two female dogs and a Budgie called Arnold who is laying eggs, so I go to work for some me time.” She laughed and said I was a little crazy but funny. Fair call I thought. But, and there is always a but, I LOVE MY WORK! I grew up in the western suburbs of Sydney, the fourth child of immigrant parents and first born in Australia. Growing up my elder brothers worked as mechanics and one worked for Brabham Ford. This is where I was exposed personally to a then reasonably young Sir Jack Brabham, and my love for the motor vehicle had started. Those big race tyres got me. After some years of being allowed to “hang around” motorsport our family moved to regional NSW and purchased a truck stop as a franchise and we all worked in the business either pumping fuel, working in the kitchen of the roadhouse or for me mostly in the Lube bay, fixing cars, trucks or anything mechanical I could get at. Investing in a small fleet of trucks
to transport our fuels, I again was involved in tyres, my dad along with my three brothers were keen on motorsport so we started a race team and had some minor local successes, but I craved more and left for the city to pursue this passion. Working at General Motors Dealership to complete my apprenticeship, I loved this getting paid to work and mostly on race cars, which itself was a bit of an inhouse joke as I drove a 1969 GT Falcon that I was made to park out back. After hours I would work freelance on various race cars from local street racers through to touring cars and drag cars, for the likes of Dick Johnson, Allan Moffat and Victor Bray – to name a few. Family soon came along and I chose a career path to focus on family and a future I pondered for a while. Out jogging one early morning I stopped to chat to a fellow at a building site close to home. I inquired as to what they were building. After a very long chat with the actual owner who turned out to be a very clever mentor to me, as he was building Australia’s Largest retail tyre store. Two weeks later I was employed and my career in tyres for real had started. The store grew dramatically and after 18 months was sold back from franchise to corporate. Tyres became my world for the next 25 years with progression through
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corporate in roles such as store manager, state auto manager then state marketing manager in the retreading division. Seeing and working with the industry through change and innovation, new marketing and tyre manufacturing techniques, and franchise system ring rollouts, transport and tyres were everything to me. During these years my family grew and now with three daughters all of which were athletic, and chose netball as their sport. They all rose to various levels of competition. My eldest achieved representative level, middle daughter state representative level and youngest daughter made it to Acadamy level, which meant dad got to go to lots of games. The general consensus of the time was you’re there any way so you can coach. I did, achieving national level accreditation which led to a position on a club committee then a regional committee then a position on the netball Queensland Board of Directors and a position as an advisor for the steering committee for facilities for the Gold Coast Commonwealth Games, still while working and studying for various qualifications such as Business Management, Sales and Marketing and a little Constitutional Law. Coaching and mentoring netballers state wide, I was appointed as chair for the WNBL QLD Brisbane team that required some direction as well, working with both State Government departments and local councils. My wife, partner and mentor, Keryn, supported me in so many ways throughout my endeavours and we decided that as the girls had grown up and gone in their own way, (eldest now married, two daughters of her own and a career as PA To Commodore of Brisbane Cruising Yacht Club and runs the Brisbane to Gladstone Yacht Race), middle daughter married, one daughter with a career in Freight Management at Mainfreight Logistics) and the youngest international
catwalk model (now a proud flight officer in the Australian Air Force). We found that many employers loved to have access to the knowledge and experience that a 25+ year tyre guy could bring and once attained this then chose to move on. My personal mentor and wife Keryn and I thought there must be a better way to utilise this experience, then it came to us clearly, a Beaurepaires Franchise. Beaurpaires Franchise training from the other side was a learning curve for me. My previous experience was helpful but not all I needed. Keryn, my wife, being an experienced bookeeper, found it very encompassing and took up where I lacked and working as a team alongside the most comprehensive induction system I have ever seen, graduated with excitement. Along with our good friend and Manager Lee Dorricott, who handles the daily store operations, Keryn who has the ‘behind the scenes accounting’ down pat and me filling in the gaps. Now open, we were
not prepared for the hectic pace of “our” store. But we were absolutely committed to our own “customer service 101” system by treating customers as we would like to be treated. And we soon found that it works. Instilling this in our staff, all of whom reside in our local area and are considered family members, we grew our store from three staff and a manager to a total of nine. The original business served its customers well and we invested in a complete refurbishment. It’s now a modern facility with bold new paint work and state of the art signage with modernised workshop facilities and equipment. The concept of “101 service” has brought us much return through increased sales and extended client base but most important a reputation of service excellence day and night 24/7, which has and continues to be, recognised through our clients and local and state business awards. Beenleigh is a very underestimated area with an extremely large commercial district and is ever growing and we are proud to grow alongside. To maintain a top three level of store achievement for our first three years of trading is an indication that our plan is true and a reflection of the effort of our staff. The support from our partners is never understated. Our success is theirs. Keryn and I have a passion to support our local community groups, schools and rising stars and we do this in many ways through junior sporting clubs, local school fundraisers, charity fund raising and rising stars in motor sports and allows us to stay connected and return our success to assist future stars. This year we are proud to be personally supporting a 3rd generation motor sport junior in Jet Johnson the son of Steven Johnson and the grandson of the legendary Dick Johnson. Keryn and I are never settled on where we are as a business, so we constantly look for improvement and innovation. It’s who we are and what we do. p r i m em over m a g . c o m . a u
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COVER STORY
FRESH IS
BEST DAMIEN SCULLY ESTABLISHED A BUSINESS SPECIALISING IN SERVICING REFRIGERATED TRANSPORT VEHICLES IN 1993 WHICH THEN MORPHED INTO SCULLY RSV (REFRIGERATED SPECIAL VEHICLES) IN 2014 AS A FULL-SERVICE MANUFACTURER, PROVIDING CUSTOMERS WITH REFRIGERATED BODIES AS WELL AS COMPLETE TRUCKS FOR SALE AND HIRE. BASED IN BRISBANE, THE COMPANY RECENTLY TOOK DELIVERY OF THEIR 300TH HINO TRUCK.
A
couple of years ago Damien Scully took the decision to personally scale back a little from the thriving business he had created and handed a large share of the management responsibility to CEO Avraam Solomon who himself has more than two decades in the refrigerated transport industry, coming as he does from a family that is one of the largest seafood suppliers in Brisbane. In addition to the sales and hire functions Scully RSV continues to build refrigerated bodies for many of Australia’s food transport operators and also provides servicing, maintenance and repairs for refrigerated vehicles. Avraam doesn’t regard Scully RSV as just a truck-based business, instead considering they are an integral part of the food service industry because every customer carries food products of some description. “I’m a foodie,” he says with pride. “But having bought a lot of trucks over the years has enabled me to develop a good 26
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understanding of what our clients’ needs are.” As in the food industry, quality is paramount and a vital factor in Scully RSV’s success in developing and marketing refrigerated trucks has been specifying with the best components available such as Carrier and Thermo King refrigeration units. Scully RSV’s expertise in the area of providing ready-to-use refrigerated trucks has been a factor in the expansion of the short and long term vehicle hire sectors of the enterprise. From a base of around 40 trucks just a few years ago the hire fleet has grown to more than 120 units with 50 of them currently based in Sydney. The expanded fleet already runs close to 100 per cent utilisation and plans are firmly in place for significant numbers of additional units. The demand for trucks on longer rental periods has led to the creation of the Scully Fleet division and well known food service company QFS has already signed on for an initial seven vehicles –
each on a four year hire agreement. “The long term rentals include items such as servicing, registration and insurance and unlike leasing or hire purchase, we can provide greater flexibility,” says Avraam. “The clients are not stuck with a truck because after 12 months they can change the vehicle, be it to one larger or smaller.”
Any trucks returned under these arrangements are accommodated in the Scully RSV short term hire fleet. “Food service companies might win a contract with a fast food chain for two years and need six ten-pallet capacity trucks. If their contract isn’t renewed after the two years under normal circumstances they can be stuck with
those trucks,” explains Avraam. “We can offer flexibility because of our own ability to move assets in and out of the short term hire division.” Just like rental cars, short term hire customers will get a current model truck, albeit perhaps two years old but definitely not something approaching the end of its working life.
FAST FACT In just under three years the Scully RSV manufacturing division has grown from 80 trucks per year to 250 units. p r i m em over m a g . c o m . a u
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COVER STORY
Hino Australia presented Scully RSV with their 300th Hino purchase.
Long term hirers receive brand new trucks. Regardless of hire category, Scully RSV trucks are sold off into the used truck market when they reach four years of age, even though they may have another 15 or more years’ working life left in them. This keeps the overall Scully RSV fleet age young and all vehicles remaining under OEM warranties. The ex-hire trucks which are sold off represent good value for the purchasers due to their low mileage and regular servicing. Any impact damage that happens to hire trucks is immediately repaired before their next hire. “It’s our image, it’s our brand,” says Avraam. “It’s important to keep the hire trucks in premium condition for both current hire clients and future purchasers. We’ve got a good market 28
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“The long term rentals include items such as servicing, registration and insurance and unlike leasing or hire purchase, we can provide greater flexibility,” says Avraam. “The clients are not stuck with a truck because after 12 months they can change the vehicle, be it to one larger or smaller.” Avraam Solomon Chief Executive Operator
for trucks at end of the four-year hire life and they go with still a year of OEM warranty on the truck and on the refrigeration unit.” For customers wanting to purchase a new refrigerated truck Scully RSV offers ten different standard bodies,
with custom manufacturing also available. The five smaller units are premanufactured in Asian factories using predominantly Italian materials such as the body skins combined with German technology and management. Lateral thinking to keep the cost of freight
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COVER STORY
FAST FACT Scully RSV is well known for its fridge/freezer bodies fitted to light, medium and heavy duty forward control trucks. Scully RSV also produces innovative two pallet capacity fridge freezer bodies to suit the current model Toyota HiLux.
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in check has resulted in some of the imported bodies being designed to be shipped inside each other like Russian babushka dolls. The locally produced bodies are of fibreglass construction and Scully RSV’s decades of experience as a manufacturer has led to what is considered the optimum process in which all of the fibreglassing is hand laid and hand finished, and all work is undertaken in a dust-free environment. Depending on customer requirements Scully RSV has the capacity to fit its refrigerated bodies to all Japanese
brands as well as most Europeans. Hino is the OEM of choice and in early 2019 Scully took delivery of its 300th Hino truck. “I’ve previously been a Hino customer myself for over twenty years and in the last ten years the Hino product has really, for us as a customer, got ahead of the others,” says Avraam Solomon. “The new Hino 500 models are just miles ahead of anything else I’ve seen and we’ve now educated our own sales people to highlight the extra quality that comes with a Hino.” Hino and the Sci-Fleet and Adtrans
dealerships have been supportive in assisting Scully RSV customers to maximise the benefits operating the Hino product “Hino is good for us not just because the product is good but their people are good as well. Carrier and Hino are like a good marriage. There is a real connection between great people. With Hino we don’t feel alone.” In line with current trends all of the trucks are equipped with automatic transmissions. Scully RSV doesn’t consider itself as a truck dealer and has never sold a bare
cab chassis. All trucks are purchased through authorised dealers prior to be fitted with the refrigerated bodies. “Part of our strategy is to partner with dealers across the country,” says Avraam. “The cab chassis is just one component. We can wrap the whole thing up as a package offering.” Scully RSV can also offer dealers stock of ready to work refrigerated trucks which can appeal to purchasers who have an urgent requirement and wish to own their vehicles outright rather than hire them. Just like the trucks’ warranty, the cover on the Carrier refrigeration units commences when the truck is delivered to the client not when it is fitted to the body. The refrigeration units are commissioned and gassed up as part of the pre-delivery functions to ensure the vehicles are ready for work when they are handed over to the customer. Scully RSV backs up its quality components and innovative management with the best available technology such as tracking systems that facilitate the tracking of load temperatures remotely via smartphones. Scully RSV has its own research division which is involved in developing product improvements for the transport of refrigerated food and other items as well as providing collateral support materials to ensure that clients are maximising the utility of the Scully RSV products in their fleet, whether those assets are owned outright or hired from Scully RSV. In future the core business of Scully RSV will continue to change focus from selling trucks to providing full service short and long term hire, similar to recent changes in the fork lift industry. “Our future is about hire. It hasn’t taken us long to hit 120 hire units and having 500 within a couple of years is a realistic expectation,” says Avraam. “Our plan over the next two and three years is to grow to be the true national fridge truck hire business.” The long term hire proposition has
“The new Hino 500 models are just miles ahead of anything else I’ve seen and we’ve now educated our own sales people to highlight the extra quality that comes with a Hino.” Avraam Solomon Manager
many fiscal and practical advantages but the over-riding benefit for a food service business is that it allows them to concentrate on the actual food and service aspects and have the confidence to leave the fleet management to Scully RSV. “Some clients may still want to own half of their fleet and hire the rest to take advantage of the flexibilities we can offer. Our customers shouldn’t have to worry about what their vehicle issues are and we need to be able to provide a competitive and appealing alternative to the traditional food services vehicle business model,” he says. “It allows them to do what they do best which is sell food and look after their customers.”
FAST FACT Fibreglass has become the material of choice for refrigerated truck insulation in recent years and fibreglass truck bodies are estimated to be 20 to 30 per cent more thermally efficient than alternative materials such as steel. This leads to lower running costs for the refrigeration unit and the lighter weight improves the fuel economy of the truck which the body is fitted to. p r i m em over m a g . c o m . a u
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FLEET FOCUS
WHITE LINE
FEVER
SCANIA COMMERCIAL VEHICLES HAVE BEEN A MAJOR FORCE IN USHERING IN IMPROVEMENTS FOR SAFETY AND COMFORT IN THE TRANSIT OF GOODS AND FREIGHT. BUT IT’S ALSO PROVIDING SOLUTIONS FOR BOOMING INFRASTRUCTURE BUSINESSES LIKE IMAGE LINEMARKING AS IT RETAINS THE NEWEST EQUIPMENT AND MACHINERY SO THAT IT CAN MEET THE LONG HOURS REQUIRED OF IT ON MAJOR PROJECTS IN VICTORIA.
