Prime Mover August 2020 by Prime Creative Media

August 2020

Hy-Tec Added to the Mix

AUGUST 2020 $11.00

ISSN 1838-2320

9 771838 232000

Industry Fleet: Ditton Bulk Haulage Feature: Cab Strength Preconditions Spotlight: Meritor Drivelines Personality: Andrew Assimo

Innovation Fleet: RYCO 24•7 Technology: Mercedes-Benz New Actros Test Drive: Fuso Shogun Final Mile: Renault Transport

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

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August 2020

Hy-Tec

MEET THE TEAM

Added to the Mix

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.

AUGUST 2020 $11.00

ISSN 1838-2320

9 771838 232000

Industry Fleet: Ditton Bulk Haulage Feature: Cab Strength Preconditions Spotlight: Meritor Drivelines Personality: Andrew Assimo

Innovation Fleet: RYCO 24•7 Technology: Mercedes-Benz New Actros Test Drive: Fuso Shogun Final Mile: Renault Transport

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

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

Luke Applebee | Managing Editor, Transport Group

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

managing editor, transport group

Luke Applebee luke.applebee@primecreative.com.au

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

business Ash Blachford

development ash.blachford@primecreative.com.au manager 0403 485 140

art director Blake Storey blake.storey@primecreative.com.au William Craske | Editor

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

design production manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

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

Ashley Blachford | Business Development Manager

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

www.primemovermag.com.au

Kerry Pert, Madeline McCarty

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

Peter Shields | Senior Feature Writer

design

head office 11-15 Buckhurst Street South Melbourne VIC 3205 P: 03 9690 8766 F: 03 9682 0044 enquiries@primecreative.com.au

subscriptions

03 9690 8766 subscriptions@primecreative.com.au Prime Mover magazine is available by subscription from the publisher. The right of refusal is reserved by the publisher. Annual rates: AUS $110.00 (inc GST). For overseas subscriptions, airmail postage should be added to the subscription rate.

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.

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.

CONTENTS

Prime Mover August 2020

COVER STORY “My feeling was that if we used a different product and it didn’t work out so well we’d be kicking ourselves. You pay a premium for the Kenworths, but I think you get that back when you sell them.”

ASK THE DUST

Prime Feature Stories FLEET FOCUS 18 Added to the Mix Southeast Queensland operation, Hy-Tec Concrete, has diversified its operations to include dry bulk cement haulage. Key to the new venture is a fleet of Kenworth trucks and Convair trailers.

40 At Close Range Slotting neatly into a market sector dominated by Japanese manufacturers, the UD Quon 8-Litre deserves a close inspection by operators seeking a robust, reliable, safe, efficient and comfortable truck. TEST DRIVE

24 Ask the Dust RYCO 24•7 runs a fleet of Hinos as part of the emergency breakdown services and parts it offers the coal sector of Central Queensland where trucks are tested in the most rugged of conditions.

46 Assassin’s Creed Japanese heavy-duty trucks have come of age in recent years and the new Fuso Shogun is a prime example.

TRUCK & TECH

06 From the Editor 08 Prime Mover News 50 Final Mile 52 Personality 54 Prime Movers & Shakers 58 Australian Road Transport Suppliers’ Association 60 National Heavy Vehicle Regulator 63 Australian Logistics Council 64 Trucking Industry Council 65 Victorian Transport Association 66 Peter Shields’ Number Crunch

34 More than Meets the Eye The New Actros from Mercedes-Benz is loaded with a comprehensive suite of new technologies including a new aerodynamic friendly MirrorCam system. 38 Common Ground Integrated transport, logistics and rural supply company, Lindsay Australia, has a relationship with driveline specialist, Meritor, that stretches back many years. The partnership is grounded by rock-solid reliability of the components and aftersales support that Meritor provides.

Regular Run

FROM THE EDITOR

Outer Dark

William Craske Editor I was first made aware that Victorians were commonly referred to as Mexicans in New York, of all places, while watching Game 3 of the 2009 World Series. Two residents, who had previously worked in Sydney and hip to the patois of Australian provincial rivalries, explained it to me, while Yankees right fielder Nick Swisher had the game of his life. A decade later riding on the tray of a covered 401 series Mercedes-Benz Unimog bouncing over dirt roads in the cloud forest above Puerto Vallarta the topic had come up again. I’d mentioned it in passing to a local, who having learned I was from Melbourne proceeded to tell me in earnest how much he loved Aussie

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Rules football. “It’s insane” (his words). It might have been the moonshine we had recently sampled but he had joked, to my delight, that he would herewith refer to Guatemalans as Victorians. I’m not sure if it was the sheer abstraction or commonality of the comment that made it amusing. Closer to home, but still ‘south of the border’ freight operations and other critical services entering New South Wales from Victoria, on one of the busiest freight corridors of the world, have been provided special conditions to help keep our economy on life support through the final act of what is fast becoming for many — if you can excuse the paradox — the longest of winters. The historic decision to shut the border shared between the two states for the first time in 100 years, portends to greater implications as the commonwealth of states remains in disaccord to the detriment of industries already decimated by the ongoing closures. Such news may not have surprised businesses that anticipated the likelihood of another setback or those companies with a healthy distrust of the competency of our current leadership class. For many others, it should at least shed light on the perils of policymaking when conceived on the fly. Our premier freight carriers can’t afford to operate with fickle disregard for procedure and yet they are expected to adapt, as it were, to the whims of a government that sees it fit to outsource their duty of care. In Victoria, more specifically, it was simply

subcontracted out in opposition to recommendations made by national cabinet to have the ADF supervise quarantined overseas travellers. Lockdowns the world over have meant high tempo bulk buying of supplies. For essential workers in the road transport sector that involves sustaining difficult tasks, heroically, nearing the limits of capacity — again. Spare a thought for those truck drivers who may have volunteered on hay runs in drought relief and devoted their time and resources in recovery efforts for catastrophic bushfires of whose origin is still subject to an ongoing Royal Commission. How might one, given the total politicisation of the environment and public health, find clarity? Insider tip: don’t search for it on Linkedin. There are reports already circulating of people being smuggled on trucks into Queensland, a state that has been reluctant to open up as it goes beyond the supposed goal of flattening the curve to capitalising on the election-friendly optics of managing zero cases. The longer shutdowns persist, the less recognisable our commonality becomes. It’s only otherness, at precisely the wrong time, which gets amplified. The border as Cormac McCarthy has suggested, perhaps most supremely in The Crossing, is at best an abstraction that we cling to as a way of making ourselves more real. In the natural world these things have no names. But we name them on maps, all the same, so we don’t lose our way.

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PRIME NEWS

> Instant asset write-off extended for trucking industry The Federal Government has extended, by six months, the $150,000 instant asset write-off to the end of the calendar year. It represents a major win for the road transport industry in which the new threshold for each asset purchased for under $150,000 can be accessed multiple times. Increased from $30,000 in March as a measure to mitigate the impacts of COVID-19 on the economy, the asset write-off scheme, which applies to both new and second-hand assets, was originally slated to end on 30 June, 2020. The extension is estimated to cost the Federal budget $300 million over the forward estimates. With one of the oldest fleets in the world, the Australian industry is desperate for road transport businesses and owner-operators to update their mobile assets to improve safety technology and reduce emissions. As individual equipment is largely

customised for the specifications of the individual buyer the original deadline at the end of the financial year was problematic. Treasurer Josh Frydenberg issued a joint statement with Michaelia Cash

Minister for Employment. “They are designed to support business sticking with investment they had planned and encouraging them to bring investment forward to support economic growth,” they said.

> PBS combination approvals have doubled over five years: Report The National Heavy Vehicle Regulator (NHVR) led Performance-Based Standards (PBS) scheme recently celebrated 10,000 innovative heavy vehicle combinations hitting Australian roads, helping drive clear safety and productivity outcomes. The milestone was a highlight of the third annual joint report released by the NHVR and Australian Road Transport Suppliers Association Institute (ARTSA -i) on the Australian PBS fleet. NHVR CEO, Sal Petroccitto, said the report demonstrates the success of the world-leading PBS scheme, which has gone from strength to strength under the Regulator’s leadership. “PBS-approved combinations now make up one-in-five new relevant vehicle types — vehicles with a corresponding PBS combination — more than double that of five years ago,” said Petroccitto. “This increase has led to improved safety outcomes, such as 46 per cent fewer crashes 8

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when compared with conventional vehicles, and productivity gains of up to 30 per cent by reducing truck trips on our roads. “The continued growth of the PBS scheme shows industry’s appetite for more modern technology, and the desire to be safer and more innovative operators. “Collectively, going forward we need to ensure governments make concerted efforts to provide the supporting access certainty to encourage the use of these safer and more innovative vehicles on the road network.” ARTSA Institute Chair, Martin Toomey, said the PBS scheme was helping to accelerate the renewal of Australia’s heavy vehicle fleet. “The median age of PBS vehicles is 4.3 years compared to over 12 years for the entire heavy vehicle fleet,” said Toomey. “Newer vehicles have access to more modern braking and safety technology, cleaner engines, and fewer

maintenance issues compared to older vehicles. They also have a high Australian build content and generate more work for Australian industry. “Encouraging the uptake of PBS vehicles can make our roads safer for everyone,” he said. The Performance Based Standards – Australia’s PBS Fleet (2020 Edition) report shows one in five relevant new heavy vehicles manufactured in 2019 were PBS approved; in the last five years, new PBS combination approvals have doubled, while the heavy vehicle market has grown by 20 per cent over the same period; the median age of PBS vehicles is 4.3 years compared to over 12 years for the entire heavy vehicle fleet; around 60 per cent of the new PBS approved combinations are towed by prime movers — a 12 per cent increase from 2018; PBS vehicles have more than 80 per cent market share in the four-axle and above dog trailer market.

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PRIME NEWS

> Linfox welcomes first Freightliner Cascadia Linfox Executive Chairman Peter Fox.

Leading logistics specialist Linfox has taken delivery of its first Freightliner Cascadia in Melbourne. Assigned to B-double fuel tanker operations at Linfox Australia’s Essendon Fields headquarters, the Cascadia 116 uses a 505hp 13-litre six-cylinder DD13 engine, which generates 1850lb-ft of torque. Linfox Executive Chairman, Peter Fox, Linfox Founder, Lindsay Fox and Linfox Fleet and Procurement President Ray Gamble were on hand to receive the keys to one of the first Cascadias in Australia from Daimler Truck and Bus Australia Pacific

President and CEO, Daniel Whitehead and Freightliner Australia Pacific Director, Stephen Downes. Downes noted the Cascadia is well suited to fuel deliveries. “Safety is important with all trucks, but it is absolutely paramount with fuel tankers,” he said. “These vehicles are often operating in built-up areas making deliveries to local service stations, so standard integrated safety technology such as pedestrian-sensing Autonomous Emergency Braking and the improved visibility of the Cascadia is priceless,” said Downes. The Cascadia is expected to raise the bar for conventional truck safety in Australia. Its fully integrated safety features include a radar and camera-based Autonomous Emergency Braking system that can automatically detect, and fully brake for, pedestrians. It also has a radar-based adaptive cruise control system, lane departure warning and fatigue alert in addition to Electronic Stability Control and the option of Sideguard Assist, which uses radar and camera technology to ‘look’ down the left side of the truck and trailer to detect pedestrians and objects in

preparation for left turns. The Cascadia also exceeds Euro 6 emission standard requirements, aligning with the company’s relentless focus on improving safety and cutting emissions. Whitehead was excited by the prospect of seeing the Cascadia at work in the Linfox fleet. “Linfox demands nothing less than the best safety and emission standards in the class when it comes to the trucks it selects and the Cascadia certainly fits that bill,” he said. Daimler’s relationship with Linfox goes back to the very beginning when truck driver Lindsay Fox started building the iconic transport company with a 1418 Mercedes-Benz and it has continued to grow and flourish since Peter took the helm in 1993. “Mercedes-Benz and Fuso trucks are already serving the Linfox fleet well, and it is wonderful that Freightliner now has a conventional product that delivers the exceptional safety and efficiency that Linfox demands,” said Whitehead. “There is no better endorsement for our trucks than having them go to work in those iconic colours,” he said.

> Glen Cameron Group celebrates 45 years National freight carrier, Glen Cameron Group, today marked the 45th anniversary of it first commencing operations. Opening for business officially on 23 June, 1975 in an 8x10 office inside a cool store built in the 1920s and furnished with a second hand chair and desk, Glen Cameron Group (then known as Glen Cameron Trucking) started with a handful of potential customers Cameron had made a commitment to even though, thanks to a Telecom blunder, he did not have a telephone installed yet in which to communicate with them. Like something out of a movie, calls, at least initially, were made from a public payphone. The very first job was for Diversey, a local business in Bayswater, where 10

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the Glen Cameron Group is now headquartered. Glen Cameron recalls it like it was yesterday. “My first day of operation was the realisation that it was up to me, and me alone,” he said. “I was a one man band about to live or die on the success or failure of my new business, Glen Cameron Trucking,” he said. “I had come from a transport industry background and had some contacts with some subcontractors and potential customers. Each I had given a commitment to that if they gave me a ‘shot’ I wouldn’t let them down. I’d pay my subbies quickly and I’d provide my customers with a first class service at a competitive price.” On that first day 45 years ago, Cameron made use of subcontractor Paul Curran,

who is still with the company today. The business now runs commercial vehicles all over Australia and manages over 1000 mobile assets through depots nationwide. “45 years later and a lot of water has passed under the bridge. I have made many friends, had a wonderful time building a business that I’m proud of and I have the satisfaction in knowing that my business has supported many families and given many people an opportunity to grow,” said Cameron. “It hasn’t been an easy journey but I’ve had a lot of fun and I look forward to the future to see what we are capable of and what influence this business can have on its people, suppliers, customers, and the industry in general.”

