Prime Mover June 2023

Mondiale VGL Taking Care of Business

INDUSTRY

Carrier: Kel Campbell

Feature: Link Cold Storage & Transport Report: Future Fuel Tax Personality: Manfred Streit

INNOVATION

Fleet: McPhails

Fuel Burn Spotlight: DAF CF450

Test Drive: Freightliner Cascadia

Delivery: Same Day Services

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.

John Murphy | CEO

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

William Craske | Editor

Over the past two decades William has published widely on transport, logistics, politics, agriculture, cinema, music and sports

He has held senior positions in marketing and publicity for multinational businesses in the entertainment industry and is the author of two plays and a book on Australian film history. Like many based in Melbourne he is in a prolonged transition of either returning or leaving.

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.

Peter White | Journalist

Having recently completed his Bachelor of Media and Communication (Media Industries) degree at La Trobe University, Peter brings a fresh perspective to Prime Mover. Invaluable experience obtained during his time at upstart, La Trobe’s newsroom, has been supplemented by direct industry experience in a Council placement. Peter is looking forward to contributing to the magazine’s image as the leading publication for commercial road transport with his developed skills.

Ashley Blachford | Business Development Manager

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

ceo John Murphy john.murphy@primecreative.com.au editor William Craske william.craske@primecreative.com.au managing editor, Luke Applebee transport group luke.applebee@primecreative.com.au senior feature Peter Shields writer peter.shields@primecreative.com.au

business Ashley Blachford development ashley.blachford@primecreative.com.au manager 0425 699 819

art director

Blake Storey blake.storey@primecreative.com.au

design Kerry Pert , Louis Romero, Tom Anderson

journalists

Peter White peter.white@primecreative.com.au

Louise Surette louise.surette@primecreative.com.au

design production

Michelle Weston manager michelle.weston@primecreative.com.au

client success Salma Kennedy manager salma.kennedy@primecreative.com.au

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articles

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

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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.

THE POWER OF CHANGE

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COVER STORY

“Another big thing that we pride ourselves on is having the most modern waterfront fleet. A majority of our fleet now is Euro VI and by about this time next year it will be 100 per cent Scania with regard to all prime movers.”

is now Euro VI compliant.

38 Back from the Brink

Two brothers from country Victoria have revolutionised the family business using Hino trucks as a fundamental link to success.

42 Return of the Mack

The arrival of a new Mack Anthem, and with more units to come, suggests Port Kembla-headquartered fuel haul transporter, Kel Campbell, is returning to its roots.

TRUCK & TECH

50 History in the Making

TEST

Peak Practice

America’s most popular heavy-duty truck is rapidly achieving strong acceptance in the local market.

From the Editor 10 Prime Mover News 30 Mindset 56 Industry Reports 66 Personality Profile 68 Prime Movers & Shakers 70 Delivery 78 ARTSA-I Life Members 80 Truck Industry Council 81 Victorian Transport Association 82 Peter Shields’ Number Crunch

08

William Craske Editor

The art of making a Cuban toast, it’s said, is to raise one’s glass as if addressing a hundred folk regardless of the numbers present. Those gathered, presuming they are not resistant to grand gestures, is merely a secondary consideration. The actual content delivered, supposing it is good, is not determined by the luxury of guests. To conjure a prophetic observation made by Canadian philosopher Marshall McLuhan in 1964, the medium is indeed the message. Put another way, the mode of communication holds as much, if not more value, than the message itself and leads me, somewhat surreptitiously, to the roadside billboard.

An inspired campaign launched late last year by Isuzu Australia to celebrate select customer businesses on billboards throughout the country got me thinking about these objects that we rarely consider even as they proliferate our lives. As common a sight for anyone taking a trip in a truck or car for over half a century, the billboard, unlike trucks and cars, hasn’t changed much since 1889, when the first-ever twenty-four

Vital Signs

sheet billboard was unveiled in Paris and it’s that format which is now considered the standard format for billboards everywhere today. The presence of billboards became more widespread by the 1940s, when the first limited-access divided highway opened in the United States and with it a whole new world of attractions: drive throughs, motor inns, strip malls, drive-ins and of course billboards. For as long as roadways have been considered efficient channels to freight goods, they have indeed been prime real estate for the appendages of advertising.

The billboard or at least its roadside equivalent is an interesting concept. It can neither hold one’s attention for a certain period like an ad on TV, or be studied too closely, at least in the mode that it is meant to be consumed — in passing at high speeds. Billboards can contain all manner of consumer culture, from premium products for lifestyle enhancements, cryptic percentages that equate to financial windfalls, places to retire – Sylvania Waters – and places to retire the mind – Marlboro Country – state propaganda and even, on occasion, pertinent truths, all of which are glimpsed in transit, so that the momentary effect of the idea it conveys settles in the mind over long hours behind the wheel, competing with the countryside, your imagination and the next, carefully situated billboard.

In the new age of electromobility, where every vehicle is a conductor for communications between systems and critical functions, and attention normally devoted outside the windscreen is increasingly syphoned to the dash and its surrounds, it remains to be seen whether the subliminal influence of the billboard on road-users is, in time, greatly diminished. Or if other modes already set in motion have more of a role to play in exploiting driver engagement. The mobile curtainsider trailer, to widen the aperture, is, as a medium, the inverse of a roadside billboard. Being mobile it already has the potential to better target a demographic as government bodies promoting road safety campaigns have discovered. Much more might yet happen here with third party advertisers. How freight is carried would, like content for McLuhan, play an ever-vital role in the way messages are perceived. The effect of a billboard, to this degree, can furthermore be alienating. More last drinks at a dive bar than exuberant Cuban celebration. Happening upon a billboard in the middle of the night hours from the nearest town, its existence wholly reliant on headlights, asks another question. Who will stumble upon this message? And why is it you?

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ERA OF THE

> PACCAR Australia appoints new Managing Director

Damian Smethurst has been promoted to Managing Director of PACCAR Australia, effective 8 May 2023.

Smethurst has been with PACCAR for 25 years and has held leadership positions of increasing responsibility, including Director of Operations, Chief Engineer, and most recently General Manager where he has led the Parts organisation to consecutive years of record performance.

PACCAR Australia Executive Vice President, Mike Dozier, was proud to announce the appointment.

“Please join me in congratulating Damian and extending your support and cooperation to him in his new role,” he said.

According to Dozier, Andrew Hadjikakou has decided to pursue interests outside of PACCAR.

“We thank Andrew for his leadership and dedication to the growth of the

PACCAR Australia organisation, and contributions to PACCAR,” he said. “We wish him well in his future endeavours.”

> Qube acquires Kalari as part of $145M deal

Australian logistics company Qube Holdings has acquired bulk logistics company Kalari Proprietary Limited. In what is the latest significant takeover to occur in the Australian road transport market, Qube bought resource industry specialist Kalari outright from Swire Investments.

The move is expected to enhance Qube’s existing and already consequential resource logistics offering and deepen its exposure in Australia.

Kalari specialises in on-road and remote bulk haulage predominately across Queensland and South Australia, with operations also in Victoria where its head office is based. It boasts a large fleet of heavy vehicles and is considered a leader in the echelon of upper mass road movements through the use of high productivity vehicles of which it runs over 70 units.

Qube also announced it had taken a 50 per cent stake in Wellington-based Pinnacle Corporation.

The acquisition will allow the company

exposure to the New Zealand container logistics market for the first time, with longer-term organic growth opportunities a possibility, the company said.

Pinnacle Corporation operates both port-based and stand-alone facilities in nine locations throughout New Zealand and employees about 300 people. It provides a range of services, including container storage and handling, refrigerated container maintenance and repair, container transport and warehousing.

The dual purchase of Pinnacle and Kalari is worth $145 million.

Qube Managing Director, Paul Digney, said the joint venture is consistent with Qube’s strategy for growth and geographic diversification within the company’s core strategic focus.

“This joint venture is consistent with our strategy for growth and geographic diversification within Qube’s core strategic focus, and builds on Qube’s existing port logistics presence

Smethurst acknowledged the work and vision of his predecessor.

“Andrew has worked tirelessly throughout his eight years leading PACCAR Australia,” he said. “He has championed many critical initiatives including our recent $50M factory expansion and leaves the business in

Smethurst said he was honoured to have been entrusted with leading the

“My focus is firmly on the people – our staff, our dealers, and suppliers – who make this organisation what it is, and on our customers, who are the reason for our existence,” he said in a statement.

“I am excited about supporting and empowering our teams, to foster a culture of operational excellence and innovation, and strengthening our relationships with customers across Australia and New Zealand.”

brand,” he said.

Pinnacle managing director Grant Tregurtha said the joint venture is a significant and exciting opportunity that will result in a strong and dynamic presence in the New Zealand market. “The combination of strengths from both companies will better serve customers, promote innovation and provide greater opportunities for future growth and expansion,” he said. “We look forward to the future and the many possibilities this will bring.”

The acquisition of both companies will be funded via Qube’s existing undrawn debt facilities in Australia and New Zealand.

Damian Smethurst.

Kalari roadtrain hits the road.

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> Lindsay Australia announces new CEO

McDonald as Chief Executive Officer, effective from 17 July 2023. McDonald has extensive leadership experience in the transport and logistics sector, and is currently Group Executive Bulk at Aurizon Limited. He has held a number of senior executive positions at Aurizon since 2008, prior to which he was employed at Toll Group between 2001 and 2008.

McDonald holds a Bachelor of Science from the University of New South Wales and a Master of Management from Macquarie Graduate School of Management and is a graduate of the Harvard Business School Advanced Management Program.

A number of highly experienced internal and external candidates were considered following a highly competitive search process for Kim Lindsay’s replacement before the transport and logistics company settled on McDonald as CEO.

“Clay McDonald is an outstanding leader with an impressive track record in operational, commercial and customer-facing roles in transport and logistics,” said Ian Williams, Chair of Lindsay Australia. “He has demonstrated experience growing

through acquisitions, which aligns to Lindsay Australia’s growth objectives.

“Kim Lindsay’s 20 years as Managing Director and CEO have built the foundations for an enduringly successful business and he leaves Lindsay Australia in a strong position to achieve our ambitions for profitable growth.”

Williams said it was testament to Kim’s contribution to the Group that Lindsay Australia has been able to attract a new CEO of Clay McDonald’s calibre to lead the business during what shapes as its next stage of continued operational improvement and growth.

“On behalf of the Board, I would like to thank Kim for his distinguished service to the business and his dedication to the success of Lindsay Australia.,” said Williams.

The transport services for Lindsay Australia have experienced a surge in recent demand following the publicised collapse of Scott’s Refrigerated Logistics (SRL).

The demise of the cold chain carrier, who went into liquidation last month, has provided Lindsay Australia with additional opportunities. Scott’s provided refrigerated trucks and

supermarket giants Coles, IGA and Aldi. Initially touted as a potential buyer of the failed Scott’s, Lindsay Australia this week announced an upgrade of guidance for underlying Earnings Before Interest, Taxes, Depreciation and Amortisation (EBITDA) for the 2023 financial year.

The revised range is now expected to be between $85 million and $90 million, up from the range of $68m to $71m announced at its AGM held on 4 November 2022.

Q3 trading has been navigated without material adverse weather events. The update is based on the strength of the Q3 trading results, along with a positive Q4 outlook according to the company.

The increased demand comes at a time of already tightening supply chain after the continued exit of smaller operators over the past two years.

The company said it had been able to accommodate the increased demand through its improved road and rail equipment utilisation; acquisition of equipment under the FY2023 growth capital expenditure plan; and acquisition of selective Scott’s equipment predominantly comprised of rail assets.

> Eurocold’s new facility to overthrow rental market

Refrigerated truck rental business, Eurocold, is launching a Western Sydney expansion operation this month with plans to rapidly impact the New South Wales market. The centrepoint of the operation is a 3,500 square metre site which will allow Eurocold to efficiently provide service to the Sydney market with easy access to the Blue Mountains, Central Coast and Hunter Valley/Newcastle.

Eurocold Managing Director, Avraam Solomon, is planning to have 100 trucks on the road from the new facility by December this year and 150 by 30 June 2024. Trucks will be available to rent or purchase from the opening day, with immediate delivery available. Noting the changing face of the refrigerated truck market, Eurocold will apply its processes in providing rented trucks on a long-term basis.

The long-term rented trucks will be assembled in Brisbane and will be delivered as brand new machines. Short-term rentals, also available from

day one, will offer customers unlimited kilometres.

Eurocold revealed the Sydney facility will also perform on-site bodywork repairs on all manufacturers of refrigerated truck bodies including fibreglass, welding, hinges and seal repairs.

The new facility will help Eurocold establish a large footprint in Sydney, and will open the opportunity for further growth over the coming years, according to Solomon.

“We have intentions of growing quickly,” he said. “We can do that by having trucks in the Sydney facility available for purchase and hire from day one.”

According to Solomon, Eurocold has also recruited local experts with deep industry experience, supported by the company’s national team.

“The team there are vastly experienced in their roles; they are local – so we’re committed to supporting Western Sydney – on top of that, the Sydney team has the full support of our

national team,” he said.

Solomon will be overseeing much of the operation first hand through personally being on-site during the launch phase.

In March, Eurocold launched Revora – a sister brand that will assemble electric refrigerated trucks in Australia to “take customers on a journey towards zero emissions”.

Eurocold’s Sydney operation will take delivery of the Revora trucks as well as service that growing area of transport operations.

“The industry-leading processes that we’ve put in place over our years of operation allows us to hit the ground running and scale quickly, then with Revora coming online with the electric refrigerated trucks – we really have a broad offering for Sydney and New South Wales,” Solomon said. “We cannot wait to see the Eurocold brand being more prevalent in the Sydney market and helping operators move towards zero emissions with Revora.”

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SEQH take delivery of 100th Mack

containers, but a buyer in Bangladesh who only wants 1,000 tonnes of grain has no use for a 40,000-tonne bulk vessel,” explained Plummer. “Containers give people a lot more flexibility to get just what they need, delivered right to their door.”

Flexibility and efficiency, a primary focus for SEQH, has made it one of the most successful container specialists in Queensland. Their secret is simple according to Plummer.

“We just turn up every day and try to do everything a bit better. We don’t acquire other companies, we’ve grown organically, by keeping risk low, running a tight operation and just steadily getting more orders in the door,” he said.

Queensland container haulage specialists South East QLD Hauliers have announced the purchase of their 100th Mack Truck. After buying their first Mack in 2004, and their 50th in 2015, SEQH have hit their century with the recent purchase of a Mack Super-Liner.

“We’ve been growing this business steadily for more than 25 years, and Mack have been with us the whole time,” said SEQH Managing Director Brett Plummer.

“Our operation is all about consistency: duplicating your training methods, workshops, systems and processes. This approach only works if you get a good product you can stick with, and Mack have given us that. We’ve switched trailer manufacturers in the past because they weren’t playing the same game as us, but Mack have been consistent.”

With a fleet consisting of Granites, Tridents, Super-Liners and Anthems, SEQH have found a Mack for every application.

“We’ve got A-Doubles, AB triples, some singles and a couple of B-doubles running around, and Mack have got a truck that suits each of them,” said Plummer.

Vice President of Mack Trucks Australia, Tom Chapman said the success of the longstanding relationship with SEQH was the by-product of two companies having similar business values.

“SEQH are nationally renowned for their innovation and efficiencies in the logistics operations space. At Mack we share a very similar purpose of ‘moving and building a better world’, so there’s a lot of great synergy in the partnership and it’s one we’re incredibly proud of,” he said in a statement.

“We work closely with SEQH to customise trucks that not only meet port requirements, but also support SEQH’s business ethos of continual improvement. Over two decades, there’s been plenty to celebrate, so we couldn’t pass up the opportunity to acknowledge their 100th Mack and reflect on what continues to be a very rewarding partnership.”

With depots in Brisbane and Toowoomba, SEQH have a typical operating radius of around 500km from the Port of Brisbane, mostly carrying cotton and grain for export, and all manner of imported goods.

“It’s not obvious that you’d move bulk products like grain or cotton in

In recent years Plummer has been intentionally ageing his fleet but he’s conscious that as it expands, the older trucks are increasing the load on his workshop.

“We need a workshop, not just for the trucks but for all our plant, but we’ve got around 30 of our trucks on service agreements with Mack now, just to help us manage the load,” said Plummer. “They’re running to a schedule, I might replace a few parts sooner than they recommend – I’m more concerned about uptime than the cost of parts –but handing over some of the servicing is all part of our expansion.”

As times and business requirements have changed, Mack have had to step up to enable SEQH to adapt.

“The Port of Brisbane has a lot of rules,” said Plummer. “If you want to use the automatic stevedoring for instance, your A-double can’t be more than 30 metres long. We took that problem to Mack and they came out with a shorter-wheelbase Super-Liner that fits inside the 30-metre limit.

“Mack are paying attention to what the market needs, and that Super-Liner is the truck we’ll be choosing as we continue to expand our fleet. We‘re aiming to hit 150 within the next five years or so.”

60 YEARS. WE’RE IN IT FOR THE LONGHAUL. MAKE

HISTORY WITH MACK

Mack started manufacturing in Australia back in 1963, and since then, we’ve gone from strength to strength. Along the way, Mack Anthem has been a big part of our success, thanks to its outstanding performance in tough line-haul assignments. Anthem delivers maximum uptime, improved fuel efficiency, sophisticated safety and unbeatable driveability, and its powerful Mack MP8 engine is specifically designed for B-Double work. Plus, the smart mDRIVE automated manual transmission means changing gears is far more efficient.

Make your own history with Mack, and talk to your dealer today, or visit MackTrucks.com.au/Anthem

> MGM Bulk launches same day FIFO

“As a family-owned transport and logistics business, MGM Bulk is driven to deliver competitive pay rates, upskilling opportunities, paid onsite inductions, and tailored shift patterns to suit your needs.”

