With our care program, we always go the extra mile to help look after our customers and protect their investment by providing the best service, using the best parts. And for a short time, if you buy a selected N Series cab chassis or Ready-to-Work truck† you can add a 6-Year Essentials Service Agreement Package for the price of three years, e ectively halving your servicing costs. This covers all scheduled service work using Isuzu Genuine Parts and includes engine, transmission, brake, suspension, and electrical components.
With our care program, we always go the extra mile to help look after our customers and protect their investment by providing the best service, using the best parts. And for a short time, if you buy a selected N Series cab chassis or Ready-to-Work truck† you can add a 6-Year Essentials Service Agreement Package for the price of three years, e ectively halving your servicing costs. This covers all scheduled service work using Isuzu Genuine Parts and includes engine, transmission, brake, suspension, and electrical components.
Take a load o with six years’ servicing for the price of three.
Find out more at isuzu.com.au or see your nearest Isuzu Truck Dealer. Take a load o with six years’ servicing for the price of three. *
Find out more at isuzu.com.au or see your nearest Isuzu Truck Dealer.
With heavy duty knowledge, professional service and a leading range, NAPA Auto Parts is far more than just automotive.
From our wide range of heavy duty Auto Electrical, OE Replacement Alternators and Starter Motors, Air Conditioning, Lubrication, Service Parts and Braking to smarter technologies and efficiencies, we’re keeping you ahead of the curve.
Our branches are located on the National Land Transport Network. We are working with you to have the parts where you need them, when you need them. We are as committed to your business as you are.
Visit napaparts.com.au/locations
MEET THE TEAM
Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge.
Christine Clancy | COO
With more than two decades of experience as a media professional, Christine has worked in newsrooms across Canada, Vietnam and Australia. She joined the Prime Creative Media team 12 years ago, and today oversees more than 43 titles, including a dozen print and digital transportation titles. She continues to lead a team that focuses on continuous improvement to deliver quality insights that helps the commercial road transport industry grow.
William Craske | Editor
Over the past two decades William has published widely on transport, logistics, politics, agriculture, cinema, music and sports
He has held senior positions in marketing and publicity for multinational businesses in the entertainment industry and is the author of two plays and a book on Australian lm history. Like many based in Melbourne he is in a prolonged transition of either returning or leaving.
Peter Shields | Senior Feature Writer
A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker eet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.
Peter White | Journalist
Since completing a Bachelor of Media and Communication degree at La Trobe University in 2021, Peter has obtained valuable newsroom experience, supplemented by direct industry exposure at Prime Creative Media. As the Editor of Trailer, Peter brings a fresh perspective to Prime Mover. He has a strong interest in commercial road transport and in furthering the magazine’s goal of growing the industry.
Ashley Blachford | Business
Development Manager
Handling placements for Prime Mover magazine, Ashley has a unique perspective on the world of truck building both domestically and internationally. Focused on delivering the best results for advertisers, Ashley works closely with the editorial team to ensure the best integration of brand messaging across both print and digital platforms.
CEO John Murphy john.murphy@primecreative.com.au
Editor William Craske william.craske@primecreative.com.au
Managing Editor, Luke Applebee Transport Group luke.applebee@primecreative.com.au
Senior Feature Peter Shields Writer peter.shields@primecreative.com.au
Business Ashley Blachford Development ashley.blachford@primecreative.com.au Manager 0425 699 819
Art Director Blake Storey blake.storey@primecreative.com.au
Design Blake Storey
Contributors Peter White peter.white@primecreative.com.au
Head Of ce 379 Docklands Drive, Docklands VIC 3008 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.
Copyright
PRIME MOVER magazine is owned and published by Prime Creative Media. All material in PRIME MOVER magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material.
While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
The Hino 300 Series Hybrid Electric utilises an electric motor and a diesel engine working in parallel, intelligently switching recharges whilst on road during operations, there are no recharging requirements. That’s the power of change, that’s
“From then onwards we tried to diversify to limit our exposure to cyclical work so we moved out to as many other areas as we possibly could. It was hard to move away from the building industry because it’s the life blood of a taxi truck organisation.”
Prime Feature STORIES
FLEET FOCUS
26 Good Grounding
Team Transport & Logistics inhabits a unique place in the market as a complete end-to-end solutions provider across a range of industry segments.
32 Velvet Underground
Hydro excavation is becoming increasingly important as the use of underground services expands. Dynamic Hydro Excavations utilises a growing number of Isuzu trucks as the basis for its highly specialised equipment.
36 Evolutionary Road
Even after several decades in the industry, Peter Keen demonstrates that a trucking business can remain very successful after it has downsized.
TRUCK & TECH
44 Triple Crown
A first-time collaboration between Rocky Lamattina & Sons and Bairnsdale-based Kennedy Trailers has delivered a new Stag B-triple.
48 On the Upside
Ross Transport has introduced a Roller Brake Tester from Nepean Transport Equipment which is delivering the fleet significant gains in safety, productivity and compliance.
TEST DRIVE
56 Off the Road Again Hino’s 300 Series 817 4x4 can be found hard at work in many on- and off-road applications as well as being suitably tailored for recreational purposes.
William Craske Editor
The outback truck driver will, as a matter of course, encounter wildlife. Not all of it native. It’s not uncommon in Central Australia to come across camels left by the side of the road after one of these encounters, usually in pairs, felled most likely by roadtrains that have little to no chance of stopping at short notice.
A chartered ight over Lake Eyre following seasonal rains will reveal many surprises. From the broad scope of the inland sea, the majestic landscapes and mercurial topography including those parts where crustaceans have pooled in bright pigments to the vast tracks that dissolve into the horizon made by camels.
The feral camel population in Australia is up for debate. Some resources claim it is over 300,000. The Northern Territory Government reports it as being closer to one million. Whatever the correct gure, it’s a lasting reminder that these ships of the desert were once valuable mobile assets used for long haul travel and transportation into the foreboding interiors of the continent.
First introduced into Australia from the Canary Islands in 1840, the onehumped dromedary now found across
Angle of Repose
large parts of Central Australia, was used by Afghan cameleers who helped establish camel-breeding stations and rest-house outposts, known as caravanserai, throughout inland Australia. These linked the remote cattle and sheep grazing stations to the coastal cities where the likes of the Burke and Wills exploration party set out from Melbourne with a camel train of 26. The role of George James Landell, who was in charge of the camels, an early precursor to today’s eet manager, was so vital he was ranked Second in Command. With the exception of 15 tonnes to be shipped by way of Adelaide and the Murray River, the 12-month worth of stores occupied six wagons, three of which belonged to the expedition, with one of these being unfastened from its bed, as was described on 21 August, 1860 by the Argus newspaper, to “be used as a at bottomed boat, and will therefore be useful for crossing the streams which may be met with during the progress.” Versatility in action. Should sickness visit the party, invalids were to be accommodated by the shelter of a pannier contrivance suited to the camel’s back.
“Each beast of burden, by having provided for it a waterproof covering, lined with annel, will be protected when stationary from the injurious effects of adverse weather, and by the supply for each camel of two sets of
shoes,” the Argus continued “each made of several folds of leather and shod with iron, the dif culties attending the travelling on stony ground will be overcome.”
One day and 12 years later, nearly one hundred camels helped complete the construction of the Overland Telegraph Line between Adelaide and Darwin. By 1907, the British had already imported some 20,000 camels into Australia, largely from India, Afghanistan and other parts of the Empire. There’s a remarkable photo taken in 1928 of a camel train in Kalgoorlie moving a house. Not for the rst time, either. As each animal can carry up to 600 kilograms, camels were loaded with supplies, mineral ores, wool bales, construction materials and barrels of water. This made them not only pivotal in exploration and communications, but crucial to settlement especially in those areas where the climate is too harsh for horses. Or following a Black Swan event a century later – perish the thought –for trucks.
Should our lean oil stocks run dry and our grid go down, take comfort, if you dare, that in outlawing the live export of our thriving herds there’s a vast reserve eet out there roaming the deserts.
Whether your needs are long-distance haulage, city distribution, construction
> Toll orders 40 new FH16 Volvos
Five new Volvo FH prime movers, the first in an order of approximately 40, have joined Toll’s Resources and Industrials, Minerals, Oil and Gas divisions.
The remaining Volvos are expected to be delivered throughout the year across multiple contracts in the Resources and Industrials division.
Based in Perth, the first five new 650hp rated vehicles will operate between Kalgoorlie, Kambalda, Leinster and Mt Keith amassing an estimated 3000 kilometres per week servicing contracts that support the mining industry in Western Australia.
The Volvo FHs have been assigned triple roadtrains to transport drilling and production equipment including vehicles and spare parts in addition to freight and oversize loads.
Toll National Fleet & Maintenance Manager Mitch Brooke said Volvo had been one of the preferred manufacturers at Toll for some time.
“When selecting a truck, it isn’t all about price but the support from when the truck is first ordered to when the
stickers come off the door,” he told Prime Mover
“After sales support is critical to maintain uptime for the business and Volvo’s network of dealers has been a big part of the decision-making process to procure the FH16 that will be utilised nationally in some of Australia’s harshest conditions.”
Each truck is specified with a Euro 6 turbo dual stage Volvo 16-litre engine
> Wider vehicles given access to road network
Heavy vehicles of up to 2.55 metres wide will now be provided with general access to Australia’s road network. These wider vehicles are required to be fitted with additional safety features, including an enhanced set of devices for indirect vision, stability control, advanced emergency braking, lane departure warning, side underrun protection, and conspicuity markings. Considered a significant step forward for heavy vehicle operators, the Safer Freight Vehicles reforms backed by the Federal Government and National Heavy Vehicle Regulator, now have the increased general width limit reflected in the Heavy Vehicle National Law.
Assistant Infrastructure and Transport Minister Carol Brown said reaching this stage had been a collaborative effort from the Australian Government, NHVR, states and territories, and the heavy
vehicle industry.
“The Australian Government heard industry’s concerns that the previous width limits were a barrier to them installing critical safety technologies, and we have acted,” she said in a statement.
“By granting general access to vehicles up to 2.55 metres wide, we are promoting the highest level of road safety, supporting truckies to do their vital work more safely.”
It follows changes made by the Federal Government to the Australian Design Rules last October to allow an increase in the maximum width of heavy vehicles fitted with the most modern safety features, from 2.50 to 2.55 metres.
The NHVR will now start working with key industry associations to develop a process to allow existing vehicles already in-service to be certified as
delivering up to 3150nm and 480kw.
“The Volvo FH16 product has the perfect balance with all modern safety systems to keep both our drivers and road users as safe as possible but at the same times having the added benefit of reduced emissions from the Volvo Euro 6 16-litre engine while still boasting 650-horsepower,” said Brooke. “It makes any load we throw at them never a challenge.”
Safer Freight Vehicles, given only new vehicles are currently eligible. This process is expected to be finalised in early 2025.
“The implementation of the Safer Freight Vehicles marks the completion of another action from the NHVR’s Vehicle Safety and Environmental Technology Uptake Plan,” said NHVR CEO Sal Petroccitto. “As a modern and progressive regulator, the NHVR wants to ensure heavy vehicles are equipped with the latest safety technology, and make sure there are no regulatory barriers when it comes to manufacturers identifying and installing new systems.
“This announcement is a game-changer for both operators and manufacturers, and will ensure the safest vehicles are available in Australia, helping keep all road users safe.”
Image: Toll Group.
Toll triple roadtrain in Western Australia.
> Volvo Trucks opens orders for revamped heavy-duty range
Volvo Trucks Australia has announced sales have begun for the revamped heavy duty range. The new Euro 6 lineup arrives with a raft of new features as well as the powerful new D17 engine with a new range of horsepower ratings stretching from 600hp to 780hp. With a focus on efficiency and driver appeal, the updated FH16 sees a significant jump in torque according to Volvo. The 600hp variant now offers 3000Nm of torque, while the 700hp offers 3400Nm. Meanwhile the rangetopping 780hp option delivers an impressive 3800Nm making the flagship FH the most powerful Volvo yet. Aerodynamic and styling updates have also been added across the range, from FM and FMX to FH including all electric models.
Inside, the range has received styling updates, revised USB ports, a new touchscreen side display and an improved audio system.
The incoming 17.3-litre, Euro 6
powerplant shares the same basic architecture as the 16-litre engine it replaces with the extra capacity resulting from an increase in cylinder bore. In pursuit of efficiency and cleaner operation, the engine also features a new fuel injection system, low friction cylinder liners as well as wave top pistons to ensure optimised combustion.
The engine makes the most of its prodigious power output at relatively low rpm, with a low flat torque curve stretching from 1000 to 1200rpm.
The new powerplant meets Euro 6 emissions standards utilising a combination of Exhaust Gas Recirculation (EGR) and Selective Catalytic Reduction (SCR).
Forced induction duties are taken care of by a new Variable Geometry Turbocharger (VGT). All power ratings are HVO (Hydrotreated Vegetable Oil) compatible.
The Volvo range update also introduces
the option of an air-suspended front axle across the range, including 8×4 configurations for both prime movers and rigid vehicles.
“This latest evolution of the Volvo heavy duty range takes our offering to the next level,” said Tom Chapman, Vice President, Volvo trucks Australia. “Our Australian made Euro 6 line up has been delivering class leading efficiency, performance and uptime to Australian transport operators since 2020.”
Chapman said the drivetrains help complement Volvo’s journey to fossilfree transport solutions, not only in terms of fuel efficiency, but also in terms of their ability to utilise a variety of alternate fuel options.
“However, the performance of the D17 engine in the new FH16 will guarantee to impress the person behind the wheel,” he said.
“There’s no doubt that the power and torque on hand from this drivetrain will win fans on Australian highways.”
Image: Volvo Trucks.
A new Euro 6 Volvo FH with D17 engine.
> ANC scoops $12.8M from ARENA
ANC’s first 112 battery-electric vehicle (BEV) trucks to make last-mile deliveries (LMD) will soon hit the roads in metro areas. The Australian Renewable Energy Agency’s (ARENA) Driving the Nation Fund is helping to make it happen after it allocated $12.8 million in funding to ANC. Freight and logistics provider ANC will use the funding to unlock the $45.5 million Project Spark, which will address barriers in electrifying the truck ownerdriver segment to further drive fleet decarbonisation.
ARENA CEO Darren Miller said Project Spark marks ARENA’s first foray into LMD and builds on the agency’s investments in the electrification of busses, and road freight and logistics.
“The breadth of innovation in Project Spark, across both supply and demandside measures, is commercially astute, practically workable, and very exciting,” said Miller. “It promises to kick-start a step change in electrifying last mile delivery in Australia by lowering the total costs to own and run electric trucks.
“The project demonstrates use cases for battery electric trucks in last mile operations, tackling constraints that have so far made it hard for the industry to
transition away from internal combustion engine vehicles.”
ANC manages a network of contracted owner-drivers to provide LMD services to some of Australia’s most iconic retail brands, including IKEA, JB HI-FI, The Good Guys, Bunnings, Who Gives A Crap, Temple and Webster, and William Sonoma.
Currently, owner-drivers considering BEV trucks face higher capital costs, limited access to charging infrastructure, costly and complex private charging options, and constrained revenue potential.
ANC designed Project Spark to leverage commercial and technological levers to lower the total cost of ownership (TCO) of BEV trucks for owner-drivers, supported by a range of partners including CarBon, Origin Energy, SpotLumos and others.
ANC’s proposal to offer discounted trucks with leasing options, improve battery-charging and vehicle-utilisation models, and unlock new revenue streams aims to resolve these challenges.
Project Spark’s charging model couples Origin Energy’s overnight charging-as-aservice (CaaS) from home with fastcharging services at depots and in the
Registrations open to attend MEGATRANS2024
MEGATRANS2024 will take place September 18-19 at the Melbourne Convention and Exhibition Centre.
Australia’s largest integrated conference and exhibition dedicated to the logistics industry returns to Melbourne this September with a focus on fleets of the future, the zero carbon warehouse, the traceable supply chain and cold chain solutions. The event will be an opportunity for like-minded industry leaders to connect and discuss the role of sustainability in the future of the supply chain, and how they will be a part of the solution.
“MEGATRANS is not just an opportunity to witness innovation, it’s an interactive experience and I really encourage people to engage with everything the event will
public to enable owner-drivers to meet LMD requirements.
“This grant from ARENA is a vote of confidence in ANC’s vision for a cleaner, greener future,” said ANC CEO Joe Sofra. “With this support, we will expedite the deployment of battery electric vehicles, reducing emissions and leading the charge towards a net zero emissions delivery ecosystem.
“We are poised to make a substantial impact on the market, and more importantly, on the environment. We thank ARENA for their support in helping ANC drive this pivotal shift in the industry.”
The Australian Government’s Driving the Nation Fund has $500 million to invest in cheaper and cleaner transport, including in charging innovation and fleet decarbonisation.
“Our commitment to lead the energy transition transcends fleet conversion and includes a pursuit to find innovative ways to solve urban gentrification challenges, overcoming resistance to change and routing for the shortest possible route to customer to reduce carbon emissions,” said Mo Abbas, ANC Chief Growth & Sustainability Officer.
have to offer,” Show Director Lauren Chartres said.