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o support a new water blasting machine sourced from the United States in 2010, Image Linemarking purchased a twin steer P400 8x4 LB. The first of six commercial vehicles it has bought from Scania, the truck, is reportedly still going strong for the Melbourne-based 32
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infrastructure company. Formed in March 1998 by Managing Director Craig Riley, Image Linemarking is a specialty player in linemarking, roadmarking and road construction – areas Craig has been involved in for the past 35 years. Six of those years were spent working in the Traffic Linemarking section of
VicRoads across all regions of the state, building roads and managing linemarking companies. Previous to establishing his own linemarking business, Craig worked for eight years in the private sector. Notwithstanding regular subcontractors, the company employs 25 full time staff and works major infrastructure
projects across Melbourne with small to medium size construction companies, local shires and councils. At present, the Image Linemarking portfolio includes major upgrades to City Link, the Monash Freeway, the Tullamarine Freeway, remaking the entire Eastlink network, the current Westgate Tunnel project and Hoddle Street Package B. In 2013, a second Scania, a P360 LB 6x4, was acquired for its growing thermoplastic market. By the following year a Scania P280 4x2 was added to meet the growing demand for smaller construction, including contract work for shires and councils. It also has been utilised for the application of thermoplastic linemarking, which is fast becoming a commonly accepted alternative to paint markings, given its longevity. Continued growth in the construction sector soon prompted the company to purchase its second P360 6x4 MNA. “In 2018 business had grown to the point that we had to increase its capacity once again with a third P360 to keep up with
“In 2018 business had grown to the point that we had to increase its capacity once again with a third P360 to keep up with the demand.” Craig Riley Managing Director
the demand,” says Craig. “At the time that made it our fifth purchase from Scania but we have since taken delivery of a P410 4x2 prime mover which will be used to move around the newest of our water blaster machines.” This month the company takes delivery of a P320 6x4. Its main application will be predominantly to provide black thermoplastic used to black out redundant road markings and to create the rumble strip on the edge of the road. Scania commercial vehicles, according
to Craig, are the backbone of the Image Linemarking business. Aside from delivering the machines and staff to site safely, the trucks run around the clock – day and night – providing lighting, warning lighting and directional arrows boards for the travelling public to navigate the sites safely and, what’s more, to supply a continuous supply of hot material for linemarking machines. Kettles fitted to the tray – there are two – contain around 1.5 tonne of material of thermoplastic which is heated to around 200 degrees celsius. Thermo extrusion involves the placement of the material by an extruded machine, not unlike a corkscrew, which spirals the hot material on a chip seal although the application works on almost any surface. The molten material is tested beforehand to ensure it isn’t too runny or solid but rather reaches a flow point so once it leaves the head it cures before it actually hits the road. These finer details in the testing will predetermine if a line is going to be good or bad. Pallets of stock sit on the tray in
Kettles contain 1.5 tonne of thermoplastic heated to 200 degrees celsius.
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FLEET FOCUS
front of the kettles. There are also safety accessories including wash units and a compartment for tools. The majority of the Scania commercial vehicles have been built-for-purpose in accordance with that format. Commercial Manager Damien Robertson says the output determines the size of the kettles the trucks are responsible for moving. “The larger kettles require the Scania P380 and are generally more effective and efficient on bigger projects such as freeways,” he says. “Naturally because of the volume of lines we go through a lot more material on those jobs.” It’s a continual process. For a contract like the Monash Freeway project, on any given shift Image Linemarking are running two large trucks paired with buggies. When a kettle is emptied the driver will go back to the buggy that runs on the back of the truck, dump the material into his kettle and repeat the process. The lines are computerised when they are applied on the road. Black thermoplastic is used to cover old line markings and for its longevity.
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In any single shift, Image would go through between 10-14 tonnes of material. It’s a lot of material, considering the kettles would probably hold only 350 to 400 kilos. That means repeat fills especially on return trips down a section of freeway. Craig refers to the Scania as the “working mules” of the operation. “We particularly appreciate the lack of downtime these vehicles have afforded the business,” he says. “It only takes one phone call and within half an hour a Scania service operator arrives to provide a professional solution to the problem.” Image chooses Scania as its preferred supplier of trucks largely due to the ease of operation and strength. “Our newest model coming in June 2019 is the P320-6x4 which we have hand picked for its suitability for the task intended” says Craig. “Once the P320-6x4 arrives we will be adding approximately $200,000 worth of equipment onto the tray. The installation of two new Hoffman Kettles valued at $80,000 each is the biggest alteration the P320 will
have added to make it fit for purpose for Image’s needs.” He adds, “The P320 is ideal for this pivotal key role within Image’s fleet and Image couldn’t imagine having any other than a Scania truck out front towing our thermoplastic fleet.” Working long shifts at night, on major projects, determines that safety remains a priority for Image Linemarking. There was never any question the company would look past the Scania New Generation commercial vehicles, according to Craig, with its most recent delivery. “When you are comfortable with something and believe you’re on a winner why change?” he says. “Picking out the next Scania truck wasn’t the issue for us. It was finding the model best suited to our current needs and the P320-6x4 was soon identified as the vehicle that would satisfy our requirements. Safety is Image Linemarking’s number one priority and the safety benefits of owning and driving the Scania regardless of the model is paramount to my employees.”
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Insurance products are provided by National Transport Insurance, a joint venture of the insurers Insurance Australia Limited trading as CGU Insurance ABN 11 000 016 722 AFSL 227681 and AAI Limited Trading as Vero Insurance ABN 48 005 297 807 AFSL 230859 each holding a 50% share. National Transport Insurance is administered on behalf of the insurers by its manager NTI Limited ABN 84 000 746 109 AFSL 237246.
TRUCK & TECH
TEAMING UP WITH
TELEMAT
FROM ELECTRONIC WORK DIARIES (EWDS) TO REAL-TIME DRIVER DISPATCHING INFORMATION, THE MYRIAD BENEFITS OF TELEMATICS ARE SLOWLY BEING EMBRACED BY THE TRUCKING INDUSTRY. JOHN TSOUCALAS AT FLEET EFFECT AND MARK WHITMORE AT DIRECTED TECHNOLOGIES SPOKE TO PRIME MOVER ON HOW THE UPTAKE OF TECHNOLOGY IS HAVING A POSITIVE EFFECT ON THE INDUSTRY.
F
leet Effect was formed in 2006 from Autolync and a number of key investors with a focus on compliance and alternative fuels in the trucking industry. In 2008, the board of Fleet Effect identified that the heavy vehicle transport sector would see a significant change in compliance burdens and the company set about developing systems to meet the needs of transport operators in this respect. In 2018 the company diversified its software portfolio and now offers what it calls a Quality Management System, focusing on integrating Chain of Responsibility outcomes. This year, Fleet Effect implemented a 100 per cent digital framework in conjunction with its Integrated Management System. With multiple integrated solutions available, the company says its systems ensure the empowerment has been transferred from
company back office to driver and field staff by paperless compliance and quality management systems. “Paperless EWD fatigue management is a reality. So why wait until it is mandated?” This is the question posed by John Tsoucalas, General Manager – Compliance Systems at Fleet Effect, who says the EWD has the potential to streamline and simplify the fatigue management process for drivers and transport companies. According to Tsoucalas, the enforcement of fatigue management regulations has traditionally involved officers scanning the data entry in hand written work diaries to discover after-the-fact when drivers have breached their obligations. However, he maintains, since 2008 a growing number of transport operators have adopted electronic fatigue management systems including EWDs to help with compliance and reduce their Fleet Effect implemented a 100 per cent digital framework with its Integrated Management System.
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paperwork burden. “Waiting for regulators to catch up with technology and real fleet needs was never an option for these transport technology early adopters,” says Tsoucalas. “Now in 2019 the written work diary has effectively become redundant in terms of being a useful and accurate document, as more fleets turn towards real time electronic fatigue management systems which better meet compliance and business productivity needs.” According to Tsoucalas, it is critical that a transport operation manages its drivers using innovative technology and tools currently available and decide on the corrective action under reasonable steps, including the freedom to use any technology or smartphone apps that meet their needs. “As the majority (more than 70 per cent of heavy vehicles) operate within 100 km of their base, or are accredited to the National Heavy Vehicle Accreditation Scheme (NHVAS) Fatigue module, they are free to use any technology including uncertified EWDs or smartphone apps to meet their Chain of Responsibility (CoR) obligations,” he says. “In the case of CoR, transport operators will continue to ensure drivers complete the written work diary under current regulations, even though it has limited if any benefit to the transport operator. “Our solution to this pervasive paper
ICS Fleet Effect has integrated a Business Intelligence platform into its Cloud fleet.
problem is to deploy into the truck a reliable Android or Windows-based enterprise mobile platform and a Cloudbased software solution to eliminate almost all NHVAS Fatigue as well as related paperwork, and provide fleet operations with real time fatigue checking. He maintains that one of the greatest challenges a fleet manager has is with the collation and analysis of vast amounts of information he calls “Big Data”, especially once NHVAS Fatigue is automated. “Fleet Effect has integrated a Business Intelligence platform into its Cloud fleet solution, which provides Dashboards and KPI reports for various aspects of fatigue management compliance, including corrective action responsiveness and breach severity analysis,” Tsoucalas says. “Paperless NHVAS Fatigue is now a reality and numerous fleets are benefiting from 100 per cent compliance performance and significant reduction in operating costs.”
Hino’s solution With a view to value-adding with a telematics system that can simplify and streamline its customers’ operational requirements, Hino Australia recently confirmed its smart multimedia system (SMMS) will be fitted as standard across its ranges of light-, medium- and heavyduty trucks. The company recently launched its allnew 500-Series Standard Cab range in Australia with the much vaunted SMMS taking centre stage in the dash of each unit in the launch fleet. According to Hino, the innovative system introduces an unprecedented level of vehicle connectivity possibilities and entertainment functionality, together with a standard safety-enhancing reversing camera, and can be equipped with vehicle operational information and driver information. An integrated truck-specific global positioning system (GPS) can be
optionally enabled which delivers truck routing information based on a number of parameters including the vehicle’s dimensions, goods carried, lane use restrictions and real-time traffic information. Another feature is a curated Hino application (app) store, which allows the creation of customised apps for the driver and/or fleet, depending on individual or company needs. Speaking at the launch of the new 500 Series Standard Cab range, Daniel Petrovski, Hino Australia’s Manager of Product Strategy, was keen to extol the virtues of the SMMS. “The smart multimedia system is a platform for customers to remain connected with their business while on the road through a bespoke collection of apps,” he says. “This system is a building block for the future and can be added to or customised by the customer. The potential is endless p r i m em over m a g . c o m . a u
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TRUCK & TECH
Safety is enhanced by the dual-channel digital video camera recorder.
for customers to develop and use apps that save them time and money, while maximising the safety of their drivers and fleet.” The smart Multimedia system is an Android-based 6.5-inch capacitive multitouch digital device, mounted in the central dashboard within easy reach of the driver. Along with its standard reversing camera, the SMMS features AM/FM/DAB+ digital radio and Wi-Fi connectivity and, according to Hino, the latest version of Bluetooth tethering enables enhanced call handling, profile pictures and improved speech to text functionality. Safety can be further enhanced by the optional dual-channel digital video camera recorder (DVR) feature, and a four-way camera display with lane change assist and tyre pressure monitoring functions. The DVR offers the driver the ability to seamlessly view and upload recorded footage and supports a lockable SD card which prevents tampering. The new four-way camera display is automatically activated with the indicators, hazard lights and when reverse gear is selected. With the optional GPS navigational system, the vehicle’s length, width, mass and height are entered to ensure vehicle 38
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specific route choice and additional information on truck speed limits, bridge clearances, lane use restrictions and real-time traffic advisory notifications to the driver, such as flows, accidents and incidents, to provide the most efficient route for trucks. This option also includes three years of quarterly over-the-air map updates, which Hino claims is another first for the Australian truck industry. To enable drivers to further personalise their vehicles, the Hino Multimedia app store offers a curated library of downloadable apps ranging from weather information and closest petrol station or parking to info and entertainment, such as audio books and digital music. “In the future, it will include bespoke dispatching apps, which will further simplify vehicle operations for the fleet manager and driver, enhancing productivity and efficiency for Hino customers,” Petrovski says. “The SMMS is complemented by Hino Traq telematics which provides real-time tracking and vehicle operational information such as operating time, fuel usage, driver safety and whole-of-fleet monitoring, accessible through the Hino Traq on-line portal.” Also speaking at the new 500 Series launch, Mark Whitmore, Head of Business Development at Directed
Technologies, says the company has partnered with Hino over the last four years to deliver what’s claimed to be classleading telematics solutions for the truck maker’s customers. “The first-generation telematics is focussed on safety and vehicle performance,” Whitmore says. “As the product evolves, particularly over the last 12 months, we’re moving our R&D deeper into job dispatching and workflow management, bringing together the various connected elements within the vehicle with a view to provide an integrated transport and logistics application set.” As the conversation continues, Whitmore describes the challenges of developing the ground-breaking system. “This is the first time anyone has engineered a truly connected system for the trucking sector in Australia, so we put a lot of work into getting the hardware developed. The next challenge was to integrate the telematics with the radio and develop apps that ran on the radio and were able to connect with the fleet management systems,” he says. “We also needed to meet Australian Design Rule requirements in terms of safe operation in a moving vehicle which led to the voice notification aspect of the system.” The drive program of the new 500 Series Standard Cab entailed driving a broad
range of models around Canberra and surrounding districts. The SMMS in each unit proved user-friendly and the GPS navigation successfully guided us to the various destinations. However, during one leg an unexpected road closure due to roadworks meant we needed to revert to the ‘old-fashioned’ method of navigation. This highlighted the need for operators to have a back-up plan as the technology cannot be considered 100 per cent failsafe due to variable circumstances outside of its operating parameters. Another feature of the SMMS that was deemed highly useful during the drive was the four-way camera display. In addition to the rear-view camera, the left- and right-side views activated by the respective indicators proved beneficial when changing lanes and, in particular, when reverse parking as the left view clearly shows the proximity of the left rear wheel to the kerb. All up, the smart multi-media system that
Daniel Petrovski, Hino Australia Manager of Product Strategy.
now features as standard across Hino’s entire range has the potential to improve operational efficiencies in a number of ways. When suitably optioned it will enable fleet owners and operators to monitor all aspects of vehicle and driver
operations with a view to streamlining the way business is done. In the highly competitive trucking industry this could provide the difference between making a profit and simply breaking even.
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FLEET FOCUS
IS IT THE A-
TIME TO 40
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DOUBLE’S
SHINE?