To encourage driver recruitment, Western Australia commodity transporter, MGM Bulk, has announced same-day fly-in fly-out. So that employees can return to loved ones quicker, same-day FIFO has been introduced with what MGM Bulk describes as a straight forward signup process and supportive work

Australian capital cities are provided and covers connections to New Zealand along with all meals, travel and accommodation.

“We know these are challenging times, but your work life doesn’t have to be,” the company said in a statement.

> NatRoad calls for renewal of Instant Asset Write-Off

The National Road Transport Association has called for reinstatement of the instant asset writeoff in the forthcoming Federal Budget. NatRoad CEO Warren Clark said the previous Government’s decision not to extend the popular instant asset measure in its last Budget was putting strain on small road transport operators.

“The Morrison Government decided to let it wind down, despite it being a popular measure for small businesses with very little negative impact on

the economy’s bottom line,” he said. “Buying a truck or trailer is a massive capital outlay and the biggest one that most operators will make.” Clark said any tax relief would be welcome as the industry continues to suffer under the pain of high diesel prices.

In April last year, NatRoad supported the then Federal Opposition’s promise to introduce 30-day invoicing for 2.4 million Australian small businesses but Clark said an announcement is not considered likely to be in the Budget.

This follows, as part of a driver recruitment campaign, a giveaway of 25 Matt Stone Racing Team memberships valued at $200 each to the first 25 successful multicombination licenced applicants. The promotion was in conjunction with Supercars Raceweek.

MGM Bulk has been operating since 2014, however, sits within the wider stable of the MGM Group whose legacy goes back over 60 years in Western Australia. It employs over 400 people across three sites.

“It’s something we’ve been seeking for decades,” he said. “The Albanese Government began a consultation process last year, but the report is not due until June.

“The 20 per cent uplift deduction for businesses spending on skills training and digitisation was made available to businesses with aggregated turnover below $50 million but is only available until 30 June, 2024, said Clark.

“Extending the measure beyond then would be another modest bonus for our industry.”

> Migrant freight drivers are highly skilled labourers: VTA

The Victorian Transport Association (VTA) has welcomed the decision to review Australia’s migration system and calls for freight drivers to be designated as highly skilled, fasttracking migrant drivers’ permanent residency applications. The Minister for Home Affairs, Clare O’Neil, has released the Review of the Migration System final report which recommends providing clearer pathways for permanent

residency.

VTA CEO, Peter Anderson, said the government needs to address the chronic labour shortage the transport industry has been experiencing for years.

“Our recovery from the pandemic has sharpened the focus on this shortage because as the economy has started to recover, the lack of qualified drivers has become a factor in supply

chain disruptions, which has farreaching impacts for businesses and consumers,” he said. This year, the National Skills Commission Skills Priority List finally acknowledged that truck driving was an occupation suffering shortages. A recent VTA conference survey reiterated that fact with results showing 90 per cent of surveyors reported driver shortages in their business.

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> Solid sleep for transport workers an app away

A world-first sleep and mood mobile phone app could have a big impact on the transport industry’s vital shift workers. Melbourne’s Monash University is hoping SleepSync, an app that personalises sleep-wake cycles for shift workers, will improve their sleep, mood and overall health. Researchers from the University’s Turner Institute for Brain and Mental Health trialled the app on 27 shift workers over a two-week period with results showing that 70 per cent reported it easier to fall asleep and more than 80 per cent reported better quality sleep.

Participants slept an average of 29 minutes longer each night. Lead researcher, Dr Jade Murray, explained that work hours outside the nine to five standard can wreak havoc on the body’s circadian clock – something many transport workers understand well. Shift workers, she

alertness and sleepiness compared to the general population.

“Shift workers are at greater risk of a range of long-term adverse health consequences such as gastrointestinal problems, cardiovascular disease, mood disorders and cancer, as well as the short-term increase in the risk of errors, accidents and injuries,” said Murray.

The app, the very first of its kind, is unique because it is entirely tailored to the individual user. Its functions include incorporating a calendar for work and personal commitments; providing biologically viable recommendations for sleep, accounting for obligations; offering a daily log to record sleep/ wake times and correlating moods. According to the research gathered from the trial, 82 per cent of participants reported the app was easy to incorporate into their daily lives.

University has put its efforts into understanding the impact shift work has on health and well-being. In 2018 they released findings specific to the transport industry that showed 19.9 per cent of accidents were caused by fatigue.

Similarly, a report released in 2019 by the National Truck Accident Research Centre, demonstrated that fatigue was the underlying cause of 34.8 per cent of crashes.

Meanwhile, the researchers who developed SleepSync are hoping it will aid behavioural change and provide practical advice to shift workers. “This has the potential to improve shift workers’ health and wellbeing and how they function day to day,” Murray said. “It also has the potential for development and integration with wearable devices, such as smartwatches and further help minimise the health costs associated

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> REMONDIS nabs emission-free waste truck

REMONDIS Australia has announced it will trial one of the world’s first zero emission waste collection trucks in the hopes it will lead to a future roll-out across its global network. Developed by Hyzon Motors, the waste truck’s fuel cell electric engine relies on hydrogen funnelled from specially made tanks. It combines with air to generate electricity that powers the truck, emitting only water vapour. It will hit the road mid-year in the Illawarra region of New South Wales.

“Although we can’t pre-empt the trial outcomes, we’ve certainly placed a stake in the zero-emission space,” REMONDIS Australia Chairman, Björn Becker, said. “A best-case scenario could be gradually replacing our global diesel-powered trucks with zero-emission trucks, which could set the scene for other companies to do the same. At the very least, we’ll collect unprecedented information about what it takes to get closer to fleet

Along with other hydrogen-power trucks, this vehicle will be constructed at Australia’s first purpose-built assembly plant in Melbourne’s Southeast. The heavy-duty truck has been designed against the industry benchmark of a 200-kilometre range, lifting 1,500 bins per day. During the trial, REMONDIS will

> Heavy vehicles demand urgent zero emissions help

Multiple transport industry bodies have joined forces to demand the Federal Government create and enforce a zero emissions strategy with heavy vehicles in mind.

This comes off the back of the government’s first National Electric Vehicle Strategy launched last week which, critics argue, needs to go beyond light vehicles.

The freight and logistics transport sector contributes 38 per cent of Australia’s transport emissions but so far is without a clear, multi-level plan to tackle it.

“We need to move from one-off pilot projects to a strategy that enable all trucking operators to plan with certainty for low and zero emissions,” said Samuel Marks, Sustainability and Future Transport Manager for the Australian Trucking Association, adding that the country is at risk of falling behind other countries, and pointing out that financial incentives to create cost parity between electric and diesel

vehicles is now common in the United States.

Fiona Simon, Chief Executive of the Australian Hydrogen Council, concurs saying the situation has now become critical.

“There is a cost of not acting,” she said. “Heavy vehicle transition is already naturally delayed, compounded by the timeframe they remain on the road and regulatory barriers. It is with absolute urgency that a comprehensive low emissions trucks strategy be developed.”

The concerned industry groups are also being backed by retailers who say a lack of support inevitably means their zero emissions delivery goals are at risk.

“We are committed to achieving 100 per cent zero emissions delivery by 2025, but we can’t do it alone,” said Alexandra Kelly, Zero Emissions Delivery Lead for IKEA Australia.

“More is needed to build confidence in the sector that now is the time to electrify.”

ensure it has the same capabilities and performs as well in Australian conditions as a diesel-powered truck.

REMONDIS is a global recycling, service and water company found in more than 30 countries, while Hyzon Motors is a global supplier of fuel cell electric mobility.

The group of concerned sector members say even if heavy electric vehicles were easily accessible, the industry faces impossible barriers such as vehicle design rules, a lack of electric truck recharging and hydrogen refuelling infrastructure and higher upfront costs.

Among a list of demands, they are asking the Federal Government to develop a national zero emission truck strategy; sign the global memorandum of understanding on zero emission trucks, to set clear climate ambition for medium and heavy vehicles; fix the regulatory barriers (i.e. width and axle mass limits) to zero emission trucks, to increase vehicle model supply; increase investment in electric recharging and hydrogen refuelling infrastructure for trucks; implement a purchase price incentive for zero emission trucks; fund and implement an upskilling and reskilling plan to ensure the preparedness of the workforce to transition to a zero emission fleet.

Hyzon Motors ANZ President International Operations John Edgley with REMONDIS Australia CEO Bjorn Becker.

FOR THE LONG HAUL

IT’S SECOND TO NONE”

MARC SOFTLY, WILLATON TRANSPORT

> Patterson Cheney stalwart retires

Isuzu SBR422 series.

“It was the flavour of the month and really the favourite truck out there of nearly everybody,” he said. “It was the truck to have. It was bulletproof and still is today.” The advent of the internet and, with it, email has been the biggest seismic change in how business has been conducted in those 41 years.

“Back in my day when you were selling in you had to get off your bum and go visit the customer and go through the quote and all the rest of it,” said Jewson. “Now everything is done by email, and you’ve got to make sure that you maintain those relationships in a different way.”

Long serving Patterson Cheney Trucks Dealer Principal, Terry Jewson, has announced his retirement. The news was made official in mid-April on the same day he first commenced working for the business 41 years ago.

Presentations over the last week have been made to Jewson by senior management at the Dandenong branch and by Isuzu departmental heads at Derrimut.

Speaking to Prime Mover, Jewson said one of the keys to good management was having the ability to sit down with staff.

“To talk about their issues, what it is they need and making sure they are on board with your own journey,” he said.

“That’s something I am very proud of having been able to achieve the majority of the time,” said Jewson.

Early mentors like Alan Weston and David Cheney impressed upon Jewson the importance of work ethic and maintaining relationships.

“With not only your customers but your staff also and the manufacturers you are dealing with,” Jewson recalled.

“A lot of that is absorbed early days when you first start work doing whatever it is you do and understanding what that work ethic is meant to be. There’s no magic pill.”

Having spent 41 years in effect at one business is a rare achievement in any era. Loyalty and longevity of employment

with one employer these days, Jewson noted, was not held in the same regard today as it was in previous generations.

“The younger ones tend to change jobs really quickly. I still struggle with that personally,” he said. “There’s the thrill, for me, of dealing with customers both new and ongoing.

“We’re still dealing with customers that I’ve dealt with for 38 years. We still have those wonderful relationships in place and that’s what it’s all about.”

As far as personal achievements go, Jewson is most satisfied with overseeing the construction of the Westar Truck Centre in Derrimut.

“It was a greenfield site on 17 acres of which we have developed ten acres and it was state-of-the-art and it still is state-of-the-art dealership and it’s been in business for 13 years,” he said. “It still looks the part and it means a hell of a lot to me.”

It hasn’t been without its challenges, too. In 2007 when Isuzu first introduced its Diesel Particulate Diffuser that required a whole new process put in place.

“They were first to market with that new technology and it was hard work,” recalled Jewson. “That was not without its heartache, but we got over the hurdles very well because of the brand and the people we deal with within that brand,” recalled Terry.

Jewson maintains, without hesitation, that his favourite vehicle is still, today, the

Prior to the conveniences of the internet, members of the sales team were not immune to extending themselves or their time to get a deal done in a physical world.

“Back in the day you’d be out at 10pm at night if you had to. I used to come into work and grab a truck and do demos on Sunday afternoons if I had to. Those are the things that you were prepared to do.” said Jewson.

“I think things have changed to the degree that you no longer have to do those things either which probably a better thing for your employees.”

The changes have kept coming. COVID redefined the business landscape. Jewson, who celebrated 40 years with the Patterson Cheney dealership last April, is still in awe how the business rallied to adapt to operations in Melbourne, the longest locked down city in the world.

“How we coped for those two years without opening the front door was just amazing,” he said. The future, for the moment, promises plenty of golf, more time with the grandchildren and his newfound hobby of making sausages. In winter he and his wife, Julie, will head to Cape York in Queensland for a well-earned holiday. “We’re away all of July and August and come back just in time to see Collingwood play in the Grand Final,” Jewson said.

Middle: Terry Jewson.

> Trucks missing from National Electric Vehicle Strategy

Multiple freight and transport industry bodies have joined forces to demand the Federal Government create and enforce a zero emissions strategy with heavy vehicles in mind. This follows the government’s first National Electric Vehicle Strategy launched recently which, critics argue, needs to go beyond light vehicles.

The freight and logistics transport sector contributes 38 per cent of Australia’s transport emissions but so far is without a clear, multi-level plan to tackle it.

“We need to move from one-off pilot projects to a strategy that enable all trucking operators to plan with certainty for low and zero emissions,” said Samuel Marks, Sustainability and Future Transport Manager for the Australian Trucking Association, adding that the country is at risk of falling behind other countries, and pointing out that financial incentives to create cost parity between electric and diesel vehicles is now common in the

United States.

Fiona Simon, Chief Executive of the Australian Hydrogen Council, concurs saying the situation has now become critical.

“There is a cost of not acting,” she said. “Heavy vehicle transition is already naturally delayed, compounded by the timeframe they remain on the road and regulatory barriers. It is with absolute urgency that a comprehensive low emissions trucks strategy be developed.”

The concerned industry groups are also being backed by retailers who say a lack of support inevitably means their zero emissions delivery goals are at risk.

“We are committed to achieving 100 per cent zero emissions delivery by 2025, but we can’t do it alone,” said IKEA Australia Zero Emissions Delivery Lead, Alexandra Kelly. “More is needed to build confidence in the sector that now is the time to electrify.”

The group of concerned sector members say even if heavy electric

vehicles were easily accessible, the industry faces impossible barriers such as vehicle design rules, a lack of electric truck recharging and hydrogen refuelling infrastructure and higher upfront costs.

They are asking the Federal Government to:

• Develop a national zero emission truck strategy.

• Sign the global memorandum of understanding on zero emission trucks, to set clear climate ambition for medium and heavy vehicles.

• Fix the regulatory barriers (i.e. width and axle mass limits) to zero emission trucks, to increase vehicle model supply.

• Increase investment in electric recharging and hydrogen refuelling infrastructure for trucks.

• Implement a purchase price incentive for zero emission trucks.

• Fund and implement an upskilling and reskilling plan to ensure the preparedness of the workforce to transition to a zero emission fleet.

> Isuzu Trucks extends partnership with Melbourne Mustangs

Isuzu Australia Limited (IAL) has extended its naming rights sponsorship of the Melbourne Mustangs in the Australian Ice Hockey League (AIHL) for the 2023 season. The AIHL is Australia’s premiere hockey league and features a 10-team competition with all mainland states represented. Isuzu Trucks have supported the Melbourne Mustangs, who play home games at the O’Brien Icehouse in the Docklands, since the 2022 season. Isuzu Trucks branding is displayed on all team collateral, including jerseys and fan merchandise.

“Isuzu feels very much part of the team and is looking forward to the Mustangs giving it everything out on the ice,” said John Walker, Head of

Marketing and Customer Experience for IAL. “The fast-paced nature of ice hockey makes it a great spectator sport and whether watching the Mustangs at the O’Brien Icehouse, or on the road, you are guaranteed plenty of action. The team plays across the country, so this allows the Isuzu Trucks brand to be seen in a wide range of markets.”

Melbourne Mustangs CEO Joyce Price is looking forward to the season ahead after an 11-0 victory in the home opener at O’Brien Icehouse against the Newcastle Northstars.

“The entire Mustangs group, including our fans, were delighted to see the puck drop and the season get underway,” said Price. “We feel

we have all the right ingredients, including a fantastic naming rights sponsor in Isuzu Trucks to press for a title this year.

“Isuzu Trucks is not only a great brand to be associated with, but like the Mustangs, Isuzu embodies the same philosophy of working as a team to achieve its goals.”

On top of the AIHL, Ice Hockey will be in the spotlight in September when National Hockey League teams, the Los Angeles Kings and Phoenix Coyotes, play a two-game pre-season Global Series at Rod Laver Arena.

The AIHL regular season plays through to the Finals held 2627 August at O’Brien Icehouse Docklands.

PERFORMANCE AND ECONOMY

no compromise

Detroit’s DD16 delivers all the power you need.

With up to 600 horsepower and 2,050 lb-ft of torque, the big bore workhorse provides efficient and dependable power and performance without compromise. Detroit’s advanced technology also means GHG17 requirements are met through innovative fuel efficiency resulting in lower emissions.

This power, performance and efficiency prowess is backed by our industry-leading warranty and extended coverage packages that ensures the highest level of support for our customers.

Combined with superior fuel economy and the absence of a midlife change out, the DD16 delivers an enviably low total cost of ownership and maximum uptime.

This is all backed by our well-established and extensive national service and support network which, together with our highly skilled factory-trained technicians, means you can count on getting the right advice when you need it.

With Detroit, there’s no compromise.

> Daimler launches BEV speciality brand

The Daimler Truck group has launched a line of electric trucks in the US market under the new brand name RIZON. The RIZON brand and its vehicle offerings will be presented to the public for the first time at the Advanced Clean Transportation (ACT) Expo in Anaheim, California.

RIZON’s identity is rooted in the brand’s commitment to form a partnership with business owners as they shift to zeroemission transportation. In an official media release, Daimler Truck noted fleet owners and truck drivers will be comprehensively supported through an experienced dealership network offering a range of services that help deliver the seamless experience customers expect from Daimler Truck’s brands.

Consulting on AC and DC charging as well as telematics access will be available while flexible financing is provided by Daimler Truck Financial Services.

vehicles, ranging from 7.2 tonnes up to 8 tonnes gross vehicle weight, are able to run from 177-257 kms for L size variant with 3 battery packs) and 120-177 kms (for M size variant with 2 battery packs) on a single charge.

These trucks are ideally suited to a variety of applications such as dry vans, flatbeds, landscape dumps, and reefers. RIZON trucks incorporate advanced passive and active safety systems to help safeguard drivers, passengers, and the communities in which they operate. Daimler Truck safety technology such as Active Brake Assist and Active Side Guard Assist included will help secure the driver in stop-and-go traffic and congested urban areas.

RIZON trucks are capable of being charged by two types of battery charging systems, Level 2 AC Charging (J1772) and DC Fast Charging CCS1 compliant.