MEGATRANS2024 will have conference sessions by industry experts shaping the future of the sustainable supply chain. Speakers have been confirmed from companies such as ANL, Toll Group, Prologicial, Deloitte, Jones Land LaSalle, Mosaic Brands, OneStop and the Victorian Government. Attendees can also look forward to engaging with exhibitors showcasing various products and services. From state-of-the-art transportation technologies to innovative warehousing solutions, the exhibition floor will have something for everyone.
“I urge people to come and experience MEGATRANS firsthand and register to attend,” Lauren says.
Attendees at MEGATRANS2022.
Castrol in your trucks.
> Deniliquin Freighters adds five new Mercedes-Benz trucks
Daimler Trucks Shepparton has delivered five Mercedes-Benz Actros trucks to Deniliquin Freighters. It represents the largest delivery yet for the new key regional dealership that is part of the Tristar Group.
Deniliquin Freighters is a long-term Daimler Truck customer, operating both Freightliner Cascadia and Mercedes-Benz Actros trucks as part of its fleet.
The company has been dealing with Daimler Trucks Albury, owned and operated by Tristar Group and its leader David Warren, but now also uses the new Shepparton dealership that is closer to its Deniliquin base. It has taken delivery of five 2663 Actros models which operate an efficient 630hp 16-litre engine teamed with a 12-speed fully-automated manual transmission (AMT).
Deniliquin Freighters switched to Mercedes-Benz Actros models in 2017 and added Freightliner Cascadia
models in 2021.
Deniliquin Freighters Managing Director, Russell Tait said the Actros trucks that were being replaced by the five new models had performed well.
“We’ve been really happy with them. The fuel economy has been good, the safety is always welcome and the drivers appreciate the comfort,” he said. “The trucks are one thing, but the team behind them, the support you get once the trucks have been delivered that is just so important. Dave will answer his phone whenever you call, whether it is in the middle of the night or the middle of the day and make sure any potential issue is sorted out and that is something we really appreciate.” Tait described the service he receives through Daimler Trucks Albury and Daimler Trucks Shepparton as ‘exceptional.’
“You can’t get a better dealer than Dave, it’s that simple,” he said. Warren thanked his Daimler Trucks
Shepparton team for preparing its first big order.
“We are building something really special at Daimler Trucks Shepparton and the team there has done an incredible job preparing new trucks and delivering the kind of support that our customers deserve,” he said.
Daimler Truck Australia Pacific Sales and Marketing Vice President, Andrew Assimo, said it was great to see more Actros trucks in the distinctive Deniliquin Freighters colours.
“We are thrilled that Russell has taken delivery of five more MercedesBenz trucks sold and supported by the amazing team at Daimler Trucks Shepparton,” he said. “Deni Freighters is the kind of operation that you just love to have as an ambassador of your brand.
“It’s a truly professional operation that looks after its team and customers like they are family, and the trucks always look fantastic,” he said.
A sample of the new MercedesBenz Actros 2663 units.
Image: Daimler Truck.
Is your fleet as safe as it should be?
Are you a CEO? Know your responsibility.
Local governments own a nd operate fleets that are used t o perform a range of vital ser vices for people and businesses. Many of these services, such as waste management and the construction and maintenance of roads and recreational facilities, are done using heavy vehicles (greater than 4.5 t onnes).
senior within Hybrid CoR
This means the executives and senior managers within local government need to understand Chain of Responsibility (CoR) t o ensure the safety of heavy vehicles on the road, and exercise due diligence to ensure their organisation complies with its primary duty under the Hea vy Vehicle National Law (HVNL).
IPWEA has been awarded a grant by the National Hea vy Vehicle Regulator (NHVR) to deliver 12 Hybrid CoR training sessions and implementation workshops. The grant allows IPWEA to deliver CoR sessions for council CEOs, General Managers and Directors at no charge.
This is a unique hybrid training workshop specifically for executives and senior managers to educate them on how to eliminate, or min imise, risks from the heavy vehicle activities under their influence and control.
For more information scan here
> Martin Brower Australia integrates first electric delivery truck into their fleet
Volvo Group customer and supply chain provider Martin Brower has introduced its first electric delivery truck into its Australian fleet. As a key distributor for McDonald’s, Martin Brower’s new 8-pallet Volvo FL electric refrigerated truck will deliver seven days a week to McDonald’s restaurants across the greater Sydney metropolitan area. It can hold up to 4.6 tonnes and has up to 230 kilometres of range, tailored to the demands of urban restaurant deliveries. With zero tailpipe emissions, the truck emits no harmful pollutants during operations, improving air quality, reducing fuel consumption and reducing noise in local neighborhoods.
“It’s fantastic to join forces with Martin Brower on our fossil-free transport journey,” said Greg Sargeant, Dealer
Principle VCV Australia. “Working alongside companies that reflect not only our core values but also our mission is extremely rewarding.
“Our challenge is to move the world we want to live in and I’m pleased to partner with another global business, acting locally to make a difference in Australia’s largest city.”
Martin Brower has been a key supply chain partner for McDonald’s in Australia since 1971 when it opened its first restaurant in Yagoona in Sydney. They operate a fleet of approximately 200 vehicles, delivering products and stock to McDonald’s restaurants across the country.
Martin Brower works closely with the family restaurant giant to find innovative ways to minimise
environmental impacts and reduce transport emissions across their supply chain.
They aim to achieve net-zero GHG emissions globally by 2050 and are targeting a 50 per cent reduction in carbon emissions by 2030.
“The delivery of this first electric truck for the region is just one part of our broader sustainability strategy to decarbonise our operations and achieve our 2030 emissions reduction target,” said Scott Hanigan, Managing Director ANZ, Martin Brower. “While we recognise there is a lot of progress to be made in the heavy electric vehicle space, we are excited to work with Volvo to better understand how we can integrate this new technology into our fleet moving forward.”
Image: Volvo Trucks.
Volvo FL Electric in Sydney.
Leading the way in vehicle safety and performance
Scully RSV is on a mission to have the safest vehicles on the road. Every day.
Scully RSV and SafetyCulture have partnered to develop an industry leading initiative for transport safety. The digital safety inspection captures the performance of Scully RSV vehicles each and every time they are used on our roads.
The SafetyCulture platform enables a more efficient and optimised inspection capture and reporting system for vehicle compliance and safety. Delivered via a QR code scan, users can launch and complete the vehicle inspection in less than 30 seconds.
Scully RSV is proud to be bringing this initiative to market with Safety Culture and leading the way in keeping our communities and their families safe. It’s another great example of delivering on the customer promise, that Scully RSV fleet is managed to the highest levels of quality, safety and reliability.
> Western Truck Group parts expert bows out
A Western Truck Group parts manager is, after 38 years, entering retirement. Scott Smith first began his near fourdecade stint in the industry with Sue and Leo Ryan at Transport Field Service in Warwick.
The year was 1986. He had previously apprenticed as a boilermaker at Toowoomba Foundry before making the switch to spare parts.
“The transition came surprisingly easy to me,” he told Prime Mover on the eve of his retirement. “It was easy. I loved it.” In 1988, having moved to Toowoomba, he accepted a job at Westco Truck Sales where he would remain for the next 29 years. He worked again as parts interpreter for eight years before being promoted to parts manager, a position he held for the next 21 years.
“When I first started we used Kardex. We had a tray full of cards with part numbers. You would write in minus the part number and the customer it was sold to,” Smith recalled. “When the stock came in you would plus it on the card.”
At the time everything actioned would need to go through a handwritten process.
“It was a fair learning curve,” said Smith. “Instead of using your hands you had to write everything down. All invoices were handwritten. All parts ordering was done over the phone or fax.”
That also meant physically
cataloguing everything.
“All parts interpreting was accomplished by books or microfiche or memory,” said Smith. “Slowly we turned to electronic interpretations and electronic parts ordering to the processes and software used to this day where everything is done online. It’s been a fair journey.”
A repository for the legion of parts that have been added to the vast inventories of Volvo, Mack and UD trucks in the intervening years, Smith admits he misses doing it from memory.
“There weren’t a lot of changes in truck models back then,” he said. “But today there are so many variations of the trucks that are made. Trucks might look the same but there is probably not too many that are the same these days.”
He worked with many different fleets over the years citing Nolan’s Transport, a well-regarded Volvo customer, as one of the best to deal with.
“I always enjoyed getting the right part at the right time for the customer,” said Smith. “Basically, in our industry customers are everything.”
In recent years customers have also adopted digital processes for their own parts interpretation.
“In the old days it was face-to-face or on the phone. These days customers have electronic ordering systems,” said Smith. “Communication is largely done by email. A lot of the customers have their own electronic tools so they can interpret their own parts.”
Over his 38-year journey there have been many milestones.
Joining Western Truck Group in 2018 as parts manager he set up the spare parts for the workshop.
It was a significant undertaking as there is over 2 million parts in inventory. With the digital integration it was an achievement Smith is understandably proud of.
“That’s because workshop parts are such a big part of our business and customer satisfaction,” he said. “That’s what it’s ultimately about.”
Parts are now replenished by Volvo every night.
“We have a system in place where if we sell a part, it is ordered again straight away and it ships to us in Toowoomba from the distribution centre out of Minto in Sydney,” he said.
Another seismic change in the industry was Volvo Group Australia’s integration with Mack.
Then later again UD Trucks being brought into the VGA fold.
“From a parts perspective running two models in the interpretation system was a change,” recalled Smith. “But there is still a lot of things done from memory for old Mack units given its lasting legacy in this country. They’ve had a lot of history here especially since Cyril and Curly Anderson brought Mack into the country as OEM in 1963.”
Mack Trucks Australia was founded that year with a national headquarters and assembly operations based in Archerfield in Brisbane. Smith has especially enjoyed helping to grow the skills of some of the colleagues he has worked alongside of.
Tony O’Connell, the current Managing Director of Volvo Trucks Malaysia, is one former protege, who worked under Smith for several years. During his final year Smith has been tasked with servicing the internal customers at Western Truck Group.
But having lasted 38 years was Smith tempted to make it to 40?
“No, I just turned 60 and it was time,” he laughed. “It’s time to spend time with my wife Debbie.”
Smith, who has been married for 37 years, also restores Morris Minors and currently has four in his collection. The couple plans on travelling Australia with a new caravan once they purchase it. First stop is likely Fraser Island, a regular holiday destination for the Smiths, before they trek further north.
“We’ll go up the coast to warmer climates,” he said. “I would like to thank Western Truck Group for the opportunities.”
Scott Smith.
> Holcim deploys hydrogen hybrids in the Pilbara
Holcim, Scania and HYDI are partnering to decarbonise the logistics chain in Australia’s remote northwest.
Roadtrains are used by Holcim Australia to transport quarry materials from the Turner River, Newman and Nickol Bay quarries in the Pilbara region to fixed and mobile concrete batch plants and other customers.
Scania R 620 V8 Euro 5 145-tonnerated prime movers are deployed for this task. Each roadtrain pulls a payload of up to 100 tonnes in triple trailer configurations, on haul distances from as little as 10 kilometres up to 600 kms. To help advance Holcim’s ambition to reduce Scope 3 emissions by reducing diesel consumption and emissions, two prime movers were retrofitted with a HYDI Hydrogen on Demand HY2500 vertical unit that produces hydrogen on demand for controlled delivery to internal combustion engines. Holcim has seen reductions in fuel consumption of up to 15 per cent. This is only part of the benefit of the hybrid system according to Adam Evans, Logistics Manager for Aggregates Western Australia at Holcim.
“On top of the fuel consumption figures, excitingly, we’re seeing the additional emission reductions of 17 per cent less carbon dioxide (CO₂), 80 per cent lower diesel particulate matter (DPM), 22 per cent lower nitrogen oxides (NOX), and 25 per cent lower carbon monoxide (CO),” he said.
Holcim, according to Robert Taylor, Scania Australia General Manager, Mining, has seen fuel performance savings estimated at 15 per cent when hauling payloads up to 100-tonnes in three-trailer combinations.
“The Scania onboard management system confirms these figures,” he said. “The reductions in fuel burn and reductions in emissions, is entirely in line with our aim at Scania to reduce emissions during the entire working lives of our products.”
Holcim is set to install HYDI systems in
two additional prime movers as well as some of its contractor fleet throughout Western Australia.
“We are also exploring options to have HYDI units installed on other equipment including diesel generators and heavy mining equipment,” said Evans.
The HYDI unit produces hydrogen from distilled water using electrolysis via a proton exchange membrane. The unit draws a low electrical input from the host engine while in operation.
Hydrogen supplements the diesel fuel to create a cleaner and more complete combustion process with the amount of hydrogen produced optimised for the capacity and application of the engine.
Developed in Australia over more than a decade, the leading-edge technology delivers improved machinery performance by increasing torque, a reduction in fuel consumption, cleaner burn that reduces engine soot and extends oil and filter service intervals, and lowers harmful emissions — including DPM, CO₂ and CO.
The system provides the capability to transition heavy, diesel-powered machinery into cleaner, more costefficient equipment at a fraction of the cost of replacement.
“HYDI’s technology harnesses the benefits of hydrogen in an efficient, affordable and sophisticated way scaled to apply to multiple applications,” noted John Wilson, Managing Director of HYDI.
Scania has been a committed and enthusiastic partner in the trial and have honoured the original repair and maintenance package provided with the vehicles.
“Scania stepped up to the project, made sure we had all the vehicle and system information needed for a smooth installation of the HYDI units, and are eager to help us extend the project even further,” said Evans.
The HYDI Hydrogen on Demand system can be simply, quickly and relatively inexpensively integrated into the existing diesel technology of Scania vehicles.
“In Australia we have to say that realistically the general availability of reliable, affordable hydrogen as a fuel for heavy haulage is still some way off, particularly regarding use in remote mining operations,” said Taylor. “As a result, the HYDI Hydrogen on Demand solution does appear to be providing a real-world and affordable solution for our customers who want or need to make an immediate reduction in fuel burn and their carbon footprint emissions across their transport functions.”
The investment and installation of the transitional technology into the Holcim fleet further highlights the company’s commitment to reduce its Scope 3 Greenhouse Gas (GHG) emissions 90 per cent by 2050 from a 2020 base year it said in a statement.
Image: HYDI.
Scania R 620 in Western Australia.
> Qube MD participates in Australia-China CEO roundtable
Qube Managing Director Paul Digney joined Australian Prime Minister Anthony Albanese and business leaders from 13 other Australian companies to meet Chinese Premier Li Qiang in Perth in recent weeks. Li was joined by representatives from 14 major Chinese companies in the first Australia-China CEO Roundtable since 2017.
The roundtable discussed ways to enhance cooperation in fields such as energy, decarbonisation, mining, agriculture and services, as well as opportunities to deepen cooperation in innovation and supply chains to jointly address global challenges. Li spent much of his visit to Western Australia exploring the potential around energy transition technologies, visiting a lithium processing plant in Kwinana in the morning before heading to Fortescue’s research and development facility. Speaking after the roundtable,
Choose Australia’s most experienced truck mover
Digney said the importance of strong and resilient supply chains in the economic success of both nations was acknowledged during the event.
“As an Australian business, playing a central role in the import and export market for a diverse range of industries, Qube has a front row seat on the critical importance of free and open trade relations between
Australia and China,” he said.
“I also appreciated the focus on the potential for Australian and Chinese businesses to collaborate on the challenges associated with decarbonisation.
“The technology and innovation emerging from that market, particularly around electrification of heavy equipment and machinery, is a real area of potential growth and co-operation from Qube’s perspective.”
Digney was joined by BHP Chief Financial Officer Vandita Pant, Fortescue Chairman Andrew Forrest, GrainCorp CEO Robert Spurway, Mark Whelan, Group Executive Institutional at ANZ, Rio Chief Executive for Australia, Kellie Parker, and Cochlear Executive Anthony Bishop. Western Australia Premier Roger Cook and former WA treasurer Ben Wyatt, who is now on the boards of Rio and Woodside, also attended.
When you need trucks moved across the city, state or country, you need a truck mover you can trust. Truck Moves Australia has been leading the way in truck moves since 1988, and in that time we’ve moved more than 500,000 trucks efficiently and safely for customers right across the country. Our experienced team can also take care of registration, storage and even stop along the way to complete fittings and finishing touches. You can rely on Truck Moves Australia to get the job done with minimum fuss. We’ve got a network of professional drivers located all over Australia so we can often pick up your truck and get it on the road on the same day you book. Choose Australia’s most experienced truck mover to make your job easier and your customers happy.
Hyundai Motor Company has unveiled the first Level 4 autonomous Class 8 hydrogen fuel cell electric truck in the US.
The unveiling in partnership with autonomous driving software company Plus took place at the Advanced Clean Transportation Expo, the largest advanced clean transportation technology and fleet event in North America.
Hyundai Motor’s XCIENT Fuel Cell truck is equipped with Plus SuperDrive Level 4 autonomous driving technology and is undergoing initial autonomous driving assessments in the US, making it the first-ever Level 4 self-driving test on a Class 8 fuel cell electric truck to take place in the country.
The collaboration seeks to show that autonomous hydrogen fuel cell trucks can help make trucking safer, more efficient, and more sustainable.