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PRIME NEWS

> Kenworth C509 muscles into Thompson’s heavy haulage fleet Heavy haulage and towing operator, J&K Thompson & Son, has taken delivery of a new Kenworth C509 from Gilbert & Roach at Huntingwood in western Sydney. The C509, powered by a Cummins X15 rated at 615hp matched with a heavy-duty Eaton 18-speed manual transmission, has a gross combination mass (GCM) rating of 163.5 tonnes. The unique demands of the heavy haulage game, particularly in the Blue Mountains region west of Sydney where the company is based, ask much of prime movers and drivers alike, and according to J&K Thompson & Son Managing Director, Jody Thompson, the big Kenworth is digging deep and taking up the challenge. In choosing the C509, Thompson said the key feature he will not compromise on is the transmission – it must be manual allowing the driver full control over gear selection in all situations. The proliferation of automated manual transmissions (AMT) has, in recent years, narrowed the field in terms of availability of manual heavy haulage prime movers. “While they are fine for lighter work,

I’m not into AMTs at all for our type of work,” said Thompson. “Especially when you are working around the mountains you have to be in complete control all the time.” Having been involved with heavy haulage work for 33 years, Jody Thompson and his wife Kylie started their business 20 years ago and their son Andrew and son-in-law Greg Nolan are now also involved at the coalface, driving the trucks. In fact, Andrew is the proud operator of the new C509. “Myself, my son and our son-in-law all started out doing apprenticeships as truck mechanics so we all know the trucks from the inside out, which helps with the sort of work we do,” said Thompson. As a result, he appreciates the familiar setup of the Kenworth, citing the example that it has traditional and simple brake valves rather than what he describes as the overly complex arrangements found on some other brands. Like father like son, Andrew Thompson echoed the sentiments of Jody as he described his enjoyment of being in

charge of the first Kenworth to grace the family company’s fleet. “I really like the rugged simplicity of the C509 from its square lines through to the traditional VDO gauges on the dash that Kenworths have had for decades,” Thompson said. “It’s what we need because when we are out in the middle of nowhere we can’t afford to have any computer glitches that we are unable to fix ourselves.” Thompson also agreed with his Dad’s theory that AMTs are not suitable for the heavy haulage sector. “There are certain situations on steep climbs where you have to change down three or four gears quickly to keep your momentum going. You can’t do that with an automatic because it takes too long to ‘think’ about it and by then it’s too late and you’re stuck,” Thompson said. Thompson’s new C509 will no doubt be closely monitored in the business in terms of its performance and durability over the long haul. Early signs suggest it’s doing everything right for this proudly Australian family-owned heavy haulage company.

THE ORIGINAL ENGINE OIL

> Ross Transport celebrates 45th anniversary New South Wales trucking company, Ross Transport, is celebrating 45 years of operation with its latest Western Star prime mover featuring Transport Women Australia Limited (TWAL) signage. The company has also expanded its tipper division with its first Western Star live body floor truck and pup. In 2013, True Ross joined the family business (third generation), managing operations with Frances (grandmother) and Alan (father). True’s husband, Jason, is also in the business as a professional driver and driver trainer. True Ross was appointed as a Board of Director for TWAL in May 2019. “In 2017 we designed the truck ‘TRUELY FRANTASTIC’ – A fully pink truck named after myself and my Grandmother Frances,” said True Ross. “This truck was a recognition truck to women in the transport industry as well as recognising and supporting the fight against cancer.” The gunmetal grey and magenta pink Western Star 4900 will go on the road as a B-double tautliner combination as part of Ross Transport’s interstate fleet. True Ross said the business tries to do something different every five years to celebrate their anniversary.

“For our 40th anniversary we had the all blue trucks and for our 45th anniversary we have designed the gunmetal grey and pink trucks,” she said. “Our aim with these trucks is to encourage younger children – and women more specifically – to be enticed to want to learn more about the industry and get involved. “We need younger generations to enter our industry and we need more women,” Ross said. The TWAL logos on the back of Ross Transport’s truck and tautliners are designed to spread awareness for TWAL and the work they do. “We aim to work with TWAL and have members or directors of TWAL attend events with TRUELY PINKTASTIC with a TWAL stall tent as well,” said True Ross. Ross Transport has donated $791,000

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since 2005 to the i98 Illawarra Convoy which funds initially went to Camp Quality, but now go to the Illawarra Community Foundation. The business also sponsors various surf clubs and football clubs each year. “Community is so important to us,” said True Ross. “Where we live in the Illawarra is truly remarkable. Our transport community allows us to support one another, interact and share experiences.” Ross Transport has invested in a truck and pup live body floor for a safer freight task. “Going forward for Ross Transport, we aim to keep doing our thing, keeping people employed, advocating for our industry and having fun,” said True Ross. “We said we were going to stop at 50 trucks, but are now at 60 plus trucks, so who knows where the future will take us.”

PRIME NEWS

> Wagners takes delivery of milestone Kenworth Toowoomba based construction materials and services provider, Wagners, recently acquired its 50th Kenworth prime mover. The 50th unit is the first in a batch of eight new Kenworth T659 prime movers that will be put to work hauling quad-combination Road West side tippers between the sites of Mt Isa Mines and Lady Loretta in north west Queensland. The trucks and Road West trailers have been sold and delivered by Kenworth and DAF dealer Brown and Hurley at Toowoomba, a company with which Wagners has been dealing over the last 30 years. The latest order brings the Kenworth count in Wagners fleet to 57. In 2014 the company purchased 18 C509s, followed by nine T659s in 2018.

The latest T659s feature heavy duty Dana D52-190 tandem driveheads with a ratio of 5.25:1 and riding on Kenworth KW6-60A mechanical suspension with a 21-tonne rating. The steer axle is a Dana D2000F with Kenworth leaf springs and a load rating of 7.2 tonnes. Gross combination mass rating is 165 tonnes. The new units are powered by Cummins X15 Euro-5 compliant engines delivering 550578hp at 1,800rpm and 1,850lbft of torque at 1,200rpm. Transmissions are Fuller RTLO22918B 18-speed manual. Coupling is facilitated via Fuwa K-Hitch KA13D902335 fifth wheel assemblies with a D-rating of 240kN. The vehicles are fitted with an advanced braking/safety system, which includes the functions of EBSS (ABS + Automatic

Traction Control + Drag Torque Control). “A big thanks to Wagners for the purchase of their 50th Kenworth – 160-tonne rated and ready to tow quad side tippers up at their Mt Isa depot,” said Brown & Hurley Truck Sales Representative, Richard Lilburne. Wagners was established in Toowoomba in 1989 by Henry, John, Denis, Neill and Joe Wagner. The company started with three trading divisions – Wagners Concrete, Quarries and Transport – and subsequently expanded to include cement, fly ash and lime, reinforcing steel, on-site concrete supply, contract crushing and bulk transport, as well as light-weight composite fibre products. November last year, Wagners was named as a lead contractor for Adani to deliver a $35 million operations package.

Jack Wagner, Brian Bennetts. 14

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> Team Transport expands fleet with DAF CF 530

Trucking company, Team Transport and Logistics, has taken delivery of a new DAF CF 530 B-double rated prime mover for its Brisbane-based operation. The unit has a gross combination mass (GCM) rating of 70 tonnes and will be used for a variety of tasks – including B-double and single trailer work – within the Team Transport remit. The company provides a broad range of transport services catering for residential and commercial building projects, mining, oil and gas operations, along with civil infrastructure projects such as road works, bridgeworks, railways and tunnels. The versatile fleet includes crane-equipped prime movers and rigid trucks, container skels and various trailer types and configurations including curtain-siders and flat-tops. Team Transport’s CF 530 was delivered by Brown and Hurley at Yatala, and according to the company’s DAF Sales Representative, Mark Holden, the new Euro 6 DAFs launched in February this year feature a number of safety upgrades over their Euro 5 predecessors. “These DAFs have four new significant standard safety features including lane

departure warning, adaptive cruise control, autonomous emergency braking and left side mounted camera – which gives the driver a clear view of what is immediately beside the left of the cab,” said Holden. Also new to the CF range is the availability of a 530hp/ 2,600Nm rating of the MX 13 six-cylinder engine paired with the ZF TraXon 16-speed automated manual transmission (AMT), as specified by Team Transport with this unit. “The engine meets Euro 6 compliance using selective catalytic reduction (SCR) as well as exhaust gas recirculation (EGR), which acts only on three cylinders, and a diesel particulate filter (DPF),” said Holden. “The other big benefit is fuel economy which DAF quotes as 10 per cent better than the previous Euro 5 versions. Some of our customers are telling us they have validated the 10 per cent improvement in direct comparison with their earlier units.” Other features include a 3.9-metre wheelbase and 1,000-litre fuel capacity in twin tanks, 600-litre on the left and 400-litre on the right. Batteries and

additional air tanks needed for B-double operation are conveniently mounted on the chassis directly behind the cab. The JOST fifth wheel, according to Holden, is a brand predominantly fitted by Brown and Hurley to the new trucks because “they’re reliable and don’t cause us any issues”. Beneath that is electronically adjustable eight-bag air suspension rated at 18,100kg with built-in weight gauges transmitting to the dash display. The front axle, rated at 7,100kg, is suspended by parabolic leaf springs. Alcoa Dura-Bright alloy rims sporting 295/80 R22.5 tyres complete the picture. The vehicle, which was assembled at PACCAR’s Bayswater (Vic) plant, is covered by a three-year / 750,000km warranty. Team Transport is, according to Holden, a long-term DAF customer of Brown and Hurley dating back to when the company’s Yatala branch opened 12 years ago. “They appreciate the benefits of the European sourced DAF brand including serviceability, price of parts, running costs and resale value,” he said. p r i m em ove r m a g . c o m . a u

GLOB NEWS GLOB ALALNEWS

> Nikola debuts on share market Hydrogen and battery powered truck maker, Nikola, officially became a publicly traded company last month following a successful reverse merger with acquisition firm VectoIQ. Stockholders for VectoIQ voted in favor of the approval at its annual meeting which saw Nikola (NKLA) replace VTIQ on the NASDAQ from 4 June. VectoIQ

was created by former General Motors Vice Chairman Steve Girsky in March. Girsky has joined the Nikola board as an advisor. In addition to pledging its own $US230 million, VectoIQ raised $US525 million from mutual funds and other investors through a private investment in public equity that allowed buyers to purchase Nikola raised $US700 million from its reverse merger.

shares in the SPAC for $10 apiece. Nikola has ambitious plans in the short term. The company has reportedly raised $US700 million in equity from the transaction which it is looking to invest in production of the Nikola TRE in Europe next year, a brand new Arizona factory, the roll out of its hydrogen fueling stations and the recent unveiling of a futuristic pickup launched as the Nikola Badger. The news follows in the footsteps of rival startup Tesla which went public eight years ago. In July the battery pioneer and electric vehicle specialist became the first private company to send astronauts into space. Nikola Founder Trevor Milton, who is now Arizona’s newest billionaire, holds a 42 per cent stake in the company. Milton relinquished his role of CEO after the merger. He will assume the position of Executive Chairman.

> Electric powertrain startup goes public, intensifies rivalry with Nikola, Tesla Startup manufacturer of diesel-electric truck components, Hyliion Inc, will trade stocks by as early as September following its merger with special purpose acquisition company Tortoise. The combined company is expected to yield $560 million of proceeds from the $325 million private investment in public equity along with at least $235 million of cash held in trust. After the merger announcement, Tortoise shares jumped from around $10 to $18. The implied market capitalisation of Hyliion is $US1.5 billion. Described as a “blank check” company created specifically to find a marriage partner with high-growth potential, Tortoise had evaluated some 200 companies before settling on Hyliion, whose charter has been to reduce carbon intensity and greenhouse gas emissions of heavy duty commercial vehicles as a provider of electrified powertrain solutions since it was founded in 2015. Leveraging advanced software algorithms and data analytics capabilities, Hyliion 16

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offers fleets an easy and efficient system to decrease operating and fuel expenses while seamlessly integrating with their existing fleet operations. It designs, develops and sells electrified powertrain solutions for Heavy Duty Class 8 trucks compatible with any of the leading commercial vehicle manufacturers, transforming the transportation industry’s environmental impact at scale. Upon pending merger approval by US Securities and Exchange Commission, the new company will be called Hyliion Holdings Corp. It follows the recent decision of hydrogen truck manufacturer Nikola Corp to go public on 4 June. Marathon Capital acted as exclusive strategic and financial advisor to Hyliion Inc ahead of the merger. “Hyliion’s unique electrified powertrain solutions are revolutionising the industry and enabling the transition to a decarbonised and more sustainable transportation future, while also reducing the total cost of ownership for their customers,” said Jeremy Hux, Senior Managing Director and Head of

Sustainable and Energy Technologies at Marathon Capital. “It was a pleasure partnering with the Hyliion team throughout this important transaction, the next step in their accelerated growth as the leading powertrain provider of electrified solutions for the commercial vehicle industry.” Based in Austin, Texas, Hyliion, upgrades heavy duty commercial vehicles to run on dual fuel sources. The first of its three 6x4HE Class 8 models in partnership with Dana, was delivered to Penske Truck Leasing in February. Hyliion Hybrid Diesel Class 8.

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COVER STORY

ADDE

Hy-Tec concrete operations in Queensland has diversified its local offering to include dry bulk cement haulage. Key to the diversification is a fleet of Kenworth trucks and Convair trailers. 18

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D TO THE

MIX One of two new Kenworth T410s delivered to Hy-Tec this year.

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

COVER STORY

Tony Jackson.

n a bid to kickstart the economy post-COVID-19 prodigious government incentives have been designed to stimulate infrastructure projects. For a business like Hy-Tec Queensland, who had already been gearing up for future projects in the increasingly competitive infrastructure and civil construction sectors, they are well positioned to meet this demand thanks to opportune investments. Hy-Tec, one of 19 respected brands within the ASX-listed Adbri Limited Group portfolio, operates pre-mix concrete plants throughout the east coast of Australia, as well as supplying aggregates and sands to the 20

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infrastructure, commercial, civil and residential construction sectors. The company services South Australia, the Northern Territory and a broad swathe of the eastern seaboard including the capital cities of Melbourne, Brisbane and Sydney in addition to regional areas including northern New South Wales, Darling Downs, Townsville and southeast Queensland. Like any forward-thinking business, Hy-Tec is continually striving to improve efficiencies and provide the best service to its customers. With the company’s vertically integrated business model it was a logical step to add cement haulage to Hy-Tec’s local offering. As a

result, Hy-Tec has established a fleet of pneumatic dry-powder tankers, drawn by Kenworth prime movers, to supply the cement that is a primary ingredient in the concrete it produces. A vital element of researching the considerable capital purchase involved determining the total costs involved with not only the setup, but also the ongoing day-to-day running of the new assets. The fact that the company is already involved with trucks in its primary business gives it a walk-up start. When it comes to making the decision on a significant capital equipment outlay, specifically a fleet of Kenworth

conventional prime movers and Convair dry bulk tankers, past experience certainly counts. Hy-Tec has traditionally prioritised agitator work over raw material supplies, leaving concrete haulage to other parts of the business. “We could see an opportunity to be more competitive in our offering to customers, while also giving us better certainty over supply” Tony Jackson, Hy-Tec Logistics Manager – Queensland says. “We put together the necessary documentation and business plan from our side and we used the Kenworth pricing as part of the plan. When it was approved we stuck with the Kenworth product. My feeling was that if we used a different product and it didn’t work out so well we’d be kicking ourselves. You pay a premium for the Kenworths, but I think you get that back when you sell them.” Many Hy-Tec contract agitator drivers, according to Tony, swear by Kenworth trucks because they rarely break down, last a long time and have good resale value. The proposal was for two semi-trailers and two B-doubles so the obvious choice was T410s for the singles and T610s for the doubles. The Kenworth T410s are powered by PACCAR MX-13 engines rated at 460hp and coupled with PACCAR 12-speed automated manual transmissions (AMT), while the T610s sport Cummins X15 powerplants rated at 565hp driving through Eaton UltraShift-Plus 18-speed AMTs. “So far it has been good and everything is going to plan,” Tony says – adding that the overall fuel economy of the Cummins-powered Kenworths is meeting expectations, while the MX-13powered T410s with the PACCAR AMT on the integrated powertrain are also returning excellent fuel figures, which is an important factor for Hy-Tec. Another key element with transport operations is driver acceptance, and in the case of the new Kenworths Tony reckons it is 100 per cent.