WITH A RESOLUTE VIEW THAT GOING FROM B TO A IS ANYTHING BUT A BACKWARD STEP, BRISBANE-BASED RUSSELL TRANSPORT IS NOW USING A-DOUBLE COMBINATIONS IN A VARIETY OF HEAVY-WEIGHT HAULAGE OPERATIONS ACROSS SOUTHEAST QUEENSLAND, BOOSTING PRODUCTIVITY BY A CLAIMED 30 PER CENT. p r i m em over m a g . c o m . a u
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FLEET FOCUS
W
ith a steadily growing number of transport companies electing to go through the considerable expense and complexity of gaining route approvals for PerformanceBased Standards (PBS) compliant A-doubles, there can be no denying that this combination represents a genuinely worthwhile step-change from the B-double. In fact, it appears to be a similar situation to around three decades ago when the B-double itself began eroding the dominion of the standard semi-trailer on certain eastern states linehaul routes. Sure, the concept took some years to gain acceptance, not least to convince ‘Joe Average’ that these new-fangled ‘juggernauts’ were not the scary dangerous beasts they were purported to be by some misguided folk in mainstream media at the time. It must be noted that this was in the immediate aftermath of two separate and equally tragic crashes involving semitrailers and tourist coaches on the NSW north coast where several lives were lost. These particular incidents sent shockwaves through the wider community and forced the trucking industry into a massive damage control exercise culminating in the formation of a number of industry associations. These were charged with the monumental task of reining in a very
Ken Russell, Russell Transport Director.
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rebellious trucking industry within which the spectres of speeding, fatigue and drugtaking had become entrenched. Given this, in public relations terms it probably wasn’t the most opportune time to be launching longer doubletrailer combinations, but eventually all the hoo-ha died down as regulations and enforcement tightened and the recalcitrant driver set gradually diminished in favour of the more disciplined and law-abiding variety. What’s more, it soon became crystal clear that dynamically, B-doubles were every bit as safe as their semi siblings. This along with mandatory anti-lock braking systems (ABS) potentially made them far safer and controllable than a non-ABS braked semi-trailer during emergency situations on slippery wet roads. By the turn of the century the B-double had well and truly come of age and was widely considered the benchmark combination for efficient intercapital, regional and even some local transport applications. Fast forward another two decades to the present time and the ultra-competitive transport industry is once again itching for the next big thing in efficiency gains. According to Ken Russell, one of the Directors of Russell Transport, the A-double is eminently capable of filling the bill. “As a transport company providing a
service to the community, we are acutely aware of the expectations we are subject to in terms of continuous improvements in safety and operating efficiencies,” says Ken. “We are now using 30-metre A-doubles which are approved to operate on 26-metre B-double routes and due to the heavy nature of the goods we carry we are achieving a 30 per cent efficiency gain which equates to a 14-tonne payload increase over B-doubles.” Somewhat surprisingly considering their added length, Ken explains that the swept path of the A-double during turns is actually significantly less than that of a B-double. “I have data that I use for presentations with customers that compares the swept paths of the 30-metre A- and 26-metre B-double during 90 and 180 degree turns. On the 90 degree turn the A is 0.78m inside the B and the difference rises to 1.3m with the 180 degree turn.” He goes on to say the company is using a number of A-doubles in various fullweight applications including bulk liquid, heavy coil steel and heavy pallets of liquor across southeast Queensland. “For the steel contract we bought Haulmark prairie wagons because we want to support our local manufacturers. Haulmark Trailers is a Brisbane-based manufacturer and the canopy equipment used on their prairie wagons is also locally manufactured,” Ken says.
“Haulmark Trailers has been a leader in PBS designs in Queensland and we worked with them on the original A-double tankers we had built nearly six years ago. Haulmark worked out the design and built the dolly and Holmwood Highgate supplied the tanker trailers.” According to Ken the biggest hurdle he’s had to overcome with A-double operation is gaining the approvals for route access. While this has been a common issue among operators of PBS equipment, he cautiously suggests that things are slowly improving as road authorities become better versed with the system. “As I mentioned, we’ve been running A-doubles for over five years and with some of the routes it has taken me that long to gain approvals. In fact, it took 18 months after the trailers were built for me to gain access over the Gateway Bridge,” he says. On the issue of gaining route approval, Ken has gone on the front foot and invited road authority members to take a ride in the trucks to see for themselves that the 30-metre A-double is equally as safe and manoeuvrable as a 26-metre B-double. “The coil steel was originally carried on B-doubles and we tendered for the contract on the basis of using A-doubles,” Ken explains. “I was told that there was a permit available but that it involved a time restriction.” By way of explanation, time restriction refers to the time taken by a multicombination vehicle to clear an intersection when turning from a side street onto a main road. The difference between A and B-doubles, Ken says, is negligible. He points out that the A-double must meet 17 performance-based criteria before it’s allowed on public roads and time restriction is one of these. “After we did the trial run with a council representative as a passenger, he jumped out and said, ‘Oh my God, I can’t believe how well it turns!’ and after it was loaded and he witnessed the turn-out from the side street he was equally impressed and immediately declared there was no issue whatsoever with this combination on the chosen route.” The upshot was that approval was granted and Russell Transport has now been
A-doubles must meet 17 performance-based criteria.
operating two A-doubles on this contract delivering to eight sites across southeast Queensland for the past 18 months. Ken proceeds to explain the benefits to the community due to the significantly lower number of truck movements to transport the same quantity of goods. “The A-doubles are operating out of Coopers Plains in west Brisbane on high traffic density B-double routes and we have determined that in the 18 months since we started they have done at least 9,800 incident-free turnouts from the street where they are loaded. If we were using B-doubles that figure would have been close to 13,000. This is what I want people to focus on,” Ken insists. “The four metres of extra overall length compared with a B-double is inconsequential to the operation and safety surrounding these combinations. The real win-win is in the fact that the extra payload means we can operate more efficiently and the number of truck movements over given routes is dramatically reduced.” Given this, Ken is of the view that the A-double should now be considered and regulated as a mainstream combination that can be widely used to help improve Australia’s transport efficiency and drive costs down. “As a country we need to consider our abilities in terms of the global market,” he says. “The benefits of the A-double in lowering production costs can definitely make Australia more competitive with our exports. The beauty of the A-double is in its simplicity.” He adds, “This isn’t a paradigm change to electric or autonomous vehicles. It’s
simply a combination made up of regular transport components incorporating the safety benefits of electronic braking and stability controls that ensure it handles and stops consistently well. And the bottom line is it can provide 30 per cent efficiency gains over a B-double.” As the conversation continues, Ken says there is much anticipation amongst operators that the gazettal notice regarding A-double operation between Toowoomba and the Port of Brisbane is due to be updated. “The proposed changes are that Toowoomba and Brisbane City Councils will allow all approved B-double routes to be included in the gazettal notice, opening up considerably more routes to A-doubles,” he says. “This is a really important step because it shows the hard work many people have done to justify the benefits of the A-double is starting to be recognised. “We’re constantly being pushed by our customers to lower our costs and be more efficient and there’s also the issue of a driver shortage. So having a 30 per cent payload increase means that the amount of extra freight can be carried with the existing driver base.” When it’s all boiled down, operations like Russell Transport that have done the legwork to get these efficient A-double combinations up and running are deserving of accolades for their efforts. With the likelihood of A-double uptake continuing to rise, the obvious benefits should create a ripple effect that fans out to the wider community for the benefit of all. p r i m em over m a g . c o m . a u
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FLEET FOCUS
SERIES ISUZU’S FREIGHTPACK LINE-UP HAS BEEN DESIGNED TO SUPPORT AUSTRALIAN SUPPLY CHAIN BUSINESSES THAT REQUIRE THE LATEST IN PRE-BODIED SOLUTIONS. IT’S FOR THIS REASON THE LEADING COMMERCIAL VEHICLE MANUFACTURER EXPECTS IT WILL BE EXTREMELY COMPETITIVE FOLLOWING ITS SPOTLIGHT AT THE BRISBANE TRUCK SHOW. Isuzu F Series Curtainsider.
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CLIMAX A
ustralia, according to World Bank data reported on by the Organisation for Economic Cooperation and Development (OECD) is the fifth fastest growing population in the world. Three quarters of this growth is anticipated to take place in concentrated urban centres, specifically in Sydney, Melbourne, Brisbane and Perth. With billions of treasury dollars being allocated towards urban congestion and infrastructure, a much larger domestic market for commercial and industrial interests is certain to increase the size of the labour force. Isuzu, the leading commercial vehicle manufacturer in Australia, has built its brand on understanding the dictates of market demand and in the case of its new Freightpack F-Series range, is equipping the final mile options for its customers with another compelling locally-developed medium-duty offering. Having the Freightpack as part of the Ready to Work range is one way Isuzu has sought to encourage its uptake among operators, who might have otherwise opted for a light-duty truck. According to Ben Chamberlin, Product Manager, Isuzu Australia Limited, that’s certainly been, during the development of the F Series, one of the key factors. It’s a move the company first projected back in 2017 with the release of the NNR Vanpack. “We’ve been looking to extend the ‘immediacy’ of the turnkey approach into this segment for some time,” he says. “For Isuzu Trucks, the claim of immediacy isn’t merely a gimmick though, and that’s important to note. We have the spec, we have the features and we have the volume – with the F Series Freightpack, under the Ready to Work banner, they really are ready when you are as our sales campaign suggests.” Ready to Work, as an expanding range, fits in with a broader scope in which Isuzu is actively committed to providing answers to user-needs across the transport market. The more recent continuation of the NLS and NPS Servicepack X models further confirms its strategic targeting of the ute market. In the growing final mile category, the Freightpack approach, according to Ben, is about continuing to supply targeted and specific models designed to support Australian freight business. “In respect of freight, the more options that are made available for our customers, the better served the last mile challenges will be, especially in and around our capital cities,” he says. “The move to pre-bodied freight solutions is an extension
“For Isuzu Trucks, the claim of immediacy isn’t merely a gimmick though, and that’s important to note.” Ben Chamberlin, Product Manager, Isuzu Australia Limited
of our broader Ready to Work approach, and to that end, availability and speed to market are the key selling points from our perspectives.” Achieving efficiencies, no matter how small, have informed recalibrations and new features Isuzu anticipates will improve productivity in the yard and at the point-of-delivery. All curtainsiders, as a result, come with quick release latches
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FLEET FOCUS
Isuzu offers a three year truck and body warranty for all Ready to Work models.
of which the original equipment manufacturer claims saves 90 seconds per load, allowing operators to conserve up to 15 minutes across a day, time previously lost. Ben says such considerations have evolved directly through feedback from fleets and customers. “They’ve indicated their desire for operational productivity features. The latches were selected to deliver on this. Once the daily time saving is taken
“It’s these achievable, cost effective efficiencies that we have focused on with the Freightpack range.” Ben Chamberlin, Product Manager, Isuzu Australia Limited
into account and then added up over a year and across a fleet of trucks, the efficiency dividend is significant,” he says. “It’s these achievable, cost effective efficiencies that we have focused on with the Freightpack range.” Satellite navigation is Standard on all new F Series.
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Other improvements include driver safety enhancements like the LED lighting kits and the illuminated step and grab handle safety kits that Isuzu has added into the F Series body package. “Many aspects of this build have been specced-up to achieve a longer lasting, more durable and efficient product lifecycle,” says Ben. Satellite navigation, a must for negotiating busy, built-up and newly developed urban environments, is now issued as standard on the F Series. Commonality of parts and the use of componentry specc’d throughout Isuzu’s well-honed approach to aftersales delivery, solidifies what the company knows is a complete package with multiple variants to cater to a range of needs. “Overall, it’s the sum of the whole with the F Series platform,” Ben says. “We
expect that line-up to be extremely competitive for these very reasons.” Multiple engine and transmission configurations are offered to satisfy a diverse range of freight tasks. The clean 260PS 6-cylinder engine with Diesel Oxidisation Catalyst, available in both 210PS and 240PS, features an intercooled turbo and, according to Isuzu, is the only medium duty engine on the market that does not require Particulate Filters (DPD/ DPF) or Selective Catalytic Reduction (SCR). Especially suited to high idle tasks, power take-off and the frequent stopping and starting of urban applications. The introduction, what’s more, of a torque converter to the AMT to enhance its responsiveness, especially from standing starts,
increases torque at low RPM by up to 45 per cent. More than 37 models across the two-pedal offering, come with either torque converter AMT or Allison automatic transmissions. Despite a steady downward trend in medium-duty truck sales in recent years, Ben, understands market segments ebb and flow in accordance with changing customer needs and the nature of the freight task. “A fear years ago was the heavy market had contracted, now we’re seeing movements in medium duty,” he says. “There will be an ongoing role for medium duty trucks in Australia given our unique operations conditions and landscape and the requirements for general freight in metro, regional and intrastate transport tasks.”
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TRUCK & TECH
ROLLING THUNDER THIRD GENERATION QUEENSLAND-BASED TRANSPORT BUSINESS EMERALD CARRYING CO. HAS ALIGNED ITS B-DOUBLE COMBINATIONS WITH MICHELIN FOR GAINS IN PAYLOAD, SAFETY AND FUEL EFFICIENCIES IT HAS DELIVERED THROUGH ITS LATEST 275/70R22.5 RANGE OF TYRES FOR COMMERCIAL VEHICLES.
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long haul specialist in general freight and fuel deliveries, Emerald Carrying Co. (ECC) named after the small Central Queensland town where the business was first established in 1965, has entered its third chapter for the Haylock family with Matt, the grandson of founders Bill and Joan, the Fleet Manager in charge
of around 100 prime movers and an estimated 250 types of trailing equipment. ECC has a one driver, one truck policy, with its commercial vehicles operating on 14 hour shifts and hauling freight as far north as Darwin and fuel – and there’s a lot of it in demand – for open cut and underground coal mines that pepper the 60,000 square kilometre territory known as
the Bowen Basin that stretches through the middle of the state. In December 2015, Michelin started trialling its 275/70 tyres with Emerald Carrying Co. from its Mackay depot with a Michelin Field Engineer and Area Operations Manager overseeing the evaluation. This was followed by further tests in Q1 and Q2, last year. ECC, which p r i m em over m a g . c o m . a u
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TRUCK & TECH
ECC has used Michelin exclusively over the last 18 months.
had been up until then a 11R22.5 X MULTI T fleet, saw major benefits from the trials according to Matt Haylock. “We could see an immediate value in our fuel efficiency gains from the tyres and the drivers noticed the rigs were very responsive,” he says. “We’ve since converted the majority of the B-double fleet to the 275/70 Michelins for our intrastate work.” On crumbling, sometimes neglected regional highways in Queensland and off-road through some of the most sweltering areas in Australia, the Emerald Carrying Co. roadtrains and B-double combinations are hauled by Kenworths dispatched from one of the company’s five depots which include Brisbane, Rockhampton, Mackay, Townsville and Emerald. The smaller tyres, enable a lower centre of gravity resulting, according to Greg Haylock and son Ben, Operations Manager.