“We are excited to showcase our collaboration with Plus to test Level 4 autonomous driving technology with
our Class 8 XCIENT Fuel Cell truck,” said Martin Zeilinger, Executive Vice President and Head of Commercial Vehicle Development at Hyundai.
“Hyundai Motor has been driving the energy transition paradigm with our advanced fuel cell technologies. By adding autonomous capabilities to our world’s first mass-produced hydrogen-powered XCIENT Fuel Cell truck, Hyundai is looking forward to providing fleets and vehicle operators additional solutions that enhance road safety and freight efficiencies thanks to Plus’s industry-leading autonomous driving technology.”
First introduced in 2020, Hyundai Motor’s XCIENT Fuel Cell truck has conducted commercial operations in eight countries worldwide, establishing a successful track record of real-world applications and technological reliability.
At last year’s ACT Expo, Hyundai introduced the XCIENT Fuel Cell prime mover, the commercialised
Class 8 6×4 fuel cell electric model, powered by two 90kW hydrogen fuel cell systems and a 350kW e-motor, providing a driving range of over 450 miles (724 km) per charge even when fully loaded.
Plus’s SuperDrive solution is being deployed across the US, Europe, and Australia.
The system uses a combination of cutting-edge sensors, including LiDAR, radar and cameras, to provide surround perception, planning, prediction and self-driving capabilities.
“We are thrilled to collaborate with Hyundai Motor Company on this important initiative to create more sustainable and safe transportation options,” said Shawn Kerrigan, COO and Co-Founder at Plus.
“A decarbonised future with autonomous hydrogen fuel cell electric trucks that also improve safety and efficiency is one that Plus is proud to support with our cutting-edge autonomous driving technology.”
Image: Hyundai Motors.
Hyundai XCIENT hydrogen fuel cell truck with driverless technology.
> Baltimore shipping channel reopens after bridge collapse
The main shipping channel to the Port of Baltimore has been reopened 11 weeks after a cargo ship lost power and struck the Francis Scott Key Bridge.
US Army Corps of Engineers fully cleared the site of debris that had been blocking the Fort McHenry Channel since 26 March when the container ship Dali crashed into one of the Francis Scott Key Bridge’s support piers, knocking it over and killing six construction workers who were filling potholes on the roadway.
The channel was restored this week to its original operational dimensions of 700 feet wide and 50 feet deep for cargo ships through the port.
The Dali was lodged in the ship channel for nearly two months, along with 50,000 tonnes of debris from the bridge that was part of Interstate 695 over the Patapsco River.
On 20 May the ship was removed from the site of the bridge collapse.
The Francis Scott Key Bridge was also a major freight route for heavy vehicles.
Federal authorities estimate replacing the bridge will cost $USD1.7 billion to $USD1.9 billion.
“This has been a remarkably complex operation, spanning thousands of people, hundreds of assets and multiple objectives,” Maryland Governor Wes Moore said in a statement.
“With the channel now fully open, we can get more Marylanders back to work at the Port of Baltimore, increase the flow of commerce through the city and accelerate our economic recovery.”
In May, federal investigators released a report that said the ship went through multiple power failures before colliding with the bridge.
Considered the deepest harbour in Maryland’s Chesapeake Bay, the Port of Baltimore is with five public and 12 private terminals. It handled over $80 billion worth of cargo in 2023. It serves more than 50 ocean carriers making nearly 1,800 annual port calls.
Officials for brokerage giant CH Robinson said it could take several weeks for maritime traffic to ramp up at the Port of Baltimore.
In 2003 the Port of Baltimore was the main setting for the second season of the popular HBO TV series The Wire
Our digital fleet management solutions are designed to ease the administrative burden on your team, while improving your driver’s workflow. From digital documents right through to electronic forms, TN360’s suite of apps can help you and your business transform the way it works.
Francis Scott Key Bridge in Baltimore.
GROUN GOOD
Team Transport & Logistics inhabits a unique place in the market as a complete end-to-end solutions provider across a range of industry segments.
A DAF CF530 near the Port of Brisbane.
DING
Almost a decade ago Team Transport & Logistics began applying vinyl wrapping to its company-owned eet. That’s over 100 prime movers, the majority of which are from DAF — the brand of preference. It was one of the rst Queensland carriers to do so. The iconic red, charcoal, and white
scheme that has made the company so prominent on the road in the southeastern part of the state is effective as a marketing tool but offers another advantage. Underneath the wrapping, when it comes off, the duco is like new according to Team Transport & Logistics Managing Director Steve Skinner. “Sure, it costs you ve or six grand to
wrap a truck, but you get at least four years of good branding out of that,” he says. “Then at the end of eight years, once you rip the wrap off, you’ve got what looks like a brand-new truck. The extra costs you get back when you sell the truck and, in the meantime, you’ve had great advertising.”
Aside from being a loyal DAF Australia customer, Team Transport & Logistics is also one of its best. It operates dozens of DAF prime movers across the business including the XF, CF and smaller LF rigid. The brand’s versatility proven out in a variety of applications that are, what’s more, not particularly compatible: container cartage, long
haul freight, crane trucks, driver training and tray trucks accommodating Manitou forklifts.
Two of the latest units to join the eet, a DAF XF530 and a DAF FTT CF530, are running from Brisbane to Cairns delivering roller doors for multiple manufacturers. They load the B-double Tautliners every Monday.
“Outside of this task and project deliveries, the majority of the work is localised,” says Steve. “Vehicles don’t tend to rack up astronomical kilometres, an advantage for us when it comes to selling the gear later on.”
Around the same time vinyl wrapping was being introduced, the company
entered the realm of Performance-Based Standards, an initiative it sees great value in having a division consisting of 25 trucks dedicated to hauling containers off the wharf. The company opened a second site only last year at Port West at the Port of Brisbane, where they provide deliveries, unpacks and exports. Head of ce remains in Acacia Ridge.
A couple of Kenworth K200s were appointed the rst PBS units in 2020. These are still pulling A-doubles. Ever since then every new addition for the eet’s high productivity freight units has had a DAF badge.
“When we embarked on PBS DAF didn’t have the ability to produce a suitable
prime mover in the application but now, they have 90-tonne rated trucks,” says Steve. “They’re a dream to drive. Because they’re basically a European designed truck they are extremely comfortable. Less fatigue on the operator as a consequence. For me they’re a lot easier to get into than the K200s. I’m 71 but I can do both.”
It’s an important detail. The cabin on the new Euro 6 DAF is constructed for the convenience of easier entry and exit. Steps are designed to support this while the doors open to a wide 90° angle. On the wharf the drivers are in and out of the cab all day.
“They do six cycles in a shift and they’re
TT&L Driver Gavin Schreiweis with Owner Steve Skinner.
in and out once or twice at the wharf and once or twice at the yard,” explains Steve. “That amounts to 24 times a day at a minimum. That’s without breaks.” Units in the container cartage division operate under the Mass Imports Management scheme. The immediate bene t is approval for 45 tonnes on a single trailer rather than 42.5 tonne within 150 kilometres of the port. To qualify for MIMs, maintenance must be NHVR-approved. Team Transport & Logistics, as a result, operates its own workshop.
Five Euro 6 DAF FTT CF530s pull A-double units. An XF530 moves a Super B with another soon to be launched.
Because the DAF XF530 features a Variable Geometry Turbocharger, the engine provides higher boost pressures at lower revs allowing it to achieve the maximum torque of 2,600Nm in the 900-1,125rpm range. The increased torque at lower revs permits the use of faster rear axles which enable the XF to stay in higher gears for longer.
The Super Bs, despite being a waning presence of late in port cartage, accomplish two things at once. Having one less articulated point, they are easier to handle when backing into a grid than an A-double.
“It’s like trying to back in a sausage,” says Steve. “It’s very dif cult to get nightshift drivers as they are probably the hardest group of people to attract. To have them also be able to back in an A-double drains the pool we can draw on even further.”
Therefore, the plan is to use both Super Bs at night.
In recent years, Team Transport & Logistics have attempted to establish a pipeline for trainee truck drivers from high school. The company employs two full time driver trainers who offer critiques to ensure drivers are safe and knowledgeable. Trainees often get the bulk of their time which can differ depending on an individual’s aptitude behind the wheel. Not all new drivers are created equal.
“We’ve had people go from the training truck right through to semi-crane truck or a semi-trailer with a forklift on the back,” says Steve. “We’ve had good success. It’s a self-help thing really. We need truck drivers and truck drivers are few and far between.”
A specially appointed risk team helps manage all the new trainees. So far, a handful have been recruited from school but encouragingly there have been several men and women in their early 20s that have come through the ranks who are doing well according to Steve. “We want to train people so that they have a good grounding,” he says. “That way, as they grow in the job, they not
only get something out of it, but they are invested in being a truck driver.”
Two DAF FA LF290s are used for driver training.
“We haven’t had any problems with the DAFs,” says Steve. “They have been, by and large, bulletproof. I’m very happy with the product.”
The partnership with PACCAR Australia rst began in 2009. It followed the Global Financial Crisis.
“We lost half our eet because most of our work was in the building industry,” he recalls. “From then onwards we tried to diversify to limit our exposure to cyclical work so we moved out to as many other areas as we possibly could. It was hard to move away from the building industry because it’s the life blood of a taxi truck organisation.”
A eet of 200 trucks, consisting mostly of owner-drivers, was reduced by half. Many of the banks including Steve’s suddenly became gun-shy over existing agreements. That soon meant new terms which were unreasonable.
Enter PACCAR Financial As it offered OEM nance, Team Transport & Logistics eventually purchased three Kenworth T408s to pair up with oats for the heavy haulage division. That same division at present includes three quad-axle oats with dollies capable of handling 50-tonnes. They have been deployed on various renewables projects throughout the state.
Truck dealership Brown and Hurley Yatala is where Steve and his team source their new vehicles. There are 160 trailers in the eet.
The light eet consists of nearly 100 subcontractors with another 60 working in the heavy division.
Some trucks carry forklifts. Others are equipped with cranes. The business is very active on the new Queen’s Wharf project where it has delivered steel, gyprock and windows.
“When it comes to end-to-end solutions you need people that can quote the job knowing what the potential challenges are,” says Steve. “The sales team is
trained to know what the pitfalls are. You lose some jobs because competitors don’t know the pitfalls and they quote too low for whatever reason. We’re not losing money on the jobs but hopefully charging the customer the right rate to do the right job.”
Training and management of the warehouse staff is imperative when it comes to effectuating challenging jobs that come off the wharf all the time
while maintaining visibility with the customer along the chain.
Providing an end-to-end solution can be, as Steve observes, tricky at the best of times.
“Right now, we’re bringing in container loads of glass in feeble wooden crates. They’ve got this plate glass that is tied to the sides of these open top containers, and they’ve got bits of timber bracing them against the sides,” he says. “We
have to successfully crane them out of the open topper and put them on an A-frame without damaging them and eventually we will have to deliver them to a high-rise site.”
The general business continues to tick along encouragingly. Revenue has nearly tripled since 2020 to around $70 million. The container business has grown from $250,000 a week just 12 months ago to $400,000 a week based on the average of the last three months. Steve, nonetheless, insists he doesn’t want to grow too big. It’s more about value adding and making improvements to ef ciencies where possible.
“When times get tough it’s only the companies that have planned to go lean that survive,” he says. “If you’ve got too many trucks and too many lease payments or too many warehouses you can become unstuck very quick.”
He speaks from experience.
“It’s a bit like musical chairs,” he adds. “When the music stops you want to be sitting on a chair. And the music will stop.”
Team Transport & Logistics driver
Gavin Schreiweis knows a bit about stopping. He made the news recently after bringing his three-year old Euro 6 530hp DAF Tautliner half loaded with Beaumont tiles and a truck mounted Moffett to a sudden stop to avoid a spectacular accident on the Bruce Highway near Palmview after two drivers in the outside lane were involved in a reckless high-speed game. Gavin was in the centre lane overtaking a slower tipper truck on the left-hand side when a pair of cars brake checking for 20 kilometres, according to police, sped up on the outside lane. The Mazda, veering into the centre lane, lost control leaving Gavin nowhere to go.
He clipped the car as it ricocheted into the tipper truck before it careened the Mazda across the three lanes into the barrier. An in-cab front facing camera captured the events.
Once he had removed the truck off the road, secured the site and con rmed no
Gavin Schreiweis behind the wheel.
one was hurt Gavin fell into a heap on the other side of the guard rail.
“Too much excitement for this boy,” he says. “I didn’t realise I could pull up a semi in under three seconds. I didn’t know it could be done.”
The front and rear Disc Brakes on the DAF come with leading edge safety systems like EBS, ABS and AEBS. They demonstrated, beyond doubt, their immediate worth. A small breglass section had been damaged by the impact, causing friction on the wheel. A panel beater by trade, Gavin used a bar to chisel it away from the wheel so it could be steered back to Brisbane.
“It was an experience and one I’m not going to forget,” he says. “I actually slept
in that morning. Maybe I should have stayed in bed.”
There was $30,000 damage to the Team Transport & Logistics truck and an estimated $100,000 in damages to other vehicles. As there were multiple parties involved in the accident, Steve suggests it’s another endorsement for in-cab camera technology.
“When we wanted to put cameras in trucks we had push back from the drivers,” he says. “It was like when we got resistance to installing GPS 15 years ago.”
There was pushback initially from Steve, too. The technology is still relatively new and costly to maintain. But the bene ts are fast outweighing the overheads.
“If you hit a car from behind as we did
in that accident who’s to say it wasn’t our truck’s fault?” he says. “Camera footage diffuses so many of these potential situations.”
The risk team have been instrumental in ensuring the business meets its compliance obligations, which given the nature of its diversi ed revenue streams, is extensive. Being of the old school, Steve at rst challenged their proposals but ultimately had no choice but to fall in line.
“They pushed for a range of overarching requirements when it came to our compliance,” he says. “It’s really proved to be the best thing for the company. To be fully compliant has given us access to a lot of work we wouldn’t have had otherwise.”
This single trailer carries pallets of tiles and a forklift at the rear.
UNDERGR VELVET
Hydro excavation is becoming increasingly important as the use of underground services expands. Dynamic Hydro Excavations utilises a growing number of Isuzu trucks as the basis for its highly specialised equipment.
Hydro excavation is a twostage process involving non-destructive digging or excavation and uses high pressure water jets to break up and “liquefy” the dirt, grass, mud, or clay which is required to be removed. The second component of the process is high volume suction vacuum to suck up the water and material broken apart from the rst stage of the process.
Hydro excavation has a number of advantages over traditional methods of excavating particularly in the area of safety, as traditional excavation procedures can be very dangerous especially when working close to underground electricity or gas, mains sewage, telecommunication and bre optic lines that can lead to extensive inconvenience and cost if damaged. Dynamic Hydro Excavations are based
on the Gold Coast in Queensland and the business continues to expand throughout its home state as well as other key locations along the east coast of Australia. As a company, it provides specialised services to many categories of clients ranging from local, state and federal government entities to civil construction, plumbers and builders. The scale of the operation and its range of equipment now means that its
A sample of the 100 Isuzu units at a depot on the Gold Coast.
OUND
services can be provided to the largest of civil construction contracts as well as to the smaller ‘mum and dad’ residential jobs such as broken water pipes that may only require a truck on site for half a day.
Dynamic Hydro Excavations was established in 2003 by Andy Smith
to provide a service which not only accurately locates delicate, vulnerable and expensive underground services but also provides the means with which to perform excavations using high pressure water jetting. This method protects the underground pieces of infrastructure as well as delivering timely and ef cient
excavation outcomes.
Major activities the company has been involved with in Southeast Queensland include the massive Coomera Connector highway project as well as the Gold Coast light rail project.
Andy and his team continuously evaluate new technologies that help deliver ef cient and safety focused outcomes with the combination of both economic and environmental bene ts.
A prime example of the practical application of such leading-edge technologies is ground penetrating radar
Images: Arkajon.
(GPR) which provides an important initial step prior to any type of digging, drilling, grading or building. GPR achieves this by delivering a mantle of clarity in relation to the true physical locations of underground services such as electrical, water, drainage and communications. Verifying surveyor and GPS records is important and knowing what’s actually under the ground ensures a safe, seamless approach prior to the commencement of any construction activities.
Another growing application of this type of technology by Dynamic Hydro Excavations involves the use of closedcircuit television (CCTV) equipment to perform inspections of underground pipe networks and report on exact location, depth, length, type of pipe and any underground issues such as breaks or blockages. These specialised services are often the subject of after-hours emergency call outs for which rotating night shift crews are rostered.
Managing Director Andy Smith is a carpenter by trade and when he started out in a new direction in 2003 Andy built his rst vacuum truck himself, based on a Ford F350.
“Drain trucks were around but not used for digging. I went to the USA to check them out and I reckoned I could build one of them. It never actually worked and was a bit of a nightmare but at least it helped me realise there was more to it than putting a tank and a pump on the back,” says Andy. “I was a carpenter and had nothing to do with trucks at all. I just uked it by being in the right place at the right time.”
The Dynamic Hydro Excavations truck eet of today currently numbers around 120 units and Isuzu is the predominant brand with more than 100 trucks in the line-up.