“The drivers love the Kenworths and have taken well to the AMTs – even those who have been long-time drivers of manually shifted trucks,” he says. Tony is happy with the suite of safety features that have been optioned on the new trucks, an area Kenworth has shown great improvement in recent years. “We had them specified with collision avoidance and lane departure warning systems and it definitely works well and the drivers are impressed with the way it all works,” he says. While the company generally doesn’t specify its trucks with too much ‘bling’, Tony says he is pleased with the look of the new Kenworths with their white cabs

and orange mudguards which match harmoniously with the Hy-Tec logo on the doors and trailers. As for the distance they travel, the trucks load out of Sunstate Cement at the Port of Brisbane and deliver to batching plants as far west as Toowoomba, south to Burleigh Heads and north to Coolum, all within a 150km radius of Brisbane. Each of the trucks is double-shifted and has two regular drivers which helps ensure the equipment is well taken care of. The Convair tankers and the Kenworth trucks were sold to Hy-Tec by Brown and Hurley at Caboolture, which in addition to being the local Kenworth and DAF

The Kenworth T410s have been specified with collision avoidance and lane departure warning systems.

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

COVER STORY

dealer has also built a trailer dealership at the same premises covering some big name brands of various trailer types including Convair pneumatic tankers. The dealership also takes care of the servicing and maintenance of the combinations, and is a handy one-stopshop for Hy-Tec. “All the servicing of both the trucks and trailers is done by Brown and Hurley and they’re doing a really good job,” Tony says. “They are agents for the Convair trailers as well, so they carry the necessary parts and take care of any warranty work that’s required.” The company, in regard to maintenance, is keen to find out from its own experience whether disc brakes on trailers provide a cost advantage over drums. Accordingly, one of the B-double sets has been equipped with disc brakes as a trial to see how it stacks up 22

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in terms of performance and lining longevity compared to the other drumbraked unit. Tony says he is as equally impressed with the Convair tankers as he is with the Kenworth trucks, and the fact that both products are manufactured in Australia is not lost on him. He also made mention of the fact that the General Manager at Convair Engineering, Peter Swann, flew up to Brisbane and trained the drivers in the loading and unloading of the cement tankers. “Half of the drivers we employed to operate the new units had no previous pneumatic tanker experience, so we really appreciated Peter’s help with this,” Tony says. “And the drivers who had previous experience said their eyes were opened as to ways they could do things better.”

As for the reasoning behind choosing Convair tankers, Tony says the company has been using them in its Victorian and South Australian operations for several years with great success. “The general word around town is that Convair is at the pinnacle in the bulk cement tanker realm,” he says. “Before I started looking into the tankers for our operation, I was under the impression Convair was a super-duper international company. They’re actually a small Victorian company doing a magnificent job. “They’ve been very helpful – any issues have been promptly dealt with and they’ve offered various tips and information to help us get the best out of the tankers. Tony says Convair was very helpful when it came to the design and spec of the tankers, guiding and advising Hy-Tec

All servicing for the trucks and trailers is performed by Brown & Hurley.

“The drivers love the Kenworths and have taken well to the AMTs – even those who have been long-time drivers of manually shifted trucks... If you keep the drivers happy, they generally hang around a bit longer. The trucks don’t tend to move too far without a driver.” Tony Jackson Hy-Tec Logistics Manager – Queensland

at every stage of the builds. “Peter was really good at the planning stage – if we suggested something that we thought would work if he knew it wouldn’t, he would very politely say ‘we’ve tried that before and it didn’t work, so it’s not worth wasting your time going down that path.’ He came across in a way that really made a lot of sense. All up, it was a $2 million project, so we needed to get it right.” As part of the business model for the new operation, the prime movers and tankers will reportedly have lifecycles of four and eight years, respectively. “Even though they are double shifted they

are not doing huge kilometres, probably around 120,000km per year,” Tony explains. “Although the engine hours will be a lot more because the engine runs the blower that discharges the cement. It’s not hard work though, and they run at about 1,100rpm to do that.” All up, the diversification into cement haulage looks set to be a successful venture for Hy-Tec. Utilising top-shelf equipment including Kenworth trucks and Convair tankers – both of which are widely acknowledged as among the best in the business – is a sure-fire way to ensure an efficient and profitable operation over the long term.

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

FLEET FOCUS

ASK THE

DUST RYCO 24•7 runs a fleet of Hinos as part of the emergency breakdown services and parts it offers the coal sector of Central Queensland where trucks are tested in the most rugged of conditions. Wayne Watt at the Ryco 24•7 branch in Emerald.

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erman explorer Ludwig Leichardt made mention of visible coal deposits in the area now known as Blackwater while travelling through on an expedition as far back as 1844. It wasn’t until the late 1960s, however, when a mining company from Utah established a base that the township found its feet. Miners have been setting up camp here ever since. The appreciable seam of coal running through Queensland’s Central Highlands makes Blackwater, at least by default, the state’s coal capital. The resource rich region generates up to $190 million every day mostly in high quality thermal coal which is hauled to port in Gladstone and shipped overseas, usually bound for Asia where it powers high efficient, low emissions coal-fired power plants. RYCO 24•7, a heavy equipment parts and breakdown service runs a small fleet of commercial vehicles around the clock to replace hoses and other parts on bulldozers, long haul trucks, cranes, excavators, drag lines and diggers. This includes support, installation and aftermarket business. The Hino 500 Series Standard Cab, of which it has recently taken delivery of five new FD1124s, are asked to cover immense terrain on the cluster of coal mines,

some of which are 60 kilometres long, in an environment about as harsh, dry and dusty as anywhere on earth. That means, for its fleet investment, there’s a natural aversion to any hint of impermanency given the business must not only be reliable and on time, but its customers, of which BHP is one, cannot have any disruptions further compounded by the errors of its service provider. So they don’t make any when it comes to purchasing commercial vehicles. Even in a year as aberrant as 2020, the industry hasn’t stopped according to RYCO 24•7 Business Manager Wesley Bulters. “Construction and mining have not missed a beat. What that means for us is the machinery is all still going. In turn it needs maintenance and servicing to keep it operating at an optimal level,” he says. “While that remains the case, our business will keep moving ahead.” The Executive Team, according to Wesley, did not hesitate to purchase its

latest ten trucks through Orix and Sci Fleet Hino. After all it had the runs on the board. Many of its older fleet have been running, without issue since 2008, clocking up in some instances 500,000 kilometres on rutted, rocky mine sites every day of the year. “The trucks take constant punishment over rocks, craters and unsealed roads,” Wesley says. “They get hammered on site. The Executive Team approved the decision to purchase ten 11-tonne rated Hino 500 Series FD1124s, a bigger truck in this instance knowing the durability of these vehicles is proven.” Drivers are inducted to operate on site, above ground. The job takes them into the pit, a 25 kilometre journey in itself, where in regard to the equipment it’s a case of, “get under, get it fixed, get out,” as Wesley puts it. As well as the hydraulic hose breakdown service it provides, RYCO 24•7 carries a range of heavy duty equipment stock including adapters, coupling, hose assemblies and workshop tools.

The jarring heat, especially between November and January, sees air temperatures regularly reach 43’c. Breeze in the pits is scarce. Working on or under the belly of a bulldozer is even hotter where things melt together more fiercely from radiant heat approaching 60’c. It’s so hot it takes little more than a summer for the white stickers on the trucks to turn brown and blister. The Hino 500 Series FD1124 is nine metres in length, three metres high, with a purpose-built body that accommodates its core function as a mobile parts and service shop. Wayne Watt Central Queensland Operations Manager confirms another five Hinos are currently being built with provision for two more to be delivered by the end of the next financial year. “They handle the rough roads well. We’ve been through a few suspensions over time which is to be expected given the loads that we carry in the back of the truck. Having said that we’ve run for over 250,000 kms before we’ve had to

Hino 500 Series FD1124.

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

FLEET FOCUS

Construction and mining have not missed a beat. What that means for us is the machinery is all still going. In turn it needs maintenance and servicing to keep it operating at an optimal level. Wesley Bulters RYCO 24•7 Business Manager

do anything about the suspension,” he says. “You can’t fault that side of it.” Aside from replacing the electrical connectors on the injectors and having the suspension reinforced with an additional parabolic leaf spring to mitigate drop and for extra flex on every truck, the vehicles have not required any major repairs. Scheduled services are always honoured. None of the clutches have had to be replaced. The front axle stabiliser, a feature on the new Hino 500 Series, helps with the constant jounce. “We’ve had a really good performance out of them and they handle the environment extremely well,” Wayne says. That same environment involves immense journeys, most of it offhighway, in which the vehicles may have to deliver parts across multiple sites. Of the older fleet, one of the Hinos has amassed more than 500,000 kilometres in little more than a decade. It wasn’t until it hit the 400,000 kilometre mark that it even hinted at having any serious maintenance. These are vehicles that are flogged until the point of collapse. And yet, somehow they don’t. “I’ve driven some of the opposition trucks before and I’ve had a better ride in the Hino and the other trucks weren’t even around the 100,000 km mark yet,” says Wayne. “The design of the cabin helps, and the seats are even better. In the new truck a noticeable attention to detail and comfort has gone into it. Out here your body gets a work over.” A fully air-suspended and adjustable ISRI 6860/875 NTS2 series seat can be configured to the body type of the driver, with class leading backrest and 26

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lumbar support. As the unsealed roads are ridden with corrugations, they can be hard on the driver’s posture and back. The trucks, according to Wayne, need to absorb as much of the impact as possible — so that the driver doesn’t. “Hino has done a lot of work, as far as I can see it, on improving the rideability as far as they possibly can,” he says. One of the trucks operates 24/7 while the others are running 12 hours a day. Wayne will swap them out to balance out the mileage among the fleet. “We want to even it out on the new fleet to maximise the life we get out of them. But if we can get another ten or 12 years out of our new trucks, we’ll be happy.” As some of the pits have steep grades, the drivers need to ensure ingress is achieved without issue. A missed gear in searing temperatures can have adverse cumulative effects on the engine. Any delay, as a result, might hold up the huge CAT coal haulers. The auto gearbox on the new trucks naturally helps with handling when it comes to changing down gears on a dusty incline in the dark having already covered over 600 kilometres during a night shift. “We need reliability for that sort of operation,” Wayne says. “The last thing you need is for your truck to break down in the middle of the night. They do get worked hard.” Wayne, who works from Emerald, has been working for RYCO 24•7 the last 12 years. He was a driver before being appointed to his new role late last year. “The drivers either come to me with a complaint or a success story. I can relate

to it because I’ve been there,” he says. The only drawback for Wayne, when working trucks like these in such a merciless environment, is having to wipe the ABS sensors regularly given the constant buildup of grit which can trigger the fault warning light. “In terms of the payback for the costs we couldn’t have asked for more,” he says. “The trucks pretty much have paid for themselves and some over the years.” The company will keep a couple of the

Ryco 24•7 has taken delivery of the first five of ten Hino 500 Series units it has purchased in 2020.

original fleet going to use as a town truck foreseeing that these workhorses will have at least another 18 months in them. “The guys put the key in and they start first time, every time,” he says. Wesley, who has grown up in the industry, says the year, to date, despite the uncommon situation globally, has been one of growth for RYCO 24•7. “We’ve been able to invest in new equipment as part of our ongoing

commitment to our customers and our people,” he says. “It’s important that we keep them happy. Our HR team have done very well in terms of updating us in what we need to do coming back to work, complying with regulations, getting in our trucks and going out and servicing the sites. They’re constantly updating us in regard to any new policy coming through. They have been right on top of it.” Having started out sweeping floors

in one of the retail outlets owned by his parents in the Blue Mountains, Wesley, who works from Brisbane, has worked as a fitter, driven trucks and is now responsible for onboarding all new RYCO 24•7 service centres in the national network including Blackwater and Emerald, where Wayne is based. His 24 years of experience has come from the ground up. If talent, no matter the industry, is to be nurtured, it’s first of all, a matter of mining it. p r i m em over m a g . c o m . a u

FLEET FOCUS

SWEET

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SMELL OF

SUCCESS

Ditton Bulk Haulage has achieved much by focusing on their customers’ requirements by remaining flexible and attentive to details.