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Matt, in a lower load height and more even wear. This has helped ECC to reduce its downtime for servicing and improved the driver experience, a crucial development for operators out working in the toughest of conditions. According to Matt, ECC moves around 2 billion litres of fuel liquids a year. The busiest depot runs 60 B-double fuel loads a day, averaging 51,000 litres per load. The majority of it goes into fuelling mining trucks and equipment with some local service stations also taking delivery of the fuel for retail purposes. All of the Bowen Basin operations operate 24 hours and the ECC roadtrains are often destined for Mt Isa, Longreach, Winton, Alice Springs and the far north. As the roadtrains go out on gravel and dirt road corrugations in these remote areas Matt says ECC opted to use the 275/70s specific for on-highway
application through its large B-double fleet. The company, since its earliest days in the Central Highlands and subsequent evolution into a diverse linehaul carrier, has been an early adopter of technology and tyres. The benefits on low tyres in B-double configuration have been myriad in addition to providing greater access to Michelin’s service network, a foremost consideration running between remote outback locations. Based on trials conducted out of ECC depots in Gracemere and Mackay, B-double tankers fitted with 275/70R22.5 X Multi T returned an average mileage result of 322,000km. “The network is exceptional,” says Matt. “They’re really good. Adrian at Michelin always goes above and beyond to make sure we’re back on the road as soon as possible.” The business, which has 300 staff includes Matt’s brother, Ben, who handles operations and his sister, Taylor, based in Brisbane, and a cousin, Scott. “We’re all about looking for safety benefits,” Matt says. “Given the 275/70 has a lower profile, making it smaller and safer there’s much less rolling resistance and noticeable fuel savings for us. They roll better and they’re more stable as well. My drivers tell me they also tow better.” Every new B-double set has been ordered to run on 275/70 tyres as Matt updates the fleet, which he aims to get up to ten years out of each B-double combination. “We’ve always used Michelin product,” he says. “Over the last 18 months we have been using their tyres exclusively.”
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TRUCK & TECH
LIGHT B R I G A D E HELLA RokLUME 380 N has a lower colour temperature than most driving lights.
ORIGINALLY DEVELOPED FOR THE MINING INDUSTRY AND SINCE ADAPTED FOR COMMERCIAL VEHICLES AND FIRST RESPONDER 4X4s, HELLA’S ROKLUME 380 N OFFERS FLEET MANAGERS A HIGH OUTPUT LED DRIVING LIGHT THAT DELIVERS INCREASED VISIBILITY, WHILE ALSO HELPING TO REDUCE DRIVER FATIGUE.
C
ommercial vehicle operators in remote conditions on tireless schedules, like those common to the resource sector, often battle nocturnal conditions on unsealed roads. Long hours spent looking through a windshield on an artificially illuminated track can be challenging, with changes in lighting conditions and visibility both being key factors in driver fatigue. Increasing awareness around fatigue management has helped inform the development of the RokLUME 380 N, a lighting package manufactured by automotive and heavy vehicle component specialist HELLA. Although developed for the mining industry and now the standard high beam on LED retrofit packages for mining haul trucks, the RokLUME 380 N has, since its inception in 2016, been trialled and evaluated for commercial vehicle application as universal driving lights. According to Stefan Kisser,
HELLA Australia Product Manager and Applications Engineer, the RokLUME 380 N offers both distance and width in its output, allowing drivers to see up to 50 metres ahead, illuminating potential obstacles or animals that might jump, without warning, onto the road. “The lighting is very uniform,” he says. “We don’t have any hotspots where the road is overlit.”
Just as shifts on mining sites can last between 12 and 14 hours, the LED system has been developed to minimise fatigue through a softer transition between well-lit areas and areas that are poorly illuminated. Adjustments in the eye that take up to half a second between, for example, a well-lit area and a darker tunnel mean additional work for the human eye and brain as they adjust to the change in ambient light levels according to Stefan. “The same thing happens as you exit the tunnel from the dark into bright daylight. Your eye again has to adjust to the amount of light hitting the retina, causing glare,” he says. “If that happens repeatedly, if you’re driving at night and your lights provide a harsh contrast between well-lit and dark areas, your eye constantly has to switch and work overtime. This can cause operator fatigue. There’s no difference if you’re pulling a roadtrain in the outback or in p r i m em over m a g . c o m . a u
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TRUCK & TECH
High powered LEDs reduce reflection and glare.
your four-wheel drive in the bush, or if you’re operating a mining haul truck on a mine site.” The colour temperature of 5000 kelvin of the RokLUME 380 N is slightly lower than most driving lights (6500 kelvin) in the market, according to Stefan. Warmer globes, like those of halogens, which are rated at 3000 kelvins, have been confirmed by studies to alert the brain. At face value, Stefan says this is a positive as it increases the speed of reaction time, but for operators working extended hours on linehaul at night, drivers need to be alert for longer. “Very high colour temperatures can cause early operator fatigue,” he says. “The RokLUME 380 N is a slightly lower colour temperature than is standard on many mine sites because it allows the operator to be alert for longer but it’s not as tiring, because they are not having to push the limits of their alertness.” Trials with a fleet using commercial vehicles began for the LED system on public roads in 2017. After eight weeks, with five different drivers operating trucks at night, the feedback was unanimously positive. At the time, HELLA only had a 24-volt version available. They have since developed a 12-volt version applicable for the North American drivetrain specified from the mining version with the same optical system.
“The minor differences aren’t noticeable to the end-user,” says Stefan. “They are more or less the same: no change to the LEDs and optical system, only to the electronics.” The mining pedigree of the heavy-duty bracket was carried across to HELLA’s 12V version. It’s a 4mm stainless steel bracket which has been designed to mitigate lamp vibration on corrugated roads. It comes with a cover lens made from impactresistant hard-coated polycarbonate. According to Stefan, some LED lights on the market have high mounts for the aluminium driving light and these can have an oscillating effect when they start to vibrate as the vehicle moves down the road. “They don’t provide uniform lighting and because of this it creates more of a strobing effect,” Stefan says. “That’s extremely tiring and exhausting. This mining specified bracket is designed for extreme vibration and shock. That was the feedback we received from the drivers of our fleet customers that used the trucks on corrugated roads. They were wowed and told us it was the first driving light in a long time that performs on poor quality roads.” The RokLUME 380 N can reach 580 metres in stereo which is more than enough for a heavy vehicle moving upwards of 100 km/h through the dark.
The lower, warmer colour temperature, created by 12 high powered LEDs, reduces the reflection and the glare from street signs which is not as harsh as some other high-powered driving lights available in the market that often sacrifice uniformity of light for greater distance reach. “There’s always the assumption that bigger is better – people want the strongest performing product that they can get and with driving lights it’s often assumed that the more powerful the better,” Stefan says. “Yes, it might turn night into day, but at the same time you get more light reflected from any surface. One of the most positive things about the RokLUME 380 N is that the warmer colour temperature is not perceived as being as bright as the same amount of light coming from a cold white light. So even though our lights might be as powerful as many competitor products in the market, if the competitor product has a higher temperature, a cold light or blueish light then the human eye would perceive the light as brighter, therefore the glare coming back from road signs would be worse.” As the RokLUME 380 N reaches the highest rating in electromagnetic compatibility it will not interfere with communication systems. Many fleets, according to Stefan, benefit from improved lighting setups with gains in safety and efficiency. p r i m em over m a g . c o m . a u
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TEST DRIVE
WIDER, LIGHTER,
BETT KENWORTH’S CONTRIBUTION OF TRUCKS FOR THE CONSTRUCTION INDUSTRY HAS ADVANCED SIGNIFICANTLY WITH THE LAUNCH OF THE NEW T360 AND T360A MODELS. THE SUCCESSFUL T359 RANGE IS BEING REPLACED AFTER THE RESET BUTTON HAS BEEN FIRMLY PUSHED TO RESULT IN TRUCKS WHICH ARE LOADED WITH IMPROVED FEATURES.
Kenworth T360A is an application specified for the concrete market.
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he launch of the Kenworth T610 in late 2016 signalled a generational change for Kenworth products and demonstrated the attention the manufacturer paid to the specific requirements of the Australian market and environment. The result has been the T610 quickly finding favour and it currently accounts for about one third of production numbers at the PACCAR Bayswater plant in Victoria. Kenworth engineers have since turned their attention to trucks in other than the 15-litre engine category and with the availability of the wider 2.1 metre cab the new T410, T360 and T360A models incorporate many of the innovations from the T610, as well as some advances of their own. “Development of the T360 and T410 started when the T610 with its 2.1m wide cab was launched,” says Brad May, Director Sales and Marketing, PACCAR Australia. “Further developments to the new platform allowed us to refine and enhance many key elements in line with our own research and development, as well as incorporating input and feedback from our broad customer base.” The new T360 models feature many important enhancements ranging from improvements in safety, visibility, and significant application flexibility thanks to the 100mm shorter bumper-to-back-of-cab (BBC) length. Overall performance and driveability have also risen to higher levels while the new exterior and interior styling remains unmistakably Kenworth. A relatively small turning circle is vital
for trucks of this type as they frequently have to negotiate work sites with tight access as well as deal with congested urban traffic conditions. The T360’s kerb to kerb turning circle has improved by almost two metres over its T359 predecessor and the enhanced vision provided to the driver will appeal to operators involved in metropolitan operations. The revised steering geometry contributes to the situation where owners have more flexibility with overall length and chassis frame space without needing any concerns about manoeuvrability. The T360A is an application specific model for the concrete agitator market and takes full advantage of the new model’s reduction in tare weight. The eleven litre Cummins ISM which powered the T359 has been superseded by the nine litre Cummins ISLe5 engine which is available in ratings ranging from 280 horsepower up to 400 horsepower. There are several transmission options including either an Allison 3000 or 4000 series fully automatic transmission, as well as the 18-speed Eaton manual box or Eaton UltraShift Plus automated manual transmission. The T3 models have a better tare weight due to a number of factors including a new lighter front frame and a new radiator which combined contribute to around a 100kgs reduction off the weight over the front axle. The radiator features an aluminium core and delivers improved levels of cooling with a corresponding reduction in fan-on time which helps with fuel efficiency as well as contributing to
the trimming of tare weight particularly in the area above the front axle. The cooling system is so efficient that it eliminates the requirement for an additional transmission cooler on models equipped with the Allison 4000 series transmission, thereby further reducing weight. The use of a transparent header tank on the radiator simplifies servicing. The new cooling package contributes to the steeper slope of the bonnet which improves driver vision and reduces the size of the front blind spot. Access to the T360 cab is via wide opening doors, with conveniently positioned handles and three evenly-placed steps progressively offset and angled inboard in an inclined stairway design to reduce the burden on drivers having to use their arms to pull themselves up and also to reduce the chance of slipping. The wider top step further improves access, allowing the driver to maintain continuous three points of contact at all times by using grab rails and steps. The perforated steps design provides a safe and tractive surface that will be a benefit particularly when working in and around muddy work sites. The cab is mounted higher and set further forward and combined with the sloped short hood profile results in an exceptional field of vision for a conventional cab. Transom windows can be fitted to the kerbside door to reduce the size of yet another blind spot. The external mirrors are solidly mounted on the ‘A’ pillars which has been an enhancement brought over from the T610. Another positive feature carried over from the T610 is the 12-volt electrical system which is crucial to ensure full compatibility with the optional Bendix Wingman Fusion system which integrates various inputs from camera, radar and brake sensors to deliver driver support systems such as lane departure warnings, stability control and collision mitigation. Pre-trip checks are made better by the light check function which is activated either via a switch on the dash or button on the p r i m em over m a g . c o m . a u
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TEST DRIVE
Two interior trim specifications are offered for the 2.1 metre wide cab.
key fob. This function cycles headlamps, stop lights, tail lights, clearance lights and indicators allowing the driver to quickly identify non-functioning lights prior to commencing a trip. The wider 2.1 metre cab is available in two interior trim specifications. The ‘Fleet’ spec features durable vinyl surfaces and the ‘Premium’ spec has the woodgrain dash panels, leather steering wheel rim and soft plush diamond tufting popular in other Kenworth models. The super high quality injection-moulded dash shell and the instrument panel are supported and braced internally to provide rattle free durability. Regardless of the trim level the key features of the cab are driver comfort and control. Kenworth designers have spent a lot of time refining the instrument panel so switches and controls are positioned intuitively and the dashboard instrumentation is visible at a glance. Everything has been positioned to allow drivers to maintain concentration and reduce fatigue. Critical information, like the speedometer, tachometer and gauges are clear and well laid out in front of the driver. Toggle switches provide full control of systems such as engine brakes, engine fan, driver-controlled differential locks and suspension dump valves. An optional seven inch display screen provides access to satellite navigation, as well as radio and media functions. The screen can also display’s Kenworth’s ‘virtual’ gauges providing a new level of detail about key temperatures, pressures and voltages. For 58
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enhanced ease of operation, the cruise control and audio controls are integral components of the ‘smart’ steering wheel. The advanced heating and air-conditioning system with automatic climate control specifically designed for the extremes of the Australian climate has been an important feature in the T610 and is now carried over to the T360 models. More powerful yet even more efficient, it maintains optimum cabin temperatures at all times in all driving conditions. On the road a factor that quickly becomes evident in both the tipper and agitator versions is the trucks’ feeling of stability at all speeds. The predicable tracking provided by the twin steer configuration
Kenworth T360 with tipper.
will always be an improvement on a single axle set up, yet these latest Kenworths seem to take stability even further. This factor is especially noticeable at speeds in excess of 80 km/h when negotiating corners on undulating surfaces. The T360 has improved ground clearance, giving customers the option to lower the entire vehicle’s centre-of-gravity, which further enhances dynamic safety. Available in 6x4, 8x4 and 10x4 axle configurations and with their tight turning circles and exceptional driver visibility, the T360 and T360A offer optimum payload and maximum concrete carrying capabilities respectively combined with exceptional driver environments.
FINAL MILE
CHANGED
TRAFIC
CONDITIONS AHEAD RENAULT LIGHT COMMERCIAL VEHICLES CONTINUE TO ACHIEVE A HIGH LEVEL OF SUCCESS IN THE AUSTRALIAN MARKET ACROSS THE KANGOO, TRAFIC AND MASTER RANGES DUE TO THEIR APPEAL TO FLEET BUYERS AS WELL AS TRADIES AND COURIERS. THE MEDIUM SIZE TRAFIC SOLD ALMOST 2,000 UNITS HERE DURING 2018.