The modern trucks in the Dynamic Hydro Excavations eet are equipped with world class pumping and vacuum equipment and the Isuzu line up has been progressively transitioning from smaller models to the latest 8x4 F- and
FY-Series, most of which are equipped with automatic transmissions. Recent new truck deliveries have included a 2023 Isuzu FYJ 300-350 auto, two Isuzu FVZ 240-300 6x4 autos and an Isuzu FVR 165-300 auto. Other Isuzu models currently used include the nifty N-Series ready-to-work tippers which are ideal for working in many of the tight access sites at which Dynamic often operates. The load sharing front suspension on the bigger 8x4 Isuzus provides an advantage in accessing off-pavement construction sites as well as keeping the gross vehicle weights legal when the tanks are lled with heavy excavated material.
Andy has no hesitation explaining his reasoning in selecting Isuzu as the truck of choice, and it’s not necessarily about the hardware. It can be summarised in just two words: reliability and relationship.
“Isuzu trucks are reliable and Isuzu themselves are unreal,” says Andy. “If you have a breakdown with an Isuzu truck that’s under warranty, they’ll do their best to get it back operating.”
This, and the Isuzu six-year factory warranty and six-year roadside assistance, is some of the justi cation behind the purchase of an additional ten new Isuzus which are due to be delivered before the end of 2024.
As new Isuzu trucks are required, they are sourced via the local Gold Coast Isuzu dealership and, as the Dynamic Hydro Excavations business expands into other regions, Andy is appreciative of the Isuzu truck national dealer network.
“It doesn’t matter where our trucks are there’s always someone to back us up,” says Andy. “I didn’t get that with other brands.”
Availability of spare parts is also a vital factor in the purchasing decision and the commonality of many Isuzu parts is an advantage, especially for a eet which is serviced in-house.
“Break anything major in any truck other than an Isuzu and try and get a part off the shelf,” adds Andy. “Chances
are they won’t have it.”
All of the truck servicing is performed in-house by expert technicians, mostly at the large well-equipped main workshop located on the Gold Coast. Utilising the late model eet ensures that major overhauls such as engine rebuilds are unnecessary due to the trucks being traded well before that sort of major overhaul is required.
One of Isuzu’s heaviest-duty truck models, the FYJ 300-350s, are put to work hauling Dynamic Hydro Excavations’ largest plants to location. The twin-steer drive axles in the Isuzu FYJs mean that bigger hydro excavation plants can be built onto the truck with better load stability.
The Australian-supplied Isuzus are equipped with pumps and vacuum components from STG, a supplier with which Andy and Dynamic Hydro Excavations have a long and strong relationship. The equipment on the larger Isuzus is powered by Cat auxiliary engines.
Andy appreciates the staff at Dynamic Hydro Excavations.
“We’ve got a lot of good guys and it’s hard to get them with so many competitors now in the industry who try to poach our staff,” he explains. “With the high-tech equipment we have, we no longer employ from anywhere else.”
Internal promotion is encouraged, and opportunities are provided for ambitious employees to upskill themselves.
“We work out the right person for a position and then go into training them. Almost everyone here has been trained in-house and there are none that we‘ve employed from outside,” says Andy. “Unless we’re really desperate for a worker we don’t employ anyone who has previously done what we do.”
Dynamic has come a long way since its early days with just two trucks and two staff members. The company’s constant philosophy has been to explore and embrace continuous change and progress through fresh ideas.
Hydro Excavations
Dynamic
Founder Andy Smith.
A mural of the Ford F350, the first vehicle in the fleet.
Isuzu FYJ 300-350 8x4.
Surburban jobs for burst mains only will require one truck to attend.
EVOLUT
Even after two decades in the industry, Peter Keen demonstrates that a trucking business can remain very successful after it has downsized.
Peter Keen grew up in western Queensland and only bought his rst truck to perform a speci c job on the 12,000 acre cattle station he owned at the time. In his description it was “just an old tipper” and he had every intention of selling it on once the job was completed as his focus then was still on farming. As is a common story in these circumstances another opportunity popped up and that original truck was later joined by one, then another, and then some more. Peter
IONARY
sold off the farm and added a bulldozer and a loader and soon decided that the costs of paying someone else to move the earthmoving machinery around could be better spent in-house.
“More out of convenience than anything I bought a Mack Titan and a oat just to move my own stuff,” says Peter. He was contacted by an acquaintance that he knew fairly well with the offer of a two-year job pulling triple roadtrains based west of Mt Isa. Meanwhile, the tipper eet was generating plenty of its own work and Azkeen Industries kept winning two- and three-year contracts. A transport manager at a quarry suggested Peter look at getting a new alloy-bodied truck and dog trailer.
“He said ‘I can’t offer a signed contract,
ARY ROAD
Freightliner Cascadia 126 under desert skies.
Images: Daimler Truck Australia Pacifi
but I can give you ve years of work’” recalls Peter. “I knew him reasonably well and went ahead and did it on faith and was there for the next ten years”. Azkeen’s capabilities and reputation for diligence grew and the results were a number of large long-term contracts in North Queensland and the eet expanded to include truck and dog tippers, semi tippers, and stag tippers, all initially hauled by Mack and Kenworth trucks. Over time the Azkeen brand of choice transitioned to Mercedes-Benz, predominately top of the range PBS truck and dog combinations with 39.5 tonne payloads.
“Life’s a constant evolution I guess, so during that time we also started doing a bit of work for a well-known national operation carting mechanical equipment for them,” says Peter. “That side of the business grew reasonably quickly.” He soon found himself at a crossroads with the tempting opportunity to sell all the tipping components of the business including the trucks and trailers.
“I just knew where I wanted my life to be and it wasn’t running a big heap of trucks with a heap of staff. I didn’t
want to do that anymore,” he says now. “Don’t get me wrong, I have to work a bit harder now, but that’s nothing new and has never worried me. I’m probably away from home a bit more than I expected, but in saying that, I haven’t got young children at home anymore. We probably cashed out at a pretty good time when second-hand gear was bringing premium prices. People couldn’t buy anything after COVID and it was a year wait on a LandCruiser, let alone a new truck.”
Peter retained one employee, the now 78-year old Keith “Bubbles” Cheetham who is a bit of a legend in the north and drives the Mercedes-Benz Actros which was formerly Peter’s “own” truck which he describes as “the ash one I built for myself.” A number of trusted subcontractors are also engaged.
“The key to transport is communication. I say all the time: ‘Did you let them know?’” says Peter.
In the slimmed down Azkeen operation Peter now takes the wheel of a Freightliner Cascadia which is typically found pulling a three-trailer roadtrain combination.
“The Cascadia is the safest truck I’ve ever driven with heaps of room, it’s comfortable and easy to drive, and is good on fuel,” he adds.
That Cascadia is powered by a 600hp Detroit DD16 backed by a DT12 automated manual transmission. An 18-speed manual might usually be expected as the preferred transmission for Peter’s application, but he is a strong advocate for the two-pedal solution.
“I’m never going to drive a manual again,” Peter declares. “Things evolve. Think about the rst bloke who bought the rst car that didn’t have a crank handle and instead had a starter motor. Or the rst motorbike that didn’t have a kick starter.”
The Cascadia and the Actros were purchased through, and continue to be serviced by, the local Daimler dealership,
AzKeen Industries Owner Peter Keen.
RGM Maintenance in Townsville, with whom Peter has a long and strong relationship.
The Azkeen Cascadia is distinctive due to its black bullbar and fuel tanks and array of LED lights which give it a unique road presence. But there’s a more practical reason behind the choice of black anodising.
“I’m lazy, so I’m sick of polishing them,” explains Peter. “I’ve had all shiny trucks my whole life and I thought there has got to be a way around it and still look distinctive. It’s the only one like it and it’s a talking point. Some people don’t even know what sort of truck it is and ask if I imported it. I tell them it’s just a dirty old Freightliner Cascadia with some extra love. Don’t get me wrong: it’s a big tractor, eh? It’s a big truck and it’s meant for what I use it for — long
distance trips and living in it. I can drive to Perth and back and not be buggered when I get home.”
The loads Peter moves are always varied, from bagged cement to shipping containers to plant and machinery and even 200-tonne locomotives on a 13row oat.
The weather can exert a strong in uence on transport operations in northern Australia and ensuring adequate cash ow during the wet season concentrated around January and February is an important and cyclic business requirement.
“People talk about the downturn in the economy and the high cost-of-living, but I went through 17 per cent interest, so I don’t think the current rates are too bad” says Peter. “Back in the day I’ve paid trucks off at 17 per cent. I think the
reason people squeal so much about the cost-of-living is because they’ve over capitalised and are over committed.”
Growing up on a family cattle station probably laid the groundwork for Peter’s success as an adult with discipline and self-suf ciency at the core of rural life.
“Not everyone should work for themselves and not everyone has the grit to do it,” he says. “Discipline is a big thing. In any business you’ve got to go at out for a few years before you really start making some money and you’ve really got to grind away at it and make smart decisions. A dollar saved is a dollar earned I always say. It’s not the money you earn, it’s the money you save.”
The fuel ef ciency delivered by the Cascadia is certainly a contributor to those savings.
Freightliner Cascadia triple roadtrain in North Queensland.
DOUBLE ON THE
PBS is fast becoming a long-range solution for leading national carriers and Total Logistic Solutions, who have recently deployed nine new A-doubles, is one of them.
Boosting a eet with nine new A-doubles is no small affair.
Total Logistic Solutions (TLS) not only has wheeled out the rst part of a sizeable investment in the 30-metre long high performance freight vehicles but these will be spearheaded furthermore by a major order of 13 new Scania R 590 SUPERs with another 12 on order.
The nine new A-double skels manufactured by Vawdrey will operate along the eastern seaboard in a trial with ooring company Godfrey Hirst.
Operational routes span MelbourneBrisbane and Melbourne-Sydney return according to Jason McHenry TLS Chief Executive Of cer.
“The high performance units were ordered speci cally for Godfrey Hirst as a carpet linehaul solution,” he tells Prime Mover. “We’ve got customised containers made for them as well because carpet rolls push hard against the sides of the trailer, so a Pantech was never going to be a great solution.”
One of the TLS directors conceived of the idea to use containers. TLS then
engaged SCF Container Solutions to build the 18 newly arrived high cube custom boxes replete with eet signage to launch for the application.
The main thrust of the TLS business is interstate freight. As a national transport distribution carrier, it goes all over the country including Perth, as well as Tasmania. Known for their rolling billboards, TLS, as a business, does pride itself on the detail that goes into the curtainsiders and mezzanine dropdeck sets in its heavy assets. The company was an early adopter of high performance
freight vehicles having been one of the rst eets nationally to invest in Super B trailer combinations.
“When the Super B-doubles came out we bought the rst lot of these from Vawdrey,” says Jason. “We’ll work through an evaluation period with the customer to see how the new skels and containers perform to determine if they are a better solution for this particular task than the Super Bs.”
The A-doubles are providing the eet with operational exibility, especially when catering for heavier
“We’ll work through an evaluation period with the customer to see how the new skels and containers perform to determine if they are a better solution for this particular task than the Super Bs.”
Jason McHenry TLS Chief Executive O cer
freight requirements.
“We won’t switch out using the Super Bs altogether because we use them for speci c customers who don’t have the weight requirement — they’ve got a bigger cubic mass,” notes Jason. “But the A-doubles for our immediate purposes are probably more suited to the higher weights.”
The A-doubles are rated to 90 tonnes.
“From our perspective Vawdrey makes a very good product. They’re the best trailer builder in the country,” says Jason. “All of our equipment – and
that comprises around 200 pieces of trailering equipment – everything we build is built with Vawdrey.”
Indicative of the TLS commitment to higher productivity solutions there is 35 PBS working units in the eet.
It’s a category they have upscaled in recent years as the ef ciencies have fast materialised according to Jason.
“Once we saw those ef ciencies it was a no-brainer and it feeds into our green policy as well, lower emissions, less trucks on the road,” he says.
“It makes sense as a modern transport
New customised containers were commissioned.
Scania R 590 SUPER towing a Vawdrey A-double skel.
Images: Total Logistic Solutions.
business to be heading that way.”
As a result, TLS is partnering as much as it can with its customers to reduce their carbon footprint. And that’s across multiple streams of the business according to Jason.
“We won’t have any prime movers that are older than ve years,” he says. “That’s evident with our most recent Scania order and the proactive replacement of our eet.”
Even the Mercedes-Benz Actros units the eet acquired in 2021 will be replaced by Q1 next year. New assets will feed into the business expanding upon its larger trailer offering so that it can get more on each truck and reduce truck movements.
In addition to this, TLS has switched over to all electric forklifts within its own depots.
“And we’re working with Scania on our rst electric rigid as well, to see how it would suit our model and work within our business,” explains Jason. “Many of the bigger companies that we partner with such as Coles and TK Maxx are vigilantly pushing for a reduction in their own emissions, so we assist where we can.
“Of course, they’ve got their own targets within their business like we have ours,
so you need customers to have buy-in and you need to be able to work with those guys because it won’t matter how much we try, it’s more about our customers accepting it and working with us on it.”
The early signs from the new Scanias
are encouraging.
“These new trucks that are replacing some of the eet are great,” says Jason.
“The driveability, as to be expected, is fantastic. The drivers love them.”
He adds, “We’re getting better mileage out of them as well as the gains in our fuel ef ciencies. Overall, they’re proving to be a far superior truck.”
Aside from the 55 working prime movers in the eet, TLS runs another 40 rigids, mainly from Isuzu and Fuso, in a localised last mile application.
The business hasn’t aligned itself too closely with one particular OEM for the smaller trucks following COVID when lack of availability largely determined its purchasing regimen.
“That forced our hand to a certain extent as we didn’t have the option to pick and choose,” Jason recalls.
“It was, in a nutshell, the quickest to the road.”
While the main focus is, generally, on the heavier equipment, four new custombuilt 12-pallet curtainsider Fuso Fighters with tailgates arrived earlier this year for retail freight deliveries.
TLS had had 18 new high cub custom containers delivered from SCF.
One of the 13 new Scania prime movers in A-double configuration.
A rst-time collaboration between Rocky Lamattina & Sons and Bairnsdale-based Kennedy Trailers has delivered a new Stag B-triple.
FTRIPLE TRIPLE TRIPLE
ast building a reputation for innovative high productivity vehicles, Rocky Lamattina & Sons, headed up by Director Angelo Lamattina, unveiled in late 2022 the rst of its 30-pallet twin-steer 18.2-metre fridge van split quads.
These attracted great international interest. The latest PBS-approved combination, the rst B-triple commissioned by the business, is now operating across regional northern Victoria and southern New South Wales and is earmarked for destinations also in Queensland.
A stag being a short last trailer in a
B-double combination that connects to a fth wheel on the towing trailer, it is commonly situated under the towing trailer’s load carrying area. With an aluminium rollback lead B-double set already in the eet, Angelo tells Prime Mover that to reduce repairs and welding it was decided the new B-triple would have to be manufactured from steel.
The intimidating brief initially, however, proved too hard a job for a few trailer builders before Kennedy Trailers, a regional Victorian independent, welcomed the challenge. Despite it being the rst project worked on together by the
two businesses, Lamattina was mightily impressed by the execution of the workmanship from Kennedy’s.
“After we spoke and had preliminary discussions, they just made it happen,” Angelo says. “They’re beautifully built trailers The amount of steel in there is unbelievable. I know one thing, it won’t break — that’s for sure.”
Rhys Robinson, Kennedy Trailers National Sales & Design Engineer, who oversaw the project says there were several determining factors that had to be incorporated into the design not in the least the fact that the trailer builder had not previously manufactured a Stag
CROWN
tipper setup.
“To build a triple was quite confronting in itself,” he says. “Inclusive of the general manufacturing process and overall operational use there was weight distribution and tare weight considerations and trackability swept path analysis as well as PBS approval.”
Given the mode of operation is, in large part, short distance work by Australian standards, Lamattina decided against going with an A-double, a decision he arrived at after some serious consideration.
The limitations of disconnecting the A-double trailers, should they get stuck in one of these remote locations, replete with the task of backing it in, pointed to more inconveniences than ef ciencies he says. “With this unit we
can technically revert back to a B-double stag set by removing the middle trailer from the triple combination,” Angelo explains. “That way you go to a B-double or alternatively you can put the middle trailer on and run as a B-triple.”
Unfortunately, with B-double rollbacks, operators customarily are required to disconnect and tip off and then hook it up again explains Angelo.
“Whereas here you don’t have to worry about disconnecting,” he says. “I see a lot of people running around with a lot of trailers.”
The other main advantage according to Angelo is the length of the three bodies instead of two bigger trailers.
“It gives us stability and a better tipping angle,” he says.
Once he ordered the longest hydraulic
ram cylinder available, Angelo discovered that if the bodies are longer the tipping angle is far less.
“Because the body can only tip up as far as it can go until the ram runs out,” he says. “With the shorter body it makes it tip higher as it’s got less distance to travel because the body is not as long.”
The front tipper trailer is 10.3 metres long while the two back trailers are each 7.6 metres.
In B-double con guration Rocky Lamattina & Sons will be carrying the same amount of weight as it does on the other B-double in the eet. The eet presently accounts for a total of 16 prime movers with four of these running between farms while the remainder attend markets in Adelaide, Brisbane, Sydney and Melbourne.
Images: Rocky Lamattina & Sons.