Murray Ditton.

he Ditton family is very proud of its long running association with the transport industry and today is headed up by Murray and Melanie Ditton who operate from the company headquarters located at Rutherford, just west of Newcastle in the New South Wales Hunter Valley. The Rutherford location has been deliberately chosen given its close proximity to several of Ditton’s major customers’ bases with an additional benefit of being near both Pacific and New England Highways. What especially stands out about the current company business model is the variety of the sectors in which Ditton Bulk Haulage operates. This is a result of a well-considered strategy that came about following a regrettable and potentially expensive situation some years ago. From that negative experience Murray has decided to ensure the organisation operates across a diverse group of categories, having consciously targeted sectors in which company and staff experience, dedication and expertise will be appreciated so that long term mutual benefits are seen for client and carrier alike. “We decided to do what we are good at, and we are good at customer service,” says Melanie Ditton. “If we say we are going to be somewhere we are going to be there. If we offer a good service our customers will p r i m em over m a g . c o m . a u

FLEET FOCUS

“We decided to do what we are good at, and we are good at customer service.” Melanie Ditton Company Headquarters Operator

keep coming back.” According to Melanie the company has never advertised. “The bulk work was handling grain products initially, and then carrying fertiliser on the way back out to the farming locations,” she says. “Murray is never one to say ‘no’, so when a regional concrete plant asked for a load of sand we did that for them, too. Next thing we’ve got three trucks doing it, then five. All through word of mouth.” The bulk transport division commenced with just one tipper. After a short while the industry ‘grapevine’ worked its magic. One client would tell another about Ditton’s abilities to get jobs done properly. The growth of the bulk division has since compounded and now includes a number of efficient Performance-Based Standards (PBS) combinations. There are currently around 70 trucks servicing the Ditton’s customer base and the choice of prime movers typifies Ditton’s aim to have the most suitable equipment available to deliver the best result in any particular application. Ditton’s has opted to utilise prime movers from both of Australia’s biggest selling heavy duty brands, Kenworth and Volvo, with each unit specified to best suit their intended applications. “There are always drivers who only want to be seen in a big American style truck, but we’re not really interested in that type of employee,” says Melanie. “We’ll only take on someone that’s good for the business and whatever truck is the best for that particular job then that’s the truck they will drive.” Notable among the Volvos in the fleet is ‘Cherry’ which is a 25th anniversary Volvo 540 horsepower FH Globetrotter equipped with the dual-clutch transmission. It was a feature of the Volvo display at the 2019 Brisbane Truck Show. This truck is mainly involved 30

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in the transport of underground and above ground storage tanks. Operated by Kent Ditton, ‘Cherry’s’ candy-apple red paint contrasts with the basic white and subtle graphics seen on most of the Ditton fleet. While Murray usually prefers the 600hp specification from Volvo, the fleet includes both 540s and 700s as well. About a decade ago, Ditton Bulk Haulage made the conscious decision to increase their involvement in road transport associated with the building industry, back then seeing it as a sector with long term stability and good potential for growth. Ditton’s can offer complete transport and logistics solutions for their clients ranging from the delivery and on-site handling of bulk raw materials to the nationwide distribution of finished products. Ditton’s have found success in being able to fulfil the combined roles of a number of different operators and improve markedly upon the efficiency of their own clients’ operations. The suite of available services extends from the Ditton operation of onsite equipment such as frontend loaders at the clients’ premises, to the provision of liveried curtain side B-doubles dedicated to the distribution of finished products. “We don’t take on a customer to give them a service they don’t want or need,” says Melanie. “We might make it sound easy but in reality it’s a lot of hard work to ensure our overheads are less, our service is better and the customers’ expectations are exceeded.” The transport of large storage tanks is another example of the abilities of Ditton’s Bulk Haulage, mostly in the OSOM (over size, over mass) space delivering tanks for fuel and other liquids to sites all over the country. Recent long-distance deliveries have been to destinations as far apart as Cairns and Tasmania. The transport of fuel tanks brings with it the challenges of safely and efficiently moving large indivisible

loads on public roads along with detailed route planning and the permit paperwork required by the National Heavy Vehicle Regulator. The Ditton Heavy Haulage OSOM division started with a ‘speed bump’. Murray was literally on his way to Victoria to pick up Ditton’s first drop deck widening trailer to fulfil a new contract when he received a call informing him the new work wasn’t going to happen after a change of mind by the potential client’s management. In typical Ditton fashion, rather than let this be a setback, Melanie, in her own words, “put my boots on and visited local businesses saying ‘Here I am, this is what I’ve got and this is the service I can provide’”. Within a week they had more than replaced the potential work that had been taken from them at such short notice. Now they have four specialised trailers

dedicated to the transport of tanks. Ditton Bulk Haulage also applies its OSOM expertise to the transport of mining, construction and earthmoving equipment and farm machinery. Being a family business, Ditton Bulk Haulage has a genuine interest in having the smallest environmental footprint possible. Melanie was thrilled to be recognised for outstanding performance in the NSW road freight industry at the inaugural Road Freight New South Wales (RFNSW) Awards in 2016. “Our award nominees have to embody the values of safety, professionalism and viability of the trucking industry in Australia. These are not only awards of distinction but also of consistency and improvement of best practice and leadership,” said RFNSW General

Best of both: Kenworth T909 and 700hp Volvo FH16.

Manager Simon O’Hara at the time. “Our awards endeavour to identify and spotlight individuals that have displayed exemplary standards, as well as spur others to continue striving for higher levels of excellence.” Those individual qualities extend as

core values across the entire Ditton Bulk Haulage operation in which the entire team of professionals focuses on customer needs. Although the customer base has grown dramatically over time, personalised attention remains a key factor in the company’s offering. Volvo prime movers move grain and fertiliser using PBS trailer sets.

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

FLEET FOCUS

STEELE WHEELS

Apex Steel produces and supplies steel products to roofers using a purpose-built fleet in which Western Star plays a prominent role in carrying the extended loads.

Western Star 4800 FS2 with mounted Fassi crane.

he unusual size of the steel cut-to-length and its variants like aluminum and colorbond dictate the customised approach to the trailer combinations used at Apex Steel. That key requirement for the delivery business is fully realised through Western Star and more specifically the 4800 FS2 model, given its unique wheelbase helps keep the combination within the legal limit of 26 metres. As it offers a wide range of commercial roofing, cladding, rainwater goods, sheet metal, purlins, battens, sheet and 32

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coil, pipes and structural steel, the task of supplying these products is wholly specialised for Apex Group. It must include a mounted crane on all its trailers. The Fassi vehicle loading crane, supplied by 600 Cranes, has been standardised across the fleet for efficiency of use, maintenance and repairs. Heavier loads, topping out around 25 tonnes, involve use of extendable trailers. These are nominally sourced from long time partners Vawdrey and occasionally Barker Trailers. The company also runs a super extendable trailer with steerable axles it

had commissioned by Lusty Trailers in Swan Hill a few years back. In the main the company, which maintains a head office and depot in Dandenong South, supplies to independent roofing specialists for the construction and refurbishment of commercial and domestic properties. Commercial roofers require, according to Apex Building Products Road Transport Manager Clint Rockman, a bespoke service for the overscale considerations of moving materials for factory roofs. “If the customer orders a roof we have to be able to supply what they need. So it’s

RS our job to cut it for them from a coil and then we have it delivered,” he says. “We do a lot of long roof sheets.” The inclusion of the three new Western Star trucks comes in the midst of the fleet being rejuvenated. It has been a conscious undertaking on the part of Clint, who sees the long-term strategy of upgrading the equipment offsetting costs associated with downtime and repairs. “The fleet has been purposely built to cart long lengths,” he explains. “All of our trailers are full extendable 48 footers. Once you put a crane on the Western Star it comes under the legal limit. So that’s why we buy them and they’re a top truck.” While little Isuzus are deployed for smaller tray truck deliveries, the Western Stars are assigned the much longer steel sheets. With a longer wheelbase, the heavy duty 4800 FS2 cling reliably to the unsealed roads and enclosed areas customary of their final destination. “For the most part the jobs are offroad. As you can imagine it’s factories and similar locations,” says Clint. “There’s not a lot of asphalt welcoming the drivers at these sites. But the Western Star is a great truck in the mud and slush. It handles variable conditions very well.” Westar Trucks Derrimut oversaw the complex build in which underslung pipes for the exhaust were necessary to accommodate the rear mounted crane. Shortened fuel tanks and toolboxes were also required as part of a host of modifications which have been observant down to a 10mm tolerance. A more diminutive Western Star 4700, with a galvanized cab, is dedicated to servicing clients on the Mornington Peninsula. It pulls a single trailer. On average the Western Star 4800 FS2s shoulder around 25 tonnes on a given

Underslung exhaust pipes were necessary to accommodate the crane and toolkit.

job. By its very nature, steel prohibits carriers like Apex Building Products from going too heavy as the product would get damaged under its own weight. The sweet spot, according to Clint, is around 20- to 25 tonnes. The Western Stars all generally use the same running gear with a Detroit DD15 engine and 18-speed Eaton Roadranger powertrain — and that’s the way Clint likes it. “It’s a similar situation to our cranes. We tend to keep everything the same. It makes it easier afterwards if we need to buy anything,” he says. Maintenance and repairs has been outsourced to long-time partner Osbourne Automotive Services based in Carrum Downs. The new commercial vehicles are part of several strategic investments made by the company in Victoria. More recently it invested in new facilities in Geelong and Bendigo, growth areas it has specifically targeted. “This year has been a growth year with additional assets and the opening of new facilities in our regional hubs of Bendigo and Geelong, where we did have a previous facility which we’ve since upgraded,” Clint says. Some of the new vehicles have been allocated for the Bendigo locale where they will help service clientele

in the country. “We’ve been running into Bendigo and servicing that area for many years but we can grow into the site now that we have set up there and in the next six months, given that is a growth area we have identified, the company should be able to build upon our investment.” The roofing sector has been somewhat insulated from the economic downturn many construction businesses have experienced in the past three months according to Clint. Privately owned, Apex Group is run by a group of individuals who are very much involved in the daily operations. Current ownership has been in charge since 1997. It has been built, according to Clint, from solid foundations. Expansion from Victoria was not long coming with sites in Brisbane, Adelaide, Sydney and more recently Darwin added to the Apex Group. Clint is long servant at the company, having been in his role for the better part of 15 years. “Everyone is hands on here. If you need something you can get it done on the spot,” he says. “That’s an advantage. It means you can move quickly when you need to. Because senior management is here you don’t need to follow a paper trail to get anything done. So we get things moving around here.” p r i m em over m a g . c o m . a u

TRUCK & TECH

MORE THAN MEETS THE EYE

Mercedes-Benz New Actros with MirrorCam technology.

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The New Actros from Mercedes-Benz is loaded with a comprehensive suite of new technologies.

he digital cockpit of the New Actros is only the start of the revolution in driver support aids, with perhaps the most apparent physical difference being the MirrorCam system. The absence of traditional external mirrors presents a much smoother airflow path with a resultant reduction in drag which benefits fuel efficiency. From the driver’s perspective all round vision is substantially improved, particularly the lateral fields of vision which is most notable when turning right at intersections and negotiating roundabouts. It is worthwhile for the operator to set the MirrorCam’s ‘orientation point’ when first connecting a trailer or trailers. This can be quickly achieved as part of the pre-drive check and is best accomplished by using an object such as a traffic cone aligned with the rear of the rearmost trailer. It’s simple to set the graduated bars on the MirrorCam screens to identify zones spaced at 30,

50 and 100 metres from the rear of the back trailer. Readjusting the reference lines when travelling bobtail is relatively straight forward. The MirrorCam’s in-cab screens are 380mm high and are similar in their proportions to conventional mirror setups and have a wide angle ‘spotter’ in their lower sections. Camera mounts are hooded to protect from stray light such as in tunnels or warehouses. Vision on the screens is as clear as a household television and the displays are sensitive to the ambient light conditions with automatic brightness adjustment plus manual adjustments if needed. The contrast of the high definition screens also automatically adjusts to counter sun glare. “As with any new system, the more time people have with it the more comfortable they become with it,” says Andrew Assimo, Director of Mercedes-Benz Trucks. “As opposed to a conventional mirror, MirrorCam is part of a complete new system. The field

Improved lateral fields of vision enhance right hand turns at roundabouts. p r i m em over m a g . c o m . a u

TRUCK & TECH

of view is massively increased, head movements to look at mirrors compared with screen displays are reduced, the ability to focus on what’s ahead is enhanced and the ability to see what’s behind is improved significantly.” When cornering the camera automatically follows the field of vision and keeps the end of the trailer in view and tracks the trailer around sharp bends and roundabouts. Due to its wide-angle lenses MirrorCam confirms its benefits when reversing into the blind side. As the angle between the truck and trailer decreases MirrorCam continues to follow back of trailer so that the driver’s view is not blocked and the end of the trailer is always visible instead of a mirror full of the side of the trailer. It is worth noting the driver no longer needs to be a contortionist in order to clearly see what’s happening on the kerb side. When reverse is selected the MirrorCam system switches to a wider panoramic display and the image follows the trailer

based on steering wheel angle input. After reversing, when a forward gear is selected the MirrorCam remains in this mode until 10 km/h is reached to avoid switching between the displayed images should the driver need to perform some back and fill manoeuvers. When the truck is parked, especially at night, the driver can safely check the area around vehicle from the comfort and security of the sleeper cab without even disturbing the curtains. This allows the driver to see down both sides of the combination without anyone who happens to be lurking around even knowing they are being observed. Predictive Powertrain Control (PPC) works off a digital horizon using 3D imaging and satellite tracking. It’s worth pointing out the PPC plans for what the truck will be doing up to two kilometres ahead by knowing the topography of the road while factoring in the vehicle combination’s weight. This enables PPC to plan ahead to maximise momentum and optimise gear

Predictive Powertrain Control works off a digital horizon using 3D imaging and satellite tracking. 36

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selection. It may even drop a gear earlier than what might be expected in order to climb a hill in the most timely and fuel efficient manner. A conventional cruise control may tend to hold a higher gear because it isn’t aware of the extent of the hill being negotiated. PPC may actually accelerate the truck at the bottom of a climb to improve momentum and result in less overall gear changes which will save fuel. The Mercedes-Benz Active Brake Assist 5 is the latest development of the system. It utilises radar and high definition cameras to identify other vehicles and moving pedestrians and calculates if a collision is imminent. The system can autonomously apply partial or full emergency braking to prevent, or reduce the severity of, a potential collision. “I think there is some real value in Active Brake Assist 5 particularly for operators in built up areas having the ability to stop effectively and autonomously for fixed obstacles and pedestrians,” says Andrew.

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TRUCK & TECH

COMMON

GROUND Integrated transport, logistics and rural supply company, Lindsay Australia, has a relationship with driveline specialist, Meritor, that stretches back many years. The partnership is grounded by rock-solid reliability of the components and aftersales support that Meritor provides.

mong a fleet numbering close to 300, Lindsay’s transport division has around 180 Kenworths fitted with Meritor drivelines which encompass the rear tandem drive assemblies including axles, suspension, brakes, driveshafts and universal joints. Lindsay Transport, which has served Australia for more than 60 years, recognises the value of partnering with other companies that manufacture or assemble products locally. Rob Dummer, General Manager of Operations, says Meritor components in the Kenworths are reliable and durable, generally for the life of the truck. “As a rule we just don’t have diff

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problems,” he says. “As a fleet manager the diffs are probably the furthest thing from my mind because nothing ever really happens to them – you just don’t need to think about them.” Lindsay Transport regularly services the diffs by changing the oil at the specified intervals and the oil is also tested in a laboratory to provide an early warning of any abnormalities. “If there is excessive bearing metal detected in the oil we will then change out the diff before it does any damage or causes a catastrophic failure,” Rob says, adding that the quality and durability of the Meritor products combined with the thorough servicing regime of Lindsay Transport,

carried out in its own workshops, mean the diffs are largely a set-and-forget component. Meritor, Rob says, has gone above and beyond the call of duty in assisting Lindsay Transport with its drive axle needs, particularly during a recent down-speeding exercise when a change in ratio from 4.3:1 to 4.11:1 of its Euro 5 trucks required a mass changeout of diff centres. “In our Euro 5 fleet we changed to 4.11 diffs in the middle of 2017 and with our Euro 6 fleet we have standardised on the 3.73 ratio,” he says. As fuel is widely regarded as the biggest expense in operating trucks, fleet managers constantly seek to improve fuel efficiency.

Meritor’s Sunshine plant where it makes the popular RT46160 tandem drive-axle.