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everal new models are being added to the Renault LCV line up during 2019 including a long wheelbase 6.0 cubic metre Trafic powered by the 85kW single turbo diesel engine. Known as the 85LWB (for 85kW Long Wheel base) this particular new Trafic model is available right now. Previously Renault Trafics powered by the same 85kW engine were only available in the short wheelbase specification with 5.2 cubic metres of load space. The new model now sits
beside the more powerful twin turbo variants which pump out 103kWs and the 85LWB provides a more affordable long wheelbase model for applications where power isn’t such a requirement and the 6.0 cubic metres of cargo capacity is used for bulky rather than heavy items. The current ‘drive away’ price is $35,990. Product Manager for Renault Australia Light Commercial Vehicles, Lyndon Healey, welcomed the availability of the new model.
“When you compare the Renault Trafic 85LWB with its direct rivals on price, specification, load capacities and running costs, the Trafic delivers a pretty compelling package,” Healey says. For those looking for a suitable entry level van the Trafic Trader Life is currently available from $29,990 drive away which makes it eligible for the Australian Tax Office’s $30,000 instant write-off for small business buyers which is a timely offer so close to the end of the 2018-19 financial year.
Renault Trafic includes a longer wheel base. 60
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Despite the attractive pricing, the short wheelbase Trafic Trader Life is no ‘poverty pack’ as it shares many of the features of Trafic models further up the range. It is powered by a 66kW 1.6 litre four valve per cylinder single turbo diesel engine mated with a six speed manual transmission that makes the most of the engine’s 260Nm of torque. The clutch is light and progressive in its take up, and there are indicator lights in the instrument cluster that suggest when it is time to shift up or down a gear if the driver chooses to ignore the tachometer or shift by ear. The hill start assist feature avoids having to juggle pedals and the handbrake when taking off on an incline. Renault claim that by selecting ECO mode on the manual transmission an operator can improve fuel economy by up to ten per cent. This can happen due to the vehicle’s electronics influence on the engine’s torque and power management. The stated ‘standard cycle’ fuel consumption is 6.2 litres per 100 kilometres. The Trafic Trader Life has 16-inch steel wheels instead of the 17-inch alloys available on other Trafic models but it receives a similar suite of electronic driver assistance and safety features as the rest. These include ABS, EBD,
ECO mode on the manual transmission promises ten per cent fuel economy improvements.
Twin barn doors can be opened to 180 degrees for forklift access.
ESC, roll over mitigation and Renault’s ‘Grip X-Tend’ traction control. Inside there are comfortable cloth seats, electric windows and air conditioning to ensure occupant comfort and twin airbags and pre-tensioner seat belts contribute to safety if an accident isn’t avoidable. The steering column is adjustable and the driver’s seat height can be varied using a pump-type lever that doesn’t require much effort to raise or lower. The Trafic Trader Life package includes cruise control with an adjustable speed
limiter and remote central locking. The audio system is Bluetooth compatible for smartphones and had two USB inputs to compliment the 12-volt outlet in the dash. The Trafic Trader Life has the same 1,235 kg payload and 2,000kg towing capacity as the other short wheelbase Trafics. Access to the cargo area is via a sliding door on the kerb side and twin barn doors at the rear that have detents to hold them at 90 degrees and can also be opened to 180 degrees to permit the use of a forklift to move heavier loads. The cargo area features multiple solid tie down points. Expected to be available in Australia later in 2019 is the much anticipated six-speed dual clutch automated transmission which will be available as an option over the six-speed manual. The addition of the AMT will place the Trafic range in a very strong position to expand its share of the Australian LCV market. There is a strong demand for two pedal light commercials and the addition of this option will make the Trafic even more competitive from a specification point of view, and attractive to government entities and authorities as well as progressive fleets which have previously been unable to opt for the Trafic due to internal WH&S preferences for automatics over manuals. p r i m em over m a g . c o m . a u
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INDUSTRY
SAFETY
IN NUMBERS THE MAJOR ACCIDENT INVESTIGATION REPORT CONDUCTED BY THE NATIONAL TRUCK ACCIDENT RESEARCH CENTRE (NTARC) WAS PRESENTED AT THE RECENT TRUCKING AUSTRALIA CONFERENCE IN PERTH. THE NTARC REPORT IS WIDELY REGARDED AS AN ACCURATE BAROMETER OF SAFETY TRENDS IN THE ROAD TRANSPORT INDUSTRY.
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his is the eighth NTARC Report which draws its findings from incidents involving National Transport Insurance (NTI) clients during the 2017 calendar year where losses exceeded $50,000. The latest Report covers 756 major incidents, which is 150 more than two years previously but NTARC spokesman Adam Gibson maintains that the overall incident rate is actually down and much of the growth in the number of designated incidents can be attributed to the growth of around ten per cent in NTI’s portfolio during the period. Much of the raw data is taken from claims assessments and as NTI is the predominant insurer in this space it can be reasonably argued that the results would be typical across the entire industry. “We have seen a progressive improvement in our at-fault losses and the shift of causation has moved towards third parties rather than our insured clients,” says Gibson. Looking back over the 16 years for which NTI has been releasing its Major Accident Investigation Report, in 2003 there were 266 truck related fatalities which reduced to 178 during 2018, despite the freight task increasing from 60 per cent from 140 billion tonne kilometres to 225 billion tonne 62
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Adam Gibson.
kilometres since 2003. “As a result of the safety improvements delivered by the industry we can extrapolate that 1,545 people made it home safe that would not have otherwise,” says Gibson. The proportion of large losses involving multiple vehicle incidents has continued to grow, increasing by 12 per cent over the 2015 data to now constitute 37 per cent of losses. In multi-vehicle incidents involving one or more fatalities, the third-party vehicle, not the insured truck, was at fault 83 per cent of the time. Overall, of the ‘large’ jurisdictions, the Report found Queensland was the worst performer proportional to its freight task, with a rate of large losses 20 per cent above the national average. By contrast Western Australia was the best
performer with nearly twice the volume of freight moved for a given number of large losses. Incidents due to driver behaviour, which includes such accident causing factors as fatigue, driver error and inappropriate speed, has remained stable despite many improvements in these areas and accounts for 54 per cent of the total number of large losses. Driver error is around 20 per cent and approximately one third of those are found to be due to inadequate following distance leading to nose to tail collisions. Although in recent years there has been significant improvements in the area of fatigue management including in-cab camera systems, fatigue remains the single greatest causal factor for fatalities in single vehicle crashes. The proportion of losses attributed to fatigue decreased from 12.2 per cent in 2015 to 9.8 per cent in 2017, driven by a sharp reduction in fatigue losses in Victoria which was the stand out performer with a 66 per cent reduction in fatigue losses compared with the 2015 data and showed around 60 per cent below the national average when corrected for freight volumes. The corresponding freight volume corrected statistics for each state for losses due to fatigue-related incidents shows Queensland as markedly the
worst performer where the rate of losses attributable to fatigue was 55 per cent higher than the national average. Western Australia was right on national average. The Report examined in detail the timing around the occurrences of major incidences. It has been a consistent trend throughout the history of the NTARC Report that a disproportionate number of fatigue incidents happen between midnight and 6am. This trend continued in 2017 with over 40 per cent of all fatigue related losses occurring during this time period. For example, a truck on the road around midnight has a 60 per cent greater risk of being involved in a large loss incident. Monday and Tuesday continued to have a greater proportion of incidents than other weekdays.
When examining all incidents regardless of cause the Report found 72 per cent occurred on the outbound trip and only 28 per cent on the return trip. In relation to incidents where fatigue was a factor this result should lead to some hard questions about starting a journey when not properly fit for work. There was a large increase during 2017 in incidents due to mechanical failure and although the jump was from a relatively small base of 3.5 per cent the change to 6.5 per cent indicates an almost doubling of the rate. Concerned that this could be due to maintenance or component issues Adam Gibson undertook further investigation. “I went in deeper to find out what are these mechanical failure losses and found that 55 per cent of them are from a single cause: steer tyre failures.
They happen in 90 and 100 km/h speed zones and result in some really terrible accidents because the driver is left essentially as a passenger as the vehicle either careers off the road or strikes barriers or other vehicles at about 100 km/h.” Adam Gibson doesn’t necessarily see stricter enforcement of regulations as contributing to continued improvement in the crash statistics. “It’s not policies or procedures that get safety outcomes, it’s what your people do and what they believe in. So we are working with our own clients to bring in organisational change to help build better connections within our clients’ companies,” he says. The NTARC Report will move to an annual basis in 2020, examining incidents occurring during 2019.
The latest NTARC report is the eighth issued from findings by National Transport Insurance.
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INDUSTRY
GENERA CHANGE
ADAM GIBSON IS A MECHANICAL ENGINEER BY PROFESSION AND HAS PREVIOUSLY HELD ROLES AT THE NATIONAL HEAVY VEHICLE REGULATOR (NHVR) WHERE HE OVERSAW THE BASELINE ROAD WORTHINESS SURVEY AND MORE RECENTLY AT PENSKE COMMERCIAL VEHICLES.
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aving joined National Transport Insurance in 2018, Adam Gibson has continued with the work formerly performed by the now-retired Owen Driscoll on road transport safety, research and advocacy at the NTI-funded National Truck Accident Research Centre in Brisbane. The Report’s Editorial Adviser is Associate Professor Kim Hassall who is an acknowledged and well-known industry expert specialising in transport and logistics and a principal consultant and researcher in the field of freight analytics and productivity. PM: Is the industry making inroads towards reducing fatigue related incidents? AG: I’m very happy to report that in the 2017 survey we saw the lowest proportion of fatigue losses in the history of the NTARC report: down to 9.8 per cent of our large losses. That 64
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reflects the huge amount of effort that has taken place across this industry. PM: The Report shows in 2017, 83 per cent of multi-vehicle incidents involving fatalities were not the fault of the NTIinsured driver. What can be done about this? AG: This was a decrease from the 93 per cent figure seen in the 2015 data but this disturbing statistic has been greater than 80 per cent for ten years yet we’ve seen very little action on this from transport authorities and minimal recognition of this from mainstream media. This has to be addressed because we can continue to progressively solve all of our single vehicle accidents and issues and still not have touched more than 65 per cent of those fatalities. PM: In the 2019 report for the first time you have evaluated the contribution of suicide to these multi vehicle fatal accidents. What did you find?
AG: We developed criteria ranging from ‘strongly indicated’ to ‘strongly counterindicated’ and using that found 37.5 per cent of fatal multi-vehicle incidents were either indicated, or strongly indicated, to involve suicide. This does not represent a final determination of whether a particular incident was in fact a suicide. That determination has always been, and remains the role of, the Coroner. However, this analysis provides a significant insight into challenges which may exist in trying to address multi-vehicle road deaths involving trucks and cars where the light vehicle is at fault. PM: The Report isolates steer tyre failures as an area of growing concern. What can be done to address this? AG: I’m not suggesting that the incidents are results from defects in the tyres themselves. I’d suggest the vast majority of these are around inflation pressures and perhaps there is also a lesson here to be learned around what operators and
TIONAL regulators check when inspecting a vehicle. We could get a lot more value by shifting our focus from lights and reflectors, which has received a tremendous amount of regulatory effort, onto just checking the condition and pressure of steer tyres of trucks. PM: Would twin steer set-ups be a benefit? AG: I think there is an opportunity here to learn from the Western Australian example around regulatory reform that encourages the take-up of twin steer prime movers where they are suitable for the task. That would not totally eliminate the problem but would at least improve the positive outcome in these sorts of failures. The other interesting thought is around tyre pressure monitoring systems and if they could be simpler and available at a lower cost aimed at just monitoring those key steer tyres. This is something the industry can address ourselves. PM: It seems that every few days the evening news shows a truck on fire. What can be done to reduce that issue? AG: Non-impact electrical fires almost all fall into the two causal categories of starter motor cables having their insulation worn through or around dubious after-market electrical work. There are some simple changes which can be made in that space
Adam Gibson.
and we should be able to see further reductions for not much effort. The rate of fires initiating from wheel end components such as bearings or brakes has remained steady at 33 per cent. PM: Do you think the industry will continue to show improvements in the rates of these major losses? AG: We have achieved an almost linear trend for the improvement in heavy vehicle safety performance in Australia and are close to being just one generation away from zero heavy vehicle-involved fatalities. Logically we will encounter diminishing returns at some point and won’t be able to maintain that rate of improvement but
using some quite conservative models I believe that by 2050 we could see zero heavy vehicle-involved deaths in Australia. It’s not going to be easy but we have the opportunity and moral imperative to stay on that linear trend line for as long as we can. At NTI we have taken the position that we will be more active in this space. We will use our data, our knowledge and our size to work with industry to lead on safety. So expect to hear a lot more from us in coming months as we dig down on the practical nitty gritty things an operator can do to address the incidence of not just insurance claims but to continue to improve safety for the road using community. p r i m em over m a g . c o m . a u
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PROMOTIONAL FEATURE
ZF AFTERMARKET
Z F : A R E L I A B L E PA R T N E R TO T H E AU STR A LI A N TRUCK INDUSTRY ZF IS ONE OF THE WORLD’S PREMIER AUTOMOTIVE TECHNOLOGY COMPANIES, PROVIDING CUTTING EDGE ORIGINAL EQUIPMENT COMPONENTRY TO CAR, TRUCK AND BUS MANUFACTURERS ACROSS THE GLOBE.
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t is also a major manufacturer and provider of aftermarket products to the same high original equipment (OE) standards, to service the heavy vehicle market in Australia. Through its SACHS, LEMFÖRDER and TRW brands, ZF offers the Australian aftermarket shock absorbers, steering and suspension componentry, clutches, and even transmission lubricants, all developed to maximise service life and minimise downtime. These too, are the result of the latest refinements to ZF’s truck benchmark transmission, TraXon, which now includes predictive maintenance capability among its many advanced features. Significantly the world’s first modular design, with the capability of adding setting-off and shift modules, the lightweight TraXon transmission now uses GPS-based connectivity to provide owners with real-time monitoring of the vehicle’s operation. By being able to monitor the condition of components such as transmission oil or clutch discs, via the Cloud, the vehicle operator can proactively plan routine or necessary maintenance, maximising efficiency and reducing downtime. As global leaders in transmission technology, ZF recognised the need for original equipment quality lubricant for gearboxes and differentials. Called EcoFluid M, ZF has developed a premium-grade synthetic transmission lubricant, whose durability properties enhance decreased maintenance and operating costs by extending operational 66
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life between changes to three years, one more than the industry norm. SACHS shock absorbers are another ZF aftermarket replacement component, all manufactured to full original-equipment specifications and available to fit a wide range of leading commercial vehicles. There are also SACHS shock absorbers for trailers and even the driver’s cab, as well as an extensive range of suspension springs. ZF also offers a range of SACHS truck clutches and components, again made to original equipment standards, and designed to both maximise power delivery and durability. ZF’s LEMFÖRDER is another aftermarket player, offering Australian operators a comprehensive range of chassis and steering parts, including drag links, tie-rods, v-links and more. These have been designed to bolt in as direct original equipment replacement or for vehicle enhancement, providing operational benefits like increased payload, reduced fuel consumption and
ZF Part Finder app.
optimised driving dynamics. While from TRW – a commercial vehicle component specialist since 1906 – ZF provides a range of steering and suspension products, including linkages and steering gear systems, in a quality ‘Corner Module’ portfolio. Fitments are flexible to suit the wide variety of heavy vehicles operating in the Australian market. All aftermarket parts available through ZF are made to the same manufacturing processes as their OE components and subject to the same quality and inspection processes for maximum performance. Making all of these aftermarket components accessible is the ZF Part Finder app, available free to download from app stores. By setting Australia as the default country, the ZF Part Finder app allows customers to search for SACHS, LEMFÖRDER and TRW replacement parts by various means, from the part number, the vehicle’s VIN or the vehicle’s manufacturer.