Kenworth T909 B-triple stag combination.
The triple combination yields a 62-tonne payload, with a GVM of 95.5 tonnes. Talks rst began in late 2021 between Angelo and Rhys. These included early design concepts as different layouts and ideas were proposed.
“The build required a lot of back and forth between the fabricators and designer’s client with the intended goal of bringing something new to the market with a client that showed a lot of faith in a trailer builder that had never built one before,” says Rhys.
“It was very impressive.”
Much of 2022 was spent time checking the swept paths and PBS approvals along the way, always being mindful, according to Rhys, of the tare weights.
By the end of 2022 pricing and speci cation had been nalised and a build slot was allocated.
Production would start in August 2023.
“The early months of 2023 were used to bring together a working 3D model of the B triple stag combination,” recalls Rhys. From August 2022 to February 2024 the three trailers were fabricated and assembled at Kennedy Trailers in Bairnsdale to bring the triple combination to completion before it was handed over to Angelo.
“I like the manoeuvrability and trackability of the combination with the small bodies reducing the likelihood of tipping over and the exibility of the combination to be able to break it down to a B-double that can also run at HML under 26-metres,” says Rhys. “Kennedys worked side-by-side with the Lamattina throughout the whole process and the nal design was a combination of both businesses working collaboratively to create something new and innovative.” The purpose of this stag B-triple is to load
cow manure and gypsum from feedlots scattered mainly across north central Victoria and NSW and deliver grain to its customers. It involves a 420-kilometre round trip between Kaniva and Charlton and trips to Charlton and Wemen, a township 110 kilometres from Mildura.
“In that sense it runs a bit of everywhere for us,” adds Angelo.
The unit also runs to Albacutya in western Victoria, known for its spectacular silo art and as far north as St George in Queensland 200kms northwest of Goondiwindi.
“Ultimately it came down to the same considerations I’m usually looking for improvement in — weight distribution and exibility,” says Angelo. “That’s what this unit gives us. The other thing is when you make the bodies too long what happens is when you tip up, you’re angle for tipping is not as good and it’s
The middle trailer on the combination is a quad axle.
more dangerous.
“Whereas this one I felt gives me a better tipping angle because the trailers are shorter and they’re a little bit more stable because they’re not too long.”
Oftentimes the delivery point for the eet will involve a permit.
That informed Angelo’s decision to make the middle trailer in the combination a quad axle.
“I thought that if I’ve got to go through the pain of getting a permit I might as well carry another three- or four-tonnes extra so that’s why the middle trailer has got a quad on it for that reason,” he says. “Some areas do not require PBS but unfortunately where we need to run, you do need to have PBS. That was why that decision was made.”
The new Kenworth T909 6x4, featuring a 600hp Euro 5 Cummins X15 powerplant, was purchased speci cally to pull the combination.
The Kenworth 50” T909 is built to the Lamattina spec. In short, a 5790mm wheelbase with a 22-Series Eaton Clutch transmission built especially for tipper work. The truck was purchased from Mildura Truck Centre where Angelo works closely with Sales Consultant Jamie Marciano. Over the journey Rocky Lamattina & Sons have previously purchased four Kenworth T909 units.
A couple of those have since been moved on.
“This was the latest version of the model, his last having been purchased in 2019,” says Jamie. “Angelo likes cabovers more generally. But he did buy this truck speci c to that application running from farm to farm.”
The paint scheme of charcoal and gold is immediately, according to Jamie, recognisable.
“It’s very distinguished and they stand out a mile away on the road,” he says.
“They’re a very particular client who are very innovative and a very successful family run company for a reason.”
The signwriting was again handled by Bendigo business YBIFX who painted all the silver and red lines and added the scroll work and the logos on the trailers. “They did a terri c job,” says Angelo. “We ended up putting the Razor rollover tarps on there and they are working really well for us. That’s another good thing the driver doesn’t have to worry about winding the tarp over manually.”
Angelo describes the Razor equipment as a creature comfort for the drivers.
“We just try and make life easier for our team and carry more for less cost,” says Angelo. “I suppose when all is said and done that’s what our objective is. With this particular combination the beauty about it is that we can ultimately unload without disconnecting. That’s what I like about the function of it.”
UPSIDE ON THE
Ross Transport has introduced a Roller Brake Tester from Nepean Transport Equipment that is delivering the eet signi cant gains in safety, productivity and compliance.
For the past 25 years, Australian manufacturer Nepean Transport Equipment has honed the design and build of bespoke equipment for the road transport industry. Linfox, Veolia and the National Heavy Vehicle Regulator are among the organisations of varying scale and footprint to have entrusted Nepean for diagnostic solutions to improve the safety and compliance of heavy vehicles. Ross Transport is the latest. The Wollongong-based business runs a
eet of over 70 prime movers carrying steel, grain, fertiliser and other products.
In doing this it must often negotiate the surrounding hinterland and towering Mt Ousley. The steep climbs of this imposing working environment are, of course, punishing on trucks and trailers. Equipment especially brakes, according to Jason Ring, Ross Transport Workshop Foreman, comes under particular scrutiny.
“It chews straight through them,” he says. “We just had a set of test shoes that
The Roller Brake tester is installed on the floor with the powerpack on a platform above.
Images: Nepean Transport Equipment.
we got 30,000kms out of on a trailer. It had just gotten the full service, so the oil change. It came back from the half service, which is a grease and general inspection and we wondered if we wrote down the wrong rego.”
They hadn’t. The registration number was right, but the brakes were not.
“There was no chance it could have run on one more trip, they had to come off,” recalls Jason. “That comes with testing them. But when you’re telling your allocators that we’ve just put four new brake shoes on that trailer there and she should be sweet for a while and then 30,000kms later he’s coming back and you’re telling him he has to hold up because those brakes need to be done before he can go, that slows everything up.”
Three different service schedules are adhered to in the Ross Transport
workshop depending on whether the vehicle is on local duties or running interstate.
The mix of new and older gear determines oil changes and brake adjustments, which for older gear is required every 15,000 kilometres.
The introduction of Nepean’s Roller Brake Tester is supporting ef ciencies across the business that begin in the Ross Transport workshop.
“Because of how easy that roller brake machine is to use we’re actually putting our vehicles over that brake tester machine every time we do an inspection,” says Jason. “The way we were doing it before it was getting harder and harder. It’s not so much that the rules keep changing but rather the risk management involved is comprehensive.”
To have con dence that the equipment
can meet compliance regulations workshops are now required to double and triple check everything they send out on road.
From Jason’s perspective the new Roller Brake Tester has heralded in new ef ciencies to a process that in this day and age is oftentimes more elaborate and time consuming.
“What was taking us previously, using a jack and a bar and two people, three hours to do one unit, being either a truck or trailer, that part of the check would take us about 20 minutes now,” he says.
“It’s incredible how ef cient Nepean have made it. You’ve still got to know what you’re doing but it’s made the job so much easier. At the end of the day, we’re using the same machine as the NHVR and what it comes down to is our discretion.”
A reduction to service fault nding time
Wollongong offers unique challenges for transport companies.
will, ultimately, save money and time, for clients too. It wasn’t long before the new machine was helping to solve a complex problem.
A centre bolt on the drive spring pack had come loose but they had no way of being able to diagnose it. The driver had complained about a vibration in a truck for a little while according to Jason.
“We were sort of stumped on it having checked the driveline and then looked at the wear of the tyres,” he says. “We’ve sent the tyres away to be balanced up at the local Bridgestone. We checked all the bushes. We did all those checks.”
It was actually the same day the workshop got the machine working, during a trial run while the Nepean technicians were in attendance, that
the truck in question was rolled over the machine.
“As soon as we put that rst drive axle over and went to go use the shaker, we saw the axle kicking around,” says Jason. “There were no other tell-tale signs. No uneven tyre wear. No shiny bits of metal. Nothing. It just blew us away.”
Previously Jason and the team would have used a bar before releasing the brakes and chocking the wheels and manhandling all the wheels. In short, there would have been no way for them of nding the fault. The Roller Brake Tester comes with shaker units and a compact scissor jack, providing a multifaceted solution in one compact unit.
“Having all those features in one unit makes it easier for everyone,” says Jason.
“As far as the jack itself goes, that saves so much time. It’s de nitely a good thing.
“The platform is convenient to use. You just roll your axle over it and the platform will actually pick up each axle. It’s simple.”
Even with a loaded trailer the Roller Brake Tester will isolate one axle so that all inspections can be performed in order before rolling off onto the next one.
Ross Transport, which celebrates its 50th anniversary next year, refurbished its workshop a few years back in anticipation of perhaps having a machine like this one day. The design of the workshop tunnel ensures there is ample room in which to use the Roller Brake Tester and that in future the Ross
Ross Transport’s workshop underwent a renovation to make bespoke diagnostic equipment possible.
Transport crew will have provision to evaluate roadtrains given staff can move around with relative ease. To further the point, the powerpack of the unit has been set up remotely via a high platform Ross Transport had built given space around the unit is at a premium.
Nepean Transport Equipment what’s more, as Jason notes, have proven at once helpful and responsive.
“They’re a very supportive business,” he says. “They have actually been reaching out to us to check on how the unit is going. They’ve been in touch four or ve times since we’ve had it installed just to make sure everything is running smoothly. You don’t get that customer service usually in the modern business environment.”
When drivers query brakes, as they are prone to do, Jason can now show them categorically.
“It’s not just a matter of them putting the brakes on and trying to take-off,” says Jason. “We’re actually putting it on a machine than can provide our drivers
with documentation that actually provides con rmation that it is safe and road ready. And it helps perform diagnostics better, absolutely.”
NEPEAN Transport Equipment
® Roller Brake Tester Trailer: Advanced vehicle inspection technology for transport fleets, workshop efficiency benefits and fleet compliance analysis.
Quote TRAILER PM to qualify for a limited time offer.
The steep climb over Mt Ousley.
DATA COUNTS
It’s time to go digital to improve e ciency, safety and the bottom line.
No one wants to spend their days ling paperwork or searching for the right document among the mountain accumulated over time or shoved into ling cabinets caked in dust. Going paperless and digitising work ows across the business is a great way to eliminate time-consuming tasks and improve ef ciency to combat manual tasks to make operations safer and also boost pro tability.
The 3G shutdown, scheduled for the end of August this year, is also a great opportunity to reassess business processes and eliminate the old ways of doing things. Older 3G-reliant telematics systems will simply no longer be able to operate correctly after the shutdown date. Transport operators who may be relying on those devices for everything from monitoring and improving driver behaviour to optimising fuel use and maintenance schedules will likely feel the effects. If your devices communicate through 3G only, moving to 4G telematics will provide tangible business bene ts according to Andrew Rossington, Chief Product Of cer, Teletrac Navman.
“It’s faster, has more bandwidth and broader coverage, meaning you can use telematics applications that deliver more data from more places your eet operates,” he says. “Don’t look at the migration as a hassle but as an opportunity for organisational improvement that will deliver real business outcomes.”
For businesses that haven’t yet started the migration process, now is the time. Now, less than two months off the network being closed, the demand for devices and installers is high. Transport
businesses can begin the migration by starting a conversation with a Teletrac Navman representative about how to upgrade and harness the power of future-proofed telematics.
“Don’t forget, while you’re planning your migration, it’s also a stellar opportunity to start thinking about other ways to improve the way you do business — and rst and foremost, the most signi cant way you can move forward is through digitising your processes,” notes Andrew.
Reducing costs and optimising maintenance schedules are among them. Fuel and maintenance are two of the biggest input costs an operator faces. With fuel prices constantly uctuating, nding ways to lower fuel burn and optimise usage will majorly impact the bottom line of a transport operator. How the driver operates the vehicle contributes to the volume of fuel being used as well as subsequent maintenance costs.
Behaviours and habits like harsh acceleration, excessive braking, and prolonged idling are all aspects of fuel burn and maintenance that telematics systems will help you get a handle on. Real-time alerts on poor behaviours via video telematics to both the driver and the back-of ce team, alongside scorecards, provide the opportunity for driver coaching to promote better onroad behaviours.
Jarratt Transport Solutions, based in the Port of Brisbane, estimates it saves 3000 litres of diesel per month simply by using telematics to promote better driving. A scorecard generated by the Teletrac Navman telematics systems also creates a benchmark for measuring driver behaviour. The senior
management team has organised a system to reward the top-scoring driver with a $500 monthly bonus.
“While $500 might seem like a lot, this amount is a ‘drop in the ocean’ compared to what the company saves through reduced fuel use and less wear and tear on its eet,” says Andrew. Better driver behaviour can also mean lowered maintenance costs.
An operations manager checks fuel burn figures in the fleet.
Digitising maintenance schedules and understanding when the vehicle might need preventative maintenance using telematics also means, for eets and operators, it’s possible to schedule work at the optimum time rather than waiting until something goes wrong.
Unscheduled downtime is a pro t killer, so knowing when to do necessary work on the eet will help boost pro tability. Keeping track of assets and understanding how they’re being used
with a paper system is a hassle and won’t provide the data needed to optimise operations. Manual paper systems can’t explain if an asset is being misused or taken outside of where it should be.
With asset tracking, eets have insight into asset utilisation and analytics that will let them understand if there’s an opportunity to better deploy equipment and increase its return on investment.
“You will also know where all your tracked equipment, machinery or assets
are at any given time,” says Andrew. “Suppose it moves outside the geofenced area of your site, where it’s supposed to be. In that case, you’ll be noti ed if someone is using your equipment out of hours, potentially indicating asset misuse, and you’ll be able to recover assets quickly.”
Having this birds-eye view of all your assets not only improves resource allocation and utilisation but will, according to Andrew, also have the very real bene t of potentially reducing insurance premiums, lowering costs and boosting pro t margins.
“Overall, going digital has real-world bene ts besides reducing the hassle of relying on paper,” he says. “Your safety and ef ciency outcomes will improve, you’ll be able to coach drivers for better on-road behaviour, reducing fuel use and maintenance costs, and you’ll be able to know when, where and how an asset is being used.”
Andrew adds, “Data is the lifeblood of any organisation, and that’s doubly so for eet managers. With Teletrac Navman’s paperless solutions, you can enter the digital world today.”
Image: Teletrac Navman.
NEW DAY BRAND
Cummins zeroes in on integrated powertrains.
When he was applying all his genius to commercialise the diesel engine in the early 1900s, did Clessie Cummins ever envision his beloved company would dramatically reinvent itself in just a short time as an advocate for climate action? Who would have thought that the iconic diesel engine company would one day be touting hydrogen internal combustion engines and hydrogen fuel cell engines?
Well, it has happened with Cummins now investing billions of dollars in alternative fuel and powertrain technologies as part of its strategy called Destination Zero to go further, faster to reduce the greenhouse gas and air quality impacts of its products.
Signi cantly, Cummins has transformed itself in recent years to become a genuine powertrain company, a move enhanced by a number of strategic partnerships and acquisitions, including that of leading axle and brake supplier Meritor.
In fact, that acquisition has positioned Cummins as one of the few companies able to provide integrated powertrain solutions across both internal combustion and electric drivetrains.
The Meritor-developed portfolio of eAxles which have been incorporated alongside other zero emission technologies under a new business unit and brand – Accelera by Cummins – are a critical integration point within hybrid and electric drivetrains and are essential to delivering market-leading solutions to customers.
In addition to the Meritor acquisition, Cummins has an established joint venture with Eaton under the
banner Eaton Cummins Automated Transmission Technologies. The Endurant XD Pro 18-speed transmission is a product of the joint venture, a gamechanger in terms of the sophisticated communications system between the engine and transmission software.
“The key bene t of the integrated powertrain is improved fuel economy,” says Scott Alexander, Cummins’ OnHighway Sales Manager South Paci c. “There’s only so much you can do with the engine by itself but when the engine, transmission and diff ratio are precisely matched the real bene ts emerge.”
He points out that the 18-speed Eaton Cummins Endurant automated transmission is a critical part of the integrated powertrain’s ability to deliver fuel economy gains.
“Driver feedback on the Endurant has been overwhelmingly positive,” he claims. “One of our customers put their best driver in a new truck with an Endurant transmission and the driver commented that he would have made 95 per cent of the shifts that the transmission made.”
Not to be forgotten in the ef ciency equation – and an important part of the integrated drivetrain – is the Meritor MT21-165 tandem drive axle which was recently updated with two different specs for Australian linehaul and vocational applications.
In the linehaul version, the oil pump has been engineered out of the tandem axle which provides linehaul customers with a fuel economy improvement of up to 1.5 per cent.
The vocational version retains an integrated pump enabling greater longevity where a broader and more demanding application is required.
While the existing portfolio of traditional axle, brake and drivelines from Meritor are highly complementary, enabling Cummins to offer a complete conventional drivetrain, the eAxle –developed by Meritor – is no doubt where the future lies in terms of full electric integration.
At the recent Advanced Clean Transportation (ACT) Expo in Las Vegas, Accelera by Cummins displayed a full line-up of differing technologies, including the eAxle. A fully electric Accelera powertrain in an International RH Class 8 truck was one of the main highlights of the expo.
The truck, for the Werner Enterprises eet, features two Accelera FCE150 hydrogen fuel cell engines and an Accelera electric powertrain in the form of the 14Xe eAxle, basically a 250kW electric motor with a 3-speed twincountershaft or a 2-speed planetary transmission engineered and integrated into the axle assembly.