Rob says that just 0.1km/litre of fuel economy improvement in a B-double travelling 300,000km per year equates to about $10,000 a year in fuel savings. “In the current business environment, it is more about what money you can save than what you can make,” Rob says. “We used about 39 million litres last year. Saving one per cent of that is a lot of money back in the bank.” In a bid to push the boundaries of fuel economy the company trialled 3.58 ratio diffs in a linehaul B-double travelling between Brisbane and Hay but found this was just too tall and actually led to increased fuel consumption compared to 3.73 ratio equipped units. “This truck was running on Higher Lindsay Transport has an estimated 180 Kenworths fitted with Meritor drivelines.

Mass Limits at 66- to 68 tonnes gross combination mass (GCM) both ways on a tough route which was why the 3.58 ratio didn’t suit,” Rob says. “If you had a B-double doing an express run averaging 55 tonnes GCM between Sydney and Brisbane it would be a different story. “The beauty of Meritor is that I can play around with diff ratios without needing to have a dozen diffs sitting on the shelf, simply because we don’t have issues with them. We just put them in and forget about them.” Meritor is celebrating 50 years of operation in Australia this year, which according to Rob, is a great accomplishment and one that has been made possible by the company’s excellent products and outstanding customer service. “You can always get hold of someone there, not that I have to very often because I buy the trucks through Brown and Hurley and they usually sort out any issues for us,” he says. “Meritor helped us out when we needed to change the 3.58 ratio that wasn’t suitable for our application, they really want their customers to be satisfied with the products and services they provide.” According to Rob, Kenworth trucks fitted with Meritor axles predominate in the linehaul fleet. He is also pleased that PACCAR’s DAF trucks, which also have a large presence in the fleet, are now being assembled at the company’s Bayswater facility. “Meritor and PACCAR have great products

which work well for us and at the end of the day if they can produce these exceptional products by employing Aussie workers then it’s a win-win for everyone,” Rob says. Having product commonality, as far as possible, across the fleet is for him an important goal. “Meritor and Kenworth are Americanbased and our mechanics are experienced with American-based gear so it makes sense for us to standardise on these products in order to maintain maximum product familiarity among our workshop staff,” he says. Rob acknowledges that the Meritor original equipment (OE) parts such as brake shoe kits, brake drums, universal joints and driveshafts are a cut above compared with aftermarket components. “We have trialled other brands of parts, but we’ve returned to the OE parts because they offer the extra degree of quality that makes them the best choice in the long run,” he says. “It’s the old story: ‘you get what you pay for’. It’s false economy if the cheaper part doesn’t last as long or provide the same level of performance as OE parts. You also have to factor in the extra time a vehicle spends in the workshop to replace parts sooner instead of being out on the road earning money. We also run greaseless drivelines which again means less time in the workshop. The old days of having universal joints fail are long gone. It just doesn’t happen anymore. Which brings us back to my opening statement about the Meritor products – we just don’t have any issues – I can’t fault them.” p r i m em over m a g . c o m . a u

TRUCK & TECH

AT CLOSE

RANGE Slotting neatly into a market sector dominated by Japanese manufacturers, the UD Quon 8-Litre deserves a close inspection by operators seeking a robust, reliable, safe, efficient and comfortable truck.

or operators of local or regional distribution 6x2 rigid trucks, the UD Quon 8-Litre CD 25 360 ticks all the boxes, including safety, fuel efficiency and performance. As a member of the Volvo Group, UD’s Quon 8-Litre has been developed using a raft of componentry common to the larger Volvo truck models, making it, in effect, a scaled down Volvo. As a 360hp 6x2 with a chassis length of 5,700mm and a gross vehicle mass (GVM) 40

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of 25,000kg, Quon 8-Litre provides an ideal platform for the likes of curtainside, refrigerated or table-top bodies typically used for distribution work. The GH8TA sixcylinder engine produces 360hp (263kW) at 2,200rpm and 1,055lbft (1,428Nm) at 1,200rpm and meets the Japanese pPNLT emissions standard that exceeds Euro 6. The ESCOT-VI automated manual transmission (AMT) features 12 forward gears, with the 12th being direct (1:1) and the drive axle can be ordered with either a

3.7 or 3.36 ratio. Power take-off capacity is 1,000Nm. It’s worth highlighting that the single plate clutch has a diameter of 430mm (17”) which is the same diameter as clutch plates in larger and far more powerful prime movers. This suggests there is a degree of ‘over engineering’ in vital aspects of the driveline which bodes well for long life potential with minimal maintenance apart from scheduled servicing. Front suspension utilises parabolic leaf

Detected irregular steering will result in a warning message on the dash.

UD Quon 8-litre features a ESCOT-VI 12-speed AMT.

springs while the rear axles are suspended by UD Trucks’ proprietary eight-bag electronically controlled air suspension. The standard wheel package includes 295/80 R22.5 Bridgestone tyres with the option of 275/70 R22.5 items, also from Bridgestone. A kerb-to-kerb turning circle of just under 10 metres is considered very good for a tandem rear axle truck with a 5.7m wheelbase. Another standout feature of the UD Quon 8-Litre, and one that is currently unavailable on most Japanese competitor units, is the electronically controlled (EBS) front and rear disc brakes featuring 430mm rotors. This is a prime example of the advanced technology that has flowed into modern UD products thanks to the Volvo parentage. Given trucks of this size and type often spend a lot of time in urban settings where traffic congestion necessitates regular brake use, the superior heat dissipation and more sure-footed braking characteristics of disc brakes compared to drums should make a compelling case for the Quon 8-Litre

among its peers. The highly specified service brakes are backed by an effective exhaust/engine brake combination called UD Extra Engine Braking (UD EEB) that was found to work extremely well during a recent test drive Prime Mover conducted which involved a moderately loaded Quon 8-Litre descending the notorious Toowoomba range. So advanced is the braking system that the first portion of brake pedal movement activates the UD EEB, meaning light braking is accomplished without the service brakes needing to be applied. As for other vital statistics, the fuel capacity is a useful 400 litres comprising two aluminium tanks each having 200 litres of capacity. When it comes to safety features, the Quon 8-Litre has the standard Traffic Eye Brake System which is UD-speak for Autonomous Emergency Braking (AEB). Using a millimetre-wave radar and a camera to monitor the area in front of the truck, upon detecting a potential collision the system sounds an alarm in the cab along with a warning light and warning message on the dash display. If the truck continues to close in too quickly on the object or vehicle ahead, the system automatically applies the service brakes to slow the truck and either prevent a collision or at least mitigate the collision force. Other safety and convenience features include Traffic Eye (adaptive) Cruise Control, Lane Departure Warning System, Stability Control and the option of Driver Alert System (DAS).

With DAS, the forward-facing camera monitors the truck’s position in relation to traffic lanes and other vehicles, thus enabling the system to estimate the driver’s level of concentration based on irregular or shaky steering. If the system determines that the driver’s level of concentration has dropped, it activates a two-step alarm and displays a warning message on the dash display to alert the driver and suggest a break should be taken. These active safety systems augment a raft of passive safety features including a highly rigid ECE-R29 compliant cab incorporating door side intrusion beams, steering wheel and column with impact absorption capabilities, pre-tensioning seatbelts, driver and nearside passenger airbags and front under-run protection system (FUPS). In addition to the safety systems are a number of elements designed to enhance fuel efficiency and encourage the driver to adopt fuel saving driving practices. ESCOT Roll automatically selects neutral to save fuel during highway driving where a slight downgrade is sufficient to maintain vehicle speed without engine input. Acceleration Limiter is designed to prevent sudden acceleration above a certain level even if the accelerator pedal is floored. Soft Cruise Control also suppresses sudden acceleration after cruise control is resumed, instead bringing the vehicle back to the set speed gradually, again saving fuel. Also assisting drivers to improve their skills is Nenpi Coach. This system analyses driving patterns for a specified time period before displaying suggestions on the multidisplay monitor on how the driver can improve his or her fuel economy. Not least of all, the UD Telematics system is described by the commercial vehicle manufacturer as ‘an asset that every operator should rely on to provide valuable vehicle operational data including fuel efficiency reporting and location information.’ All up, the UD Quon 8-Litre 6x2 rigid truck appears to have all bases covered for a vehicle in this category – presenting a wellrounded package with solid credentials in performance, fuel efficiency, safety and driver comfort that should appeal to fleet operators and owner-drivers alike. p r i m em over m a g . c o m . a u

TRUCK & TECH

CAB R A N K S

The Swedish Cab Strength Test involves a pendulum weight striking the A-pillar – said to be the most vulnerable member of the cab structure.

Over the past six decades, truck manufacturers have invested heavily in cab testing and development to deliver safer, more functional and comfortable operating environments for heavy vehicle operators.

raditionally, European – more specifically, Swedish manufacturers – have been at the forefront of implementing cab safety measures, with the likes of Volvo and Scania having started cab strength testing in as early as the 1960s. This eventually led to the implementation of the Swedish Cab Strength Test which the two Swedish truck builders currently regard as the most stringent testing of its kind anywhere in the world. The other commonly used standard – 42

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ECE-R29.02 – involves three structural tests: front impact; roof strength; and rear wall strength. This is the standard which Isuzu Motors in Japan uses as the basis of its cab strength claims for its light-, medium- and heavy-duty trucks. The ECE-R29.02 regulation requires that the truck cab passes the three tests which in detail are: frontal impact pendulum test in which a plate with a specified mass strikes the front of the cab, simulating the impact of another vehicle or some stationary object; roof crush test in which

the cab must support a specified load on its roof; and a rear cab panel strength test which simulates a load or body striking the rear of the cab as a flow-on effect of a frontal impact. According to a bulletin on cab strength released by Isuzu Australia, the parent company in Japan conducts its cab strength testing using a front impact test involving a pendulum of 1,500kg mass which is swung down to impact horizontally and squarely onto the front cab panel at a centreline of 1,400mm above ground level. Different

forces are used depending on the weight class of the vehicle. The impact energy for vehicles with a gross vehicle mass (GVM) up to 7,000kg is 29.4kJ, while for vehicles with a GVM of 7,000kg and above a 44.1kJ impact force is employed. The roof crush test requires the roof of the cab to withstand a static load corresponding to the maximum mass authorised for the front axle or axles of the vehicle, up to a maximum of 10 tonnes. This load is distributed uniformly over all the bearing members of the roof structure. For example, the roof of an Isuzu FVR1000 cab must be able to withstand an evenly distributed load of 6,500kg without collapsing. The rear wall strength test requires the rear wall of the cab to withstand a static load of 200-kilogram force (kgf) which is approximately 9.8 Newtons (N) per tonne of useful payload. This load is applied by means of a rigid barrier perpendicular to the longitudinal axis of the vehicle, covering at least the whole of the cab rear wall situated above the chassis frame. As an example, an Isuzu NQR450 cab must be able to withstand a force of 1,000kgf (9806.6N) acting against the rear of the cab. After undergoing each of the three tests, the cab of the vehicle must have a survival space allowing accommodation of the test manikin without contact between the manikin and non-resilient parts of the cab interior. This information is used to assess the probability of the driver being trapped or injured by contact with the cab due to its deformation during an accident. What all this means is that a cab which conforms to the internationally recognised ECE-R29.02 standard significantly improves the likelihood of survival of the driver in an accident; and is also likely to reduce the severity of injuries that might occur. According to Isuzu Australia Limited (IAL) Chief Engineer, Product Strategy, Simon Humphries, the Australian experience with Isuzu trucks having ECE-R29.02 compliant cabs has shown superior cab rigidity and occupant protection during accidents such as collisions or rollovers. “At Isuzu Australia we regularly receive

letters and emails from customers crediting the current Isuzu cab designs with protecting them from serious injury in a collision,” Simon says. Of course, truck drivers of old weren’t afforded anywhere near the same protection in the unfortunate event of a collision or rollover. Going back over 100 years ago when the first ‘horseless drays’ started lumbering along, at best the cab was a tin box with some form of rudimentary seating arrangement. Indeed, some of the earliest examples had no cab enclosure at all. It’s also well documented that timber fruit crates were sometimes used as makeshift seats, a far cry from the modern comfortable driver’s chair incorporating a retractable three-point seatbelt. As things developed, windscreens started appearing with the really flash units having wipers that the driver would operate by hand. Unlike the safety glass of today, the early windscreens were something of a mixed blessing – fine while they held together, but transformed into a potentially lethal weapon when broken. As for sleeping arrangements, for those doing interstate work prior to the mid‘60s there were generally two choices: either lay down across the seats or roll out a swag underneath the tray or trailer. Some inventive individuals even strung hammocks beneath the trailers to keep them elevated from the ground, a particularly useful idea in wet weather conditions. The relentless march of human endeavour has meant that slowly, but surely, the truck cab has morphed into the sophisticated and safe working, living and sleeping space that it is today. This is largely due to the enormous amounts of research and development that have been expended by the various truck manufacturers in the ongoing quest for ultimate occupant safety and comfort. Volvo Group’s founders are said to have coined its mission statement – ‘The basic principle of all engineering is and must be safety’ – way back in 1927 when the company was established. A fitting instance of this philosophy at play was seen in 1959 when Volvo rolled out

the three-point safety belt to the world, installing it as standard in all its cars from that time forward. In 1960, the Volvo Group introduced safety testing of its truck cabs, a measure that for a long time was way ahead of the legal requirements. Then in 1969, the company’s Accident Investigation Team was formed. Since then, the team has investigated thousands of accidents and analysed their causes, with the conclusions used to shape product development over the decades. Fast forward to today and the Swedish Cab Test that all new Volvo truck cabs are now subjected to is claimed to be the most rigorous test, with several conditions said to exceed the ECE-R29.02 test. For instance, the Swedish test requires the cab roof to withstand a static downforce of 15 tonnes, a five tonne increase over the ECE test. Just as the ECE test requires an impact of 44.1kJ directed dead centre 1.4 metres from ground level, the Swedish test, not dissimilar to the critical frontal test, utilises a targeted force of 29kJ directed at the upper end of the A-pillar. Another significant difference between the two is that the Swedish test uses the same cab for all three tests – front and rear impacts and roof loading – while the ECE-R29.2 test allows a new cab for each test. Furthermore, a requirement of the Swedish test is that the doors can still be opened after all three tests have been completed on the same cab. Perhaps the most poignant demonstration of just how strong and safe Volvo’s truck cabs are can be seen in a widely circulated video showing real life footage from the sleeper cab of a Volvo FH16 pulling a quad roadtrain with a GCM of 199 tonnes being driven at night in the north of Western Australia at 85km/h. Unbeknown to the driver until a couple of seconds before impact, a 34-tonne trailer has become detached from a roadtrain coming in the opposite direction and is now situated directly in his path. With no time to slow or take evasive action, the hit is dramatic, to say the least. Thankfully, the driver is wearing his seatbelt and this, along with the deployment of the driver’s airbag, affirms the structural integrity of the Volvo p r i m em over m a g . c o m . a u

TRUCK & TECH

Volvo technicians assess impacts on the cabin during cab strength testing.