The RIZON brand will also carry a class-

distributed in the United States through an exclusive agreement with Velocity, an established name in the commercial vehicle industry with around 80 global outlets.

With sales consultants and technicians experienced in commercial e-mobility, Velocity touchpoints will serve as onestop-shops for customers interested in making the jump to electric trucks. Additionally, Velocity will be appointing dealers for RIZON in areas outside of Velocity’s footprint to provide a seamless network across the United States.

“The mobility industry is changing rapidly as legislation and customer initiatives focus the spotlight on zeroemissions commercial transportation,” Daimler Truck said in a statement.

“Incentive funding and tax credits in certain markets are also helping to ease fleets’ switching costs. As this dynamic new marketplace develops, RIZON

transportation landscape, Daimler Truck

RIZON is making its debut in Anaheim, California.

> Penske New Zealand opens new facility

Penske New Zealand has opened the doors of its brand-new Tauranga facility providing full retail sales, parts, and service support for the Western Star Trucks, MAN Truck & Bus, Dennis Eagle, mtu, and Detroit brands.

The purpose-built building comprises 2,548 m2 of workshop space, a 448 m2 parts warehouse, and 745 m2 of retail and office space. It also includes a drivers’ lounge.

Situated on 14,381 m2 of land, the state-of-the-art facility houses eleven 30-metre truck bays, three pre-delivery

inspection bays, a transport engineering workshop, a 30-metre drive-through wash bay, a full-length service pit, and two flush-mounted 24-metre tandem full vehicle hoists.

“Our team in Tauranga is very excited to be relocating to our new branch and welcoming our customers to a bespoke facility,” said Tim Geenty, branch manager – Tauranga, Penske New Zealand. “Our purpose-built infrastructure will allow us to deliver exceptional customer service now and into the future.”

Penske New Zealand country manager

Brent Warner added that the new branch formed a key part of the organisation’s future plans.

“Further to the opening of our brand-new Christchurch facility in 2019, with our new Tauranga site we are demonstrating our commitment to the New Zealand market and our customers,” he said.

“Penske New Zealand has bold growth plans, and our investment in our people and locations is integral to that.”

Penske New Zealand’s new facility is located at 115 Kaweroa Drive, Omanawa, Tauranga.

An artist’s impression of Penske’s Tauranga facility in New Zealand.

Lauren Pulitano is an executive leader with 15 years of experience in the transport industry at local, regional and global levels. As Vice President of UD Trucks Australia, Lauren is responsible for implementing the company’s Better Life vision.

RISING TO THE CHALLENGES

Right now, we’re witnessing the kind of transformation that hasn’t been seen since the shift from the horse-and-cart to motor vehicles, and it’s incredibly exciting to be asked to lead UD Trucks here in Australia during this time. Truck manufacturers around the world are racing ahead in areas such automation and electromobility, and UD Trucks is no exception. We’re innovating within a clearly-defined approach we call Better Life: better for logistics and for business, better for people and better for the planet. Through this roadmap we aim to be the clear leader in sustainability among the Japanese commercial truck manufacturers.

Now, sustainability is a word that everyone interprets differently. To us it means innovating to overcome the many challenges facing the logistics industry, such as driver shortages, increased delivery demand, resource depletion, carbon emissions and safety, all while also creating better workplaces for our people and supporting our communities. This year we launched our innovation roadmap Fujin & Raijin - Vision 2030, which aims to deliver a variety of smart logistics solutions, including fully-electric and autonomous trucks.

We’ve successfully trialled zeroemission vehicles in Japan and are making strides in automated vehicles by concentrating on confined and restricted areas, such as within factories and harbour zones.

Putting theory into practice, last year we concluded an agreement with

Kobe Steel to conduct autonomous driving trials at their Kakogawa steelworks. From the safety perspective, removing the driver from high-risk confined spaces would be a game changer for our industry. This leads to what I believe is the most important innovation of all: improved safety. The automotive industry has the clear objective of Vision Zero: a future with no injuries and no fatalities from road collisions, roads that are safe for all road users.

For decades we’ve accepted as a society the ‘road toll’ as an inevitable cost we have to pay—in human lives—for the many benefits that cars, trucks and buses provide. That’s just not an acceptable approach, and UD Trucks has a genuine commitment to our industry’s Vision Zero.

We’ve been studying crash reports in Australia and globally, and there’s a clear and disturbing trend: the proportion of serious crashes caused by human factors is increasing every year. In all, the majority of major crash losses were caused by inattention, speeding, poor positioning, poor following distances and fatigue.

The NTARC Major Accident Investigation report from 2022 confirmed this, showing that in Australia, speed and driver error caused 54.5 per cent of large loss crashes. Inattention as a cause increased to 15.4 per cent, making it bigger than fatigue and mechanical failure combined, while inadequate following distances made up 9.3 per cent.

We expect our drivers to pilot heavy vehicles in all manner of extremely

Lauren Pulitano

Amid all the excitement about EVs and autonomous vehicles, UD Trucks have kept focus on the most important innovation of all.

challenging environments and conditions, so if we’re going to prevent these accidents, we need to give them the tools for the job.

UD Trucks have made these statistics the basis for our focus areas in safety technology.

Targeting the 9.3 per cent of crashes caused by poor following distances is our Traffic Eye Adaptive Cruise Control system. It combines a camera and radar to maintain a set distance from the leading vehicle, all the way down to a complete standstill. We’re tackling the 16 per cent caused by inattention and fatigue with our new Driver Monitoring System—an in-cab camera that monitors driver posture and eye movements. If it detects a driver slouching or showing eye movements consistent with inattention or fatigue for example, it sounds and alarm and flashes warnings.

My personal favourite addresses the 11 per cent caused by poor vehicle positioning: it’s our Blind Spot Information System with Lane Change Support, or what I call our ‘vulnerable road users’ detection system. It mounts radars on both sides of the truck that can detect moving objects including cars, pedestrians, cyclists and more, up to an impressive 30 metres behind and 7 metres ahead.

Each of these advances is significant. Taken together, they can help to mitigate most of the human factors that cause accidents. That’s what I call a significant innovation.

When change is happening as quickly as it is now, it’s easy to get caught up in the excitement and lose sight of what really matters: people. Sometimes it’s the simple things – like the excellent visibility in our Quon model for example – that contribute every day to the safety of everyone working in and around a UD truck.

Our industry is facing a lot of challenges, but from challenge comes opportunity to innovate, and create to ultimately make a Better Life for all.

If UD’s history has shown us nothing else, it is that we thrive in the face of challenges and change. Because, what if we were to challenge back?

UD Quon tipper.

TAKING CARE OF BUSIN

Two significant years have unfurled at Mondiale VGL following the merger in 2021 of VISA Global Logistics and Mondiale Freight Services. That merger catapulted the new company, known now as Mondiale VGL, into the world’s top 30 freight forwarding services and has supported other key developments, namely the acquisition of

Customs Agency Services (CAS) in South Australia. As the company continues to build a global supply chain operation with roots firmly in the Asia Pacific region, growth by acquisition remains a crucial part of its strategy to build scale into the business. The acquisition of CAS will historically be looked back on as having helped the group achieve this very objective while consolidating

its national footprint in the Australasian market.

The company also boasts an extensive road transport and wharf cartage division. Mondiale VGL currently operates 135 prime movers, 480 pieces of trailing equipment and several rigids across the national network in Australia. Scania Australia has been a major supply partner since 2017 and the relationship

As it grows in prominence as a container cartage provider, freight forwarder Mondiale VGL, is taking an assiduous approach to its modern truck fleet, the vast majority of which is now Euro VI compliant.

ESS

is set to deepen with an upcoming order of 44 vehicles, the first of which have recently arrived.

Four new Scania R 590s have been delivered with the remainder, according to Mondiale VGL National Fleet Manager, Rory Gerhardt, to be drip-fed into the fleet over the next 12 months.

“Obviously delays have inhibited manufacturing worldwide and shipping, but these new vehicles make up part of a replacement program that is underway in perpetuity,” he says. “Another big thing that we pride ourselves on is having the most modern waterfront

fleet. A majority of our fleet now is Euro VI and by about this time next year it will be 100 per cent Scania with regard to all prime movers.”

He adds, “When I’m talking prime movers it’s predominantly Scania.”

The Scanias in the fleet are run for seven years all under fully maintained contracts. There are 91 units at present. The latest additions, which include new trucks from Scania’s updated V8 range and new Super 13-litre powertrain lineup, are replacing outgoing MAN and Mercedes-Benz units. Fleet operations are shaped according

to back to base movements before freight is transported to third parties. Linehaul scarcely accounts for less than 2.0 per cent of road container movements. There are, however, longer routes the prime movers are infrequently dispatched such as Melbourne to Sydney and Sydney to Brisbane. Some work originating in metro areas also gets hauled to places like Bathurst, Toowoomba and Bundaberg.

High productivity container movements are, for this wharf cartage specialist, the name of the game. Well over 400 of its trailers are approved for Performance-

Based Standards. Recently eight quad sideloaders, two quad ramps and six more quad retractables have been ordered. These will be the latest high productivity vehicles to come online later this year. The fleet has made wide use of what it calls a ‘stag set’, whereby a 40-foot container up front connects through the chassis rail with a 20-foot box at the rear, providing better weight distribution. Mondiale VGL has more recently, however, pioneered a new quad ramp that is proving transformative on the wharf.

“We’re at the forefront,” says Rory. “I don’t believe anybody in Australia has these particular style quad ramps.”

It’s a drop deck trailer with a full ramp on the back of a quad axle with the capacity to carry over 30-tonne bulk and overheight boxes. There’s another advantage, too. Forklifts can drive directly onto the trailer unload a container and drive off due to the unique ramp and pop-up deck design that forms part of the quad ramp. This equipment is built by Vawdrey and MaxiTrans. Mondiale VGL presently has three of these units spread across different sites on the eastern seaboard with a further two more on order.

“This is an uncommon leading edge vehicle in Australia,” says Rory. “We’re one of the market leaders in that application.”

There’s roughly 21 A-doubles in the fleet and 60 ‘Super B’ sets which includes quad quad supers and quad tri supers. Vehicles from the Scania V8 range including new R 590s are responsible for pulling these combinations. “At least 80 per cent of our assets are HPV vehicles or on the PBS network,” says Rory. “Without our high productivity vehicles, we would basically shut the doors for transport.”

Having a modern and safe fleet is a priority when it comes to ordering vehicles. Mondiale VGL therefore demands the best and gets it. Everything is high spec. All wheels are alloys. Every safety function offered by original equipment partners is chosen. The new Scania units come equipped with an Area View HD 360° camera system that features four wide-angle 720p HD

cameras that work together to cover the front, rear and sides of the vehicle, enabling visibility in every direction. Wharf cartage means short trips through traffic with other trucks. Side detection, in which the LEDs in the A-pillars light up to alert the driver should they find themselves in a risky situation, are part of the package. There’s also an electronic stability program, adaptive cruise control and side curtain airbags.

“You name it, it’s got it,” says Rory. “There’s not many boxes that aren’t ticked when we order a Scania.”

Mondiale VGL has specified Scania add a factory configured auxiliary air conditioner bolted to the side of the cab. Long hours of idling are a necessary evil when waiting at customer sites for drop swaps. About 42 per cent of time in fact.

“As you can imagine while off wharf waiting for boxes, we’re looking to shut off the engine where we can and that’s the reason for the auxiliary battery powered air conditioner,” explains Rory. “It’s hopefully going to save us a lot of money around just fuel burn let alone wear and tear on engines.”

Rory attended a Scania customer drive day held this past February in Anglesea. At the event he drove a litany of Scania vehicles set up with different loads and applications. Scania comfort, according to Rory, who notes the plush layout of the dash and the quiet cab interior, has been enhanced again.

“The truck smarts of the technology and the driver assistance makes it a pleasure to drive,” he says. “How it knows what gears to select. There’s none of that old school jerk and clunk and drop three gears and pick up two gears. Operation is seamless.”

Rory was particularly taken aback by the Super 560hp 13-litre Scania. The capabilities of the new inline six and its responsive G33CM transmission, have left an indelible impression.

“Even compared to the bigger vehicles on offer, these new 560s are a surprise packet,” he says. “When you’re pulling big weights, everyone expects that you’ve got to have the highest horsepower possible but the V8 590s and especially those 560s are very impressive

pieces of equipment.”

Adapting to the vagaries of a volatile supply chain has made planning capital expenditure a different beast. Capital expenditure approval, which now goes through the board following the merger, must be proposed 24 months out from anticipated delivery.

“It’s certainly made it harder to manage because it’s hard to know what we’re doing next month, let alone what we’re going to be in two years’ time,” explains Rory. “But we have worked very hard on understanding what our model is, what sort of contracts we signed, the type of

customers we’ve got on board and which way the business is heading.” Heavy boxes, as customers try to maximise their containers, are a decisive factor of logistics these days. Weighing over 30 tonnes, the heavier containers can make demands of a fleet and the only mode of ensuring untrammelled movements is to have suitable equipment, ready to go. The Scania V8s and the quad quad combinations have been acquired knowing that they can shoulder the customer requirements around heavier containers coming into the country.

Mondiale VGL’s recent growth has established solid strategic and financial foundations. Current and expected market dynamics have created further opportunity to scale and the business is fully focused on continuing its expansion journey to enhance the customer offering according to Ray Meade, Mondiale VGL Group CEO.

“Today, we are seeing clear evidence

of the advantages that the merger and acquisition of CAS have delivered through increased international trade lane access, enhanced technology and sustainability initiatives, and the achievement of the growth milestones we mapped at the outset,” says Ray. “While the sector faces ongoing pressure, our united volumes, long-term relationships with carriers and suppliers, and combined

40 years of industry knowledge have enabled us to solve complex supply chain issues and provide increased commercial value to customers.”

A key factor powering this continuity over the last two years has been the way its people have come together and embraced the merger according to Ray.

“We’re thrilled to watch them grow their careers within a global organisation and

have made several senior appointments to support our expansion ambitions,” he says. “Mondiale VGL’s recent growth has established solid strategic and financial foundations. Current and expected market dynamics create further opportunity to scale and we are fully focused on continuing our expansion journey to enhance our customer offering.”

Scania V8 R 590 in Brisbane.

BACK FROM THE BRINK

Two brothers from country Victoria have revolutionised the family business using Hino trucks as a fundamental link to success.

Wangaratta in northern country Victoria seems an unlikely location to operate a successful furniture import and retail business, but that’s exactly what the McPhail family does. The COVID pandemic created a lot of angst for many businesses throughout the world and initially had a disastrous impact on the McPhail family operation, to the point that brothers Casey and Taylor McPhail actually considered closing down and going into the firewood business. Fortuitously, they also realised the unique circumstances brought about by COVID lockdowns presented a once in a generation opportunity for them to expand their business by capitalising on the power

of the internet. Although the physical furniture store had been increasing in size for some time, the decision to parallel that growth with a stronger online presence exponentially opened up the level of enquiries which were subsequently converted into sales. Obviously, McPhails wasn’t alone in this so the brothers focused on providing a unique selling proposition by offering a flat rate fee of $59 per delivery to an area stretching from Queensland’s Sunshine Coast to Adelaide as well as all of Victoria and New South Wales and the Australian Capital Territory. In order to provide this level of service at such an attractive rate McPhail’s operates its own fleet of Hino trucks including an increasing number of 500

Series supported by a pair of 300 Series pantechs which are mainly used for local deliveries in the Wangaratta area. The rapid growth of the business over the past four years has led to the inhouse transport division expanding to accommodate the inwards deliveries of up to 500 containers each year, mostly from Malaysia, India, Vietnam and China via the Port of Melbourne. To meet this part of the demand McPhail’s now have their own prime mover and two skel trailers and recently took delivery of a Freighter drop deck curtainsider. The investment into the heavier side of the transport operation is offset by the reduction in container fees by being able to achieve timely returns of empty containers. Future

plans include running containers using an A-double configuration between Melbourne and Wangaratta.

Although Hino would normally be the preferred brand for McPhail’s when looking to acquire their own prime mover, supply issues for the brand during 2022 were a factor in the decision to take delivery of a FM Volvo which became available when another local transport company cancelled the order and McPhails were able to acquire the production line slot. The rapid growth of the operation and the requirement to hold suitable levels of stock led to the situation of using 22 separate leased or owned warehouses scattered throughout Wangaratta’s industrial precincts. To address the

need for a centralised distribution centre McPhails has constructed a bespoke 8,000 square metre facility with all-weather receiving docks as well as despatch docks which have been specifically designed to suit the Hino rigids. Casey and Taylor are already looking at doubling the size of the distribution centre in order to have more furniture stock on hand and ready for delivery.

Australia has experienced a number of shortages over the past few years, not the least of which had been difficulty in sourcing wooden pallets. To address this, and to reduce operating costs by eliminating pallet hire fees, McPhails has its own single- and double-pallets manufactured.

“During COVID we’d get enquiries about where we delivered to and we just said ‘yes’ to everything,” says Casey. “People would see our trucks around, so we generated more sales and more deliveries.”

The brothers found they were performing many of the deliveries themselves and all of the sales staff have been encouraged to obtain their heavy vehicle licences which assists with operational flexibility.

As the sales situation snowballed the drivers began posting images on social media of the trucks in various locations such as Parliament House in Canberra, under the Sydney Harbour Bridge, or with Melbourne’s Southern Cross Station as a backdrop to demonstrate

Taylor McPhail in a new Hino.

how the company ventured further from its home base.

“It helped build trust and belief in our brand,” says Taylor.

Social media has become an important component of the company’s operations and McPhails have resisted suggestions to install ‘auto reply’ buttons which would cancel the opportunity for their

sales team to diagnose the needs of a customer and to provide them with the best solution to their furniture requirements. Strategically located billboards on major routes are also beginning to drive enquiries and the always clean presentation of the trucks sees them also in the role as mobile billboards.

given McPhails the flexibility to grow their business by providing a level of service probably not possible if using a third-party transport operation. The trucks are not treated as profit centres but rather as key elements in the overall operation with customer service enhanced by having reliable late model trucks which are always well presented. The furniture pieces they sell are not of the cheap flat pack variety and McPhail’s recognise the level of quality of the furniture items they sell is as important as their service.