Werner, a premium US transportation and logistics provider, said the initiative aligned perfectly with its commitment to reducing its carbon footprint by 55 per cent in the year 2035.
Two years after Cummins’ acquisition of Meritor, the traditional Meritor products have also now been integrated under a new business unit called Cummins Drivetrain and Braking Systems.
However, in recognition of the reputation Meritor had in the traditional powertrain market, the Meritor name will continue to live on in the axle naming as well as in the casting, stamping and packaging of the axle and brake product sold by this business today.
YOUR POWERTRAIN SOLUTION
OFF THE ROAD AGAIN
Hino’s 300 Series 817 4x4 can be found hard at work in many on- and o -road applications as well as being suitably tailored for recreational purposes.
For the past few years Australia’s biggest selling vehicles have been 4x4 dual cab utes, often loaded up with all manner of accessories to better equip them for the occasional – if ever – off-road adventure. Americanstyle larger 4x4 ‘trucks’ are also gaining in popularity and have spawned a successful local conversion industry. The 4x4 Hino 300 Series 817 model provide yet another viable option and has been developed speci cally for Australian applications and has been available in Australia since 2017 in single and crew cab con gurations. The relative longevity of the model is testament to the extensive testing and evaluations that took place in Australia prior to the nal speci cations
being determined for the production models. We’ve driven the 300 Series 817 4x4 previously but mostly on sealed roads. This assessment has been planned to put the capabilities of the Hino 4x4 to a realistic test utilising some of the roads and tracks within the Deura, Monga and Morton National Parks, departing from Canberra and eventually emerging many hours later on the NSW South Coast for an overnight stop in Mollymook. Our vehicles for this trip are a modi ed version with a manual transmission and a more standard model equipped with an Allison six-speed full automatic transmission. The auto version isn’t just along for the trip to act as a standby winch anchor point in case the tricked-
up model got seriously stuck. Despite not having an Eaton locker rear diff as tted to the manual, the auto model was able to tackle anything the manual could handle without having to worry about shifting gears, con rming that a two pedal solution is a worthwhile consideration for such applications, but it does come with a price premium. The six-speed synchro manual overdrive transmission is complemented by the two-speed transfer case from the larger Hino 500 Series GT 4x4. Selecting high or low range and four-wheel drive is accomplished by using dash mounted switches. This is a ‘truck’ gearbox as distinct from what is typically tted to a ‘ute’ and the driver needs to be mindful
Dash mounted switches are used for selecting high and low ranges.on the gearbox.
Images: Prime Creative Media.
of this and ensure shifts are performed in a steady manner rather than attempting to be like a race car driver. Using high range and overdrive with plenty of torque from the engine helps in keeping at a steady 100 km/hr when on cruise control on the highway, enabling ef cient fuel consumption from the two tanks which have a total capacity of 170 litres.
The Hino 817’s 7.5 tonne GVM can also be optioned at 4,495 kgs to accommodate car licenced drivers. The GCM of 11,000 kgs will accommodate a trailer and equipment such as a small excavator or a large off-road caravan. The chassis has a rivet-less straight top ange that lends itself to the easier tting of bodies, whether steel or alloy or custom such as with the test unit. The Dynamic Campers body is equipped with two fridges, a slide out berth for the BBQ and numerous other storage
options including a section large enough to accommodate a swag if the weather precludes sleeping at ground level. The removable body is held on by just four bolts and is tted with jacking points at each corner. LED lighting is tted throughout the body cavities and the 200amp/hour auxiliary battery keeps the fridges cold and maintaining its charge is helped by a couple of solar panels located on the roof platform.
A 15,000lb-winch is tted to the rear along with a 4.5-tonne tow bar. A 100-litre water tank is located between the chassis rails and helps keep the centre of gravity as low as possible despite the raised suspension and the larger diameter steel wheels which carry aggressively treaded 315/70 x 19.5 tyres, up from the 17.5-inch standard rims. The cab’s front steps have been realigned to clear the larger rubber and the rims
are offset to achieve the same track width front and rear which is a bene t when off-roading.
The combination of Hino underpinnings and the quality aftermarket additions provides a high level of con dence when venturing away from paved surfaces. Vehicles such as this open up access to some wonderful vistas which are cherished even more due to their remoteness and dif cult access. As examples, this trip includes some scenic deep creek crossings and accessing the spectacular 63-metre Granite Falls in the Morton National Park.
The Hino’s package of additional goodies includes a custom steel front bumper tted with a 20,000 pound Sherpa winch and extensive bar work protects the A pillars and the front windscreen to a certain extent and also provides mountings for the three LED
Dynamic Campers body is equipped with two fridges, a slide out berth for the BBQ and storage options.
light bars that easily turn night into day when switched on.
Before we divert off the bitumen the pressure in the tyres is dropped from 90psi to 60psi to extend the tyres’ footprint and signi cantly improve grip. By harnessing momentum and traction we have no need to spool out any of the winches despite tackling some serious sections of poor quality tracks.
Overnight rain has contributed to a much lower co-ef cient of traction as we negotiate overgrown tracks and washed out power line access roads.
The obtuse approach and departure angles of the Hino combine with the impressive suspension articulation to make the negotiation of even the deepest washouts a straightforward exercise.
As our con dence rises in the abilities of both the extensively modi ed and big-tyred manual, and the more factory spec auto, we actively seek out the more challenging routes rather than taking the “chicken tracks”.
Travelling downhill on the most challenging tracks we select low range, switch off the Vehicle Stability Control, and use the exhaust brake in combination with the four wheel disc brakes to control our speed without declutching, as the engine’s torque and the extremely low gearing make the Hino
almost impossible to stall.
The four-litre diesel engine provides 165hp (121kW) of power at 2,500 rpm and a handy 464Nm of torque at a very low 1,400rpm. The Euro V compliant engine utilises a self-cleaning diesel particulate lter. The truck suspension has long front leaf springs and two stage leaves at the rear mounted on a subchassis. Aftermarket shock absorbers from Powerdown assist with the ride, as does the magnetically dampened driver’s seat. Despite the harsh nature of some of the so-called tracks, we only manage to bottom out the seat a few times over two days. Catering for the intention of taking this Hino seriously off road
include swing away brackets on the door mounted mirrors and an aftermarket snorkel that draws cleaner air from the top of the rear of the cab.
The interior of the cab is typical business-like Hino complemented by the large touch screen which also acts as the high-de nition display for the standard equipment reverse camera and it features night vision plus microphone at rear — handy when being guided by someone not in the cab.
The capabilities of the Hino “fourby” are extensive, whether driving off-road for business or pleasure, or when cruising the bitumen out of necessity to get to the next bush track.
A custom steel front bumper is fitted with a 20,000 pound Sherpa winch.
The pressure in the tyres is dropped from 90psi to 60psi for extra grip.
MAPS OF
To support Victoria’s Climate Change Strategy, the state continues to invest in innovative technologies and partner with businesses to better facilitate their adoption.
Last September Victoria published the country’s rst map dedicated to low or zero emission heavy vehicles (LZEHV) demarcating the arterial roads that can be used by these vehicles. This followed the approach made by several OEMs of state governments, including Victoria, with new electric vehicle combinations that they were in the process of launching in Australia. While these vehicles will soon be available nationwide, Victoria was the rst state to publish a comprehensive statewide map. Over time, the Department of Transport and Planning (DTP) will collaborate with local government areas to expand the council-managed road network available for these vehicles.
With the introduction of new LZEHVs, the mass limits of all heavy vehicles, particularly the prime mover, will increase to accommodate batteries, as traditional internal combustion engines fuelled by diesel are replaced. Mass limitations established under the Heavy Vehicle National Law have been established for diesel-fuelled vehicles and do not yet consider heavier LZEHVs.
The mass on the rst axle of the Volvo FM and FH electric prime mover is at least 7.5 tonnes, meaning that the vehicle, at its lightest, is at least one tonne heavier than diesel prime movers.
Typically, DTP would not assess vehicles heavier than diesel prime movers because Victoria’s infrastructure has been calibrated to the current regulatory mass limits. The rst LZEHV map covers a Volvo FM or FH electric prime mover (in a semi-trailer application) and shows 100 structure restrictions.
Despite these restrictions, this combination can reach key state-wide destinations, including the New South Wales and South Australia state borders from Melbourne on
the Hume and Princes highways. Volvo, following publication of the map, can start selling the Volvo FM or FH battery electric prime movers for use the same way diesel semi-trailers deliver produce for local suppliers according to Ian Mond, Manager Land Freight Systems, Freight Victoria in the Department of Transport and Planning.
“In Victoria, this Volvo map isn’t under a trial. It’s a permanent network,” he says. “As we map more LZEHV combinations, Victoria will gain a better insight into what upgrades will be required for the road network to accommodate these vehicles.”
Linfox is one of the rst major eets to use the network. When it began discussions with the Department of Transport and Planning, its key priorities had been premised on sustainability and innovation as it had begun electrifying its eet three years ago. This ongoing commitment, according to Ruby Diaz, Linfox Environmental Sustainability Manager, is part of a broader decarbonisation strategy, particularly focused on the heavyduty range.
“Our goal is to support our customers in meeting their sustainability targets while minimising our environmental impact,” she says. “We believe that projects like these are essential for accelerating Australia’s net-zero commitments, especially within the logistics industry. By leading and investing in the latest advancements, Linfox is well positioned to contribute to a more sustainable future for the logistics sector and Australian communities.”
The Department of Transport and Planning has already commenced assessment of a suite of LZEHV vehicles including 2- and 3-axle rigids plus a semi-trailer. All LZEHV rigid truck and prime mover combinations are expected to be at least 1.0 tonne to 3.0 tonne heavier than the current diesel heavy vehicle equivalent.
By assessing new LZEHV combinations, DTP expects to identify priority structures that need to be maintained or upgraded in the next decade to accommodate these vehicles.
“A range of policy and regulatory measures will be considered with the view to fasttrack emissions reduction in the freight sector, accelerating uptake of ZEVs, and further encouraging mode shift across our transport network — all key in our move towards decarbonisation,” says Ian. “The Victorian Government is setting one of the most ambitious emissions reductions targets in the world, cutting Victoria’s emissions by 75-80 per cent by 2035 and net zero emissions by 2045.”
Linfox has invested meaningfully in green distribution centres to charge its electric trucks by using renewable energy produced on-site. This signi cant investment, along with carbon-embodied features, has earned the Linfox sites 5 Green Star ratings from the Green Building Council of Australia.
“Over the years, Linfox has signi cantly reduced its grid electricity usage through various initiatives,” says Ruby. “Despite increasing our footprint area, our emissions from electricity have decreased due to enhanced energy ef ciency programs and renewable energy production in our sites. This includes an increase of 33 times in solar production over seven years, the full rollout of smart LEDs across all our sites, batteries and the implementation of stateof-the-art refrigeration technologies.”
These efforts have collectively contributed to the company’s pathway toward achieving a carbon-neutral DC, certi ed by Climate Active.
“This transformation and our ongoing commitment to sustainability and innovation enable us to support further investment in battery electric vehicles,” says Ruby. “By leading with these initiatives, we
MEANING
create a model that promotes the adoption of similar practices across the industry.”
Publishing heavy vehicle maps, according to the DTP, reduces the need for structural assessments on a permit-by-permit basis and reduces the time and cost burden on the heavy vehicle industry.
In line with expectations from industry and OEMs, rigid vehicles will be capped to 1.5 tonnes above the current legal limits, while semi-trailers will see an increase of up to 3.0 tonnes. These increases are aimed at achieving payload parity when compared with internal combustion engine powered heavy vehicles. Mass increases will be focused exclusively on the steer and drive axles of a combination.
LZEHVs will also be granted an exemption to the 2.5 metres width dimension limit for general access vehicles and Class 2 restricted access vehicles, up to a maximum of 2.55 metres width. Length exemptions, however, will be considered on a case-by-case basis. Because vehicle details such as axle masses, spacings and con gurations are proprietary and are not publicly published, the manufacturer or supplier of the vehicle is
to advise the operator of all speci cations that they must meet to operate on their model vehicle’s network. The onus is on the operator to ensure they have this information and meet all requirements to operate on the relevant reference model network.
Linfox determined the range and returnto-base movements of its battery electric trucks using a state-of-the-art modelling system from Volvo that factored in its customer and operational needs. The system accounts for various elements such as topography, temperature, traf c conditions, and road conditions. Based on the use of these approved routes, Linfox can forecast a metric around signi cant emissions reductions.
“Our calculations, based on the annual average utilisation of the ICE counterpart, show that one FM Electric will save approximately 77,200 kg of CO2-e per annum,” says Ruby. “This gure may uctuate.”
As early adopters of electric vehicles Linfox have been able to use insights to facilitate broader commercial adoption that will
bene t its customers long-term.
“Testing this technology rst gives our customers a signi cant advantage and access to the latest and best in the market,” says Ruby. “Since adopting this technology in 2021, we have been analysing data, optimising routes, understanding load versus EV ef ciency, adjusting delivery windows, and improving driver skills.” It has also opened up new opportunities for a skilled workforce.
“We expect a larger coverage of routes and customers with the new generation of electric trucks,” adds Ruby. “Additionally, our strong relationships with OEMs ensure we receive the latest technology.”
Achieving substantial reductions in transport sector emissions will require a shift from petroleum-fuelled vehicles to zero emissions vehicles powered by clean energy notes Ian.
“To reach our emissions reductions targets, transport still has some heavy lifting to do,” he says. “All transport modes collectively account for around 25 per cent of emissions, with road transport accounting for the largest percentage.”
Image: Volvo Trucks Australia.
Volvo FH and FM battery electric prime movers can run on dedicated freight routes in Victoria.
COLD FRONT
SLR Trans is a cold carrier on an impressive growth trajectory. Scully RSV is one of its trusted partners.
SLR Trans is a serious player in the cold chain. The company transports ambient, frozen and time sensitive products nationally across an ever-widening network. Having the capacity to do so was more recently boosted last May when SLR Trans opened a new state-of-the-art facility in Archer eld.
The 5,600m2 cold store and freezer distribution centre provides distinct advantages to the expanding refrigerated transport logistics business, namely the capacity to store 8,000-pallet spaces over six areas providing speci c temperature and ripening capabilities. That in itself marks a crucial upgrade for
the operation as it must maintain strict cold-chain compliance for meat, seafood, dairy, chocolates, fresh produce and pharmaceuticals. The facility also features a 12.3-metre-deep anteroom for staging. It’s also located near the Rocklea Markets, where most of the major supermarket distribution centres, and rail and road networks are situated.
“It makes sense for us to be in this part of town to support our customers and partner with businesses around us,” says Aumar Moosa, SLR Trans Chief Operating Of cer. “There has been a lack of new cold storage developments in the Queensland market to cater to the growing demands of the latest technology and ef ciencies like
online grocery shopping. This gives us a great opportunity to house customers out there looking for storage space or perhaps cross docking facilities.”
The trend across most industries is to harness energy ef cient solutions. A new facility is more attractive given it consumes much less power than a cold store to draw the temperatures down especially to freezer temperatures which are well below minus 20 Celsius.
“We are con dent that we are achieving the energy ef ciencies required to be environmentally responsible for the future which means sustainability,” says Aumar.
Signi cant investments have gone into introducing new mobile assets over the past 18 months. There are over 300 units of equipment in the eet and three new UTEs, a Hino light rigid, a semi-trailer and Volvo FH prime mover have been added in recent weeks to service a growing customer base.
The mixed eet includes Volvo FH16 series 600hp prime movers for long haul assignments along with Schmitz Cargobull trailers. For short haul and local operations, SLR Trans relies on Hino FS & 300 series and Isuzu FH series trucks.
“We have quite a variety in our eet including the Mazda BT-50 utes,” Aumar says. “These are what we have been investing in. We love the reliability and their unmatched performance.”
The business has partnered closely with Scully RSV since 2017. Initially the relationship was forged on deploying
Images: Scully
Inside the coldstore and distribution centre.
Scully RSV Utes for its home delivery task.
Today SLR Trans hires 14-pallet rigid trucks through Scully, and predominantly 10- and 22-pallet space trailers which are being utilised predominantly on B-double combinations.
“Business Development Managers Bevan Chambers and Glenn Smith from Scully have listened to our operational needs and concerns and continually improved the services in terms of quality,” says Aumar. “We feel this makes a huge difference and helps in our day-to-day operations. In the transport industry, we can’t plan everything down to the minute and at SLR, we never say no to customers. For last-minute hires and requests, Scully has always been there for us.”
The trust and service built over a sevenyear period has made Scully a rstchoice option for SLR Trans. In that time there have been plenty of challenges for servicing customers from COVID to supply chain delays and the in ationary environment many businesses nd themselves in.
On a daily basis, SLR Trans trucks complete an estimated 3000 last mile deliveries. The overarching goal of the organisation is to maintain a reliable eet that ensures the job is done ef ciently while maintaining the temperatures of the products.
“We focus on facilitating our drivers with the latest technological advancements in safety features,” says Aumar. “All our UTEs not only assist drivers with lane departure
warning but also assist to steer the vehicle back into the lane to keep the driver on the road. Additionally, we are committed to reducing our carbon footprint by incorporating environmentally friendly practices into our operations.”