cab has quite likely just saved his life. After sitting there dazed for a few seconds, he has the presence of mind to reach over and grab the UHF handpiece, perhaps to air a warning about the accident to other drivers in the vicinity. According to Volvo, the driver walked away from the crash with physical injury amounting to nothing more than a grazed knee. Commenting on the cab strength measures the Volvo Group has developed over more than six decades, Volvo Group Australia (VGA) Director – Product Strategy, Scott Simpson, confirmed that the cab strength test requirements and protocols that were developed by Volvo during the 1950s were passed into Swedish Law in 1960. “Today Volvo Trucks are designed and built to exceed the current cab strength test requirements according to the European ECE 29 Regulation,” Scott says. “There are three tests which include Frontal Impact, Front Pillar Impact and Roof Strength and three individual cabs can be used to pass these tests. However, Volvo Trucks conducts the three tests using only one cab to pass the test requirements.” Asked if it is a Volvo requirement that the doors can still be opened after all the testing is completed, Simpson said that from a test perspective, Volvo’s objective is that the doors remain closed during an accident simulation and then are able to be opened from either the inside or the outside after the accident. “There should be no difference in a 44

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real-world scenario, however variations in forces during an accident may lead to varying outcomes,” Scott says. “With our FH models in Australia, the windscreen is glued into the cab, so in the event of a rollover there is an additional emergency exit provided through the roof hatch.” Speaking about new developments in cab safety, Scott says with the upcoming release of four new Volvo models, there will be a number of features that will improve safety for both the driver and other road users. “Our focus on safety has been to increase visibility which is very important to avoid accidents,” he says. “On the new FM and FMX models, the direct visibility is improved thanks to the new cab with a lowered door line, raised A-pillars and new

Structural members of the modern Scania cab highlighted by the extra-high tensile steel.

rear view mirrors. “The visibility is also enhanced with active safety systems like passenger corner camera, multi-view camera systems and adaptive cruise control that works down to zero km/h including a stop and go function.” Scania also uses the Swedish Cab Test for each of its truck models, using the same cab for all three tests, and began crash testing its cabs in the very early ‘60s – well before legislation demanded such testing. The below diagram shows the structural members of the modern Scania cabs with the red members being ultra-high tensile steel with 800MPa yield strength and the yellow members defined by Scania as extra-high tensile steel. This ensures an extremely strong yet relatively light cab structure. According to Ben Nye, National product Manager – Truck at Scania Australia, the use of ultra- and extra-high tensile steel in its cabs enables them to not only meet but exceed the rigorous demands of the Swedish Cab Test. “The Swedish test, which Scania meets and exceeds, is the next level beyond other cab strength tests and we use the same cab for all three tests, starting with the roof crush, front pillar impact and rear of cab impact,” Ben says. Other measures Scania uses to optimise the safety of occupants of its cabs include a driver’s airbag, seatbelt pretensioners, rollover (curtain) airbags on both driver and passenger sides and instrument panels and interior trim specifically designed with rounded and smooth surfaces located as far as possible from the seated positions of the occupants so as to minimise the likelihood of injury in a crash. Another European truck manufacturer – MAN – claims that its cabs are designed and tested so as to comply with both the Swedish and ECE-R29 tests. According to the company’s cab safety brochure, all MAN on-road chassis come as standard with the safety Front Under-run Protection System (FUPS) which complies with European directive 2000/40/EC, designed to protect the occupants of smaller vehicles in the event of a collision with the front of the truck.

The MAN FUPS design is matched to the profile of the front bumper and incorporates deformation elements on both sides to absorb energy in a collision. Further energy absorbing measures include deformable cab mounts which enable the whole cab structure to move rearwards along the chassis, absorbing the impact without becoming detached. In this way, MAN says, the safety cell around the driver and passenger remains intact and in shape, lessening the likelihood of serious injury. Furthermore, minimal deformation of the door apertures is designed to allow the door to open after impact. Real life incidents have, according to MAN, confirmed that the cab moves laterally along the chassis in the event of a significant frontal impact and, more importantly, that there is minimal deformation of the cab. The company also claims its cabs offer maximum passive safety thanks to the aforementioned safety cell, which features three steel belts strategically positioned horizontally around the periphery of the cab. All of these measures enable MAN cabs to meet the strict crash safety requirements of ECE-R29.02, in addition to the Swedish test regulations. In addition, MAN has announced that its latest cabs are, in fact, already compliant with ECE-R29.03 – a standard that is reportedly not due to come into force until January 2021. This new standard is expected to eclipse even the stringent Swedish test with special consideration given to front and side cab strength and the integrity of the roof A-pillars. ECE-R29.03 has been designed to more accurately simulate the forces applied to the cab during a rollover incident. Compliance with this standard involves the cab passing four tests with the first comprising a pendulum weight impacting the A-pillars with a force of 55kJ, which equates to 25 per cent more energy than the front impact test of the ECE-R29.02 standard. The second test comprises a front column collision with 29.4kj of force. The third test measures the integrity of the roof structure with a side collision measuring 17.6kJ of impact energy while the fourth test determines roof stability with a vertical downward force of 96kN. An interesting divergence of cab strength testing can be seen with conventional trucks compared with their cab-over kin. In North America Class 8 (heavy-duty) prime movers are almost entirely of a conventional construction, meaning the engine is located forward of the cab beneath a bonnet or hood. Navistar is the North American manufacturer of the International ProStar that is sold in Australia through IVECO dealerships. According to International’s Australian Engineering Manager, Adrian Wright, the conventional ProStar cab is tested using both the North American Federal Motor Vehicle Safety Standards (FMVSS) along with the roof loading test specified by the European ECE-R29.2 standard. FMVSS is the US equivalent of Australian Design Rules (ADR). Adrian explains the fundamental differences of cab testing between cab-over and conventional trucks.

“The frontal impact test really only applies to cab-overs, the logic being that the engine in a conventional protrudes substantially forward of the cab, thus preventing an impact from reaching the cab,” he says. Side impact and roof crush testing therefore are the main tests applied to conventionals. While the ECE-R29 regulation requires the roof load test to be done first, the FMVSS executes the side impact testing first, according to Adrian, before the same cab is subjected to the roof load test. “With the North American method, the theory is that the truck rolls on its side first before it can possibly land on its roof which means the cab is already distorted from the side impact before the roof integrity is tested,” he says. “Practically speaking I think the two tests are fairly equivalent. While I have no scientific basis for that view, I’m certainly comfortable driving a truck that has either ECE-R29 or FMVSS approval as opposed to one with a cab that hasn’t met any standard.” From Japan to Europe to North America, each manufacturer is engaging the test or tests that best suit its particular style (either cab-over or conventional) and weight class of vehicle and designing its cabs accordingly. It stands to reason that owners and operators of every make of truck in the Australian market with a cab that complies with either European or North American cab strength regulations can rest assured that their vehicle’s cab is designed to provide the best possible occupant protection.

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

FINAL MILE

LITTL B I G VA N

The latest version of Renault’s largest van is a clever combination of practical features with a touch of elegance.

enault has globally produced 2.7 million of its Master vans since 1980. The Master is the largest of the three vans in the Renault lineup which includes the Trafic and the Kangoo models. Manufactured in Renault plants in France and in Brazil, the Renault Master is marketed in more than 50 countries and has been a strong player in the Australian LCV marketplace since it was launched here in 2010. The Master frequently has ranked in the top three in its segment and close to 1,600 units of the preceding model were sold here in 2019. What we have come to know here as the Renault Master, is also variously sold as a Nissan, an Opel or a Vauxhall in various parts of the world. The latest version of the Renault Master arrived in Australia in March with its most noticeable change being the redesigned area forward of the A pillars which provides the Master with a more ‘robust’ appearance and incorporates LED daytime running lamps with Halogen headlamps. The elegant functionality of the Master’s revamped external appearance is carried into the interior as well. As with its other LCVs, Renault’s philosophy is to apply the same focus on comfort, fit and finish as it does for its passenger cars. The dash features a 7.0 inch touchscreen audio system with connections for Bluetooth, Apply Car 50

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Play and Android Auto. The screen also performs as the display for the satellite navigation and for the reversing camera which makes backing up doubly easy with the inclusion of rear parking sensors plus dual electric mirrors. The Master has cruise control, air conditioning and remote central locking which is handy for delivery drivers who need to keep the vehicle and its contents secure. The Master’s cabin offers plenty of storage space including a large ‘hidden’ compartment beneath the passenger seat. This new model also benefits from an improvement in the quality of the upholstery. Available in three heights and four lengths, the Master is also equipped with a platform cab-chassis, which allows it to fit into a wide range of applications. The platform cab-chassis provides a very low floor height of just 550mm which makes it an ideal basis for food trucks which are gaining in popularity in this country. There is also a 12 seater mini-bus version of the Master. Most models are front wheel drive with a couple of rear wheel drives available in the long wheelbase models. The RWDs have the option of a limited slip differential. The front wheel drive configuration provides low floor heights, large door openings and plenty of cargo headroom. If higher payloads are a regular requirement

then rear wheel drive with dual wheels is available on some of the bigger models which can provide increased traction and larger cargo carrying capability. Depending upon the size of the chosen van, cargo volumes range between 8 and 17 cubic metres. The short wheelbase vans have 180 degree opening rear barn doors; Medium and Long wheelbase variants have fold back 270 degree doors. Rear and side doors have new ergonomic handles for easy entry and exit. A standard Australian pallet fits easily between the rear wheel arches and there are plenty of solid load anchoring points. The load area is very well lit thanks to the LED lighting. Renault continues to offer Trade and Business packs which bundle together various combinations from the option list to better tailor the Master for customers’ specific applications and providing increased value for the purchaser while keeping the cost of production down The Master’s 2.3 litre diesel engine comes

in two specifications dependent upon the choice of transmission. The six speed manual version has a twin turbo engine developing 120kW and 360Nm of torque. While the six speed ‘automatic’ (actually an Automated Manual Transmission from ZF) has a single turbo version of the engine which provides a slightly lower 110kW of power and 350Nm of torque. The AMT

utilises an electric actuator to operate the clutch which provides a very fine level of control for low speed maneuvering such as backing-up to a loading dock. Both drivelines deliver their maximum torque ratings at a low 1500rpm and both engines are Euro 5 emission compliant using a Diesel Particulate Filter without the need for an AdBlue system. The 100 litre fuel

tank provides a good range between fill ups and requires the passenger door to be opened to access the filler. Currently available is a five-year / 200,000 kilometre warranty as well as service intervals of 12 months or up to 30,000km which will help ensure customers can get more out of their Master with minimal time off the road. p r i m em over m a g . c o m . a u

PERSONALITY

ARRI AND DEP

Vehicle technologies are entering a new phase and Mercedes-Benz is at the forefront of the latest innovations.

ndrew Assimo has been with Daimler Truck and Bus since 2007 when he joined as a product engineer. In March this year, following a number of engineering and sales roles, Andrew was elevated to the position of Director Mercedes-Benz Trucks Australia Pacific and few are more qualified to discuss some of the latest Mercedes-Benz truck technologies. PM: Are the latest additions in available truck technologies such as Predictive Powertrain Control (PPC) and Generation 5 Brake Assist truly important to operators? AA: I think both are really important systems and have been built around our pillars of delivering low operating costs and greater safety. PPC certainly supports this by improving fuel efficiency through the vehicle’s momentum and clever intervention of the drivetrain in undulating terrain. Certainly Active Brake Assist 5 is one of our key safety innovations and we will always continue to advance and support safety. PM: MirrorCam was launched last year. How has the take-up been? AA: MirrorCam is an amazing innovation and is a system change, 52

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which has been taken up in certain applications more strongly than others. Its introduction has been progressive and we acknowledge as a new system it does offer considerable fuel efficiency and safety benefits for operators though it is also quite a departure from conventional mirrors. The uptake has been positive and steadily increasing with the new Actros and MirrorCam system now fully available and hitting the roads. PM: Has there been much push-back from traditional drivers? AA: There is certainly a preference in some areas to retain the conventional mirror and that is a choice, so in our logic it is still an option to provide the system at this stage. We recognise that and are not saying ‘this is something you have to have’, however, it clearly does provide significant safety and efficiency gains and operators who are already experiencing this are thrilled with the system. Following our validation process we’ve learned where it can be the most beneficial for our customers and that helps us with the recommendation process as well. We’re trying to make it easier and more comfortable for the driver by providing them more control of the environment they are operating in especially when they are manoeuvring.

PM: The PPC has a learning function. Will it require regular updates as happens with conventional satellite navigation? AA: There’s a certain amount of the road network that’s already mapped with PPC today and there will be a progressive and continuous development of mapping and topographic updates for the system. Currently that covers what we classify as major A and B roads, which are the main arterials and major roads and locations where PPC is most effective especially with undulating highways. We will continue updating the mapping so it will expand over time to cover more roads. It’s not subscription based and updates are similar to software upgrades. PM: There is a lot of industry focus on prime mover technologies. Are rigids in danger of being left behind in terms of technology? AA: Not at all. This latest technology is available to the Mercedes-Benz rigid portfolio as well. The focus for us was to develop the prime mover segment first, so a lot of what we see is the development first in that area to streamline our focused model offering. We definitely see application of these new technologies across the rigid segment as a significant opportunity for further enhancement of safety here.

VALS ARTURES PM: In the strategy of the current Daimler Trucks brand line-up is Mercedes-Benz seen as the lead brand for technology development? AA: I think we’re considered by most as a group with complementing brands to enable our access to the total market. We have certainly had some great development in our Mercedes-Benz brand with the focus on developing core segments which is great, but as a complementing strategy we’ve got benefits across the board as well. It’s been exciting to see the development we had from the launch of the new Actros in 2016 and then getting into a phase now where only four years later we are introducing the New Actros with significant core innovations.

Validating is something we will always continue to engage in. PM: Are there more technology advances on the horizon? AA: If you look overseas you can see some additional innovations now becoming available and some of that will be part of our validation process here in the next 12 months as well. We’re going to continue developing and bringing new innovations

to the market and there will probably be a sneak peek at some of that at the next Truck Show. We want to continue to be an innovation leader and bring these to our market. Ultimately though we want to be able to provide the best vehicles we can for our customers and drivers to deliver benefits to their businesses. It’s exciting that we’re going to continue delivering those innovations to help customers be better in what they do.

Andrew Assimo.