“We deal with around ten factories making our timber furniture through a designing and quality assurance company and we decide we want

“During COVID we’d get enquiries about where we delivered to and we just said ‘yes’ to everything,” says Casey. “People would see our trucks around, so we generated more sales and more deliveries.”

Taylor McPhail McPhails

Furniture

Casey and Taylor McPhail run a furniture business out of Wangaratta and Shepparton in Victoria.

“They draw it all up, get the price, and handle all the packaging so we are able to cut out the distributor and wholesaler steps.”

The current business is not restricted to being internet driven and the expansive showroom in Wangaratta sees many visitors, some of whom drive from hundreds of kilometers away to experience and select their furniture items first-hand.

The business has come a long way from when Casey and Taylor’s late father Keith McPhail began doing removalist work in the 1960s and he found many people didn’t want to take excess furniture with them when they relocated. Rather than scrapping

these items he used his auctioneering expertise from when he had been a stock agent to hold monthly auctions at the original warehouse located where today’s modern retail shop stands.

As he progressed to selling new furniture Keith purchased his first Hino truck in the mid-eighties to transport furniture from Melbourne and the Hino brand has been the backbone of the transport operation ever since.

A 15,000-litre modular diesel fuelling facility has been installed and some of the Hinos have extra tanks fitted to negate the need to refuel on the road. The longer distance multiple-drop trips contribute to offsetting the costs of running the trucks and drivers. On

a long run each truck may hold up to $50,000 retail value of furniture.

“We’ll often have up to 15 drops per load,” says Casey.

The $59 delivery fee is not discounted simply because the trucks are going to a particular area.

“If we aren’t running to somewhere like Adelaide we wouldn’t have those sales, anyway,” says Taylor.

Because their parents appreciated the power of advertising, in the past both Casey and Taylor appeared in television commercials aired locally.

As a six-year old, Taylor delivered what became the company’s enduring catchcry: “Of course we do deliver!”

Almost 30 years later, that remains at the core of the family business.

MACK RETURN OF THE

The arrival of a new Mack Anthem, and with more units to come, suggests Port Kembla-headquartered fuel haul transporter, Kel Campbell, is returning to its roots.

New Mack Anthem fuel tanker near Port Kembla.

MACK

Family-owned fuel distributor, Kel Campbell launched its operations in 1984 with a 1971 Mack R600. Another eight Macks followed in the ‘90s as the New South Wales fleet came to prominence. Based out of Port Kembla, the transport operation is an arm of Campbell Petroleum Distributors that takes pride in servicing the Illawara, Shoalhaven, Eurobodalla, Eden Monaro, Bombala, Cooma, ACT, Goulburn, Yass and Southern Highlands regions. Company remit is straightforward: to

combine world-class fuel and lubricants with reliable distribution across a wide network.

Powering Kel Campbell’s operations are a range of vehicles to suit all delivery requirements from large industry, transport and retail sites to small farm deliveries. In addition to offering equipment analysis and recommendations for products best suited to makes and models of machinery, Kel Campbell has a range of its vehicles fitted with pumping gear for above ground deliveries as well.

After experiencing a recent period of growth throughout the business it was obvious that Kel Campbell needed another prime mover to keep up with its expanded operations. Owner, Tim Campbell, was in the market for a solution. And it was after purchasing a 2021 Volvo FM11 8x4 from Southern Truck Centre in Wollongong, that he was introduced to the current Mack generation.

“We decided to have a look due to COVID truck availabilities,” he says.

“The supply chain went haywire so to

speak, and Mack being manufactured in Australia showed us some benefits. They had a shorter lead time to some other providers, and compared to other trucks that are designed for pulling a single trailer, I think the Anthem’s power for its price point is exceptional.”

That made the Anthem, according to Tim, the perfect fit.

“Availability was key, but also that it’s fit for purpose for the fuel industry,” he says. “With the electronics and the weight of the prime mover, it has specifically suited itself to fuel industry short haul applications. This is where Mack is excelling. So, there’s other vehicles that we rule out for this application because they don’t meet those criteria.”

Tim says Mack’s involvement with Volvo has led to a series of technological advancements of incab electronics that are required for fuel industry contracts. For example,

Mack’s new electrical architecture brings the Anthem Predictive Cruise Control to record topographic data to optimise driveline performance and reduce fuel consumption. Crucial, especially when movements are often across the Southern Highlands and Illawarra Escarpment. What’s more, an integrated Bendix Wingman Fusion active safety system is standard in the Anthem to provide adaptive cruise control, blind spot alerts, autonomous braking and roll stability. Due to these advancements, Tim is a firm believer the Mack Anthem is now suitable for Kel Campbell’s particular style of work. So, a unit was imported to Southern Truck Centre from another dealership for Kel Campbell to take home.

Four months down the road with over 40,000 kilometres under its belt, the Anthem is being used for return to base short haul to and from Wollongong. It travels along a series of uphill and windy

roads in Sydney along the south coast and as far as Bega to do deliveries carting a 45,000-litre tri-axle trailer.

With the majority of the fleet being Kenworths, Kel Campbell’s Logistics Manager, Daniel Bujnowicz, was concerned on how a Mack would take to a single trailer at HML weights over the south coast terrain. But after seeing how well the Anthem has performed since it arrived, he says there was nothing to worry about.

“We weren’t sure what to expect, but it’s outdone all of the expectations for both Tim and myself, it really has,” he says.

“And there’s been nothing but positive feedback from the driver group, they reckon it handles great. We double-shift our trucks six to seven days a week, so they don’t stop. So far it has not given us any issues whatsoever, nothing at all. It’s been fantastic.”

The Anthem is powered by a 13-litre Euro 5 MP8 engine which offers 535

Daniel Bujnowicz.

horsepower and 1655 to 1920lb-ft of torque. The 12-speed Automated Manual Transmission (AMT), known for maximising driver comfort, payload and fuel economy, has become a favourite feature among Kel Campbell’s drivers. “They reckon it drives perfectly straight, handles well and is very comfortable,” Daniel says. “I’ve had four different drivers test it down the south coast – a real windy, hilly and unstable type of road hard on both the driver and the truck. But they loved the stability of it. They reckon it handles really well. I think the comfort, horsepower and the gearbox were all surprises to them as well.”

Daniel compares the Anthem to his use of Macks earlier in his career.

“I drove CH Macks years ago for another fuel company, and they’ve come a long way since then,” he says. “You couldn’t break the old ones back in the day, but they were rough as. But the new style is

basically like a European truck, and it actually looks the part as well. You can tell what it is when it’s coming towards you, that’s for sure.”

With a striking exterior designed for aerodynamic efficiency by having less seams and closed gaps between the panels and 1.8 metres of headroom in the cockpit (2.1 metres in the sleeper compartment), Tim says the Mack Anthem is ergonomically correct for the drivers inside. And, with the new Anthem delivering on all of Kel Campbell’s needs and more, the fleet has already placed an order for a second one.

“We were very happy with the first one, so it will be used for exactly the same thing,” Tim says. “We are still growing, and we realised we needed to get more

trucks on the road quickly. Southern Truck Centre’s Sales Manager, Jarrod Smith, made some build slots available in a timely manner that made it extremely advantageous for us to jump on that. So that made it possible for us to grow the fleet with new equipment rather than hanging onto old stuff.” There doesn’t seem to be an end in sight for new Macks in the fleet beyond this order, as Tim confirms he is planning to further increase the presence of the Anthem in the fleet going forward.

“We’ll definitely consider them again, for the exact same purpose of what we’ve bought these other two for,” he says. “The drivers love driving this Mack compared to some other vehicles we have in the fleet, and I see no reason why we won’t continue to buy them.”

FACTS THE COLD HARD

Concerns for their drivers led Simon and Anna-Lisa Frazer to reimagine their business.

His early working life as a butcher laid the foundations for Simon Frazer as he has transitioned from his first modest one person operation into being a sizeable player in cold storage facilities and associated refrigerated road transport. After he left butchering, Simon started selling packaging to businesses such as bakeries and cafes and was surprised at the low levels of fresh food, because as a butcher he was used to everything being fresh, yet many of the bakeries he visited relied on frozen and imported mass produced items. He realised an opportunity to start his own business and bought his first refrigerated truck, a Toyota Dyna, and started buying and selling gourmet foods in and around the Wangaratta area. As that business expanded, he found himself travelling frequently to Melbourne to source more food items and eventually built up a refrigerated transport operation which he sold to a national operator around 20 years ago.

“I got out of the game for a while and bought an ENZED hydraulic hose franchise,” Simon says. “But I’ve always had a love for cool rooms so I built a little one and that worked, then built a bigger one and that worked, too.”

Today Link Cold Storage and Transport operates from its own modern cold storage facility at Wangaratta where a diverse range of items are kept in temperature controlled environments for an expanding group of clients including major supermarket chains. The onsite blast freezer has the capability to freeze 28 tonnes of food overnight.

Simon started out using sub-contractors

to perform the transport tasks associated with his cold store facility but found when occasional periods of extra demand had to be met the contractors were reluctant to acquire the additional trucks required. So Simon decided to set up his own trucks again.

“I bought my first Volvo from CMV in Wodonga and we have had a great partnership with them ever since,” he says. Trucks are normally replaced at the half million kilometre mark but the extended delivery times for new trucks over the past couple of years has seen a couple nudge 570,000 kilometres. Two new ‘Imported Quick Spec’, commonly referred to “Euro spec”, fully imported Volvo prime movers have recently joined the fleet with a third to follow shortly.

“They aren’t my builds and you have to take what you can get but I am super impressed with them, especially the fuel economy we are getting,” says Simon. “We only run single trailers and they suit what we do.”

For 15 years Link performed the transport of hanging carcass meat six nights a week, and up to five or six loads a night. Although this segment of the business was profitable, Simon became concerned about the effects it may have been having on his drivers.

“In August 2022, I decided we weren’t doing it anymore,” he says. “We were getting good money but struggled with staff retention due to night work.” In response, Simon approached his biggest client in their hanging meat segment,

Simon Frazer.

“We were concerned about factors such as sleep apnoea, and we looked at driver retention as well as their moods and how that affects their weekends with their families,” he says. “My wife Anna-Lisa has a medical background, so we did a lot of homework on it and although we had experienced no injuries we felt the situation just wasn’t right.”

Operating in this specialised sector can be a problem because a truck with a load of hanging meat is stuck until it can be loaded or unloaded.

“You can’t do it yourself,” says Simon. “Unlike general freight you can’t run another truck out, take a couple of pallets off, leave them out and go. You’re stuck. We had great drivers and although it was only a two and a half hour drive each way, by the time they loaded, drove, unloaded and got back it could be a 16-hour day including breaks.”

Worried about what it was doing to the drivers’ mental health as well as the operations staff who needed to be near the phone at night, the Frazers made a

it so if they weren’t going to come to the party with different times we were going to jump. And we did,” Simon recalls. “We called it and we walked. We lost 28 per cent of our income, overnight.”

It was a big call to make, but Simon had the confidence to believe it would take three months to get back to the same level of income.

“But it only took us three weeks because we had capacity,” he notes. “We knew we had to set ourselves up better and to have the capacity to look primarily after the customers we have, and also where we wanted to be in the business, and it wasn’t doing nights.”

No longer having to worry about the hanging meat industry, the Link interstate trucks now leave within a timeframe where they all get in to their destinations by 11pm and go to bed. The first time slot is 8.30am the next morning, so on weekends when the drivers go home to their families they have similar sleep patterns to those they experience during their working week.

“Since we’ve done it I honestly don’t think we’ve had a driver quit,” says Simon.

back easily in a day. We were going to open a depot there years ago because we do a lot into Melbourne but it’s just as easy running them out of here and we can have a great facility like we have now. For us it just ticks so many boxes.”

Sydney is six hours away meaning drivers can leave by 6.00pm and be resting in Sydney by midnight. Similarly, a driver travelling to Adelaide leaving at 10.00am has plenty of time to get there by 10.00pm and go to bed.

Meanwhile, the Link cold storage infrastructure continues to develop and plans are in place to double capacity by the end of 2023.

Utilising quality equipment such as Volvo trucks and FTE trailers equipped with Carrier refrigeration units has enabled Link Cold Storage and Transport to thrive. With that comes leverage and the ability to control its destiny. It’s now in a position to make tough decisions and handle the consequences.

“All doing it here in the country,” says Simon with justifiable pride.

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HISTORY IN THE MAKING

Ever since it purchased a new Isuzu NLR 45-150, niche commercial enterprise, Trubild, has undergone a major period of growth and enjoyed various achievements, not to mention won an award.

The South Australian Government defines a State Heritage Area as a “clearly defined region with outstanding natural or cultural elements significant to South Australia’s development and identity”. These could include early or significant settlements, towns or suburbs of heritage value, or natural landscapes, which are all notable for their “distinct heritage character”. These structures, spaces, and landscapes in SA – 17 of them in fact – are all protected under legislation by the Government. Reflecting heritage values of importance to all South Australians, some popular examples are Arckaringa Hills, Belair National Park, Moonta Mines and Mount Gambier Cave Gardens. Though Ashford House, located in the Adelaide suburb of Ashford, South Australia, is among the oldest of them all.

Ashford House was originally built in 1838 by Dr Charles Everard, with the building in its current form completed in 1882. Behind the house even today lie the remains of an old gum tree which was in place when Everard arrived almost 200 years ago.

It’s on treasured sites like these that Adelaide business, Trubild truly thrives. Since establishing in 1998, the SA-based company has cemented its legacy by providing solutions for an extremely wide variety of challenging tasks.

The company focuses on specialised market works in the commercial sector,

primarily in weighbridges, concrete silo repairs and similar operations. This is one side of its operations, however. Another niche for Trubild carves out ongoing business from stonework and brickwork for renovations on heritage listed buildings.

While Trubild is run by Managing Director, Adrian Krollig, a small but highly trained team of five workers means he is often out on the frontlines by their side. On any given day, he says, he could be on site or even taking care of the paperwork.

“I just sort of fell into this line of work in the early ‘90s,” he says. “My day typically includes being out on site with the guys setting out and measuring, supervising or even just getting my

hands dirty. Then in the evenings I’ll be doing a bit of administration, a bit of quoting and that sort of thing. That’s how it’s been for almost 30 years since we started.”

By doing the odd renovation in spaces which house significant heritage value to SA and the entire nation, Trubild has proven that it can apply the brick and stonework techniques to refurbish old buildings in an era-appropriate manner. “Most of these buildings are well over a century old,” Adrian says. “Residences of all the old officials and other old houses, people love to see them brought back to life, but you have to use all the old techniques. There’s legislation saying it all needs to be done in a certain way. It’s not easy.”

Trubild has become one of the very few businesses that can specialise in building and reconstructing these unusual and bespoke structures in South Australia. That makes it essential the fleet is across a whole range of skills and applications. “We generally contract out to one of the major builders, like a company called Marshall and Brougham here in Adelaide, and they seem to have the ins to getting into this work,” Adrian says. “Then we go along and contract the stonework, plastering, masonry and the work frames.”

Thus, the relationship with Isuzu started through its concrete pump truck when Adrian took the pump to Northeast Isuzu and asked them to put a truck under it. Having already purchased Isuzus back in

the early ‘90s, Adrian knew he could rely on them this time a gain.

“That’s exactly what they did,” he says. “I must say they did it very well. I knew they’d look after me because they’ve always been so reliable for us.”

The net result was an NLR 45-150 fitted out with a genuine Isuzu bullbar with the concrete pump on the back. Given the many different applications it is used for, in a variety of operating conditions, the Isuzu, with its agility in and out of awkward spots and appropriate responsive power is considered a nearperfect truck.

“We bought it around two and a half years ago and since then it’s just primarily been very reliable for me,” Adrian says.

Trubild Managing Director Adrian Krollig.

Along with the load on the tray that can be weighed up to the 4.5-tonne Gross Combined Mass (GCM), the latest generation NLR now has up to a 4.0-tonne towing capacity, meaning it can cart huge amounts of equipment when it comes to building weigh bridges. The NLR also has a Gross Vehicle Mass (GVM) of 4,500kg, which means it can be driven on a standard car licence, running at 110kW at 2,800rpm and 375Nm at 1,600 – 2,800rpm. Attached to the engine is the NLR’s Automatic Manual Transmission (AMT), with both clutchless manual and fully automatic operation modes available. The NLR’s active safety features include Isuzu Electronic Stability Control (IESC), Anti-Skid Regulator (ASR), traction control and Anti-lock Braking (ABS). Passive safety features include driver and front passenger air bags, driver and front left hand passenger seatbelt pretensioners, an ECE-R29 cab with side anti-intrusion beams, overhead

self-restraint netting and door-mounted cornering lamps.

In terms of the vehicle’s general features, the NLR gets heavy duty anti-slip steps underneath 90-degree opening internally reinforced front doors. Bolted to them are heated and powered exterior main mirrors with adjustable convex ‘spot mirrors’ as well.

Inside the cabin, a driver’s bucket seat is equipped with mechanical suspension and weight adjustment to 130kg accompanied by a passenger bench seat with two seat capacity. Storage is handy with an overhead shelf, twin cup holders and front door pockets.

Front and centre, the MyISUZU COPILOT audio visual unit measures in at 10.1 inches with 1080p High Definition and capacitive touch. The multimedia unit is Android Auto/Apple CarPlay compatible, with Wi-Fi connectivity and 32GB of internal storage capacity. Following Adrian’s purchase of the NLR 45-150, Trubild was one of six

trade businesses to have their names plastered across giant billboards in their respective capital cities last year –as part of Isuzu’s 50th anniversary of operation in Australia. To enter the competition, Isuzu owners had to come up with a slogan for their billboard celebrating the reliability of Isuzu Trucks, by describing how Isuzu Trucks has helped them in their business and upload an image of their Isuzu truck.