ZF. For parts you can trust. Innovative solution. OE quality. German technology. With a comprehensive range of products for commercial vehicles, our reliable product brands LEMFĂ–RDER, SACHS and TRW represent the best quality and dependable service. Visit aftermarket.zf.com/au
Telematics Unit
Shock Absorbers
Brake Components
Transmissions
Clutch Components Drive Axle
Steering and Suspension Components
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67
TRUCK & TECH
T H E N E X T STOP CONSISTENT AND PREDICTABLE PERFORMANCE MAKES TEXTAR BRAKE FRICTION A SAFE CHOICE FOR TODAY’S COMMERCIAL VEHICLE OPERATORS.
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ongestion in Australian cities is a mounting challenge for logistics companies as they attempt to meet the demands of a burgeoning freight task while navigating increasingly busy roads. Driving in congested traffic means more starting, idling and stopping on crowded arterial routes which also increases the likelihood of a collision. Figures released as part of a report by the National Truck Accident Research Centre indicate that in multi-vehicle accidents, a third-party vehicle is at fault nearly 83 per cent of the time. Braking comes under greater scrutiny in conditions such as these, with the statistics highlighting the importance of using premium friction components such as TEXTAR, a brand which is developed and engineered by TMD Friction to provide consistently high levels of performance at every stop. TMD Friction is one of the world’s largest manufacturers of brake friction products with an extensive Original Over 70 per cent of European commercial vehicles come fitted with TEXTAR brake pads.
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Equipment program that supplies friction components to vehicle manufacturers worldwide. More than 70 per cent of European commercial vehicles roll off production lines with TEXTAR brake pads manufactured at TMD Friction’s German production facilities. The TEXTAR range of disc brake pads and drum brake linings feature applicationspecific friction materials developed to meet the individual requirements of the vehicle’s braking system. These are engineered to provide the optimum combination of performance, comfort and service-life. TMD Friction’s flagship brand is also at the forefront of braking technology: cutting-edge mechanical bonding methods are used to secure the friction material to the backing plate to improve safety and a new, and highly innovative, ‘lightweight brake pad’ features a thinner and 30 per cent lighter backing plate to reduce the vehicle’s overall weight, resulting in fuel savings and an improvement in carbon emissions.
Developed using advanced metallurgy and manufactured to precise tolerances, TEXTAR brake discs provide exceptional performance even at high temperatures. For optimum performance and longevity, TMD Friction recommends, according to Jigar Patel, HELLA Australia’s Product Manager – Brakes, that the vehicle’s brake pads and brake discs are replaced at the same time. “Old discs may have some wear patterns, such as cracks or grooves directly relating to an old brake pad,” he says. “When you change the brake pad and not the disc, these cracks and grooves will start scraping the friction material off the new brake pad, so the wear rate would be much faster compared with a new brake pad and disc combination. If the driver of a truck has brand new discs and pads, the bedding-in process will also be much faster”. Matching brake pads and brake discs also prevents hairline cracks appearing in the brake disc, which can form after a few hard-braking incidents and become deeper with each braking action. Once these deep cracks become present in the surface of the brake disc, the braking system can become compromised, putting the driver at risk in any situation that requires sudden or prompt braking or even lead to sudden brake failure which, in the case of heavy commercial vehicles, can have catastrophic consequences. Replacing worn brake pads and discs with TEXTAR at the same service interval ensures levels of performance and safety consistent with the original equipment parts, and long service life. A new brake disc for Volvo’s FH12 is the latest addition to the TEXTAR range, enabling fleets running this popular model to fit matching TEXTAR brake pads and discs, and benefit from the advantages of Original Equipment quality.
LIGHTS, SENSORS, ACTION! ADVERTISE IN OUR AUGUST 2019 PROMOTIONAL FEATURE. The simplest solutions often help determine best practice for meeting safety protocols on the chain of responsibility. As road transport never stops, around the clock operations mean having equipment suited to all conditions, especially low visibility and night time. Make use of a unique opportunity to shine some light on how LED lighting can add to the bottom line, educate the market on reflective tape and inform fleets on the benefits of retrofitted or built-for-purpose sensor systems. Our promotional features offer the best platform to deliver insights as to why the adage don’t be reactive, be preventative is now a rule of thumb by highlighting quality of product and safety innovations for achieving optimal visibility.
BOOKING DEADLINE
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Industry Fleet: Image Linemarking Safety: NTARC Report Feature: Michelin 275/70 Personality: Andrew Harbison
Innovation Feature: A-double Evolution Product: RokLUME 360 Test Drive: Kenworth T360 Final Mile: Renault Trafic
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TRUCK & TECH
EMERGENCY D EPA R T M EN T JAPANESE COMMERCIAL VEHICLE MANUFACTURER, FUSO, HAS INTRODUCED ADVANCED EMERGENCY BRAKING INTO THE SAFETY PACKAGE ACROSS ITS CANTER RANGE.
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hance, at least according to Louis Pasteur, favours only the prepared mind. When applied to commercial vehicles, accident preparedness comes, by way of investment, perhaps in having the best safety innovations at hand. For operators of light trucks, the highest selling market segment in Australia, having a robust vehicle for the work site might be only half the challenge. Transit to and from the site in metropolitan environments where peak hour traffic can sometimes last all day adds to the many responsibilities of driving responsibly and anticipating the less responsible on the road. While governments create portfolios to deal with surging congestion and infrastructure attempts to catch up with population growth, negotiating the ebb and flow of urban environments needs to be made easier not harder. Fuso, for its part, inaugurated last month its robust Canter range with Advanced Emergency Braking (AEB), a function previously available on a select range of best-selling utes in the local market. A collision aversion system relying on radar monitoring, AEB, what’s more, has been introduced as standard equipment across the Canter 4x2 range. As part of the safety upgrade AEB, Lane Departure Warning and Electronic Stability Control will be standard on all Canter models, except for the off-road FG 4x4. Canter standard safety features also include dual airbags and a reversing camera. Most cabs are ECE-R29 certified. Just as the Lane Departure Warning system mitigates the risk of accidents by 70
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AEB uses radar detection to counter imminent collision.
using a camera behind the windscreen which can detect lane markings and trigger an alert if the truck crosses them without the indicator engaged, AEB depends upon radar detection to counter imminent collision, with the system initially sounding a warning before initiating 50 per cent braking force if there is no input from the driver. According to Fuso, it will then initiate 100 per cent braking force, should it be required. A driver override of the system can be implemented through depression of the accelerator. The Fuso system can even initiate a warning and partial braking when it detects moving pedestrians.
According to Fuso Truck and Bus Director, Justin Whitford, AEB technology, which can detect pedestrians and other vehicles, was an important addition for small trucks as most operate in busy urban environments. “We didn’t want to make this an option that costs extra, we wanted as many people to benefit from this technology as possible,” he said. The upgraded Canter was part of a recent showcase at last month’s 2019 Brisbane Truck Show. Fuso will also offer AEB, among other safety features, with a new-generation heavy duty model that is due to be introduced later this year.
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F I G H T E R
C A N T E R
CONTACT YOUR AUTHORISED LOCAL FUSO DEALER OR VISIT FUSO.COM.AU *Offer available on vehicles purchased between 1 April 2019 and 30 June 2019 and delivered by 31 August 2019 unless extended and while stocks last. Includes all 2018-plated Canter FEA/FEB/ FEC and Fighter FK/FM/FN, and excludes rental fleet customers. Please contact an authorised dealer for eligible available vehicles. #Warranty terms and conditions apply, 5 year/300,000km for Fighter FK, 5 year/350,000km for Fighter FM/FN, or 5 year/200,000km for Canter, whichever comes first plus 1 year body warranty. See an authorised Fuso dealer or our warranty policy at https://www.fuso.com.au/Warranty-Policy. Fuso is a registered trademark of Mitsubishi Fuso Truck and Bus Corporation Japan and distributed by Daimler Truck and Bus Australia Pacific Pty Ltd ABN 86 618 413 282.
PRIME MOVERS AND SHAKERS
GRANDMOTHER
KNOWS
BEST A DIRECTOR OF BRISBANE-BASED RUSSELL TRANSPORT AND QUEENSLAND TRUCKING ASSOCIATION PRESIDENT, JULIE RUSSELL ALSO RECENTLY BECAME A NEW BOARD MEMBER OF THE AUSTRALIAN TRUCKING ASSOCIATION. SHE ATTRIBUTES HER ACHIEVEMENTS TO THE ADVICE AND INFLUENCE OF HER PATERNAL GRANDMOTHER WHO SERVED AS A SIGNIFICANT AND MUCH-RESPECTED ROLE MODEL AND MATRIARCH DURING JULIE’S FORMATIVE YEARS.
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aving been born into a family running a transport company that recently celebrated a milestone 90 years in operation, it would be easy to assume that Julie Russell’s involvement in the business was a foregone conclusion. Yet, according to Julie, it was the influence, advice and ultimately illness of her Grandmother that played a major part in her trucking industry journey that has seen her fulfil numerous roles within various industry organisations. 72
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“Having grown up in a transport family I spent much of my childhood in and around heavy vehicles; but essentially it was my Grandmother who drew me into the family business and the transport industry,” Julie says. “She encouraged and supported me as I started out on my work journey after high school. After I identified an interest in a business/ office environment, I wanted to pursue university studies as a complement to my on the job learning. At this point my Grandmother suggested the family business would be
able to provide the flexibility I was after to work and study at the same time. And she was right.” The pivotal role her grandmother had on her career also shaped it according to Julie. She recalls the ill-fated day her grandmother suffered a stroke. “She was at work one day and then the next, she was not. Up until then my plan was to learn from her over the following decade,” Julie says. “But circumstances changed literally overnight and I felt compelled to step up to the plate and
learn very quickly the aspects of her role that I was unfamiliar with in order to keep the business moving.” This included, as Julie tells it, ensuring payroll and accounts payables were prepared in their normal schedules. It also involved a lot of long days and nights, but the need to take on that task and ultimately excel in it gave her a genuine sense of accomplishment as she helped create real value for her family during that difficult period. “The tenacity, endurance and ‘bigger than me’ view that I learned through this experience has significantly influenced my leadership style and work behaviours today,” Julie explains, identifying she has a routine that she endeavours to maintain. “I usually do some exercise at the start and finish of the day and I enjoy a morning cup of tea when I arrive at the office. As for work routine, that depends on what is happening in the workplace and in the industry. Some days see me working on a number of smaller office-based tasks like planning the IT system requirement for a new contract or preparing for an audit or reviewing cashflow position. Then there are other days when I am travelling or attending board and committee meetings for the industry associations with which I am involved.” On these days she is more reliant on emails and phone communications. It’s
this combination of tasks that require planning and prioritisation which must be well understood and executed so that she doesn’t get what she calls “overrun.” “It is also important to note that I have an excellent team of people within the business who are able to handle things while I’m away and, if unsure, have the confidence to contact me for clarification,” she says. “The days I enjoy the most are the ones where I feel like I have made progress, particularly when I have been able to close something out.” Asked her opinion about the best part of being involved in the transport industry, Julie doesn’t hesitate. “Opportunity. There are so many areas of growth still unfolding within transport businesses – particularly with the rise of technology, continued compliance requirements, vehicle design improvements and increasing changes in legislation,” she says. “This means the transport industry is continuing to evolve and needs talented and motivated people within it to shape and direct the journey. Most transport businesses are small to medium enterprises and many were formed on a family business structure. “As a result, those working in this type of business are generally more exposed to a number of functions and activities. Therefore, I see a myriad of opportunities for people – both new to the industry and existing – to increase their breadth of Russell at the National Trucking Industry Awards.
Julie Russell.
experience, which is a great attribute of the industry that we shouldn’t lose sight of.” Julie says the fact that a multitude of transport tasks go on every day without most people in the general population even noticing reflects the outstanding work the vast majority are doing as an industry. “Rarely do drivers seek recognition for the work they do. More often than not, a good delivery is deemed one where no-one realised you were there in the first place. On the other hand, there is a growing momentum for the transport industry to take its place in the community and receive the recognition it deserves,” Julie says. “We can do better in creating the messages and imagery within our communities of the important and respectable role our drivers perform in keeping Australia moving. I know there is a lot of effort going into this at present. There are a number of initiatives at both a State and National level including school engagement programs, social media messaging and lobbying for better on-road safety and rest stop provisions. “So, wherever I can, I encourage businesses and individuals to get involved with their industry associations and learn more about how they can contribute and help our industry stand tall.” p r i m em over m a g . c o m . a u
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PERSONALITY
ONWARD AND
UPWARD ANDREW HARBISON, DIRECTOR AND CHIEF OPERATING OFFICER AT ISUZU AUSTRALIA RECENTLY TOOK THE TOP JOB AT THE LONGTERM MARKET LEADER. FOR HIS FIRST INTERVIEW ANDREW SPOKE EXCLUSIVELY WITH PRIME MOVER.