Scully, in this regard, has certainly enhanced its product offering according to Aumar.
“Scully over the years has de nitely improved their product,” he says. “Their workmanship is exemplary. We have put Scully refrigerated truck bodies to the test and the bodies have been withstanding the rigid work we do moving tonnes on a daily basis.”
Seasonal peaks, especially when it comes to food delivery, will often require the business to ex up its operational footprint. Scully RSV here can help having built a reputation
on the short- and long-term customised rental solutions it can offer customers including a thorough eet replacement program. There are over 1,000 assets in its product portfolio which companies like SLR Trans can leverage. As a result, customers are able to foster a positive customer service experience. Building and maintaining long-term relationships is a primary consideration according to Aumar, who is of the belief that it will help harmonise the key pillars the business is always working towards: service experience and service excellence.
“Our operations run smoothly no matter the seasonality of the occasion,” says Aumar. “That’s in large part due to the nature of the robust team we have at SLR who enjoy a challenge.”
The new 5,600m2 SLR Trans facility based in Archerfield.
Hino 300 Series and Mazda BT-50 ute.
HANDLE WITH CARE
In the highly specialised service of heavy vehicle transportation, Truck Moves Australia has carved out an enviable niche market.
Truck Moves Australia knows something about getting in the trenches with its customers.
The rst major job performed by Truck Moves Australia involved moving hundreds of troop carriers from Melbourne to Darwin for a customer over a three-month period following a big eet replenishment.
The drivers loved it, as Matt Whitnall, Truck Moves Australia Managing Director recalls, and the customer was impressed with his team’s project management skills, precision handling of the vehicles and reliability of service delivery. Those same qualities undergird the business 30 years later. The company
ethos is founded on safety, reliability and respect.
“Safety is a cornerstone for us. Our drivers are forbidden to sleep in the vehicle, they must stay in a motel,” says Matt. “They are not allowed to drive before sunrise and not after sunset, and we run a company-wide digital training and awareness platform that questions and quizzes drivers every week on safety, fatigue and compliance.”
Drivers must actually ‘pass’ each section to complete the requirement, not unlike the steps of a driving test. Truck Moves Australia drivers, it may come as no surprise, are the highest paid in the industry — by far, per the award (RTD
2010. MA000038). In other words, every hour driving plus every hour travelling to or from a job is paid in full.
“There’s no shorting drivers to steal a buck here and there, or even worse and it’s hard to understand why drivers put up with being paid a cents per kilometre rate, whereby they are underpaid about 25 per cent on average compared to the legal minimum award — they shouldn’t stand for it,” says Matt. “They are without doubt our most valuable assets and we make sure they are paid correctly as we pay overtime, tea money and every allowance as per the award, and are happy to do so for our drivers.”
Every hour, moreover, gets paid for travelling as well as driving.
The adherence to these kinds of precepts commands respect among industry peers and, with it, reputational excellence for delivering an unmatched service in Australia.
“Reliability is where we are without peer,” Matt claims. “Any vehicle anywhere, anytime is our longstanding priority goal. Same day pickup for next day delivery, depending on the distance.”
As far as its capabilities go, Truck Moves Australia can happily move single vehicles but have scale to move over 1,000 new vehicles each week nationwide. Matt considers this an unparalleled amount of experience that cannot be replicated. More recently, the business was tasked with some heavy peak demands. Over a three-day
Images: Truck Moves Australia.
New Kenworth prime movers await delivery.
timeframe, to cite one example, they moved over 600 new trucks. This task was completed successfully. Another project, recalls Matt, involved 160 vehicles from a leading brand being moved in order to secure an ongoing supply contract for the customer’s customer.
“In effect we are often a secret service that gets the job done, ensures the deal happens smoothly and make our customer, invariably, look like the hero, which is just how we like it,” says Matt. “The initial deployment of both Coles and Woolworths home delivery eets a few years back was another example of how we integrate with multiple OEMs and multiple dealers and multiple body manufacturers to get a eet rollout done.”
Each of those vehicles were moved about six times before the last mile into stores, equating to 700 vehicles multiplied by six moves each. As part of the service provided by Truck Moves Australia it also handled project management, truck moves, truck storage as the body builder was often limited for space, then registering the vehicles and nal hand over in most cases.
“The customers just simply couldn’t have met the deadlines imposed without our service,” he says.
Special projects are where the business shines. There have been many hundreds of these over the years, most recently the promo tour of the new Australia Post electric Volvos before they were deployed into eet. Truck Moves was heavily involved there, in addition to the current campaign with the latest generation Fuso eCanter for a Melbourne dealer video, which actually features Truck Moves Australia drivers in the commercials.
One of Matt’s fondest memories over the years illustrates the variety of work the company is often engaged in. It involved having to move 25 prime movers into a stadium where they were lined up, side-by-side, for a stunt in which Nicolas Cage would jump over
them. The sequence in question, a night shoot on location in Melbourne, was for the movie Ghost Rider
“The drivers loved the variety and did a fantastic professional job,” says Matt. “More recently we have helped a leading truck and machinery auction house relocate over 100 heavy vehicles from an old site to a new site, with every type of truck you can imagine and as our drivers are average age 61, they can operate anything anywhere anytime so again the customer sees a huge logistical problem and we solve it without any hesitation.”
Matt adds, “No one else has that capability and depth of driver expertise.”
Truck Moves Australia pricing is based on aggregate data across a day. A xed cost is given so the customer knows upfront how much to budget for. After that it’s up to Truck Moves Australia to make the driver complete enough moves to cover his pay plus a small margin for the business. As a volume business, the pressure is on Truck Moves Australia to make it ef cient for the customers at all times for the lowest price. That said, according to Matt there are few limits to their service which aside
from high volume specialises in last minute deliveries. As a result, customer relationships are very strong and long lasting.
“We know our place in the new truck sales process, our portion of the truck getting from port or ex-factory all the way to the customer is important but small nancially, so we maintain a ‘secret service’ mindset,” he says.
“That means we have become totally integrated but largely invisible and automatic for the truck seller.”
The business recently launched two new service offerings — truck registrations and truck storage. By broadening its service this way it has become even more of a turnkey operation.
Truck Moves Australia employs men and women from many backgrounds though there is strong representation from former police and emergency services, ex-army and plenty of drivers formerly from the freight sector who have experience operating roadtrains and, fuel and gas tankers.
“The top-level highest experience professional drivers are attracted to what we offer and how we operate,” says Matt.
Image: Truck Moves Australia.
New MAN TGX prime movers ready for next day delivery.
RUSH
After a 25-year career as a New South Wales Police O cer James Mooney brings a high degree of insight and experience to his role as an O -road Investigations O cer with the NHVR.
As a Detective Sergeant James was a team leader in the areas of criminal investigations including robbery and serious crime.
Prime Mover: What circumstances can initiate an off-road investigation?
James Mooney: There are a number of means by which an investigation can be referred to us. We can get matters referred to us through other regulators such as SafeWork or WorkSafe depending upon the state. We can also get matters referred through our Heavy Vehicle Con dential Reporting line, which is often quite a common way in which matters get referred to us. People can ring anonymously, leave information which relates to the issue they are experiencing, and then after an assessment of that information an investigation can be commenced in relation to it. We’ve also got an intelligence unit which will generate information on risk and other matters which are pertinent to off-road parties which can lead to an investigation.
PM: Can you explain the process when something eventually comes to your desk?
JM: Initially we make an assessment of the information, and we look at locating evidence to corroborate or substantiate the initial information. We would also seek to identify the correct parties or entities that are involved and formulate an
investigation plan. We do those things in a variety of ways through the information systems available to us, but also through utilising investigation powers under the HVNL and through speaking directly with information providers and with industry. There are a number of different ways in which an investigation can land with us. Matters that may have potentially focused on the activities of the operator initially, once the investigation has been commenced it becomes apparent that there are a number of off-road parties that have had an impact or in uence on the outcome of an incident, and so that will take a signi cant amount of investigation, not only of the operator but also the other parties in the Chain of Responsibility. Often what will happen is an investigator will continue with the investigation of the operator involved and then myself and the other investigators attached to the off-road team will then focus on the other parties in the Chain of Responsibility who have obligations as well.
PM: If an investigation is initiated what steps should the operators take?
JM: From an investigator’s perspective, where it is appropriate, we seek to open a line of communication with the party or entity we are investigating. The dif culty, I suppose, for an operator or another party which may be under investigation, is at the point at which we advise that they are under investigation they will often seek legal advice about the way in which they
should respond to any communication. Often, from that point on, the communication is actually through a lawyer or another party rather than directly with the party which we’re wishing to have the interaction with. That can sometimes make it more dif cult to achieve those sort of educational outcomes as opposed to more formal outcomes.
PM: Has the NHVR’s approach of educate, inform and enforce made the situation a little more balanced?
JM: The CEO Sal Petroccitto has made it very clear that is the direction that he wishes the NHVR to take. I think that we, particularly our investigation team, have certainly adopted that approach to the way we conduct our investigations. Where there are legitimate means for an outcome, be it information or education, we take those, and where there is requirement for us to use an enforcement outcome to address safety risks or a systemic breach of HVNL, we have that available to us as well.
PM: Has there been pressure from within the industry for the NHVR to get some
James Mooney, NHVR Off-road Investigations Officer.
Images: NHVR.
HOUR
scalps under Chain of Responsibility and is it more the case that once you do some investigation there are some opportunities revealed to resolve the outcome in a less radical way?
JM: One of the advantages of working with the Regulator is we do have quite a number of outcomes available to us for an investigation. We’re not locked in to either having a nding of ‘no further action’ or going for prosecution. We have a broad range of options available to us on a scale of information and education all the way through to Category One prosecutions at the highest end. There is obviously a lot of trust in us to investigate things thoroughly and work out at which end of the scale those matters t and what the appropriate outcome is.
PM: Within your investigations do you come across instances such as
unreasonable deadlines where somebody is engaged in a contract and when they try to implement that contract they nd it is all but impossible to meet legally and safely?
JM: I haven’t had too many investigations where that particular situation has been an issue, but it’s something we are certainly alert to. We do often nd people are somewhat reluctant to come forward and provide that sort of information to us directly, so that’s why it’s important that Heavy Vehicle Con dential Reporting line is made available to people in that type of situation so that potentially we can become aware of a matter that we may otherwise not know of. That is de nitely an area of interest to us in relation to off-road parties in terms of schedulers, load managers, loaders and other consignors and consignees and the role they play in impacting on deadlines
and contracts which are unreasonable and unmanageable.
PM: Looking forward, do you think the industry will eventually head in a direction which will require less oversight of the off-road investigation team, or will there always be people who push things too far?
JM: Just like every other industry where there is money to be made or lost there will probably always be an element of the industry which pushes things beyond what’s safe and what’s reasonable. In the future we hope that element becomes a lot smaller as people’s awareness and education becomes greater on the role they play in ensuring we’ve got a safe, productive and ef cient heavy vehicle network and that the rogue element becomes signi cantly smaller and has a very insigni cant impact on our industry.
PLAYING THE
LONG
The CMV Group is celebrating 90 years of continuous family ownership and retiring
Managing
Director Paul Crawford re ects on some industry changes.
Sidney Crawford was a young bank employee aged around 23 who found himself as coadministrator of a regional Ford car dealership in Victoria which had hit hard times and had been taken over by the bank. Under Sid’s guidance the business fortunes were turned around and it was then sold by the bank, but the motor industry had lit a re in Sid who, with some others started Adelaide Motors in 1926. After leaving there, Sid saw an opportunity to specialise in the sale and service of trucks and tractors and went on to establish Commercial Motor Vehicles (CMV) in 1934, with the franchises for British Leyland trucks and Case tractors to be later joined by the iconic Diamond T truck brand. Ninety years on the CMV Group has almost 2,000 employees and is now rmly in the hands of the fourth generation of the Crawford family.
In addition to other roles within the CMV Group, Sid’s grandson Paul Crawford was the Joint Managing Director of the CMV Group, along with his brothers Michael and David, until he stepped back at the beginning of April this year, handing the reins to the next generation now represented by eight family members with cousins Miles and Daniel Crawford now appointed as Joint Managing Directors.
Paul’s father Jim Crawford (who had taken over from his father Sidney) encouraged him to explore beyond the family business and Paul earned his
degree in mechanical engineering and worked for PACCAR at its Bayswater production facility during his university vacations at the end of his third and fourth years of study.
“On the strength of that they offered me a cadetship so after I graduated, I went to work at Bayswater which was a wonderful time working in the engineering department as a production liaison engineer and I did some design work as well,” recalls Paul.
Subsequently, he became involved in special projects including light weight trucks intended for fuel haul applications, and the rst 3406 Catpowered Kenworth.
Paul had ambitions to work for PACCAR in the US but a downturn in the US saw him head, instead, to Europe, rst working for ZF in Germany and then to Volvo Bus and eventually the Volvo Truck Corporation in Sweden. Paul returned to Australia after a couple of years, and rejoined the family business. CMV’s portfolio then included foundation franchises Toyota, Kenworth and Volvo and eventually encompassed associated brands such as Lexus, Mercedes-Benz, Hino, DAF, UD Trucks, Mack and Volvo Bus. More recently the Chinese brand Foton Electric has joined the CMV stable and the Hino Hybrid is being strongly promoted.
“We’re conscious of our obligations in terms of decarbonisation but recognise it’s not going to be a one-size- tsall solution,” says Paul. “We will try
not to leave any customers behind because that’s very much the CMV approach and we are trying to arrange our representation plans, so we’ve got offerings for most applications. We support the continued development of internal combustion technology especially when it involves sustainable fuel sources such as green hydrogen or HVO. Obviously, we strongly support the ongoing development of other technologies such as pure BEV, Hybrid, PHEV and Fuel Cell to name a few.”
In Paul’s view, there’ll be some situations such as roadtrains and other really heavy applications where diesel, for the moment, is the absolute best solution.
“We believe that the carbon dioxide produced in these applications should be able to be offset in lighter transport tasks where existing and developing BEV and Hybrid technology will come to the fore,” says Paul. “We are optimistic that our industry can navigate through these challenges without there being any massive step changes that negatively impact on our customers or the end users. Certainly, there needs to be change, but more evolutionary, particularly in the more demanding applications.”
The CMV journey hasn’t been without its challenges and the need for tough scal decisions such as during the Global Financial Crisis (GFC) of 2008 brought about a stark reality.
“The GFC for us was actually pretty scary,” says Paul. “Like a lot of other
GAME
dealers at the time, stock grew quite quickly when customers were faced with nancial dif culties or uncertainty. So, we had trucks parked along fences in many sites. We had to cut our costs including making employees redundant, which was not the ‘CMV way’, but we had to protect the jobs of the majority.”
Out of the ashes of that came a greater focus on xed operations and the extent to which a dealership can operate at, say, breakeven levels on the back of parts and service without actually selling a vehicle.
The Crawford family’s pragmatic approach is a re ection of Sid’s philosophies all those years ago.
“My grandfather Sid actually wrote a book called Hauling for Pro t which was published in 1939,” says Paul. “Because he was from a nance background, in a way, his idea of helping operators was to encourage them to consider how they should be looking at their businesses, including ef ciency, utilisation, cash ow, margins, vehicle depreciation and all that goes with running a transport business. That said, my brother Michael and I love seeing good looking and well maintained vehicles, but at the end of the day they have a job to do and it is actually all about cents per kilometre and the whole-of-life cost equation.”
Paul has witnessed and been a part of the paradigm shifts in the truck sales and transport industries over the past four decades. The biggest change he has noted in the past 40 years is the level of professionalism and ef ciency and with that the productivity gains that have been made by the operators.
“In some respects, the introduction of
the B-double all those years ago has been a game changer,” says Paul. “And to their credit, some state and federal regulatory bodies have facilitated this through greater exibility, which has seen signi cant growth in higher productivity vehicles under the PBS system. This includes multi-trailer applications such as B-triples and pocket roadtrains. It’s been a change not actually seen all over the world.
You only have to travel to the US where you will still see heavy duty trucks with relatively low payloads compared to Australia.
“We have achieved a high level of professionalism including safety and productivity through increases in better and bigger trucks and also a more
exible regulatory environment.”
By having such a broad suite of brands and models available, CMV is able to deliver the right truck for many applications.
“The dealership approach we’ve had, even in the early days, was to critically assess the customer’s application thereby ensuring that the truck that was to be sold to the operator would be t-forpurpose and give the customer a good run,” Paul says. “That might sound a bit glib but that’s exactly what we mean. In some cases, we’d rather not sell a truck when we know the customer is dead set not buying the correct vehicle for the application. There’s no joy in that.”
He adds, “It’s a long game, this business.”
Paul Crawford, retiring CMV Group Managing Director.
Image:
Mirror rules fails rear vision test
to the Heavy Vehicle National Law. A modi cation must be approved by an accredited person, namely an Approved Vehicle Examiner (AVE). However, the situation is fraught because additional mirrors can be legally tted. What is the OEM manufacturer’s ‘regulatory mirror’ offerings on which the de nition of a modi cation is based?
Mnot apply.