The eventual slogan for Trubild, “We’re celebrating reliability by getting from A to B every time”, found favour with the Isuzu judges.

A to B for Trubild is quite often moving between beautiful, historic properties that have been recognised by the nation for their ongoing cultural relevance. These tasks for which the business is responsible, are much more than just jobs but artefacts of great value that will last for generations to come. Isuzu’s customers court a not dissimilar longevity.

HOME RUN

Bruce Andersen, who delivers fuel from Brisbane to Hervey Bay, where he is based, up to six days a week, is a firm advocate of the product having had ample time to evaluate its performance. Evaluation has taken place on the 600km round trip he runs, fully loaded one way through both hilly and flat terrain and on roads, following unseasonal rains, of varying condition.

In some instances, Anderson is better off by as much as 50 litres per day when compared to some of his peers who are consuming 240 litres per day. Andersen’s Euro 6 DAF CF450 FTT is consistently sitting around the 195-litre mark per trip. It’s no small thing given the cost of diesel at present. In fuel costs alone it represents a savings of $1620 per month ($20K a year).

“It’s quite a surprise as DAFs weren’t even on my radar to buy when I was looking for a truck,” says Bruce.

The search for a new truck came at the height of supply upheavals for many OEMs including Kenworth, who he first approached when wait times for a build slot were 18 months. This fuel haul spec 6×4 bogie drive DAF CF450 vehicle was delivered through Matt King at Brown and Hurley Caboolture. It features a Traxon 12-speed automated transmission paired with an MX11 engine.

The DAF is currently delivering 3.1 km to the litre (average fuel burn). On the return leg Andersen always runs full. The terrain especially between Maryborough and Gympie and sections near Cooroy are challenging with steeper grades and requires frequent speed changes in the locations where he encounters road works. A proposed Gympie bypass can’t come soon enough.

“We’re on and off the gas a lot because of the speed changes that are enforced,” says Bruce. “The roads that we drive on right now, particularly between Hervey Bay and Gympie are just atrocious. They’re really busted up bad from the rains that we’ve had in the last couple of years. The truck is very good in handling those conditions.

“I’m really surprised how comfortable the truck is to drive.”

Andersen’s DAF CF450 is rated to 60 tonnes. Loading to approximately 43 tonnes, weight is distributed to 6.5t on the steer axle, 16.5t on the drive and 20t on the tri-axle.

Because the tare weight of the vehicle was so much lighter, he determined, after reading the legislation, that he could increase the weight on the steer by a further 500kg. So he proceeded to move the JOST turntable an extra 250mm forward from the original 100mm to facilitate this. It now sits 350mm forward of the centreline and according to Andersen handles, despite the extra half tonne on the steer, very well.

“I shifted the turntable numerous times to get the load spread right and once I got it into its final position, and we got the axle loadings right that’s when I knew it was going to work out,” Bruce explains.

“I’m actually getting slightly more litres on board than some of the guys on mass management.”

Andersen also dropped the cab mounted aero foil down to keep it in a symmetric line with the trailer. It was originally too high in his estimation, so he modified the brackets to make it fit the way he envisioned it.

“When I got home on the weekend, I took the struts out and rested it down on some rags on the roof and it looked much better,” he says. “It’s the perfect height for the barrel of the tanker and so I modified the brackets and cut them off so they would fit and in the first few weeks it was even better on fuel.”

Fifteen litres to the better every day according to Bruce.

“Even when I get back after a trip on a full ride and I’ve gone through the hilly section it still hasn’t moved off 3.1 to the litre,” he says. “It’s made a huge advantage on the fuel consumption.”

Before all of this had taken place Andersen, while up in north-western Queensland was talking to a Kenworth tanker operator he respected. He mentioned he was

planning on purchasing a DAF. To his surprise, the Kenworth diehard told him he knew of a few guys who had stepped out of Kenworths into DAFS who had been immediately impressed by their driveability and comfort.

It helped, if anything, to validate his decision to return to truck driving after an eight-year hiatus working as a territory sales manager travelling around the state. Driving a truck, where he might only be away for one night now, allows him to spend more time at home where one of his children has not been well.

Previously to this latest stint he had driven a Volvo, an IVECO and before that an International.

“When I was getting my MC licence many years’ back, I distinctly remember a guy saying with transport everyone’s on the same sort of pay pretty much per kilometre,” Bruce recalls. “The only extra money you’re going to get out of transport is in the planning on how you can save it. That always stuck with me.”

He also sings the praises of Salesman Matt King from award-winning dealership, Brown and Hurley Caboolture.

“He’s been unbelievable,” says Bruce. “Any follow up queries I have needed to make about the truck he helps me to understand all the nuances of the vehicle.”

In striving to find those extra gains Bruce needed aftersales support. He threw a lot of crunched numbers at Matt who was more than equal to the task.

“I’ve probably just about worn him out throwing all my sums at him with regard to tare weights because I didn’t want to go onto mass management,” Bruce says. “The aftersales support has been second to none.”

Andersen even pocket-dialled Matt on a weekend and he returned the call shortly after.

“That’s how committed to the brand he is — he’s very obliging,” adds Bruce. “Having come from sales myself the relationship to the customer is paramount. He embodies that.”

A new DAF CF450 has left Bruce Andersen, a Queensland owner-operator, with little to no doubt as to the advantages it brings his business..

CREDITS ROLL THE

The suggestion by the Grattan Institute to abolish, or even halve, the Fuel Tax Credit available to road transport operators created universal condemnation from operators and industry associations who argued that the costs would have to be passed on eventually to consumers which would have a negative result for the Australian economy by adding to the pressure of rising inflation. Thankfully the Federal Government rejected the suggestion but there are some problems which won’t go away as simply, and reform is inevitable. The scheme used to fund Australia’s roads through the application of a diesel fuel excise was once described by economist Chris Richardson as a “good tax”, but there are clouds on the horizon. The expansion of electric and hydrogen powered commercial vehicles is obviously going to lead to a reduction in the amount of Road User Charge (RUC) which is currently remitted to the Commonwealth as fuel excise. Our ageing population and the increase in the use of ride share services will lead, over time, to a significant reduction in private vehicle ownership and consequently the revenue derived from the vehicle registration fees charged by the states. The existing system reflects government expenditure that has already

occurred and seeks revenue to recompense the expenditure made on establishing new, and maintaining existing, roads infrastructure. RUC reflects money spent by the states and territories on roads, but not necessarily according to the actual needs, desires and wishes of the people who use the roads. It’s described as a “rearwards looking” system yet industry has no voice and is just expected to pick up what it has been dealt, often with political overtones. Expenditure on roads is reported to the National Transport Commission (NTC) on a yearly basis by state and territory road agencies based on what they have spent during the previous year. The NTC then allocates these costs between light and heavy vehicles using a cost allocation formula which in 2021-22 saw an allocation to heavy vehicles of 46.2 per cent of the expenditure on road rehabilitation and pavement improvements, the logic being that wear on the pavement surfaces is caused more by heavy vehicles than light vehicles.

“Based on that cost base we traditionally set the combination of yearly registration charges and a RUC on each litre of diesel that effectively should cover the Heavy Vehicle cost base over time,” says Ramon Staheli, Head of Economics at the National

Transport Commission. “In recent years there have been departures from that. There was a time where revenue was higher than the cost base.”

Dr Sarah Jones has formerly held senior roles at Toll Group, the National Transport Commission and the Western Australian Department of Transport.

“I describe the way our investment system works as Byzantine,” she told delegates at Trucking Australia in March. “You almost have to sit down and really devilishly think about something as impractical as what we have. For example, 77 per cent of Australia’s roads are owned and managed by local councils. Local councils spend 20 per cent of the road revenue in Australia. They can raise 3.6 per cent of that funding through tax, so where does the rest of it come from? (The answer is) a really complicated and fragmented grant system which operates between the Commonwealth and councils, and the states and the Commonwealth, with actually no central oversight. Isn’t that bizarre? Can you imagine that happening in rail or maritime or aviation?”

For all its faults, until now the system has worked reasonably well with revenue and expenditure facilitating ever-increasing investments in new roads as well as the

The Federal Government currently raises around $13.7 billion a year from fuel excise on both petrol and diesel but electrification needs to bring about a paradigm change.

funds necessary to maintain them as well as existing infrastructure.

“I think that an effective and resilient and sustainable model for the future actually needs to beef up the system as a whole rather than its component parts.” says Sarah.

A revised scheme could take into consideration factors such as time of day charges, regional charges and actual gross

road user charging cycle but had tasked senior officials to undertake further work to establish the right balance between appropriate cost-recovery and operators’ ability to cope with price increases in view of the current economic climate. Consideration is to be given to the effects of a six per cent per annum rise and a ten per cent increase each year.

“There is a tax problem on the horizon, and it’s really simple: you can’t charge a fuel tax on electric vehicles,” says Chris Sant who is a Principal in the indirect tax team of Ryan’s, global taxation consultancy, and is an Australian Trucking Association councillor and is also a member of the Australian Taxation Office’s Fuel Scheme Stakeholder Forum.

“Diesel currently pays RUC but electric and hydrogen vehicles are not paying the RUC

Chris Sant. Ramon Staheli.

Sarah Jones.

THE RULE OF LAW

Back in November 2018 the nation’s federal and state Transport Ministers asked the National Transport Commission (NTC) to lead the review of the Heavy Vehicle National Law (HVNL) and its supporting regulations. The current HVNL, which has been in place since 2014, runs to some 800 sections with five supporting regulations. The NTC spent two years undertaking its own review of the NHVL between March 2019 and May 2021 and identified a number of areas requiring attention, although no changes were ever forthcoming. Progress seemed stalled until February 2022 when former NSW Roads and Maritime Services CEO, Ken Kanofski, was given the task of heading the HVNL Review and undertook extensive consultation across industry stakeholders including the peak associations as well a number of individual operators. With 20 years’ experience as a CEO within the NSW Government, Ken was engaged as an independent consultant to undertake stakeholder input on the safety and productivity aspects of the HVNL and to prepare a package of reforms for the Transport Ministers. In early August 2022 the Infrastructure and Transport Ministers’ Meeting (ITMM) agreed to progress a package of the proposals and in September 2022 directed the NTC to complete an impact statement on the legislative reforms which is an important step in the process of changing law. The Review includes suggestions for key reforms in

the areas of access, fatigue management, enforcement, and accreditation. In relation to access, the review recommends jurisdictions to implement online real time access decision making and greater use of “right of access routes” along with the economic appraisal of some modest increases in mass and dimension.

Industry bodies such as the ATA have long been agitating for improvements in the access permit scheme which was originally purported to be one of the shining benefits of the HVNL and a major remit of the NHVR in cutting red tape and improving productivity, but which has left many operators disappointed and frustrated. There are also several suggested reforms to the current PBS system.

The Review addresses a path towards simplified fatigue management, including record keeping, without compromising safety and supports a risk-based regulatory approach. Suggestions for the management of fatigue include the encouragement and incentivising of modern fatigue detection and distraction technologies as well as more take up of Electronic Work Diaries (EWDs). Revised medical standards and assessments, as part of the driver licencing process, are proposed, as is a two-tiered fatigue management system incorporating a Fatigue General Schedule, similar to the existing standard for driving and rest periods, and a Fatigue Certification Scheme for those who undertake the training and meet the requirements to be able to operate under circumstances

similar to the current basic and advanced fatigue management schemes.

Of interest to those at the pointy end of the industry, mainly the drivers, is a detailed list of reforms in relation to enforcement including a review of offences and penalties being undertaken in consultation with state and territory jurisdictions, the NHVR, Police and the industry. The review includes a consideration that roadside enforcement should focus on the immediacy of fatigue risks, rather than historical breaches, and that the time frame for issuing infringements for fatigue breaches should be limited to the previous 14 days. Furthermore, infringements for work/rest breaches should shift from focusing on specific incidents to focusing on overall breach risk profiles and relating back to improvements to chain of responsibility enforcement. The Review also suggests the primary mechanism for addressing administrative errors or oversights such as spelling or mathematical errors detected at the roadside should be the rectification of the errors, and any forthcoming associated penalties should be proportionate to the risk involved.

Accreditation presents an increasing administrative burden at many levels and the Review calls for improvements to be made to the existing National Heavy Vehicle Accreditation Scheme (NHVAS) for a single, modular, opt-in (voluntary) certification scheme which will be administered by the NHVR. The overall

The Heavy Vehicle National Law has many detractors who argue it was never fit for its purpose but a comprehensive review provides the chance to bring about some real change for the industry.

aim of this reform is to improve safety and productivity outcomes for the NHVAS by offering a compulsory Safety Management System (SMS) core module and more flexible and diverse alternative compliance. In keeping up with technology, electronic documentation will replace NHVAS paper-based requirements, with operators retaining the option to carry paper copies of documents if they wish.

An important aim is to reduce the need for multiple audits including those currently insisted upon by customers to meet their own chain of responsibility obligations. A National Auditing Standard will be recognised in law as part of the scheme. Some of the proposed reforms will require a new HVNL while other non-legislative reforms will be progressed by nominated state or territory governments. A Steering Committee consisting of senior bureaucrats will oversee the implementation of both legislative and non-legislative reform and to provide ongoing industry engagement. There is criticism that there is no representation from industry on the steering committee which held its first meeting at the end of September 2022. Ken Kanofski will continue to be engaged as an adviser to the HVNL Steering Committee which will oversee the progress of reform activities and engage with all jurisdictions and other bodies key to reform including the NTC, Austroads and the National Heavy Vehicle Regulator with the aim to resolve issues related to implementation of the reform activities.

The intention of the Review was to examine areas of reform within the HVNL to change it to be more performance-based and outcomes-focused with improvements in the areas of safety, productivity, compliance and enforcement. After some four and a half years, many of the key suggestions seem likely to be finally implemented but the wheels of reform turn slowly and it is very likely that no changes will be effected until 2024. The final package if implemented as expected will not appease everyone, but, definitely goes a long way to rectifying the shortcomings of the original HVNL and will improve productivity and safety across the industry.

Ken Kanofski.

COACH LIFE

Melbourne coach and bus operator, Crown Coaches, is the first fleet in Australia to sign up for Viva Energy’s opt-in Carbon Neutral Diesel. The familyowned business will, for that matter, fuel its entire fleet with opt-in Carbon Neutral Diesel having made the announcement at an event held at its Nunawading headquarters, one of three depots it operates.

The new partnership with Viva Energy followed an advantageous meeting at last year’s Alternative Fuels Summit coordinated by the Victorian Transport Association.

The move to Carbon Neutral Diesel, a product certified by Climate Active, is part of the fleet’s current migration to zero emissions which has seen it also invest in 100 kilowatts of solar panels, battery storage and a new transformer as well. Significant yard works at the site following the demolition of an office block is being prepared for the installation of 60 charging stations for battery electric vehicles, some of which are due in the second half of the year. “The removing of the office block had

to achieve a recyclable factor of at least 90 per cent,” says Jerome Haoust Crown Coaches Director. “As part of the finishing of the yard works out there, we’ll see around 1100 tonnes of material including 100 per cent recycled concrete.”

Privately owned, the third generation Crown Coaches has been committed to lowering its emissions footprint since 2016 when it introduced its first Euro 6 emissions rated coach into the fleet. With Euro 6 the company, according to Haoust, had hit the limit of available diesel technology.

“Considering our past and existing environmental measures I hope it’s clear that Crown Coaches has been listening to our customers and it’s in our DNA to be a progressive business,” he says.

“It’s clear that partnering with Viva Energy gives us an advantage with our longer-term plans to reduce carbon in our business with an immediate and absolute effect.”

To offset its diesel consumption with carbon credits now, Haoust is of the belief his company can make a big difference today.

“We know that Australian projects we invest in with carbon credits with Viva Energy that those credits and Viva Energy’s processes are audited and credible,” he says.

The carbon credits used in offsetting the emissions associated with the fleet’s diesel use are purchased and retired by Viva Energy on behalf of Crown. Crown Coaches had chosen to specifically align its carbon credits with Australian-only projects to ensure its investment directly benefited Australian communities while getting the CO2 abatement reporting functionality that the business was building into internal software.

Viva Energy’s Carbon Solutions team works with a range of industry sectors to help customers with decarbonisation. Through Climate Active, an ongoing partnership between the Australian Government and Viva Energy to drive what it considers voluntary climate action, the Carbon Solutions team has introduced opt-in carbon neutral products.

Viva Energy’s Chief Business Development and Sustainability Officer, Lachlan Pfeiffer, said the move to use

Crown Coaches, a third-generation family-owned company, has become the first fleet in the country to commit to Carbon Neutral Diesel.

opt-in carbon neutral fuels is expected to become an important transitional solution for more businesses as they embark on their decarbonisation journey. “We recognise that customers have a complex journey ahead of them to decarbonise their businesses, especially when they have fleets of heavy vehicles reliant on traditional fossil fuel products,” he says. “Our Carbon Solutions team has been working with commercial customers to navigate their way to a lower carbon future with a range of new products and solutions.” While new low-emission technologies such as hydrogen and EVs are on the way, transitional solutions are needed to lower the net carbon intensity for existing vehicles according to Pfeiffer. “That is why products like opt-in Carbon Neutral Diesel and other low carbon fuels can help customers in the short- and medium-term to meet their

decarbonisation goals,” he says.

“We have a range of customers talking to us about these products across industries such as mining, construction, marine and heavy trucking.”

Crown Coaches Business Development Manager Ivan Furlanetto says the company has been looking for opportunities to be more efficient and contribute to environmentally sustainable solutions.

“We’ve been working on this with Viva Energy since January this year and have been using their opt-in Carbon Neutral Diesel fuel in all our vehicles,” he says.

“We see this as a bridging solution while we continue to transition our bus fleet to fully electric vehicles over the next few years.”