PM: With these latest innovations is there still a peril in not doing exhaustive testing? AA: Validating in the market is an important part of the process because Australia is unique. Even though this occurs in other countries with similar configurations, it’s important we understand that for our market and for our operators we have the best possible products we can provide and make sure they are targeted towards our more unique applications. Even though some regions seem similar, we are still quite different to anywhere else and it’s important that we understand that. p r i m em over m a g . c o m . a u

PACI PRIME MOVERS & SHAKERS

HEIGHTS

oelle Parlier was born and raised in Kirkland, Washington, which is a city close to Seattle and is the traditional home of Kenworth trucks. “I am a homegrown PACCAR loyalist, she says with pride. Noelle studied at Seattle University (B.Sc. – Electrical Engineering and Physics) and earned her MBA from Eastern New Mexico University. After 54

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graduating shortly after the infamous date of September 11 in 2001, Noelle worked at a ski resort in Montana for a year prior to seeking an engineering role. She moved back to Washington State and commenced with PACCAR at the technical centre in Mt Vernon where PACCAR performs its validation work for Kenworth, Peterbilt, and DAF brands as well as the PACCAR MX-13 and MX11 engines.

“With the MX engine we had to make sure it met the customers’ needs before we launched it so we had a very intensive validation program doing millions and millions of miles of field tests,” says Noelle. In-vehicle validation commenced in 2005 and the MX engines were launched in mid-2010. When Noelle left the US to come to Australia in mid-2018 the MX engine had been in production for

FIC

Noelle Parlier is Chief Engineer of PACCAR Australia and heads the team responsible for the development and design of Kenworth and DAF trucks.

eight years and was almost 50 per cent of the sales for Kenworth and Peterbilt in North America. “That speaks volumes for the dedication PACCAR has to the product,” she says. “I’m very proud of that project.” Following on from her time at technical centre, Noelle moved to the Kenworth division back in her home town of Kirkland and continued to work on the engine program and added Cummins

integration to her brief. She soon was appointed to the position of Section Manager with responsibility for the powertrain integration as well as the cooling and transmission functions. As Assistant Chief Engineer she had the powertrain division reporting to her. This included remote diagnostics which is basically a connected truck platform. From there she moved to Australia as Chief Engineer.

Noelle’s Montana-born husband loved the idea of a change and relocating ‘Downunder’. “When we got here we didn’t know what to expect but as soon as we arrived we absolutely loved it,” she recalls. “We’ve had a great time, met amazing people and on a family level the kids have adapted well. They even play AFL footy. From a cultural standpoint Australia is not that different from Seattle and for p r i m em over m a g . c o m . a u

PRIME MOVERS & SHAKERS

Noelle Parlier.

my boys it’s been an easier transition because the language is the same, so it’s not as traumatic as if we had moved abroad somewhere else.” Noelle has been most impressed by the openness of Australian PACCAR customers. “Getting their feedback and incorporating it into our product is something that I think speaks volumes about why it is so important to have engineering on the ground here because these are custom engineered trucks and it’s all about customer needs,” she says. Noelle considers manufacturing such custom specification trucks as an opportunity for PACCAR to demonstrate its engineering abilities and acknowledges, as a manufacturer, there is a more fundamental aspect in what they do. “We design these trucks for the customers who are buying them in order to feed their families,” she says. “These trucks are tools for them to be successful in business and life, so if we can do anything to help improve that we’re going to do it for them.” She foresees a strong future for the iconic 56

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Kenworth cabover K series despite the influx of European vehicles in the market in recent years. “The set forward front axle is the unique aspect of the K200 which makes it a moneymaker for its owners,” Noelle says. “We still see the value of the K200 in Australia and we are going to continue on with it, but we also have the DAF XF to give customers the opportunity to have more of that, I guess, European flair. We see both platforms having space in Australia in the near future. I think we’re going to let the market decide as we move forward.’ At current, Australia is lagging behind the rest of the world in the introduction of emission standards equivalent to Euro VI and Noelle is confident PACCAR in Australia is ahead of the game. The DAF product line is Euro VI compliant and Kenworth will be offering Euro VI vehicles with Cummins and MX engines well before local legislation demands it. Local field testing with selected customers has already commenced. Noelle’s technical interests, however, extend beyond Euro VI. “In the PACCAR global strategy we

have been working very strongly in the area of autonomous trucks and that technology certainly has a place in Australia, although I wouldn’t say in the next five years, but probably further out than that,” she says. “We are also working on the electrification of power trains, and we will have product in Australia in the next few years. We’ll also have some hybrid electric trucks and we are working on hydrogen cell power as well.” The development of new power sources, of course, is not without its challenges. “There’ll be a lot of growth in the technology area to look for cleaner energy trucks, but I still think diesel will still have a place in the foreseeable future,” she says. “We also have the payload issue due to the size and weight of batteries and the need to ensure enough power for the range that the truck operates on a daily charge basis. Electric trucking sounds great and fantastic but then you start thinking of all the different challenges that are going to have to be solved, not just in the truck. How long does a recharge take? What kind of power facilities? Are they going to be charging multiple trucks at the same time? “There’s definitely a place for the technology but there are a lot of challenges that have to be solved which is pretty exciting for the industry, really. Hydrogen requires specialised infrastructure and we have solutions for that globally and look forward to introducing them into Australia as well. The industry is definitely changing towards becoming more of a service provider than just a truck manufacturer.” Noelle recently became a Board member of the Society of Automotive Engineers – Australasia. ‘It’s a great organisation’ she says of the SAE-A. ‘I’m very passionate about promoting engineering and promoting the industry to younger students and I’m inspired by their programs.” Noelle Parlier doesn’t just engineer trucks, she is capable of driving them as well and is the holder of a MultiCombination licence.

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE

ARTSA-i has a plan to manage the future

PETER HART

he rate of change in our world seems to be accelerating. Even setting aside the horror year 2020, we are seeing social and technological changes occurring that are challenging the status quo. Maybe that has always been true. However, the scale, rate and complexity of change is being felt by every manager and worker in our industry. The commercial road freight industry must find ways to continuously improve safety, productivity and environmental performance while providing a good living and a work-life balance for its participants. How can we balance so many competing demands? ARTSA has transformed itself into an Institute now known as ARSTA-i, which is shorthand for ARTSA-Institute. Why an Institute? Because it is independent and therefore not an advocate for one view. It will be objective and therefore non-adversarial. It will be collegiate and therefore bringing participants together. It will be a forward-looking organisation. ARTSA-i is not a technical group and it wants to attract participation from all people working in the commercial road-freight industry. The Institute will focus on informing the commercial road freight industry about the policy options that are available to cope with change and challenges in our industry. ARTSA believes this radical shift is needed 58

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ARTSA-Institute’s latest project report is avaialble at: www.artsa.com.au

because industry associations traditionally focus on the immediate regulatory issues and pressures that its members experience. ARTSA-i has identified that changes occurring now will require best practice procedures, codes of practice and regulations in one, two or five years from now. This article outlines the ARTSA-i model and invites all of you, whatever your role is, to contribute to it and learn from it. ARTSA-i Goals: • Use industry data sources to better understand the commercial vehicle freight sector. • Research specific areas of change to help identify the policy responses that are available for suppliers, operators, freight forwarders, workers, consumers and regulators. • Inform the commercial road-freight industry of issues and trends. • Help train the next generation

of industry leaders by involving individuals in investigations and mentoring them. ARTSA was established over 40 years ago. It has many achievements. Two are worthy of elaboration here because they are relevant to the ARTSA-i concept. About eight years ago ARTSA was provided access to heavy vehicle data in the National Exchange of Vehicle and Driver Information Service (NEVDIS). ARTSA has successfully partnered with the owner of the database AustRoads, to clarify and understand the heavy vehicle fleet. The ARTSA-i Data project has resulted in public interest reports being released that better inform this industry. For example, ARTSA and the National Heavy Vehicle Regulator recently released the 2019/2020 PBS report (see left). Back in December 2016 I estimated an ~$8B value-add on new heavy vehicle manufacturing in Australia based upon NEVDIS data and published it in Prime Mover magazine. There is much more knowledge on many other topics that can be extracted from the NEVDIS database and other data sources that need to be put into the public space. ARTSA-i Data is a cornerstone of the projects that ARTSA-i will take up. A second ARTSA achievement has been to establish a Life Members Group. So far ARTSA has recognised the industry achievements of over 30 people who have made a significant contribution to the road transport industry. These people are from many different sectors in the industry: suppliers, regulators, operators, researchers et al and ARTSA wanted to recognise their significant achievements. It also wanted to establish a reference group and a mentor group. ARTSA-i will rely upon the Life Member

ARTSA TECHNIC AL COLUMN

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ARTSA Institute operating structure. ARTSA-i Advisory Board

ARTSA-i Executive

ARTSA-i Data • Data Analysis

ARTSA-i Sponsors

ARTSA-i

• Project Teams • Associate Members (individuals) • Life Members

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Group to guide its investigations and to mentor the people who are working on investigations. The ARTSA-i structure is shown in the diagram. The key aspects are: • ARTSA-i Executive which is responsible for governance. • ARSTA-i Advisory Board will strategically guide the Institute without being responsible for it. • ARSTA-i Associate Members will contribute to the investigations, receive reports, be invited to events and put in touch with Life Members and industry leaders. • ARTSA-i Life Members will help guide and mentor Associate Members. • ARTSA-i Data will produce analysis for use in investigation reports and in a subscription-newsletter called ARTSAVital. ARTSA-i Data will continue to provide bespoke reports about the commercial vehicle fleet to its subscription clients. ARTSA-i sponsors will support specific investigation projects and will be fully informed and consulted about these projects. Sponsors will be invited to nominate Associate Members. Sponsors will also receive the ARTSA-Vital subscription newsletter. ARTSA-i will not have corporate

members. So why should industry companies and organisations become ARTSA-i Sponsors? The value will come from information that its managers will receive about the trends occurring in the commercial road transport industry. There will also be value in the career development and network building for Associate Members that the sponsors employ. ARTSA-I Sponsors will be consulted about projects that they want established, and consulted about the selected project as it proceeds. They will also receive our new subscription newsletter called ARTSA-i Vital. Associate members are key participants in our plans and anybody is welcome to join. Each Associate Member will be able to participate within a Project Team that will work on a specific investigation. The value to Associate Members is in obtaining career knowledge, developing new industry contacts and potential career development that is not tied to any employer. Once an Associate Member has contributed to a project, the Associate can continue as a member of ARTSA-i. There will be an annual membership fee. Associates will be invited to social events and to presentations that ARTSA-i will hold frequently.

ARTSA-i is currently working on three important safety projects. These are: 1 A Code of Practice for Suppliers of Replacement Parts 2 A Guide to Fire Risk on Heavy Vehicles in Australia 3 A Brake Calculator for Assessment of heavy vehicle brake modifications. These three projects are being supported by the Federal Government’s Road Safety Initiative Program that is being administered by the NHVR for heavy-vehicle projects. Other projects that are under active consideration include: 1. Near Miss Data Gathering – a project to identify the ways in which near miss data in Vehicle Stability Control databases could be collected to help identify risky operating conditions; 2: Value and character of heavy-vehicle manufacturing in Australia. ARTSA-i is now seeking Sponsors and nominations of Associate Members. Anyone who would like further information can email the Executive Office at exec@artsa.com.au

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

INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

Regulatory Compliance Mobility Solution will help NHVR officers make better, more informed decisions.

SAL PETROCCITTO

Doing things differently to make our roads safer and more productive

t’s great to have the opportunity to connect with Prime Mover readers every month to talk about the work the National Heavy Vehicle Regulator is doing with the heavy vehicle industry and governments to improve safety and productivity across the country. As we move through a year that has thrown up some of the biggest challenges many of us have ever faced, the NHVR is committed to supporting and working with operators as it looks for ways to do things differently, innovate and come out of this stronger than ever. Just last month, we released the NHVR Vehicle Safety and Environmental Technology Uptake Plan (SETUP). SETUP is a blueprint that guides manufacturers and operators in incorporating the latest safety technology into new and existing heavy vehicles. It is a mechanism to advance available technology, encouraging its use and helping minimise regulatory barriers to ensure operators can use the best technologies on Australian roads. For example, lane departure warning, autonomous emergency braking systems and pedestrian and cyclist detection systems are all available, so 60

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let’s see them on more new vehicles. The plan will be delivered over five work packages, including better harmonisation of Australian vehicle standards, better access to the latest vehicle technologies, ensuring appropriate in-service requirements, and industry education about new and emerging technology. A critical area for the NHVR is how we encourage increased adoption of Fatigue and Distraction Detection Technology (FDDT), which industry has told us is a game-changer in preventing accidents before they occur. This includes looking at ways we can recognise the technology from a regulatory perspective that is integral to ensuring we focus on the safety outcomes of fatigue, rather than prescriptive rules. We are also delivering a reformed Performance-Base Standards (PBS) scheme, PBS 2.0, which will build on the success of the existing scheme, but embrace more flexibility and further innovation. PBS 2.0 will deliver national and local policy settings that encourage the uptake and adoption of safer and more productive vehicles, rather than

discourage them. It will also emphasise fleet interchangeability, as a means to reduce costs and inconvenience for industry by moving common PBS combinations to the “as of right” heavy vehicle fleet, so PBS can concentrate on testing new innovative fleets. While we are supporting the industry to be more technology-driven, that focus also applies to what we do as a regulator. We recently completed the roll out of our Regulatory Compliance Mobility Solution (RCMS) to safety and compliance officers in South Australia, Tasmania and the ACT, which has already been implemented successfully in Victoria. The RCMS replaces the current paper-based system, allowing our

NATIONAL HEAVY VEHICLE REGULATOR | INSIGHT

officers to make better, more informed decisions in a more efficient way. The RCMS program has already improved productivity and efficiency at the roadside in Victoria and operators will start to see these improvements flow on to other states. Our aim is to ensure lowrisk operators and vehicles experience fewer and shorter intercepts and a more seamless experience across state and territory boundaries. This emphasis on risk-based regulation and enforcement is a crucial focus for the NHVR. We are acknowledging operators that consistently prioritise safety and concentrating on those that present risks to other road users. Technology plays a critical role in

how we achieve that goal. Smarter, risk-based regulation also comes from understanding the opportunities and limitations presented by our infrastructure. A well-planned, productive journey is a safer one and we know that gaps exist in the understanding of what existing assets can support. The new Strategic Local Government Asset Assessment Project (SLGAAP), funded by the Commonwealth Government, will help us understand the capabilities of local infrastructure across the country so we can start to better target funding and help industry plan their journey. As the CEO of the National Heavy Vehicle Regulator (NHVR) I talk to a lot

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of different people from across all parts of the heavy vehicle industry, all with different perspectives and experiences. However, whether I’m talking to drivers, operators, government or other people in the supply chain something that comes up time and time again is that the success of our industry is grounded in all stakeholders working together to embrace the future, in pursuit of a safer, more productive network for everyone. I look forward to keeping you updated on how we are delivering against these important projects and more.

Sal Petroccitto, CEO, NVHR p r i m em over m a g . c o m . a u

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PRIME MOVER and TRAILER are Australia’s most-read monthly news resources for the commercial road transport industry covering all facets of our industry from bitumen to boardroom. Subscribe today to get access to award winning reporting and thought-provoking insight - 22 times a year - from the most acclaimed journalists in the country.