Peter Hart, ARTSA-I Chair
y May article was titled ‘Is Your Bug De ector Legal?’. It concerned the minimum visibility requirements at the front of a truck — particularly a bonneted truck. This article concerns visibility requirements to the rear, via the mirrors. A new rule, ADR 14/03 Devices for Indirect Vision, applies to new heavy vehicles with a width exceeding 2.5 metres, from 1 October 2023. Overall width is usually the distance between the right and left side mirrors when they are folded in. Vehicles with width over 2.5m will mainly be manufactured in Europe, where the overall width limit is 2.55m. American and most Australian and Japanese made heavy trucks have an overall width of 2.5m or less, so the older rule ADR 14/02 applies to these new vehicles. A mirror change outside the truck manufacturer’s mirror options for that model, is a modi cation according
Both the mirror rules ADR 14/02 (<= 2.5m width) and ADR 14/03 (>2.5m width) are based upon UNECE Regulation R46, Uniform Provisions Concerning the Approval of Devices for Indirect Vision and of Motor Vehicles with Regard to the Installation of these Devices. This regulation is Eurocentric and takes little account of bonneted trucks and no account of multi-combination trucks. I don’t recommend that you try to understand these rules while driving. They are super complicated. Try reading them if you are an insomniac sitting in bed! In a nutshell: Long combination trucks need a at mirror on both left and right sides of trucks to give depth perception; and heavy trucks also need convex mirrors to provide eld of view to avoid blind-spots. ADR 14/02 provides a mirror path for non-European trucks via Appendix C. The driver-side mirror must be at. The passenger mirror can be at or convex. If it is convex, it must have an
average radius of curvature of not less than 1200mm, which in this discussion is close to being at. All mandated mirrors must have an area of at least 150 cm². No re ectance level is speci ed. Additional mirrors can be tted that do not meet the above requirements. Incredibly, no eld-of-view visibility requirements exist. There is no ‘blind spot’ consideration.
In my opinion, an opportunity to improve the rear field of view on all new trucks with an overall width of 2.5m or less was lost. Rules ADR 14/02 should have been phased out in favour of ADR 14/03. This would have enforced improved field of view requirements on all new trucks ADR 14/03 is optional for most trucks. I acknowledge that most in-service trucks have both a flat and curved mirror on the driver-side, but there are no field-of-view requirements, which is a failing of the mirror rules.
The ’European truck mirror path’ is via Appendices A and B in ADR 14/02, or via ADR 14/03. These paths specify extensive eld-of-vision requirements that are illustrated for Class II mirrors in the accompanying diagram. UNECE R46 requires that heavy trucks have Classes II, IV, V and VI type mirrors. Vehicles that must comply with ADR 14/03 (that have an overall width exceeding 2.5m) can have a large at mirror (of minimum area of 323 cm2) on either side instead of the ‘Class II’ mirror, which is the main curved type of rear-view mirror type used in Europe. So, the new rule allows a path for at mirrors on European trucks if the large at mirror is tted to both sides. The eld-of-view requirements for the Class II mirrors that have been substituted also do not apply.
In my opinion, an opportunity to improve the rear eld of view on all new trucks with an overall width of 2.5m or less was lost. Rules ADR 14/02 should have been phased out in favour of ADR 14/03. This would have enforced improved eld of view requirements on all new trucks. ADR 14/03 is optional for most trucks. I acknowledge that most in-service trucks have both a at and curved mirror on the driver-side, but there are no eld-of-view requirements, which is a failing of the mirror rules.
Peter Hart, ARTSA-I Chair
PETER HART
Figure 5: Field of vision of Class II mirrors.
The road transport industry is a vital component of Australia’s economy, helping to ensure the continued operation of our nation’s supply chain. As CEO of NatRoad, I am acutely aware of the challenges our truck operators face, from driver shortages to the complexities of maintaining ef cient and pro table operations. Yet, with an expected 57.1 per cent increase in road freight by 2040, the need for professional truck operators is only growing. That includes those with operator employees, and those who are relying on regulated road transport contractors (RRTCs) to ensure goods are being moved. RRTCs are an important part of our sector.
Recently, NatRoad responded to the Road Transport Industry Termination Code Discussion Paper by the Department of Employment and Workplace Relations. There is no doubt in my mind to the importance of getting this right. In our submission, we’ve highlighted the need for a Termination Code that ensures fair practices, is exible and works to protect our trucking businesses as well as their employees, contractors and subcontractors.
Truck operators must invest signi cant time and money in their vehicles and equipment. Yet to do so, operators, especially regulated road transport contractors (RRTCs), must feel con dent in the surety of the work they have
A fair and flexible Termination Code is essential
secured. The proposed Termination Code must recognise this and provide appropriate notice periods and exibility in termination processes. This will help prevent abrupt contract terminations that can leave operators stranded and nancially vulnerable.
The Fair Work Legislation Amendment (Closing Loopholes No. 2) Act 2024 introduces much-needed protections for RRTCs against unfair termination. In addition, the Fair Work Commission will establish both an expert panel for the trucking industry, as well as a Road Transport Advisory Group, specially designed to ensure the voice of our industry and our operators are heard. Only those who are on the road, and those who support them have a real and true understanding of the realities of our industry.
These moves are certainly a step in the right direction, but more needs to be done. A well-structured Termination Code will ensure that terminations are based on valid reasons and re ect the unique structure and operational dynamics of our industry. This goes beyond simple commercial practices, beyond the bottom line, to working with purpose to ensure operators are con dent in the income secured through contract arrangements, which in turn secures the broader industry and the nation’s supply chain. Through our Submission, we have called for the following:
Protection Against Unfair Termination:
• Establishing clear criteria to differentiate between regular, systematic engagements and irregular or sporadic engagements.
• Ensuring that terminations are based on valid reasons such as conduct-
related breaches, capacity-related issues, or genuine commercial reasons.
Secure Investments:
• Recognising the signi cant investments made by truck operators in their vehicles and equipment.
• Providing appropriate notice periods and exibility in termination processes to re ect the nature of the industry and protect operators from abrupt contract terminations, therefore keeping them on the road where they are needed.
Fair Commercial Practices:
• Developing a termination code that supports the unique structure and operational dynamics of the road transport industry.
• Ensuring that contracts are reliable and that operators can con dently invest in their businesses.
At NatRoad, we are committed to advocating for policies that support the stability and growth of the road transport sector. A fair and practical Termination Code is essential to ensure that truck operators can con dently invest in their businesses, secure in the knowledge that their contracts are reliable and their contributions to the economy are valued. The future of our supply chain depends on the stability of our truck operators. We will continue to advocate for a Termination Code that balances the rights and obligations of all parties involved, ensuring a robust and fair road transport industry for years to come.
Warren Clark National Road Transport Association CEO
STUART ST CLAIR WARREN CLARK
TONY MCMULLAN
In late May this year the federal government, via the Honourable Catherine King, Minister for Transport and the Honourable Chris Bowen, Minister for Climate Change and Energy, jointly released the Transport and Infrastructure Net Zero Consultation Roadmap. This Roadmap being one of six sectorial consultation papers designed to stimulate discussions and recommendations from various levels of government, industry and the public, with regard to fashioning the government’s policy pathway to meeting its stated climate change objectives. These objectives being a legislated target to reduce national CO2 emissions by 43 per cent on 2005 levels by 2030 and net zero by 2050. The Consultation Paper notes that the transport sector is the third-largest source of greenhouse gas emissions in Australia, amounting to 21 per cent of Australia’s greenhouse gas emissions in 2023 and since 2005, Australia’s transport emissions have increased by 19 per cent. Without further action, transport will be the largest source of CO2 emissions in Australia by 2030. The Consultation Paper details that road transport is the main source of transport emissions, at around 83 per cent, with emissions from light vehicles (passenger cars, motorcycles and light commercial vehicles) responsible for almost 60 per cent of the sector’s emissions. This is followed by heavy vehicle emissions (trucks and busses) that account for 23 per cent of all transport
A roadway to a sustainable transport future
emissions. The Paper notes that emissions from domestic aviation are 9 per cent of transport emissions, while rail accounts for roughly 4 per cent and domestic maritime about 2 per cent.
The Truck Industry Council (TIC) and our members welcomed the government’s Consultation Paper and we were particularly pleased to note that the Paper discussed the need for a “transition” to a net zero future. Something that TIC has been championing for some time now. Carbon abatement will not be a ‘light switch’ moment, it will take careful planning, government incentives, both regulatory and nancial and importantly, it will take time. The size of the challenge for the road freight sector should not be underestimated. There are currently approximately 735,000 trucks operating on Australian roads and due to the evergrowing freight task, that is expected to grow to 850,000 trucks by 2030. By 2030 TIC estimates that there will be approximately 18,000 zero emission trucks and 6,000 low emission (hybrid) trucks operating in Australia. That is a positive take up of these technologies, however these numbers indicate that approximately 98 per cent of all trucks operating in Australia will still require diesel by the end of this decade, noting that hybrid trucks will still require some diesel for their operation. Another sobering statistic is that our truck eet has an average age of approximately 15 years and that eet age is increasing. This means that a new truck sold this year will not be retired until 2054.
It is quite obvious to TIC and our members that while the long-term solution to decarbonising Australia’s road freight sector will be a transition to low and zero emission trucks, there needs to be short and medium term incremental decreases in CO 2 emissions from the sector. TIC has been championing such
incremental improvements that could be deployed over the coming years, to 2030 and beyond. These include, but are not limited to:
• Freight consolidation. For example, some half of existing articulated freight movements on the Hume and Paci c highways are semi-trailers. Moving freight from single trailers to B-doubles saves on average 30 per cent in CO2 emissions.
• Low carbon fuels. A mandated R20 diesel fuel (a 20 per cent renewable diesel blend) run across the entire truck eet would result in an approximate 18 per cent reduction in CO2 emissions across the existing eet
• Intermodal shift. For example, moving some container movements from seaport to distribution centres via rail and not truck, would reduce not only CO2 emissions, but ease traf c congestion and have improved road safety outcomes. The Moorebank intermodal terminal and rail link in Sydney, is an example of this activity.
• Social change. Consumers ordering goods online and ‘ticking the box’ for next day delivery drives up CO2 emissions. Accepting a longer delivery timeline allows for freight to be consolidated and moved more ef ciently, reducing the carbon emissions of the delivery process.
The above actions, together with increased take up of new low and zero emission trucks will lead to a noticeable reduction in CO2 emissions from the Australian road freight sector. However it will require the right policy decisions by government to effect such change, the road transport industry alone cannot shoulder all the responsibility for this transition.
Tony McMullan CEO, Truck Industry Council
The Victorian Transport Association (VTA) is thrilled to announce that nominations are now open for the 34th Australian Freight Industry Awards (AFIA), proudly sponsored by TWUSUPER and Viva Energy Australia. This prestigious event celebrates the innovation, dedication, and excellence that de ne the Australian freight industry, and we invite all businesses to participate by submitting their nominations.
This year marks a signi cant milestone with the addition of the Waste & Recycling Business of the Year Award, re ecting the growing importance of sustainability and the circular economy. With this new category, we now have eight awards that recognise the diverse contributions to the industry:
• Women’s Leadership Award –Sponsored by Viva Energy Australia
• Investment in People Award –Sponsored by Logical Staf ng Solutions
• Best Practice Safety Award –Sponsored by Gallaghers
• Application of Technology Award –Sponsored by Transport Certi cation Australia
• Green Star Award – Promoting Sustainability in the Workplace –Sponsored by National Transport Insurance
• Emerging Leader Award – Sponsored
Embrace excellence: nominate for the 2024 AFIAs
by Daimler Truck & Bus
• Waste & Recycling Business of the Year Award sponsored by RSM Group
We also extend our gratitude to CMV Truck & Bus for their continued sponsorship of the Personality of the Year Award.
The AFIA is more than just an awards ceremony. It’s a platform that highlights the outstanding achievements within our industry. Each nomination is a testament to the hard work, innovative thinking, and commitment to excellence that keep our nation’s freight and logistics sector thriving. By nominating your business or an individual, you contribute to a culture of recognition and encouragement that bene ts the entire industry. Nominations are an opportunity to showcase your organisation’s commitment to best practices, inspire your peers, and celebrate the successes that make a real difference. The growing number of entries each year re ects the industry’s dedication to continuous improvement and innovation. This recognition not only honours the recipients but also sets benchmarks for others to aspire to. Submitting a nomination is straightforward and accessible to all sectors of the freight, logistics, and transport industry. Detailed criteria for each award category can be found on the AFIA website. We encourage you to review these criteria carefully and craft a compelling submission that highlights the unique strengths and achievements of your business or nominee. Nominations can be submitted online until the deadline of Monday, 12 August. Don’t miss this chance to highlight the exceptional work being done within your organisation and
across the industry.
The AFIA gala presentation night is the highlight of the industry calendar, offering an evening of celebration, networking, and recognition. Each year, the event grows in size and spectacle, re ecting the vibrant and dynamic nature of our industry. The 2024 gala promises to be no exception, bringing together the best and brightest for a night of deserved recognition.
The AFIAs are all about the men and women of the transport industry and the phenomenal work they do to keep Australia moving. I look forward to celebrating their achievements.
In these challenging times, it is more crucial than ever to acknowledge and celebrate the resilience and ingenuity of the transport industry. The AFIA provides a unique opportunity to recognise the outstanding contributions that drive our sector forward. By participating, you help to foster a culture of excellence and inspire ongoing innovation and improvement.
We urge all businesses within the transport industry to take part in this signi cant event. Nominate your business or an exceptional individual to showcase the talent and dedication that de ne our industry. Together, we can celebrate the achievements that keep Australia moving and continue to set new standards of excellence.
Let’s make the 34th Australian Freight Industry Awards a night to remember. Join us in honouring the best in the business and driving our industry towards an even brighter future. For more information and to submit your nominations, visit www.a awards.com.au
Peter Anderson CEO, VTA
STUART ST CLAIR
PETER ANDERSON
Batteries Not Included
The end of the nancial year typically sees an increase in demand for business assets such as transport equipment including trucks and vans. The Truck Industry Council statistics for June show a total of 4,212 new trucks were delivered during the month, some 1,582 units less than during June 2023 (-22.1 per cent) and took the rst half-year accrual to 19,899, which is 1,582 less than at the same point last year (-7.4 per cent). For the purpose of balance, it’s worth taking into account the comparatively strong legacy base from 2023, when the usual push to ‘get everything out the door’ by 30 June last year was compounded by the looming cessation of the instant tax write-off allowance initiated by the previous Morrison Government in response to supporting the postpandemic economy.
With our care program, we always go the extra mile to help look after our customers and protect their investment by providing the best service, using the best parts. And for a short time, if you buy a selected N Series cab chassis or Ready-to-Work truck† you can add a 6-Year Essentials Service Agreement Package for the price of three years, e ectively halving your servicing costs. This covers all scheduled service work using Isuzu Genuine Parts and includes engine, transmission, brake, suspension, and electrical components. Find out more at isuzu.com.au or see your nearest Isuzu Truck Dealer.
Take a load o with six years’ servicing for the price of three.
be interesting in the near future to observe the freight industry’s take- up of electric vehicle technology. The Federal Chamber of Automotive Industries (FCAI) reported a total of 50,219 battery electric vehicles having been sold YTD, a signi cant increase over the rst six months of 2023 when 43,092 BEVs were sold (+16.5 per cent), leading to con dent expectations that 100,000 BEVs will be sold in Australia this year.
The Heavy Duty sector achieved 1,816 new units during June, 478 less than June 2023 (-28.8 per cent) yet the strong results of the previous ve months of 2024 kept the sector in the black (just) in terms of YTD sales to 8,769 which indicates a growth of 0.4 per cent.
Medium Duty sales recorded 887 units for June being 1,077 less than June 2023 (-17.6 per cent) and resulted in a similar situation to Light Duty with the strong YTD accrual of 4,037 trucks keeping the sector just ahead of last year (+1.7 per cent).
Light Duty new truck sales recorded 1,509 during June, which is 525 fewer than during June 2023 (-34.8 per cent) and the YTD total for the sector of 7,093 shows a reduction of 1,685 units (-19.2 per cent).
The van manufacturers, who are members of TIC, reported another good month for June with a total of 948 sales for new vans which is 299 more than for June 2023 (+46.1 per cent). The YTD total of 4,176 at the end of June is an impressive 1,262 higher than at the end of the 2023 nancial year and represents a comparative increase of 43.3 per cent for the sector as trades and last mile operators continue to demonstrate strong demand for this class of commercial vehicle.
At present, the TIC results don’t differentiate between vehicles powered by internal combustion engines (ICE) and those falling into the Battery Electric Vehicle (BEV) category other than the two members which are exclusively BEV. As BEV commercial vehicles in all gross weight categories roll at out an increasing rate, it will
With heavy duty knowledge, professional service and a leading range, NAPA Auto Parts is far more than just automotive.
From our wide range of heavy duty Auto Electrical, OE Replacement Alternators and Starter Motors, Air Conditioning, Lubrication, Service Parts and Braking to smarter technologies and efficiencies, we’re keeping you ahead of the curve.
Our branches are located on the National Land Transport Network. We are working with you to have the parts where you need them, when you need them. We are as committed to your business as you are.
Visit napaparts.com.au/locations for your nearest branch.