That fleet, at present, contains 160 coaches, mainly across the Daimler brand, and carries 1750 students from private and special schools, daily.

Being an innovative business and a leader in its field had helped Crown Coaches grow as an organisation according to Haoust.

“Crown Coaches sees these measures as a stepping stone to our journey to carbon neutrality as soon as possible but we have the overarching aim to become carbon neutral by 2035. But I anticipate that we can do that sooner,” he says. The gathered coterie brought together senior executives, key personnel from Viva Energy, media and also included members of the Whitehorse City Council including Mayor Mark Lane, who in a speech at the event thanked the Haoust family for taking the initiative and partnering with Viva Energy. The Whitehorse council, Lane notes, had recently further invested in additional carbon credits to offset its power in particular its traffic lights, swimming pools and local government facilities.

PEAK PR

North America’s most popular heavy-duty truck is rapidly achieving strong acceptance in the local market.

The Freightliner Cascadia has been the highest selling Class 8 (minimum GVM 15,000kgs) truck in North America for some time and its sales of almost 8,500 units during 2022 achieved a US market share of 36.6 per cent. That roughly translates to one in four Heavy Duty trucks sold in the USA last year being a Freightliner. This level of success was not guaranteed to be able to be readily transferred into the Australian market.

To optimise the Cascadia for Australia and New Zealand operations has taken a lot more than simply relocating the steering equipment. Daimler Trucks have put the figure of $100 million to

develop and refine the already ultrasuccessful Cascadia for the Australian and New Zealand markets and it appears from every perspective to have been money well spent. Australian regulations present a challenge to be able to fit a bonneted prime mover into the overall vehicle length envelope allowed for a 34 pallet capacity B-double and still be able to provide a reasonable sized sleeper bunk. In order to achieve that vital 34-pallet capacity, this Cascadia 126 is equipped with the most compact of the available sleepers in the local Cascadia range thus facilitating the required 126inch bumper-to-back-of-cab metric. In addition to this 36-incher, a 48-inch

and two versions of the 60-inch sleeper are optional for applications where overall vehicle length isn’t as much an issue. Freightliner is understandably keen to ensure that this particular specification package suits the 34-pallet B-double market and have included a practical total fuel storage of 960 litres across the three tanks. Freightliner worked with the interior designers of the Boeing 787 Dreamliner to create a cabin which maximises comfort, practicality and efficient use of space.

The locally-sourced Sealy Posturepedic innerspring mattress is 30 inches wide in this 36-inch sleeper model, while the larger Cascadia sleeper cabs are fitted

ACTICE

with 35-inch wide versions. Surprisingly, this is our first time to take the wheel of a Cascadia in B-double configuration, as previous local road tests of Cascadias have been single trailer DD13-powered versions. The opportunity to drive this top spec DD16 model, with its Krueger trailer set loaded to provide a GVM of around 60 tonnes, for 550 kilometres through the Victorian countryside, occasions great anticipation. And we are not disappointed at all during the trip from Mildura to Melbourne. Bonneted trucks are popular here, in part, due to the improved ride they can offer and the Freightliner AirLiner rear suspension rides smoothly over the various highway surfaces and the taper leaf front suspension contributes to the Cascadia’s positive road feel through

the optional leather steering wheel which incorporates a driver’s SRS air bag. Under the streamlined bonnet is a 16-litre Detroit Diesel DD16 rated at 600hp and 2050 lb/ft of torque which is the higher of the two ratings available for this engine in a Cascadia. Turbo compounding is incorporated to convert otherwise wasted exhaust gas energy into usable power and most of the engine’s torque comes in from a remarkably low 975 rpm, with all of it available from just 1120 rpm. This allows for the use of relatively low 3.42:1 ratio final drives to result in down speeding of the engine with the benefit of improved fuel efficiency and lower exhaust emissions without inhibiting its hill climbing abilities. The DD16 exceeds the strict US GHG 17 emission standards and

comfortably meets Euro VI standards. In addition to being very effective, the three stage Jacobs engine brake is much quieter than expected and operates harmoniously with the Descent Control function to keep vehicle speed in check on downhill sections.

The transmission is the automated DT12 driving through Meritor drive shafts and diffs. The Detroit Intelligent Powertrain Management (IPM) is a feature of the DT12 package and uses topographical map information to enable improved fuel efficiency by maximising coasting opportunities with the driveline disengaged, and maintaining vehicle momentum by avoiding unnecessary downshifts such as when the truck is cresting a rise. IPM has three modes of operation: Predictive Acceleration,

seamlessly prevents the truck from exceeding the speed limit set by the driver.

The Cascadia comes standard with an impressive range of advanced safety features including the fully-integrated Detroit Assurance 5.0 which uses radar and high definition camera technology for Active Emergency Braking and to facilitate the Active Cruise Control. The system has the capability to detect a slower or stationary vehicle or even pedestrians in front of the truck, and in an emergency the Autonomous Emergency Braking can quickly bring the truck to a complete stop with no input from the driver. Tailgate warning, lane departure warning, intelligent (self-dipping) high beam and automatic wipers and headlamps are all also standard equipment, as are anti-skid brakes, traction control and Electronic Stability Control.

The Sideguard Assist system keeps a lookout on the kerbside blind spots and provides audio warnings as well as

kerbside A-pillar to alert the driver of a potential collision with objects such as power poles or street signs when turning left. The system also provides a warning if the truck is about to merge left into a lane already occupied by another vehicle. The Cascadia has been designed with tapered frame rails which provide the dual benefits of a lower centre of gravity plus a lower and flatter cab floor. The main construction material of the cab is aluminium with steel doors closing onto triple door seals to keep out the dust and noise. Forward vision through the one-piece windscreen is expansive due especially to the steep sloping angle of the bonnet. Freightliner offers a number of seating options including the Rolltek driver’s seat with integrated side air bag. This particular Cascadia is equipped with Isri seats with integrated seat belts for both driver and passenger. The interior ergonomics are impressive with a 12.3-inch display taking the place of the traditional instrument cluster in front of the driver, with a digital

tacho and speedo as well as gauges, trip data and adaptive cruise control system information. The high-definition Digital Dashboard also incorporates a centrally mounted 10-inch tablet style touch screen which can be used to easily access a wide range of controls and information displays. The centre screen also has a row of soft touch buttons for features a driver may want to access control of quickly, such as audio controls. The driver can operate the climate controls with easy-to-use dials to the left of the central screen. Information on both screens can be accessed through controls on the steering wheel, which incorporate intuitive “thumb swipe” control pads. The built-in and customisable Detroit Connect telematics system provides operators with direct access to critical information such as vehicle location, fault codes and diagnostics, fuel performance, safety data and driver

The design phase of the Cascadia included extensive work in a full-sized wind tunnel to develop the truck’s aerodynamically efficient overall shape as well as detailed assessments of items such as mirrors and even panel gaps to contribute to reductions in fuel consumption as well as wind noise. Good design and manufacturing standards have resulted in a cab free from squeaks or rattles which is just as well due to the quiet ambience of the cab where such annoying noises, if present, would be amplified. Australia presents an array of testing conditions for truck operations and to be successful here a truck needs to be able to cope with longer distances, heavier loads and faster travelling situations than found in most other countries. Freightliner’s successful integration of Europeanlike sophistication and safety into the underlying toughness and driver-friendly attributes provided by American-style conventional trucks have contributed to the local acceptance of the Cascadia.

SERVICE PARTS & AFTERMARKET

ADVERTISE IN OUR AUGUST 2023 PRODUCT SHOWCASE ON TRUCK PRESENTATION.

BOOKING DEADLINE: 30 JUNE 2023

Outside of the Original Equipment realm, booming online trade and the increasing proliferation of all-makes outlets have made finding suitable and reliable parts increasingly difficult. While customers benefit from competition – both in regard to choice and price – the flood of non-genuine parts from low cost producer countries has created a ‘choice overload’ situation, according to industry experts – where a dearth of reliable performance data fails to compensate for the many choices. Statistics highlight the importance of using premium components developed and engineered to provide consistently high levels of performance during a pre-Christmas peak period that has lasted the best part of two years. No OEM or equipment brand can survive without a strong aftermarket and spare parts division. Prime Mover’s July Product Showcase is the perfect opportunity for you to shed light on spare parts and the increasingly complex environment known as the ‘aftermarket.’

NEW HEIGHTS

Manfred Streit has taken the reins of Scania Australia as the brand rides a sustained wave of growth locally. Previously, he was Dealer Director responsible for a district comprising four dealerships in the north-central area of Austria before he was responsible for managing Austria as Country Manager. With exciting new truck products to work with, total sales up and penetration of the repair and maintenance contract market increasing, he is naturally buoyant by what the future offers Down Under.

Prime Mover: We understand your association with Scania goes back decades.

Manfred Streit: It does. Both professionally and non-professionally. In July of this year I will have worked for Scania for 16 years. But I was an avid fan of Scania as a kid. I was lucky enough to have a friend whose parents were running a transport company with Scanias. If I had a school vacation I would accompany the drivers as a passenger. At the age of 18 I got my truck licence and I did earn some money from driving Scanias to pay for my studies. In that regard I do come from the driver’s side of things.

PM: Over the years you would have seen the product evolve. Scania has recently

launched new Super and V8 ranges. As long-term prospects in the market how do they stack up?

MS: Our mission is to be the most fuel efficient and CO2 efficient transport solution provider. We were determined, looking at the two new ranges, to modify our existing drivetrain so it was even more efficient with less emissions and less fuel consumption. A lot of research has gone into the Super engine. It will be necessary for years to come especially in Australia with the higher loads and long distances. Although it wasn’t specifically designed or developed for Australia, we think it will be important given its power, durability and capability to meet the requirements of the Australian market.

PM: Scania is the only V8 engine provider here in commercial vehicles. Do you remain confident of its suitability long-term?

MS: A customer came to see us earlier this year and he had this hat on, ‘You’re never late with a V8.’ The V8 inspires a lot of passion. That’s something we would like to tap into more. Some customers are using it, but they don’t need it. In Austria we have lots of hills. We don’t go with heavy loads but at 40 tonnes, if you’re going up and down and in winter with snow chains, you don’t feel the hill in the V8. Here you have 60- and 90-tonnes. With a V8 you absorb more. And this saves you time. And time is important,

especially in logistics. That’s why it is a very good product. We see it from our customers. This is the engine for the fleet vehicle here.

PM: Can you talk about the three-weeklong customer showcase Scania Australia hosted at Anglesea in February?

MS: We hosted a group of 20 customers per day. Some of our biggest customers were there and there were also fleets with only a few Scanias who wanted to know more. Ten different vehicles were part of the program. Attendees got to drive the new 13-litre Super powertrain lineup, the updated V8 range including the Scania 770hp, the Battery Electric Vehicle and the 560hp Super on both B-double and a semi version. It was a good mix between theory and practice. I’ve been reliably informed it was probably the best selection of decision-makers and ownerdrivers that we’ve ever brought together.

PM: What kind of feedback did you receive?

MS: It was a really good interaction with our customer representatives from the respective areas. Three weeks of positive feedback. We had individual stations talking about electrification and also alternative solutions like biofuels, our service network and how important it is as a solution with repair and maintenance. Also talking about finance and financial capabilities we can offer with our own

Scania Australia Managing Director, Manfred Streit, has deep ties with the respected Swedish brand that go all the way back to childhood.

financial institution. These stations the customers very much enjoyed.

PM: How are fleets reacting to the new Super 560hp launched earlier in the year?

MS: They’ve only had them for a couple of months. From what they’ve seen so far fuel consumption, power and driveability are all delivering amazing results. Also, with the new Super 560hp, it is a perfect B-double truck. It’s lighter than the V8 so we now have a good selection for every need. This is what we were aiming for and why we introduced this new range.

PM: Where does Scania currently stand on hydrogen-powered technology?

MS: We are doing lots of work in this area. It started a long time ago. In Norway we are running some vehicles on hydrogen with food wholesaler Asko. We are developing this further. There might be opportunities for further testing in this technology for other markets. We are open to everything. But we think the battery electric vehicle is the future. I’m not an engineer. I don’t read crystal balls. But we need to be prepared for everything. Although we do our work in hydrogen fuel cells because you never know where the

journey goes. For the moment, we think the best and most efficient zero emission technology is battery electric.

PM: Even in heavier applications?

MS: Next year we are bringing to market our next version EV, we call it BEV3. It’s a vehicle able to run about four hours with a decent standard European load. It’s been soft launched already in Europe. We will scale this up to have more configurations. Some of these vehicles are testing in Europe in mining. There is a 66-tonnes combination similar to a B-double currently under trial in Sweden on public roads. If you can get to 66 tonnes that’s a B-double generally in most applications in Australia. The biggest determinant is how long will it go on charge and how long will it take to charge up.

PM: What does the business case look like?

MS: It needs to make sense. Does it make sense if the truck costs much more than a diesel truck? Government needs to incentivise to get it started. We see in Europe if operators are asking for electric vehicles. They’re not necessarily replacing the company fleet, but they want to get a taste of it, they need to learn. They

understand there is no way out of this. The future has already begun. ‘Am I the first?’ ‘Am I the last?’ ‘Am I lost and not participating in anything?’ That’s why it’s so slow. There needs to be a business case because battery electric technology is not where it is, to use an example, of the mobile phone. It’s costly, it’s big, it’s heavy. But the technology itself is

PM: So the holding pattern won’t last?

I can remember when we had the big old phones. Nokia has gone out of favour because it did not transition. They did not see there was a disruption in the industry. The same with Blackberry. And now the mobile is better than any computer. At present we still need to convince people. We need to do lobbying to get the initial start-up done because the cost of battery electric is higher for us to produce because it’s all new.

PM: What areas are you looking to grow in?

MS: We are planning to grow our captive network. Our customers really like that we own and operate workshops. Although it’s only nine I think there is a need to increase this. Because of the size of the country, we will rely on many non-captive, as we call it, or independent franchises out of necessity. Our goal is to grow our captive network because they are our people. They are trained accordingly. It also goes together with our sales because we are only selling through our network. Customers appreciate this. There’s no one in between the dealer director, the sales manager and the branch manager. They are all interlinked. So, the customer is being taken care of at one point. I see this is a big asset that we have, and we should build on it.

PM: It’s a tough time to expand isn’t it?

MS: It is and we need to decide wisely where to put something. By 2025 I expect to have a tenth outlet operational most likely in Western Australia. Then to add another branch every two years where feasible but it’s not something we will do indefinitely.

Manfred Streit.

FORCE DRIVING

A truck driver for more than 40 years, Steve Broadbent was named the 2023 National Professional Driver of the Year by the Australian Trucking Association.

Asecond generation truck driver, Steve Broadbent stepped away from being a butcher and obtained his truck licence when he was 19 and has since driven around 6 million kilometres at the wheel of trucks. During his career Steve has transported everything from livestock through to Ferrari Formula 1 cars and in his early days drove on bush tracks in the Gippsland forests hauling hardwood logs with a jinker.

“It was pretty hairy especially after snow, and the roads were simply pushed through on the dirt by a bulldozer,” says Steve. Jodie, Steve’s wife, has a career as a fleet safety and compliance specialist, which, in turn, has meant numerous family relocations. Steve has driven many different trucks and combinations including triple roadtrains, milk tankers, side tippers and mine trucks in Gippsland, float work in Canberra, a variety of freight at Simon National Carriers, and postal freight for KS Easter in Sydney. Since moving back to Melbourne a few years ago, Steve has driven for Freestones Transport carrying Fedex freight.

“I guess one thing about driving trucks, it’ll take you everywhere and you can get a job anywhere in Australia,” says Steve, who takes all of his own food with him and avoids takeaway when on the road. “I’ll only have one meal at a roadhouse each week and I’ll generally use the Healthy Heads app to get a discount on a steak and salad meal at a BP roadhouse,” he says. “I don’t know how blokes eat fried foods all the time.”

Steve feels that the introduction of speed limiters years ago was a major step in

improving not just safety but also the public image of trucks.

“It does make it harder when a truck you’re driving is not heavy, and you come across a couple of trucks struggling to pass each other, and they hold each other out there,” he says. “Many drivers no longer have road etiquette. Even ten years ago, if you saw a truck coming up behind you, you wouldn’t pull out and try to overtake another truck if you knew the one behind you was quicker, because it just slows everyone down and causes frustration.”

As with many long-term operators, Steve has a level of mechanical empathy for the truck he drives and is concerned that ‘new’ drivers are often too remote from the equipment they operate.

“Drivers need to be able to know what’s going on with their truck,” he says. “I think I have a pretty good understanding of the truck I drive, and I drop the bonnet and check it over before every trip. Yet I see some drivers just hit the key, build the air and off they go. They don’t even look at the tyres and it makes me wonder what they write on their pre-start checks. I still treat any truck I drive like it’s my own, which is nice, because the bills aren’t mine!”

Steve feels the maze of regulations presents a barrier to attracting and retaining good people.

“The border issues during COVID lockdowns were an absolute joke and that cannot happen again,” he says. “Drivers are the lifeblood of this country, and to say a piece of paper made everyone safe to enter a state is bloody ridiculous. Everyone knows who we are, where we are and where we go, because we’re tracked via GPS for every metre of our journeys. There is

lots of regulation which is just too much to comprehend, and it should be a lot easier to understand.”

However, Steve believes that many drivers are their own worst enemies.

“A lot of drivers seem to make it much harder than it needs to be,” he says.

“There’s a lot of misinformation in the industry and drivers repeat things that just aren’t true. I really wish there was somewhere for drivers to get factual, nononsense information to help them, not a union or a Regulator, just a friendly person who understands what they need to know and can explain it in simple terms. That would be helpful.”

Steve has some enlightened views on overcoming the perennial driver shortage and regards the proposal for drivers’ apprenticeships as a good idea, but believes the students will need to have more exposure to the actual driving aspect.