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aking charge at Isuzu Australia just as the company celebrates 30 years of overall market domination is guaranteed to be no walk in the park. Still, Andrew Harbison is quietly confident he and his team have what it takes to keep the company moving in an upward trajectory. PM: What is your work history prior to Isuzu? AH: I spent the first 13 years of my career with South Pacific Tyres mainly managing Beaurepaires retail outlets in Queensland. Then I did a brief stint with automotive aftermarket supplier Auto One before starting in 2003 with General Motors Holden as District Sales Manager for regional Queensland. PM: Can you provide a brief overview of your time with Isuzu Australia? AH: In the early part of the century Isuzu had a joint venture with General Motors in Australia so it was possible for Holden employees to make an internal transfer to Isuzu. Which is what I did in early 2005, taking up the position of State Sales Manager for Isuzu in Queensland. I was in that role for a couple of years and in mid-2007 relocated to Melbourne where I moved through a number of National Sales roles before becoming Director of Sales and Marketing in 2016. Some two years later here I am in my current post. 74
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Andrew Harbison.
PM: Have you always aspired to one day hold the top job? AH: Absolutely. I did a Business Management degree straight out of school and the strategic aspect of business management has always been a passion of mine. While everyone has to go through the process of earning their stripes, my desire was always to be given the opportunity to run an organisation. And what a wonderful organisation I’ve been blessed with the opportunity to run.
Harbison was Isuzu Australia Director of Sales and Marketing prior to being appointed CEO.
PM: Have your prior roles been building blocks to the role you now hold? AH: Most definitely. Even right back to my ten years of running tyre stores. Tyres are not an easy product to sell and my experience there really did imbue in me a fundamental empathy with the customers and how important it is to deliver what you promise. PM: Leaving Isuzu Australia at an all-time high, your predecessor Phil Taylor has also handed you extremely big shoes to fill. What is your game plan to keep building on the successful position in which Phil has left the company? AH: Phil has certainly played a big part in the success of Isuzu Australia over the last 30 years. The transition plan has been in place since I became Director of Sales and Marketing in 2016 and Phil has been a very good mentor to me since then. It’s true we butted heads from time to time but, overall we had an excellent working relationship. I think the critical point we both agree on is that you have to have the best people around you in order to succeed. PM: It’s no secret that Isuzu’s arch rival and compatriot is more determined than ever to wrest more market share from this country’s truck market leader. Is counteraction of this effort something for which you have a specific strategy? AH: I love golf, don’t have much time to play but love it just the same. What I have learnt from my golfing is that the key to improvement is focusing on your own game. In a business sense we need to ensure we keep doing the things that bring results time and time again. We welcome
“While everyone has to go through the process of earning their stripes, my desire was always to be given the opportunity to run an organisation. And what a wonderful organisation I’ve been blessed with the opportunity to run.” Andrew Harbison Chief Operating Officer at Isuzu Australia
a strong, competitive and vibrant industry; this is good for everyone. PM: With the company having amassed a committed and mature dealer network, what strategies and processes will you adopt to keep raising the bar in the crucial customer care realm? AH: Once again, it’s all about continuing to make sure we are consistently doing what we do well. We are always liaising with our dealer network to ensure each dealer is meeting the standards that we set out in our Isuzu Care program. We have long-established relationships with most of our dealers and we work together with them to keep doing everything we can for our customers. PM: Since cutting ties with General Motors some years back, Isuzu has
remained an independent truck manufacturer. Do you think in the longer term the company could benefit from an alliance with a North American or European truck or engine manufacturer? AH: That’s an interesting question. There have been rumblings from Isuzu Japan about a potential collaboration with Cummins but there’s been no specific details announced. I believe it cuts both ways: Being an independent company means you’re the master of your own destiny. But on the flip side there can be advantages in having strategic alliances. Even with Isuzu’s business here in Australia a lot of the strengths we have are based around strategic alliances with experts who bring into our business the technology, solutions or products that we would not necessarily be able to provide on our own. p r i m em over m a g . c o m . a u
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Lubrication of trucks
I
have been investigating a diesel engine failure that occurred because of lubrication starvation at the camshaft bearings. I learned a lot about oil and I want to share some of this with you. Engine oil is formulated for specific operating conditions and diesel lubricating oil is not petrol-engine oil. The operating conditions the oil experiences is different in these engine types and a different oil ‘formula’ is needed. Furthermore, diesel oil will be naturally consumed at a higher rate than in a petrol engine. The task of the oil is to get between rubbing surfaces and minimise wear. Oil circulation through the engine also takes heat back to the sump so it has an important cooling function, particularly in the pistons and the turbocharger. The additives in oil make up a significant proportion of the oil – up to 25 per cent. They may be up to 12 additives in diesel oil. The additives, which are liquid, perform specific functions which are: • Detergents to wash away residues. • Dispersants to keep undesirable impurities in suspension so they
don’t deposit. • Anti-wear additives to promote the development of a film on moving parts. • Anti-corrosion and rust inhibitors to protect metal parts from sulphur that comes in via the fuel. • Anti-oxidants to minimize oxidation of the oil that could cause increase in viscosity, oil breakdown and formation of sludge and sediment. • Viscosity improvement to ensure that the oil is not too thick in cold weather and not too thin at maximum operating temperature. Oil viscosity is tested against commonly used SAE standards to grade it. The higher the viscosity number, the thicker the oil and the more it resists flow. If viscosity is too great, under cold conditions the moving parts may not get an adequate oil flow. The viscosity of all oils decreases as the oil heats up. There are 11 SAE viscosity grades which are 0W, 5W, 10W, 20W, 25W, 30, 40, 50 and 60. North American winter grades are given a W designation. The grades are not viscosity numbers. The actual viscosity values associated with
KINEMATIC VISCOSITY (cSt)
100,000
1,000
100
VI
10
2
250 200 150 100 50 0
All of these oils have the same ISO VG but have sharply different VIs.
-60
-40
-20
0
40
TEMPERATURE (ºC) 78
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70
100
150
Bottom block crankshaft bearing.
a grade can be found in SAE Standard J300 Engine Oil Viscosity Classification. Winter grade viscosity testing is done at low temperature whereas, viscosity measurements for the higher indices are done at 100oC and 105oC. The variation of oil viscosity with operating temperature can be controlled to some extent by additives. Oil with a high ‘viscosity index VI’ have less variation of viscosity with temperature. Viscosity index is defined in ISO standard 3448. Both SAE grade and Viscosity Index are important. A common Australian multigrade specification is 15W40 with a viscosity index VI=138. Apart for the SAE grade and the ISO VI grade, you may encounter the American Petroleum Institute API oil grading. API CF4 is a common heavy diesel engine oil grading. Recently grade FA-4 was introduced to classify low-viscosity yet stable oils that might reduce engine friction and improve fuel economy. The European ACEA rating also exists. ACEA E9 (heavy duty and stable engine oil is suitable for current Euro V and VI engines). Engine oil returning to the sump of a diesel engine can be 125oC. Engine oil will take in moisture from air and it is important to get the oil to working
ARTSA TECHNIC AL COLUMN
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temperature regularly to evaporate out the water. To do this the oil needs to reach ~100oC. Oil can be mineral, semi-synthetic or fully synthetic. ‘Synthetic’ oil can withstand higher operating temperature without deteriorating when compared to mineral oil. Synthetic oil is usually derived from mineral oil. It is refined and modified to favour hardy lubricating organic chemicals. Oil change intervals can be longer for synthetic oil and mineral oil because synthetic oil has a slower deterioration rate with engine use. Similar considerations apply to transmission and gearbox oils. Oil is consumed in an engine. The oil film in the combustion chamber experiences high temperature and will vaporise, burn and be taken out in the exhaust. Diesel engines consume more oil than petrol engines because of the high combustion temperatures and pressures. For an engine that is being properly lubricated, oil consumption of 0.25 per cent (0.0025 x the fuel usage) can be assumed. So for every 500l fill, a top up of 1.25l of oil is required. Engines that operate on Compressed Natural Gas or have ‘LPG to-up’ will burn hotter and consume more engine oil. Additives may affect the catalyst performance in a Diesel Particular Filter (DPF) as some of the additives go out with the exhaust. Oil pressure is another crucial factor. Oil pressure is measured near the outlet of the oil pump. It is a measure of the backpressure in the lubrication system. The factors that can cause abnormal oil pressure are: • Low oil level in the sump so oil is not being reliably sucked into the pump. • Contamination of the oil by diesel fuel. This lowers the oil viscosity and can result in low pressure. • Contamination of the oil by
coolant. Water will cause emulsion and oil sludging. Glycol will cause coagulation of the oil also and produce acids that will attack metals. Glycol contamination of oil is public engine enemy No 1! • The oil filter is clogged. This causes restricted flow. • Oil lines or passages are not working / clogged. • Engine oil bypass valve at the oil cooler is stuck open so the oil is not hot enough. • Oil pick-up restriction. This occurs when the filter screen on the pickup pipe is clogged. The pump is oil starved and will cavitate. • Oil pump mechanical problems and air leakage into the pump will reduce oil flow. • Worn camshaft bearings do not provide restriction against oil flow and the oil pressure is low. Oil for use in gearboxes and differential axles is different again. Very high oil pressures occur between meshing gears and the oil must not be squeezed away from the contact
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path. Viscosity is important as is the stability of the oil under shock loading and high temperature. Additives in oil minimise oil molecule breakdown. Many of the additives that are in engine oils are unnecessary because there are no combustion products in the gearbox. Hypoid oil is used in differential axle bowls because it has additives that make it suitable for the extreme pressure operation that occurs between meshing hypoid gears. Oils for wheel bearings should have high viscosity so it ‘sticks’ to the slowing rotating parts. Gear oil classifications are published by the API. These classifications range from GL-1 (manual gearbox with no friction modification) to GL-5 (manual gearboxes with extreme shock protection and anti-wear properties). Usually gearbox oil is specified to be mono-grade such as SAE 50. As they say, “Oils ain’t oils”.
Dr Peter Hart, ARTSA
Crankshaft journal damage due to engine oil starvation. p r i m em over m a g . c o m . a u
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We’ve got your back. Join your association today at www.truck.net.au/associations
afra
Australian Furniture Removers Association
Authorised by Ben Maguire, Australian Trucking Association, 25 National Circuit, Forrest
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Taking action on mental health GEOFF CROUCH
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hat can we do to shape a mentally healthy trucking industry? We all have a responsibility to help those experiencing mental health issues and while this can be as simple as asking ‘how are you’ or ‘are you okay’, we need an industry approach that considers our unique issues at all levels of business. The Australian Trucking Association (ATA) says it is time to get serious about mental health and wellbeing. We need to stop talking and start taking real action. For years we have discussed the issues, looked at the resources. But no more talk. We need to do something. The ATA’s Mental Health and Wellbeing Committee recently put out a call to action. At our Trucking Australia conference in Perth earlier this year, the Committee opened their meeting to conference delegates and industry members, inviting them to join the conversation and make a difference. The meeting was packed out with standing room only as participants offered their input about what can be done to improve mental health and wellbeing across the industry. The Committee was joined by Bettina Lentini, Head of Communications for Supply Chain & IT at Woolworths Group. With the support of Woolworths Group’s Chief Supply Chain Officer,
Bettina is on the steering committee of a new initiative ‘Healthy Heads in Trucks and Sheds’. The initiative is bringing the supply chain industry together to support the mental health and wellbeing of team members as they work throughout different businesses across the industry. Development of an industry specific mental health and wellbeing action plan is essential if we are to achieve real outcomes. Our discussion at Trucking Australia offered significant insight and outlined key priority actions, seeing everyone walk away knowing exactly what measures need to be taken to get our plan into action. The actions are to: address suicide, develop skills and capacity, build positive driver image and improve self-esteem, address broader health and wellbeing, reach drivers on the road and in small business, and to address the role of the supply chain. To address suicide, delegates suggested that we must promote the suicide conversation in a proactive manner. The most emotional part of the conversation revolved around suicide by truck. For too long this issue has been spoken about in hushed terms rather than addressing the tragedy that it is. To develop skills and capacity, we must enable the industry to recognise mental ill-health signs and symptoms and help those in need to find the support they need. To build positive driver image and improve self-esteem, we must
promote positive perception of the trucking industry and highlight its professionalism. To reach drivers on the road and in small businesses we must promote the mental health and wellbeing conversation and provide resources ‘on the road’ in places like truck stops and rest areas. To address broader health and wellbeing, we must look at nutrition and fitness, improve medical standards and increase mental health and wellbeing screening. As an industry, we also need to use digital tools like podcasts that can assist in educating drivers about nutrition and other health topics. We also need to engage the supply chain into this conversation and consider what can be done to lower driver anxiety and stress. This is also an opportunity to engage the larger operators like Woolworths, to share their programs with the industry and extend training programs to drivers. These are positive actions that can make real change in helping to shape a mentally healthy industry. The high meeting attendance and the in-depth discussion highlights the commitment we, as an industry, have in tackling the issue head on. We’ve discussed the issues. We’ve identified industry priorities. Now it’s time to act. Geoff Crouch Chair, Australian Trucking Association p r i m em over m a g . c o m . a u
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INSIGHT | VICTORIAN AUSTRALIANTRANSPORT LOGISTICS ASSOCIATION COUNCIL
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Election done, it’s on with the (road) show KIRK CONINGHAM PETER ANDERSON
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n the lead-up to the election, ALC published Freight: Delivering Opportunity For Australia, which set out an ambitious, but achievable program of policy action for the new Parliament to undertake. The use of the word ‘Parliament’ is deliberate. While the Federal Government naturally must lead the reform agenda, it is incumbent on all political representatives to work collaboratively to secure the longterm reforms needed to meet a growing national freight task efficiently and safely. That growth is significant. From 2012-13 to 2016-17 the Total Tonne Kilometres (TKM) for road freight increased by 3.5 per cent year-on-year. For 2016-17 the Bureau of Infrastructure, Transport and Regional Economics (BITRE) estimated total road freight at approximately 228 billion TKM. Analysis conducted for the Inquiry Into National Freight and Supply Chain Priorities released in 2018 found that Australia’s overall national freight task was likely to double in the next two decades. However, the anticipated growth of road freight in major urban centres is even greater. For instance, urban road freight in Brisbane and Perth between 2010 and 2030 is expected to increase by 157 per cent and 141 per cent, respectively. The symptoms of this challenge are already evident in the levels of congestion we see on the roads in our major cities. Although record amounts are being invested in the development of new urban transport infrastructure, it will still not be enough to 82
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meet the increased demand for freight. This means more must be done to enhance the productivity of Australia’s existing freight transport infrastructure and optimise its capacity. ALC believes that road pricing reform is a crucial aspect of achieving this – provided it is undertaken in close collaboration with industry participants and appropriate mechanisms established to ensure that revenue raised through heavy vehicle charges is actually expended on enhancements to infrastructure used by heavy vehicles. This need for action in this area will only grow, given that revenue raised from fuel excise is no longer providing a pool of revenue sufficient to maintain our road networks. Another obvious way to improve the productivity of our road infrastructure is to facilitate greater use of High Productivity Vehicles (HPVs), possessed of a higher payload that allows more freight to be transported using fewer vehicle movements. This can help to alleviate road congestion, and deliver other safety and environmental benefits that flow from the more modern technology used in HPVs. However, accommodating HPVs will require regulatory reform, so that their access to key freight routes is not impeded by inter-jurisdictional inconsistences and delays in obtaining necessary permits. Industry and governments will also need to work cooperatively to overcome a lingering misnomer in sections of the community that HPVs, because of their physical size, are more dangerous than other heavy vehicles – when in fact, HPVs can be among the safest vehicles on our roads. ALC has suggested that these issues should be addressed via the establishment,
at the federal level, of a High Productivity Vehicle Infrastructure and Education Fund. This resource could be drawn upon by local governments and road managers to upgrade local road infrastructure to facilitate the use of HPVs, and to support community education campaigns that can improve social licence for HPVs. Although industry participants understand that safety is the highest priority for all those involved in freight transport using heavy vehicles, it is a regrettable fact that this perception is not shared by the wider community. The public at large would likely be staggered to learn that in 93 per cent of fatal crashes involving a heavy vehicle that occurred in 2017, the heavy vehicle driver was not at fault. This suggests there is a continuing problem with ensuring the drivers of light vehicles understand how to interact safely with heavy vehicles on the road network. ALC has suggested that in the immediate term, funding provided through the NHVR’s Heavy Vehicle Safety Initiative should be prioritised to support the development of educational initiatives that address this problem, and provide practical advice to the general community about how to safety share the road with heavy vehicles. These reforms will not be easy to achieve. However, the first year following the federal election is the ideal time to secure the cross-party collaboration needed to begin work in earnest and make meaningful progress.