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AUSTRALIAN LOGISTICS COUNCIL | INSIGHT

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Community is on board for curfews conversation KIRK CONINGHAM

efore March of this year, recent generations of Australians read about wartime rationing in their school text books. The idea they themselves would be unable to walk into a supermarket and obtain staple items seemed far-fetched. Then came COVID-19 and the shock of empty supermarket shelves, as panic buying of basic items like pasta, rice, toilet paper and cleaning products set in. Even in recent weeks, we have again witnessed examples of this behaviour as concern over COVID-19 outbreaks caused some consumers to unnecessarily start stockpiling items. Those working in freight transport know all too well that behind every product line and well-stocked retail store is a supply chain that involves multiple personnel, numerous transactions, different transport modes and complex planning and scheduling, all of which are required to transport products from their point of origin to the shelf, or to the consumer’s doorstep. The most pressing challenge for logistics companies providing services to retail outlets at the onset of the COVID-19 pandemic was getting stock into stores quickly enough to satisfy extraordinarily heightened levels of consumer demand. Curfews that prohibit deliveries during certain hours proved a significant barrier to addressing that challenge. Fortunately, this barrier quickly

addressed, and within about a week, governments took action to suspend curfews and give logistics companies the flexibility needed to facilitate overnight deliveries. ALC has long advocated for the removal of such blanket restrictions, many of which date from the 1980s — an era of different considerations. Certainly, the ‘night-time economy’ (let alone a 24/7 one) was not a factor 40 years ago. Inflexible regulations like curfews do nothing to recognise or incentivise take-up of new and emerging vehicle technologies that can be deployed to undertake freight tasks less intrusively. For instance, several larger operators are keen to pursue more rapid uptake of electric delivery vehicles, which have lower emissions and very low noise levels when operating. But there is little reason for them to invest in such technology when the blanket application of operational restrictions does nothing to recognise these advantages. Like other industries, logistics operators and their customers are adjusting to the reality of operating in the COVID-19 world and responding to changes in the way consumers wish to access their essentials. COVID-19 has altered consumer demand and expectations, particularly around home deliveries of essential items including groceries. Increased demand for those services will remain post-pandemic. At least for the foreseeable future, COVID-19 has also altered public transport patronage. With commuters potentially reluctant to use public

transport, we need to consider what that will mean for congestion on our roads — and ensure logistics operators can operate outside of peak times. Keeping curfews off will give logistics operators and their customers a greater capacity to minimise their impact on other road users. Simply defaulting to blanket restrictions designed for a prepandemic world would be a retrograde policy response. As the Prime Minister himself noted recently, when the curfews were removed in March, “the sun came up the next day. It was extraordinary.” Indeed, industry has had virtually no negative feedback where restrictions have been relaxed, because it has not abused the flexibility and has sought to minimise impacts. The community is clearly also supportive of a new approach, with research commissioned by ALC showing that 71 per cent of respondents support permanently removing curfews on overnight deliveries and 62 per cent support for the removal of other operational restrictions, including bans on heavy vehicle access along certain routes. Clearly, greater flexibility can work. This is the right time for industry and governments to work towards a more balanced system — flexible enough to accommodate modern economic realities and agile enough to harness advantages presented by modern vehicle technology.

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

INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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SETUP: a strategic plan for safety and environmental catchup

TONY MCMULLAN PETER ANDERSON

or as long as I can remember (some twenty odd years now), the adoption of Australian Design Rule (ADR) regulations for heavy vehicle safety and environmental standards closely followed those in Europe and for that matter, the USA and Japan too. Typically, the Department of Transport in Canberra would roll out new ADRs about three years after European regulations were introduced, the slight delay giving local truck manufacturers and importers time to add the new technology to their Australian model offerings. Sadly, it seems, the Federal Government has taken its ‘foot off the accelerator’ over the past decade, which has led to our vehicle safety and environmental regulations falling well behind those of Europe, Japan and the US. How far behind you ask? Here are some key examples: Europe introduced Euro VI in 2013 (the USA 2010 and Japan 2015), our Government is talking 2027; Electronic Stability Control was legally required on European prime movers in 2012 (2016 in Japan and from 2017 in USA). We have an implementation date of 2022 in Australia; Autonomous Emergency Braking systems were mandated on trucks in Europe from 2013, an Australian regulation is not likely before 2024; while our Government has no current plans for the introduction of Lane Departure Warning systems that was implemented on trucks in Europe from 2013. The Truck Industry Council (TIC) has lobbied the Federal Government for many years now, calling for a more-timely 64

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introduction of these international heavy vehicle regulations. In the meantime individual TIC members have proactively introduced some, or all, of these features on their new truck models, despite the commercial disadvantage that such advanced safety and environmental systems add weight and cost to a truck, making their product offering less appealing to some truck operators. Truck OEMs have led the way over the last decade, it’s now time for Government policy and regulation to catch up. These ever-extending timelines have not been lost on the states and territories, who directly witness and have to deal with road vehicle trauma and the health concerns of their constituents each day. These jurisdictions, along with TIC, voiced our concerns about the lack of action from Canberra for heavy vehicle safety and environmental reform with the National Heavy Vehicle Regulator (NHVR). To his credit, the NHVR’s CEO, Sal Petroccitto, proposed the development of a strategic voluntary plan to address these issues. Over a couple of years and with assistance from the states and territories, along with sizable input from TIC, the strategy evolved into a plan. SETUP was born. SETUP is an acronym for vehicle Safety and Environmental Technology – Uptake Plan. The plan has been developed to improve the minimum level of safety and environmental performance of new trucks, while also removing unique Australian regulatory barriers such as 2.5m truck width and 6.5t steer axle limits. To take part in SETUP, an operator will need to run a truck with the following minimum specifications, Adaptive Cruise Control, Forward Collision Warning, Autonomous Emergency Brakes, Lane Departure

Warning, Electronic Stability Control and an Euro VI, or equivalent, compliant engine. Such trucks will gain the following benefits; an additional axle mass of 500kg per truck and; an operational width of 2.55m. This new plan is not dissimilar in concept to the agreement brokered by TIC with the states and territories in 2006, whereby operators gained an additional 500kg steer axle mass increase for trucks fitted with a Front Under-run Protection System, Cabin Strength and Euro IV, or equivalent, emission engines. As with the 2006 arrangement, SETUP is a voluntary scheme, with operators having the choice to use their existing equipment, or buy a new truck, without these additional features and run to the existing mass and dimensional regulations, or purchase a new SETUP truck and take advantage of the plan’s benefits. SETUP will advance the voluntary take up of the latest global safety and environmental technologies for heavy vehicles here in Australia, closing the gap that has widened over the past decade. TIC and its members, are proud to have been part of this process. Additionally, this plan could be used as a blueprint for further, future, collaboration between industry and government to develop voluntary schemes to provide enhanced safety and environmental outcomes for all Australians, while providing productivity benefits, as well as, greater vehicle choice for truck operators. For further information about SETUP, please contact the NHVR: www.nhvr.gov.au

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

news

COMMERCIAL ROAD TRANSPORT

Transport industry sees COVID-19 silver lining

PETER ANDERSON

s this column goes to print it has been just over six months since the first tangible impacts of coronavirus began to take hold in Australia. The VTA had just completed its annual State Conference in the first week of March, and we had aligned with our fellow state-based associations to prepare operators for the adverse impacts COVID-19 was likely to unleash on the transport industry. Since then the industry has been through many of the peaks and troughs experienced by other sectors, however as an essential service transport was fortunately spared the level of economic devastation experienced by businesses in Australia and around the world. Indeed, many parts of our industry have been busier than ever, ensuring Australians have maintained access to essential household goods during lockdown, emphasising the importance of continuity in our domestic and international supply chains. The VTA has played an important role working with stakeholders to develop sensible policy to support transport operators and those they employ during the pandemic. We successfully advocated for heavy vehicle curfew restrictions to be lifted and are urging the Victorian and local governments to maintain this beyond the September deadline when they will be reviewed. We initiated a Driver Exchange program to encourage resource sharing across our industry and to keep transport workers employed,

which has been replicated by several states. And we advocated for policy outcomes to help operators manage cash flow and survive COVID-19, such as the cancellation of planned increases to the road user charge and other support programs. Sensing a thirst for information from our membership, the VTA has also been running member surveys to benchmark sentiment among the industry. Our first survey in April revealed most operators were buoyant about the sector recovering, and I am pleased to report this optimism has improved, with our latest survey in June showing positive sentiments about recovery. Among our key findings were that 60 per cent of respondents expect international trade to increase over the next four months, an increase of 15 per cent since April; only 30 per cent of members expect staffing levels to decrease over the next three months; and 80 per cent of members said they intended to invest in new equipment before the end of the year, a healthy 16 per cent improvement. The transport industry should be encouraged by the general improvement in optimism expressed by respondents, particularly the willingness by operators to invest in their people and their businesses despite the economic headwinds. When operators are prepared to put their hands in their pockets and purchase new capital equipment it suggests that there is renewed confidence in and from our sector. The extension of the instant asset writeoff until the end of the year by the Commonwealth has no doubt been a factor in this, and we thank the government for extending the scheme and giving businesses the tangible economic support

they needed to invest with confidence. I was also very encouraged that members were reporting minimal losses of customers, and with their willingness to support each other and work together to survive the pandemic. Some business downturn was always expected, however the general sentiment from members is that their customers are loyal, and that in many cases their relationships have become stronger. This demonstrates the genuine appreciation between customers and suppliers that we are all in this together, and that by sharing our problems and working together we have better prospects for recovery. Such an attitude has likely given operators confidence to retain their people and limit staff reductions where possible, as evidenced by the small improvement we saw in members’ outlook on their staffing levels over the next three months since our first survey. Along with the general improvement in optimism members reported, it was encouraging that complacency has not set in with more respondents reporting they have built contingency plans for less revenue over the next four months. Operators appreciate that trading conditions can quickly change, as we are seeing now in Victoria with community transmission rates of COVID-19 on the rise. Of course, it will take years to recover the social and economic losses we have all sustained, but it is important to celebrate and amplify good news where we can. And that operators are seeing the silver lining of coronavirus is good news indeed.

Peter Anderson CEO, VTA p r i m em over m a g . c o m . a u

PETER SHIELDS’ NUMBER CRUNCH

Pain and Gain asset purchased during the period leading to December 31. The industry’s campaign successfully argued that the process of specifying, ordering, manufacturing, delivering and registering heavy vehicles takes some time and the original window was too small for the likes of truck and trailer OEMs to take advantage. The government has agreed and the next six months should see an increase in activity for those who can afford it.

The new truck sales statistics at the mid-point of the 2020 year indicate that perhaps the industry may be heading for a ‘V’-shaped recovery after all, with all categories other than Heavy Duty showing growth when compared month-on-month with June 2019. The total sales of 3,614 trucks represents a growth of 7.6 per cent (+256 units) on the previous June’s result. The year-to-date accrual, while still some 2,276 units less than at the end of last financial year, improved from -22.7 per cent at the end of May to -14.5 per cent at the end of June which is a strong indication of a turnaround. Heavy Duty trucks recorded 1,134 for the month, 154 less than in June 2019 (-11.9 per cent) and the year-to-date total of 4,919 shows 1,503 fewer (-23.4 per cent) Heavy Duty trucks were sold in 2020’s first half. The Medium Duty sector shows a strong resurgence with the total of 897 in June being 101 more in the previous June (+12.7 per cent) and 382 more than in May. Although the year-to-date total of 3,265 is 510 less (-13.5 per cent) the trend of recovery is evident as the sector was down some 1,349 units at the end of May (-26.3 per cent). Light Duty trucks also performed well during June with 1,583 new deliveries, 309 more than for June 2019 (+24.2 per cent), taking the total for the year so far to 5,255 which is just 268 short (-4.8 per cent) of what it was at the end of the 2019 financial year. The Heavy Van category broke through the 1,000 unit barrier for the month during June with 1,006 new units compared with the 714 in June 2019 (+40.9 per cent). The annual accrual of 3,009 remains just 165 units short (-5.2 per cent) of the result for the same period up to June 2019. June is traditionally a strong month thanks to the impending reset of the tax season every June 30. The industry’s 2020 results can be taken as an indication that the Government’s various economic stimulus packages are having a positive impact. A campaign was spearheaded by industry bodies Heavy Vehicle Industry Australia (HVIA) and the Australian Trucking Association (ATA) to extend the Instant Asset Write-Off provisions until the end of 2020. This has added an additional six months to the instant write off for tax purposes of asset purchases with the value being increased from $30,000 to $150,000 for businesses with turnover of less than $500m per year. The scheme provides for 100 per cent depreciation on new or second hand assets up to $150,000 per 66

a u g u st 2020

June-20

% Change YOY

ISUZU

1170

-6.9%

HINO

752

-4.8%

FUSO

450

-10.8%

VOLVO

216

-14.4%

KENWORTH

185

-29.1%

IVECO

161

-17.4%

MERCEDES-BENZ

155

-31.9%

SCANIA

-27.1%

MACK

-30.7%

UD TRUCKS

104

-11.7%

DAF

14.8%

FIAT

8.3%

MAN

-60.3%

WESTERN STAR

-18.7%

FREIGHTLINER

-12.0%

RENAULT

-35.4%

HYUNDAI

1.9%

FORD

-44.8%

DENNIS EAGLE

-39.1%

VOLKSWAGEN

150.0%

INTERNATIONAL

-17.9%

CAB CHASSIS/PRIME

3614

-14.5%

M-B VANS

337

-10.5%

FORD VANS

181

21.8%

VOLKSWAGEN VANS

232

19.4%

RENAULT VANS

179

-11.8%

IVECO VANS

-26.9%

FIAT VANS

-45.6%

VANS

1006

-5.2%

TOTAL

4620

-12.9%

Behind the people who keep Australia moving Everything we do, every day, relies on the people who literally keep Australia moving. From the fresh food in our supermarkets and the petrol in our cars, to delivering our online shopping purchases and keeping our essential services stocked. None of this would happen without transport workers. And behind them is TWUSUPER, the industry super fund for the people who look after you.

1800 222 071 twusuper.com.au

TWU Nominees Pty Ltd, ABN 67 002 835 412, AFSL 239163, is the trustee of TWUSUPER ABN 77 343 563 307 and the issuer of interests in it. 56419

WHEN THE GOING GETS TOUGH, TRUCKERS KEEP EVERYONE GOING. Transport operators across Australia rely on Shell Rimula oils to protect their equipment operating in Australia’s tough conditions. Contact us on 1300 134 205 or visit Shell.com.au/Rimula to find out more about Shell Rimula and the range of transport lubricants to ensure your fleet keeps going when the going gets tough.