“That’s key. It can’t be learned in a classroom, or even in a depot. They have to get out on the road with another driver,” he says. “I know this will mean paying two people to do one job but that’s the cost of training someone properly. You can’t skimp on that, it’s too important, and I think we’re seeing the impact of that now

with drivers who haven’t had an older, wiser person beside them while they were learning. It would be good if we could go back to the old way of bringing someone through into the industry, where they could initially be a passenger and gradually be exposed to the industry, like many of us long-time drivers were.”

Steve’s prestigious ATA award is recognition of his outstanding performance as a professional truck driver and he modestly offers some advice for others.

“I don’t see the point in giving someone money in fines, so it’s cheaper to not stuff up,” he says. “I’m not saying I’m perfect, but my job now is pretty steady, basically dock to dock, with plenty of time to get the job done, so it’s not difficult to do the right thing.”

When he was younger, Steve notes things like good load restraint, tight tarps, knowing the weight of the freight and making sure the truck was safe, were something to be proud of. “Back then it was rare to get booked for something like that,” he recalls. “It takes the same amount of energy to do the right thing as it does to do the wrong thing.”

With that said, Steve believes it is important for any interaction a driver has

with enforcement officers to be respectful. “They’re just doing a job, and if you’re a smartarse toward them you’re probably going to get that same attitude right back,” he says. “I always try and be polite because you don’t know what sort of day they’ve had. If you’re stopped and you’ve been doing the right thing, then it’s a different conversation with the officer than if you’re trying to hide something. It doesn’t hurt anyone to be nice, and a more pleasant interaction probably means less time

stopped on the side of the road.”

Steve has some simple rules to stay safe. “If you’re tired, stop and rest. Wear your seat belt because nobody is jumping clear of a truck crash, you’re kidding yourself if you believe that,” he states. “Don’t speed through roadworks, even if you think nobody is working there. If the boss says ‘Go’ and you’re tired, say ‘No’, there’s always another company that will employ you, and it could save your life. There’s no load worth dying for.”

Steve used to drive delicate glass bottles from Penrith to Brisbane via the notorious Putty Road and was renowned for never losing a bottle. He has never been involved in an at-fault accident, in any vehicle, car or truck and after 40 years shows little sign of disenchantment despite the challenges. “It’s definitely not the same industry I started in, but I still love it and I doubt I’ll ever get out of it,” he says. “I’ve done an auditor’s course, and I’ve done driver training/assessing and ran a business where I helped companies get accredited to NHVAS. So I can definitely see myself going back and doing that again when I get away from driving.”

Steve Broadbent.

TOYOTA FUEL CELL FOOD TRUCK HEADLINES HYDROGEN SHOWCASE

to viewing a range of Toyota fuel cell vehicles and technologies, guests will also have the opportunity for a short drive in the Toyota Mirai.

Toyota Australia Chief Marketing Officer, Vin Naidoo, said the Hydrogen Showcase is a great opportunity to show the benefits and potential of hydrogen fuel-cell technology.

“At Toyota we believe in a diverse approach towards a carbon-neutral future, and we’re committed to hydrogen fuel-cell technology playing a part in that approach,” he said.

rice cooker, fridge, freezer and three sinks with hot and cold water – all powered by the onboard fuel cell. The FCV Express Diner concept is also able to use its fuel cell to provide electricity for other external power requirements, effectively as a mobile generator.

Toyota Australia is showcasing an innovative fuel cell food truck concept as part of its national Hydrogen Showcase, demonstrating a variety of potential applications for its hydrogen fuel cell technology. The Hydrogen Showcase kicked off in Melbourne on 26 April and will make stops in Brisbane between 4 and 5 May, Sydney on 15 and 16 May, Canberra on 23 May, Adelaide between 1 and 2 June and Perth on 13 to 14 June.

Among the fuel cell vehicles on display is the HiAce-based FCV Express Diner concept, a Caetano 33seat commercial bus, a Toyota forklift, EODev stationary power generator, and the Toyota Mirai sedan. In addition

“The Hydrogen Showcase offers a look at some of the exciting vehicles and technologies powered by Toyota fuel cells stacks using powertrains whose only tailpipe emission is water, as well as educating and informing on how this technology can benefit society.”

Designed for use in a variety of situations, the FCV Express Diner concept uses the same powertrain as the second-generation Mirai sedan, with two tanks capable of storing five kilograms of hydrogen for a driving range of 400km.

The rear of the HiAce FCV Diner has been fitted out as a mobile kitchen, with five induction cooktops, an oven,

FEDEX BOOSTS INTERNATIONAL DELIVERY CAPABILITY

In a bid to enhance its international delivery services in the Asia Pacific Fed Ex Express has given customers access to FedEx International Economy (IE). Effective since early May, the move now connects the Asia Pacific to 170 markets worldwide. The IE service typically delivers within APAC in two to five business days and to major markets in Europe and the US in four to five business days.

Customers who want to ship less urgent shipments with day-definite delivery will get, according to the parcel delivery specialist, the same reliability as FedEx time-definite International Priority service. “Businesses, especially small

businesses, are looking for ways to introduce efficiencies that can help their bottom line, particularly in this economic environment,” said Kawal Preet, FedEx Express President of Asia Pacific, Middle East, and Africa. “With more customers, particularly online consumers, ranking delivery speed as a less important factor in placing

Toyota will also display a fuel cell forklift which is expected to demonstrate great potential for logistics and warehouse operators. This production vehicle is available for sale in Japan, and is currently being trialled in Toyota Australia’s parts warehouses in Melbourne and Sydney. The Toyota Hydrogen Showcase will also demonstrate other potential applications for hydrogen technology, with a stationary fuel cell power generator.

The generator is manufactured by EODev in France using Toyota fuel cells and sold in Australia through Blue Diamond.

Last year, one was used to power the Marvel Stadium sign and a coach’s box during an AFL match. More recently, an EODev generator was used at the Melbourne Grand Prix to power six marquees in the tech hub over four days.

an order, businesses are looking for differentiated solutions. This is part of our continued efforts to deliver greater value and an outstanding experience for our customers.”

Senior Vice President of Marketing and Customer Experience for the Asia Pacific, Middle East, and Africa region, FedEx Express, Salil Chari, acknowledged that not everything needs to be delivered the next day. “Day-defined delivery is what more of our customers are looking for and our IE service enables us to address customers’ changing needs and expectations to select the service that adds the most value to their business,” he said.

The Federal Government has thrown its support behind Origin Energy’s push to decarbonise fleets, pledging $6.2 million to help them deliver 1000 electric vehicles, and charging stations to business customers nationally. Origin Energy’s $12.8 million Accelerate Electric Vehicle Fleet program aims to help businesses who want to transition their fleets. While capital costs of electric vehicles have fallen, there still is a financial barrier, especially when charging infrastructure is considered. Light vehicles account for about 11 per cent of Australia’s total emissions, with fleet users accounting for nearly half of all passenger vehicles sold in Australia. The Australian Renewable Energy Agency (ARENA), who is providing the funding, has a keen interest in decarbonising land transport, with the goal of seeing the country’s transport emissions reduce in line with international commitments. ARENA’s acting CEO, Chris Faris said the program will create a blueprint for how electric vehicle fleet leasing models can operate, adding that the 1000 new vehicles will eventually feed the second-hand market.

The announcement has garnered support from various industry bodies

with both Farmers for Climate Action and the RACQ welcoming the funding and confirming it will make Australia’s transition to electric vehicles more achievable and fairer for consumers.

“Many farmers are telling us they want to switch to electric vehicles, but they need more to choose from and at better prices,” said Fiona Davis, Farmers for Climate Action CEO. “A strong fuel efficiency standard will deliver Australia a better range of fuel-efficient cars, including electric vehicles, at lower prices.”

While the Electric Vehicle Council (EVC) is happy with the announcement, they warn that roll outs need to be swift in order to calibrate and enforce Australia’s fuel efficiency standards which are lagging behind.

“It’s a relief that an Australian Government has finally committed to fuel efficiency standards, which have been operational in the US and Europe for decades,” said Behyad Jafari, EVC’s Chief Executive. “With those jurisdictions now leaping forward in terms of ambition, Australia must bring in strong standards that keep pace with the modern world.”

Not everyone is enthusiastic about the program, however, with academic circles questioning whether the

country’s electricity infrastructure will cope with the demand.

While he accepts that it is welcome news, Dr Roger Dargaville, Deputy Director at Monash University’s Energy Institute says Australia’s electricity grid and charging infrastructures are currently not sufficiently equipped to handle a significant uptake of electric vehicles.

“We need investment in the required infrastructure to support electric vehicle uptake,” he said. “This includes not only charging infrastructure, but also the development of a smart grid that can handle the increased demand for electricity with high penetration of renewables and the creation of policies that incentivise private investment in charging stations.”

Since 2015, ARENA has provided more than $146 million in funding to projects that decarbonise the transport sector, including heavy vehicle fleet operators such as Team Global Express’s Depot of the Future project, Australia’s largest order of electric trucks to date.

Meanwhile, Origin is partnering with fleet management organisation, Custom Fleet, to deliver the Accelerate EV Fleet Program, which is expected to run until 2025.

COURIERSPLEASE MARK MILESTONE WITH MAKEOVER

CouriersPlease has chosen its 40th anniversary year to unveil a series of business initiatives aimed at springboarding off their past growth and continuing to improve offerings. To celebrate the milestone with its teams around Australia, the parcel delivery service is embarking on a brand refresh across all its marketing, websites, depots and vans.

“We have a strong company culture, which is enhanced by the collaboration and innovation shared between franchise partners and staff,” said Richard Thame, CouriersPlease CEO. “We couldn’t have achieved the level of customer growth or market expansion without them, so we are looking forward to celebrating with all our regions this month.”

The company, a subsidiary of Singapore Post, is also investing in a number of environmental projects aimed at

DHL SUPPLY CHAIN SIGNS COSMETICS PARTNERSHIP

reducing their carbon footprint. They have plans to build new depots to the ‘Green Star Standard,’ including at its newest depot in Sydney’s Greystanes.

They are also trialling electric vans in their delivery fleet.

“CouriersPlease is continually seeking to improve and grow its service offerings,” Thame said.

“Logistics is an everchanging industry that’s seen enormous growth in the last three years, and we’ve had to adapt swiftly and efficiently as demands on the business change,” he said. CouriersPlease began as a solitary depot in Melbourne in 1983 and now boasts a network of 1200 franchise partners and contractors covering 95 per cent of Australia.

customers, and is designed to accommodate peak periods and increased growth.

DHL Supply Chain Australia & New Zealand CEO, Steve Thompsett, said the partnership is a significant milestone for both companies.

“We are so proud to be trusted with ELC warehousing in Australia,” he said. “It was a consultative planning and design approach, and the new operation puts ELC ANZ in a robust position for growth.”

DHL Supply Chain has signed a strategic partnership with The Estée Lauder Companies Australia & New Zealand (ELC ANZ), an international cosmetics manufacturer.

In a first for ELC ANZ, DHL will manage omni-channel warehousing logistics and value-added services

for 11 brands.

According to DHL, the partnership with future-proof ELC’s growth strategy, operational capability and inventory capacity.

The new Third-Party Logistics (3PL) solution will also provide greater capacity for both B2B and B2C

The Estée Lauder Companies Managing Director Australia & New Zealand, Emmerentia Wilding, said she was pleased to be partnering with DHL. “At The Estée Lauder Companies, we pride ourselves in delighting our consumers by providing them with the highest level of care and service, and this new era in our supply chain will ensure that we continue to do so,” she said.

“In addition, the capacity and scalability of this new solution will flex to meet with evolving needs of our consumers across Australia and New Zealand.”

FAST AND THE FURIOUS

Technology has made consumers

Whether it’s a blockbuster movie release, dumplings from our favourite takeaway shop or the latest high street fashion item, most of us have had moments of ‘wanting it now.’ Technology has put the world at our fingertips, offering us instant gratification on multiple levels, and we’ve come to expect the emotional fulfillment that convenience provides, as a normal part of everyday life. When it comes to e-Commerce, we want the exact same instant gratification. According to American marketing consultants, Invesp, 80 per cent of shoppers want same-day shipping, while 61 per cent want their packages even faster — within 1-3 hours of placing an order. Simply put, humans are becoming more impatient. Retailers are noticing this with the race on to create the fastest delivery possible with last-mile logistics companies now going to great lengths to make sure their supplies arrive first.

This accounts, at least in part, for the recent growth in autonomous last mile delivery. The process uses automatic ground and aerial vehicles like drones and robots to deliver goods to homes and offices. The global autonomous last mile delivery market was valued at USD$1.1 billion in 2021, and is expected to reach USD$5.62 billion by 2027 according to a Research and

Markets study. This is attributed to changing consumer preferences the aforementioned instant gratification trend among them, in concert with rapid advancements in technology worldwide, especially when it comes to e-Commerce. Major e-Commerce players and numerous food and grocery delivery service start-ups have identified last mile services as a significant differentiator in the market and this is expected to propel market growth.

The pinnacle of last mile logistics is of course Amazon, renowned for its ultra-fast turnaround time, offering same-day deliveries in many American cities. Here, Amazon’s next-day delivery is available in Melbourne and Sydney, setting the bar high. It’s not stopping there either. Amazon’s delivery drone, Prime Air, is still in the early phases, but the company has promised in marketing material that “Prime Air vehicles will be as normal as seeing mail trucks on the road.” FedEx and Volkswagen have used autonomous road vehicles for delivery in China and Germany. The US Postal Service hopes to have autonomous vehicles online by 2025, helping deliver on more than 25,000 rural routes. Although referred to as driverless vehicles, they can have delivery people on board with the vehicles providing the driving, whereby the delivery person is dropped at an address and the vehicle continues to an alternate

address to pick them up, eliminating the need for parking. In more controlled settings, robots are also being used to make deliveries, although navigating crowded settings can still be problematic.

While North America is expected to dominate this type of last-mile, automatic delivery market, Australia is starting to follow suit. Two companies have recently been approved by the Civil Aviation Safety Authority — Swoop Aero, which focuses on medical equipment and supplies, and Wing Aviation, a subsidiary of Google parent company Alphabet who operates from Canberra, Brisbane and the Gold Coast. Australia is also flirting with the idea of self-driving trucks, trialling them on Melbourne’s CityLink highway late last year.

For those without drones or robots, all is not lost, with many players in the industry forming partnerships to maximise their reach in whatever way they can. Express courier company Zoom2U, for example, joined forces late last year with Greyhound Australia to use their buses to move parcels between capital cities. By partnering with Greyhound, Zoom2u can now offer a next-day delivery service at a fraction of the cost of air freight. Parcels are moved on buses every day of the year, providing an alternative to traditional courier movements.

Numerous online truck aggregator service providers, such as Ofload,

more impatient that ever, leaving transport and logistics companies to seek out the best way to make sure their last mile comes in first.

Shippit, FreightExchange and Loadshift are also bridging the gap between truck owners and end users. Users can book full truck load, on-demand services, refrigerated freight and palletisation, and they are usually well-equipped with all the tracking and analytical technology required for the job. Quick, efficient vehicles, however, aren’t the only ingredients involved in the creation of timely deliveries. Efficient storage of goods is a priority as well. The number of packages requiring accessible and organised storage is increasing as e-Commerce grows. Australia Post reported that November 2022 was the biggest month in Australian online shopping history, with more than six million households making an online purchase during the month, up 3 per cent from the year before. For this reason, many big and small players are investing in warehouse upgrades to support faster delivery both with newer, bigger storage centres in convenient hubs, but also with upgrades including advanced

automation.

Last November, DHL Supply Chain announced plans to deploy 1,000 robots to its Australian warehouses by 2025 – its largest investment in robotics and automation in the AsiaPacific region, valued at $150 million. It also opened its first shopping centre standalone service point, making express delivery services more accessible and convenient. Late last year, to keep pace with e-Commerce demand, Australia Post opened a new $82 million parcel facility in

Perth, complete with state-of-the-art automation. The 23,000-square-metre facility has the capacity to process close to 200,000 parcels a day. Meanwhile, Coles has just opened its first automated distribution centre in Redbank, Queensland, investing more than $1 billion in the project. The centre is the largest of its kind in the southern hemisphere, with a building size of 66,000 square metres.

Technology isn’t just at the heart of distribution centres, but at all points along the supply chain, making processes as streamlined and as quick as possible. These include end-toend tracking through real-time status visibility and optimising routes for drivers to ensure timely delivery. The use of analytics is also on the rise, allowing shippers to gain clarity on current issues and mitigate risk. In fact, using the right technology, many companies argue, can help streamline employee tasks and keep customers engaged — a win for both retail and consumers.

Greyhound Australia helped to move parcels via bus.

Drone delivery in motion.

NOT SO AUTOMATIC FOR THE PEOPLE

It’s hoped that research from a new report released by iMove will serve as a catalyst to kickstart a national conversation on policy development for transport digitalisation skills and training.

Transport workers must be given the opportunity to start embracing technology if the industry wants to stay internationally competitive, a newly released report reveals.

Without an investment in upskilling, the report says, digitalisation and automation – fuelled by connected and automated vehicles, electric vehicles, artificial intelligence and blockchain –will significantly impact the industry with jobs changing or becoming obsolete.

The report, a joint initiative between the Australian Government, Swinburne

research centre, iMove, suggests a holistic approach to reach the people and workforces at the most risk of falling behind.

“This research has uncovered a critical challenge,” says Professor Hussein Dia from Swinburne University of Technology. “Stakeholder consultations with the transport industry in Australia showed that 70 per cent of employees felt unprepared for the digital transport skills of the future, and nearly half of surveyed organisations acknowledged a significant digital transport skill gap that needs to be overcome.”

The report outlines key digital and

high demand, including knowledge of autonomous robots, simulation tools, cybersecurity and artificial intelligence. It also emphasises the importance of soft skills, such as critical thinking, communication and complex problemsolving, as well as identifies new job opportunities such as fleet service technicians, transport aides and software, which will require upskilling. The contributors to the report are hoping the research will serve as a catalyst to kickstart a national conversation on policy development for transport digitalisation skills and training.