Kirk Coningham CEO, Australian Logistics Council
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Time to make liquid fuel security a national priority WARREN CLARK
O
n 7 May 2018 the then Minister for the Environment and Energy, the Hon Josh Frydenberg, announced a review of Australia’s fuel security which was to be completed by end of 2018 but no results of the inquiry have been made publicly available. Reports of the limited period attached to reserve holdings of liquid fuel alarmed members: at the time the review was announced reserves of diesel were at three weeks. We raised the issue of fuel security in our Pre-Budget submission made earlier this year to Treasury. Our main concern was the potentially highly negative effects of any failure in the supply of liquid fuel, or its rationing, on the road transportindustry. On 2 May, NatRoad made a submission to the federal Department of the Environment and Energy in relation to its work on securing Australia’s liquid fuel supply. In producing this initial report, the Department has recognised that liquid fuel, especially diesel, accounts for 98 per cent of transport needs. This means transport is the sector that is most vulnerable to impacts from liquid fuel disruptions. As one of NatRoad’s members commented to us in the development of our submission; without access to fuel stocks, we don’t have an industry. We support the finding in the Report
“We support the finding in the Report that diesel fuel will be an important energy source for Australia beyond 2040. The reality is that diesel remains a critical fuel type for Australia, with demand growing faster than the economy since 2009–10.” Warren Clark CEO, Natroad
that diesel fuel will be an important energy source for Australia beyond 2040. The reality is that diesel remains a critical fuel type for Australia, with demand growing faster than the economy since 2009–10. In 2017–18, on-road diesel consumption was just over half the total national diesel consumption. Road freight accounts for much of the rest of this demand, with diesel being used by 99 per cent of heavy freight vehicles. Demand for diesel in the freight sector is expected to remain high, with the freight task expected to grow by 52 per cent between 2016 and 2036. On the other hand, there are several barriers to the adoption of alternative fuels at the current stage of their development including lower energy density, higher price, reduced driving range or lower thermal efficiency. For electric vehicles, it is the lack of infrastructure especially for long haul vehicles and the current and projected length of “down time” for re-charging. That is not to say we don’t support the
development of alternatively fuelled technology. But in reality, for these technologies to have an impact on the day-to-day operations of members is still a decade or two away. That time scale reinforces the need for the Government to have in place policies which secure Australia’s access to liquid fuels. NatRoad supports an examination of how fuel is supplied and used in Australia, including the country’s resilience to withstand disruptions from both within and outside the country. The Government’s review into fuel stocks should be fast-tracked as should returning Australia to holding 90 days’ worth of oil stocks, noting that the Government has committed to returning to compliance with the International Energy Agency’s emergency stockholding obligations by 2026. It is high time the Government made increase of Australia’s fuel reserves a priority.
Warren Clark CEO, NatRoad 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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One size does not fit all TONY MCMULLAN PETER ANDERSON
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very much doubt that back in the 1890s, Rudolf Diesel would have ever imagined the success and longevity of the compression ignition, internal combustion engine he invented and that bears his name. Primarily due to its efficiency, the diesel engine has proven to be the lifeblood of the commercial road transport industry for the best part of 100 years now, replacing petrol engines in trucks from the 1920s on. In a truck, the diesel engine truly has been the “one size fits all” solution. In more recent times the diesel engine has copped its fair share of criticism for its not so clean tail pipe emissions. However, this is simply not the case. When fitted with modern exhaust aftertreatment systems complying to Euro V, or VI, emission standards, current diesel engines are as “clean” as any equivalent petrol or gas engine. There has also been a lot of recent talk about the impending demise of the diesel truck engine, to be replaced, if you believe the “expert” reports, by electric motors. This is also far from reality for the commercial road transport industry. There is simply no current viable replacement for all diesel powered trucks. Battery electric trucks may be suited to metro distribution operations where the routes are known, the distance travelled is less than the battery range (likely to be around the 100km – 150km mark, at least in the short term) and the truck returns back to its base for 84
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recharging at the end of its shift. Hybrid technologies will continue to be added to diesel engines to improve overall efficiencies, but these are best suited to stop-start truck operations and will offer little efficiency gains if used in intra, or interstate truck operations. Renewable diesel fuels will have their part to play in reducing our reliance on fossil fuels, will lower our carbon footprint and could be used in longer distance road transport operations. While the only potential replacement power source for high GCM linehaul diesel powered trucks is shaping up to be hydrogen fuel cells powering electric motors. However, the energy density (the amount of stored fuel power) of hydrogen is low compared to diesel, there is no refuelling network in Australia and hydrogen is difficult and expensive to transport from the source where it is generated to where it will be used (refuelling stations around our vast nation). As a point of interest, Australia’s very own Commonwealth Scientific and Industrial Research Organisation (CSIRO) is leading the world in hydrogen gas storage and transport technologies, however, even with these developments, the transport of hydrogen lags well behind that of liquid hydrocarbon fuels like diesel. And CSIRO’s work is still some way off from being a commercial reality. The other problem with these alternative power technologies is that they are currently expensive and while costs will no doubt fall over time, the present reality is that the higher up-front vehicle purchase costs and/or higher
fuel costs, results in an increased cost of ownership and that is a hit on bottom line for a transport company. So what will power the trucks of the future? The simple answer is a whole range of technologies that will include, current diesel (particularly for long haul, remote area, road transport) and natural gas will be the fossil fuel options. Synthetic and bio diesel as well as methane gas are the likely renewable hydrocarbon front runners. Battery electric and hydraulic hybrid energy regeneration technologies will be seen supplementing traditional diesel engines to improve efficiencies. While plug-in battery-electric and hydrogenelectric power are the front running zero emission technologies. Some things are very clear, unlike the last 100 years where diesel powered trucks have ruled almost exclusively, the foreseeable future will see a vast array of different propulsion and fuel solutions applying to the road freight transport industry. In the future, one size will not fit all. The other given is that Truck Industry Council members, the truck OEMs, will continue to offer the best and most appropriate technologies to Australian transport operators, ensuring that they have a choice of world class vehicles and technologies that will best address their road transport business requirements.
Tony McMullan CEO, Truck Industry Council
VICTORIAN TRANSPORT ASSOCIATION | INSIGHT
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Train your team to avert mental health problems
PETER ANDERSON
W
ork-related stress and associated mental health problems such as depression is a growing concern across Australia, particularly for the transport industry where it is well-documented that workers are more vulnerable than those in other sectors to mental health problems. Left unaddressed, mental ill-health affects not only the health and wellbeing of employees, but also the productivity of operators, underscoring the importance of identifying and averting potential mental problems before they arise. Mental ill-health in the transport industry – particularly among drivers – can arise from the smallest of things, such as travelling for extensive periods of time, striving to attain deadlines, disruptions to sleep patterns, anxiety, loneliness and other emotional problems. Having worked in the industry as an employer for more than four decades, I’ve experienced many of these problems firsthand and understand the importance of developing and implementing effective early mental health intervention practices to keep workforces mentally and physically fit. The World Health Organisation has estimated that by 2030 depression will be the greatest health burden, costing the global economy up to $23 trillion by 2030. Nearly half of all Australians will experience a mental illness once in their lifetime.
According to a global expert on workplace health, Dr Tyler Amell, poor mental health in the workplace can directly trigger physical problems, heightening unproductivity, presenteeism and absenteeism. The transport industry employs around 666,1000 people with a median age of 44 years, which accounts for nearly 5.2 per cent of Australia’s workforce, and has increased by nearly 13.9 per cent over the past five years. In our rapidly growing industry, and with a freight task expected to triple by 2050, operators need to invest more than ever on health and safety. There needs to be an overall increase in encouragement for operators and employees to look for the early signs of mental ill-health in their workplace, irrespective of whether individuals appear to be physically and mental fit on their exterior. According to VTA supporter P2 Group, who provide strategies that improve the culture, performance and effectiveness of organisations and their people, operators should incorporate positive mental health values and implement health and wellbeing programs and initiatives, and for them to be most successful, they require a high level of visibility in the workplace. They further advise that by accepting all aspects of mental health, supporting work life balance through flexible work arrangements where possible, and providing access to services, resources and training, employers will help to prevent a work-related mental health condition developing or worsening. As identified by the Victorian Workplace Mental Wellbeing Collaboration, establishing a workplace wellbeing committee with training from accredited
providers is one practical, valuable and visible strategy for ingraining and promoting workplace wellbeing. When developing mentally healthy work environments operators should ensure their strategies are available for employees at all organisational levels so they are equipped with the basic tools and skills they need to identify the signs of distress from not only themselves but their colleagues. Here at the VTA, we have fostered an active People Group with one of the key on-going themes centred around ensuring operational and associated business activities are focused on increasing wellbeing and improving mental health outcomes. It was encouraging to see so many members attend the VTA People Group workshop facilitated by the P2 Group in April, which was focused on better understanding some of the key internal and external challenges affecting individuals. It is very evident that operators and employees are making mental health and wellbeing a key priority – as reflected in the overwhelming turnout at the workshop. Information about work-related stress and mental health problems is available on WorkSafe Victoria and SafeWork Australia’s websites. They also provide comprehensive guidance for operators and employees to follow on how to recognise and manage ill-mental health in line with Occupational Health & Safety requirements.
Peter Anderson CEO, Victorian Transport Association p r i m em over m a g . c o m . a u
85
PETER SHIELDS’ NUMBER CRUNCH
Quarter time deficit affect the TIC results up until the end of the year will have been the biannual Brisbane Truck Show. New models, expanded ranges and new technologies are all likely to have piqued the interest of Australian truck buyers and while there is always some scepticism relating to the veracity of sales attributed to such events, the traditional reality is that many of the deals would have quietly already been done prior, but the Brisbane Truck Show provides a great platform on which to announce them.
There are some mixed results in the monthly truck and van sales statistics for the month of April according to the figures compiled by the Truck Industry Council (TIC), with all categories except Heavy Vans showing lesser results than for the month of May last year. The total of 2,440 cab chassis and prime mover sales is 317 less than in April 2018 (-11.5 per cent) and the year-to-date total for the first four months of 2019 stands at 9,412 which is 591 trucks less than for the same period in 2018 (-591 units or 5.9 per cent) during which 10,003 units were moved out the doors. The Heavy Duty sector managed to still achieve a four digit result for April at 1,006, which is 150 less than for April last year (-14.9 per cent) and the year-to-date total of 3,922 is 137 units less than 2018’s 4,059 (-3.5 per cent). Medium Duty sales show 595 for April, down 79 from April 2018’s 674 (-13.3 per cent) yet the category’s strong first quarter has helped keep the year-to-date result at 2,445 which is just three more than in the first four months of 2018. The Light Duty result of 839 is 88 less than last April (-9.5 per cent) and the year-to-date accrual of 3,245 is 257 less than the corresponding period in 2018 (-7.3 per cent). The April statistics for the Heavy Van category are in positive territory at 503 units for the month, which is 109 more than in April 2018 (+27.7 per cent) and takes the year-to-date figure to 1,849 which is 26 more than at the same point last year (+1.4 per cent). Three events during May this year are quite likely to have a positive effect on truck and heavy van sales for the rest of the year. First, it is quite possible the Reserve Bank will further cut official interest rates in an effort to further stimulate the economy. There is already plenty of affordable finance available to those eligible and a further, though small, reduction on the cost of financing new trucks will remove any impediment there may have been in that area. Now that the election is done, industry can get back to doing what it does best knowing that there is commitment in place from those who occupy the Treasury Benches in Canberra. Quite probably the most significant event during May that will 86
j u n e 2019
Apr-19
YTD
% Change
ISUZU
671
2526
-8.3%
HINO
412
1636
2.3%
FUSO
303
1144
-5.1%
KENWORTH
174
746
-6.9%
VOLVO
140
641
10.5%
IVECO
161
450
-21.6%
MERCEDES-BENZ
88
422
-15.9%
SCANIA
104
350
53.3%
MAN
96
333
-29.7%
MACK
75
331
2.2%
UD TRUCKS
49
201
-22.7%
DAF
59
131
-2.2%
FIAT
37
126
-10.6%
WESTERN STAR
22
101
-10.6%
RENAULT
10
96
29.7%
FREIGHTLINER
15
67
-52.1%
FORD
6
43
34.4%
HYUNDAI
10
41
141.2%
INTERNATIONAL
1
17
0.0%
DENNIS EAGLE
5
7
-68.2%
VOLKSWAGEN
2
3
CAB CHASSIS/PRIME
2440
9412
-5.8%
M-B VANS
196
687
-1.2%
RENAULT VANS
82
354
-16.1%
FORD VANS
79
321
3.2%
VOLKSWAGEN VANS
61
203
41.0%
FIAT VANS
38
147
-13.0%
IVECO VANS
47
137
67.1%
503
1849
1.4%
2943
11261
-4.7%
TOTAL
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