Coles invested more than $1 billion in an automated distribution centre.

is on the government and sector to create a nationally orchestrated approach to address the digital skills gap by implementing things such as updated training, tax breaks, a national grant program and a digital literacy curriculum.

“Automated vehicles and digitalisation in the transport sector are set to redefine the workforce,” iMove Managing Director, Ian Christensen says. “By investing in digital skills training and fostering a collaborative environment, Australia can take advantage of these new opportunities and create a more resilient and future-ready transport workforce.”

The tide of technology is undeniable, with companies making recording breaking investments in the hopes of creating a more efficient and profitable supply chain. Coles, for example, has just opened its first automated

WITRON Logistik + Informatik, who built the facility, said the company is now engaged to build 93 automated distribution centres in 13 different countries.

“Wiltron will work with Coles to provide a technology focused, multi-disciplinary team for day-to-day operations, technical expertise and maintenance support,” he says.

The new automated distribution centre will process twice the number of cases and hold twice the number of pallets compared to Coles’ existing centres. More than 90 per cent of the cases will be fully processed by automation, eliminating almost 18 million kilograms of manual handling each week. The Coles automated facility launches after the supermarket chain recently opened a newly renovated Mount Gravatt store that had ditched traditional checkouts for ‘hybrid self-

2023 in an initiative it has dubbed “Smarter Selling”.

Rapid developments at the consumer level are going to be felt soon enough in the transport sphere with advancements in connected and automated vehicles, warehouse digitalisation and automation, vehicle electrification, and artificial intelligence — all significant technologies in their own right. The real seismic effects, however, will be felt when these technologies converge driving unprecedented innovation and value but also increasing uncertainty. A widespread belief, confirmed by the case studies, is that while technology may eliminate some jobs, it won’t eliminate work.

“These technology developments will indeed have a profound impact on future jobs and skills in the transport sector, but with the right

A survey found 70 per cent of employees felt unprepared for the digital transport skills of the future.

Iwant to explain how heavy trailer brakes are certified in Australia. It is a specialist domain and it is in need of reform. The trailer brake system is usually constructed using approved subassemblies, which are the axle brakes, the air control system and the suspension. The approval numbers for these subassemblies are shown on the trailer compliance (or identification) plate. The ratings of the subassemblies can be found on the Australian approval’s website (which is now called ROVER and was previously the RVCS). The brake systems on a truck model must be proven by tests. The performance levels are in Australian Design Rule (ADR) 35/06. Basically, a truck brake system must be

How trailer brakes are certified

designed to stop the fully laden truck from 100km/h at a minimum deceleration of 3.78m/s*s. This means stopping within 102m. Trailer brakes in contrast are proven by ‘approved calculations’ that are overseen by the Federal regulator rather than a complete system performance test. Trailer axles which include the trailer ‘Foundation Brake System.’ can get an approval in the ADR system called a Component Type Approval (CTA). The ratings can be found on the Federal vehicle approvals system called ROVER. An example of approvals details are shown in the text box. A CTA approval is also required for the Trailer Air Control System and the Trailer Suspension.

Foundation Brake Approval - To get a sub-assembly approval the trailer axle brakes must be measured by tests conducted on a single axle (assuming the axles cannot be separated). The tests are conducted on a test trailer with a single axle from a starting speed of 60km/h and with the axle loaded to its rated level. The test is done on a sealed level road with tyres in good condition. The tyre size using the tests is not publicly reportable. The average deceleration of the trailer is measured from multiple tests at five air pressure control levels between 0.2E (130 kPa) and 1.0E

(650kPa). The averaged retardation torque produced by the brakes on one axle can then be calculated at each air pressure control level. A valid test has no wheel lock-up.

The results of the five stopping tests are reported to the regulator and, assuming approval is granted, are reported publicly as a single value, which is the brake torque produced when 1.0E air pressure is applied to the brake actuator. The other four test values are not published so the trailer designer does not know how ‘linear’ the results are. This is a problem. It could be that wheels lock up at a control level less than 1.0E, in which case the valid results are linearly extrapolated to produce the reportable value (torque at 1.0E).

Air Control System Approval – The brake tests mentioned above are done with the brake actuator selected by the brake supplier. The brake air control system takes the air pressure applied at the front of a trailer and applies a different, conditioned pressure to the brake actuators. The pressure applied to each axle in a multiaxle brake system could be different. The air control system is tested on a bench. The air pressure transfer ratios at five incoming pressure levels (0.2E, 0.4E, 0.6E, 0.8E and 1.0E) are tested. The time taken for air pressure to reach 65 per cent is also measured.

Suspension Approval – The suspensions used on a trailer with more than one axle can be either ‘brake reactive’ or ‘non brake reactive’. Airbag suspensions are declared to be non-reactive, so most suspensions on modern trailers are non-reactive. For a brake-reactive suspension, the brake systems of the axles must be set-up taking account of the load shifts that occur between axles during hard braking events. The multi-axle suspension is described by three numbers which are called the ‘skid limits’ that describe the extent of load transfers that occurs at high deceleration rates. The brake actuators and slack adjuster settings on each axle are selected taking account of the skid limit numbers, so that

PETER HART

Make = SAF-HOLLAND, Model = RZ-20-4218. ‘Trailer Braking Component’. Gross Axle Load Rating = 12t. Brake output torque = 31,070 Nm at 1.0E control. Park brake static torque = 31,070 Nm. Actuator strokes: 18mm (0.2E), 23mm (0.4E), 28.8mm (0.6E), 35.5 (0.8E), 40mm (1.0E).

all the axles have wheel lock-up at about the same control air pressure applied at the front of the trailer.

for the substitute actuator is needed.

Trailer calculations - The trailer designer calculates the expected brake performance for the trailer design using all the information I have described. The calculation method must be approved by the Federal regulator, which is the Vehicle Standards Section inside the Department of Infrastructure, Transport, Regional Development, Communications and the Arts. The calculation is based upon the test levels declared by the three kit suppliers for: foundation brake, air control system and brake reactive suspension (if fitted). The foundation brake characterisation uses a single torque value at 1.0E, which is insufficient. The single torque at 1.0E value defines a straight line that I show in the graph as the ‘Brake Line’.

Vale Gary Liddle AO, ARTSA-I Life Member

Actuator substitution - The air brake actuators supplied on axles are often different to those fitted during the stopping tests, because the brake actuator is an integral element of the air control system and changing it would invalidate the air control kit. The brake performance can be ‘corrected’ for the different actuator using the procedure as illustrated on the graph. This correction is based upon the stroke that each actuator produces when installed on the foundation brake at five control levels: (0.2E, 0.4E, 0.6E, 0.8E and 1.0E); and when the spring brake is active with no control air pressure. The procedure for the correction can be found in Administrator’s Circular 38-2-5 which can be found on the Road Vehicle Certification System (RVCS) website (as can other relevant circulars). The procedure assumes that the force from an actuator is proportional to the diaphragm area, which is only approximately true. A better test procedure

Measured axle brake torque kNm

Emergency and parking brakes - Trailers must have emergency brakes that come on immediately when the trailer air supply pressure goes low. For heavy trailers the emergency and parking brakes are the spring brakes. The performance of

The July article calculator project and how it can be used to check brake certification performanc.

Gary Liddle was a true leader in the Australian transport sector. Gary’s career achievements included being CEO of VicRoads, Chair at AustRoads, Deputy Sectary of Dept Transport, Victoria, Chair of the International Road (Safety) Assessment Program, and Enterprise Professor at Melbourne University. Gary was instrumental in facilitating ARTSA Data, which analyses the NEVDIS truck and trailer data. Aside from his achievements, Gary was a great person who always wanted to help others and give back to his community.

Ts

b TE

Foundation brake test results (not publicly reported) with test actuator stroke values noted (S1, S2…).

0.2E 0.4E 0.6E 0.8E 1.0E Actuator control level S1 S5 S4 S2 S3

these brakes is calculated based upon the measured actuator stroke with the spring brake only active. There is no mandatory road test for emergency brake characterisation. This is a deficiency.

t

Overview - The Australia approach of certifying trailers by calculations provides flexibility for local trailer manufacturers. The reliability of the approved foundation brake data is questionable. It is notable that the New Zealand authorities do not accept the Australian CTA data for trailer calculations in NZ.

The July article will describe the ARTSA-i brake calculator project and how it can be used to check brake certification performance based upon the approved data.

Member

Dr Peter Hart, ARTSA-I Life

In April the Albanese Government released its long awaited National Electric Vehicle Strategy. While the strategy was always going to focus upon cleaning up Australia’s light vehicle fleet by means of a fuel efficiency standard, some media and industry commentary at the time drew attention to the lack of focus upon the nation’s heavy vehicle fleet. The heavy vehicle fleet not being mentioned was appropriate. It shows that the Government has been listening to the Truck Industry Council’s (TIC) concerns about introducing a standard for heavy vehicles. Fuel Efficiency Standards which aim to give Australians more choice when purchasing a car are not practical for the Australian truck fleet due to the many locally unique combinations and applications undertaken by trucks. Heavy freight vehicle decarbonisation is being addressed separately inside Government with the establishment of the Reducing Surface Transport Emissions Branch (Net Zero Unit) within the Department of Infrastructure and Transport. TIC has been in regular contact with this entity as they grapple with the complexity of reducing road freight carbon emissions from what is recognised worldwide as a hard to abate sector. Thus, the reason why there was no mention of heavy vehicles in the Electric Vehicle Strategy.

The Prime Mover readership is well aware that the Australian heavy vehicle

Setting realistic emissions strategy

road freight sector is unique in the world. With long distances, remote area operations, very high GCMs, high average speeds, hot, dusty and harsh climate, currently there are no viable zero emission vehicles to undertake these tasks. The same cannot be said for city and some urban distribution with electric trucks being an obvious solution, but only if the power source is green in the first place.

In this hard to abate sector urgent regulatory reform is essential — not a fuel efficiency standard for trucks. Unlike zero emission light vehicle takeup that can be accommodated under the existing regulatory regime, there are significant regulatory barriers that need to be reformed/removed before large scale zero emission freight vehicle deployment can take place. Federal and State Governments will need to work together to remove these obstacles.

At the top of that list is Australia’s archaic maximum vehicle width regulation of 2.5m. Most of the world is manufacturing trucks at 2.55m, or 2.6m yet somehow our policy decisionmakers seem to think they can ignore this reality and dictate terms to the rest of the world. These same decisionmakers need to appreciate that their bosses, Ministers, working on behalf of the public have set the target to reduce carbon emissions. As such, they should be working to achieve this goal. Almost all larger zero emission trucks (above 12t GVM) are made to these latter widths, making their sale and use in Australia highly restricted. Each vehicle over 2.5m in width currently runs on an individual limited access permit, making daily freight operations extremely difficult.

Secondly, axle mass, particularly front axle mass. Europe has allowed up to 2.0t additional axle mass for zero emission trucks. Australia, which has lower ICE vehicle axle masses than

Europe anyway, is currently allowing no additional axle mass. For example, without additional axle mass, a typical 16t GVM 4x2 rigid battery electric truck will carry approximately 20 per cent less payload than an equivalent diesel truck. For an operator that means 20 per cent reduction in operational freight profitability. To recover this lost profitability freight rates will need to increase, fuelling inflation and adding to the cost of living. To carry the same freight task on battery electric trucks, 20 per cent more trucks will be required, adding to road congestion and reducing positive road safety outcomes. At a time when heavy vehicle driver shortages prevail 20 per cent more drivers will be required to drive these additional trucks. Thirdly, the current Road User Charging (RUC) for heavy vehicles is designed around diesel trucks. Operators purchasing a zero-emission truck simply have no idea of the RUC charges that may be applied to a ZEV in the future. This makes payback/cost of operation calculations for a ZEV beyond the current RUC implementation period impossible.

Low and zero emission reform must be carefully thought through. Australia should avoid the knee jerk reactions that we have seen elsewhere in the world. Europe has back-flipped on its position regarding the banning of ICE powered vehicles. The domino effect has begun with the UK’s ban on ICE truck sales above 3.5t to 26t GVM beyond 2035 now being questioned.

Forty-three per cent CO2 reduction is not practical, nor achievable for the freight sector by 2030. Europe’s specific transport sector target is 12 per cent. This is a rational target that the Australian transport sector can work towards achieving.

Tony McMullan CEO, Truck Industry Council

The Victorian Transport Association has welcomed Dr Kerry Schott AO’s muchanticipated independent report on ‘The Delivery of the Inland Rai’”.

The Albanese Government’s acceptance of recommendations in her report is vital in getting this critical infrastructure project back on track.

Schott’s Review was established last October in the face of overwhelming evidence that the governance and delivery of the Inland Rail program had been compromised, resulting in time and cost blowouts, as evidenced by just over 16 per cent of track completed since 2018, which was one of many issues documented in her report. We first brought to the attention of the Senate Standing Committee on Rural and Regional Affairs in 2020 its perceived status of the operations of the Inland Rail development. In that submission we affirmed our view that the Inland Rail project was being mis-managed and mis-communicated, and not providing full benefit to the Australian community. Schott’s independent review of Inland Rail confirmed this view and has clearly articulated changes that need to be made.

For those that don’t know, Inland Rail is a 1,700km freight rail project being built by the Australian Rail Track Corporation (ARTC), connecting Melbourne to

Inland Rail too important to fail

Brisbane via regional Victoria, New South Wales, and Queensland. The project is vital in the context of Australia’s growing freight task, which is being fuelled by strong consumer demand from our growing population. Schott’s review considered the scope, schedule, and cost of the Inland Rail program, and assessed options for new intermodal terminals in Melbourne and Brisbane, and improved port links in those cities. Her report outlined 19 recommendations to improve the delivery of Inland Rail including strengthening governance arrangements and establishing a subsidiary company to deliver Inland Rail, reviewing ARTC’s risk management and reporting systems, a further assessment of the scope and cost of Inland Rail, a revised delivery that prioritises sections of Inland Rail that allow revenue to be generated earlier, and deciding and developing intermodal terminals in Melbourne and Brisbane.

The VTA has long supported the establishment of an intermodal freight hub at Truganina, which has also been the Victorian Government’s preferred location for such a hub. Schott’s recommendations make clear that construction of two new Melbourne intermodal terminals in Beveridge and in Truganina are required to support an effective freight rail system, which we also support.

Creating greater productivity and efficiencies is critical for maintaining safe and effective supply chains and decarbonising the transport industry, over time. Intermodal transport – whereby road, rail, sea, and air freight modalities are used together to greater effect – is

the future for freight in Australia. It’s important to note that what Inland Rail is not, is an attempt to somehow reduce or diminish the role or value of the road transport industry in moving freight, and associated volumes. While the project will provide opportunities for greater and more seamless rail connections along Australia’s eastern seaboard, this in turn will create more opportunity and work for road operators carrying freight between ports and intermodal hubs and onto rail, and from Inland rail depots onto warehouses and distribution centres, and retail shelves.

As I have always said, ships, planes and trains carry freight, but only trucks deliver. And in the context of a growing rail freight task, every road freight operator should welcome Inland Rail and its capacity to generate more business, greater revenues, and better margins for their businesses.

The importance of Inland Rail will be highlighted by its ability to meet the growing demand for transport services throughout Australia through improved connectivity and enhancing intermodal transport. Productivity and environmental issues that are growing in importance will hopefully be adequately addressed once the project is completed. Whilst disappointing that Inland Rail was allowed to exceed time and cost budgets, with Kerry Schott’s review now complete it is essential the Government do what needs to be done to complete this essential sovereign supply chain project.

Peter Anderson CEO, VTA

STUART ST CLAIR

PETER ANDERSON

Sounds Heavy

Cost blowouts on projects such as the Inland Rail have been causing concern as state and federal governments struggle with tricky budget balancing in the face of the tackle-inflation-at-all-costs ideology of the independent Reserve Bank, which has been raising interest rates with alarming monotony. Most of these infrastructure projects will require significant input from the road transport sector in their construction, and many will have a positive effect on road transport productivity once completed. Meanwhile, the strength of export commodity prices overall, and coal and iron ore, in particular, are resulting in windfall income for industry and government alike. Sales of new trucks and vans slowed just a little in April, possibly due to the loss of productive delivery days in light of the number of public holidays embedded in the month.

The Truck Industry Council reports 3,181 new truck cab-chassis and prime movers joined the national fleet during April, 502 less than in March, but 295 units more than in April 2022 (+10.2 per cent). The year-to-date accrual of 12,316 units places this year 1,548 ahead of the same first four months of last year (+14.4 per cent) and indicates just a marginal slowing of the overall growth which was at 15.9 per cent at the end of March.

The Light Duty sector delivered 1,277 new units which was 4.8 per cent more than in April 2022 and the year-on-year comparison shows an additional 762 units for the year-to-date, a healthy 17.2 per cent increase.

Medium Duty trucks are still contending with supply issues as the main explanation for the slight contraction in results which show 609 new units during April, 23 less than in April last year (-3.6 per cent). The year-to-date accrual of 2,207 trucks is 76 less than at the same point in 2022 (-3.3 per cent).

The Heavy Duty sector continues to be the star performer with 1,295 units for the month making it the biggest numbers-wise of all the categories and represents a growth of 25 per cent compared with April 2022 (+259 units). The YTD total of 4,910 is 862 above the corresponding 2022 result, translating to a growth of 21.3 per cent so far in 2023.

Supply chain flexibility and diversity will be important factors in the Australian economy over the next several years and tensions involving China and Russia will affect the availability of new

transport vehicles and the costs of fuel to run them. Events such as the Brisbane Truck Show, typically, have a positive impact on new truck orders (just think of the frenzy two years ago to order a Kenworth Legend), as will the looming deadline of 30 June and the anticipated end of the instant tax write off scheme, all of which should push some additional sales. A number of new models, especially in the Heavy Duty sector, have joined the market since late last year and it will be interesting to watch the take up of them over the remainder of this year.

Apr-23YTDChange

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