Prime Mover November 2019

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November 2019

Making Moves

Clifford Brick and Tile Transport NOVEMBER 2019 $11.00

ISSN 1838-2320 02

9 771838 232000

Industry Fleet: Specialised Pavement Services Feature: Dana Tri-Drive Rear Axle Maintenance: Connected Uptime Solutions Personality: Greg Smith

Innovation Fleet: CR England Test Drive: Mirrorless Mercedes-Benz Actros Final Mile: Peugeot Expert Zero Emissions JV: Nikola

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

®

November 2019

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.

Making Moves

Clifford Brick and Tile Transport

John Murphy | CEO

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

Luke Applebee | Managing Editor, Transport Group

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

NOVEMBER 2019 $11.00

ISSN 1838-2320 02

9 771838 232000

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

ceo John Murphy john.murphy@primecreative.com.au

editor William Craske

william.craske@primecreative.com.au managing editor,

transport group

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

development ash.blachford@primecreative.com.au manager

0403 485 140

art director Blake Storey blake.storey@primecreative.com.au design

Kerry Pert, Madeline McCarty

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

design production manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

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

Luke Applebee luke.applebee@primecreative.com.au

business Ash Blachford

Peter Shields | Senior Feature Writer

Innovation Fleet: CR England Test Drive: Mirrorless Mercedes-Benz Actros Final Mile: Peugeout Expert Zero Emissions JV: Nikola

William Craske | Editor

Industry Fleet: Specialised Pavement Services Feature: Dana Tri-Drive Rear Axle Maintenance: Connected Uptime Solutions Personality: Greg Smith

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

head office 11-15 Buckhurst Street

South Melbourne VIC 3205

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Ashley Blachford | Business Development Manager

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

www.primemovermag.com.au

03 9690 8766 subscriptions@primecreative.com.au Prime Mover magazine is available by subscription from the publisher.

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copyright

PRIME MOVER magazine is owned and published by Prime Creative Media.

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The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

CONTENTS

Prime Mover November 2019

30 38 52

54

26

COVER STORY “Out of all of the Detroit engines we’ve only ever had one of the turbos fail and even then it was inside warranty so everything was paid from one end to the other including the tow.

The warranty sets them apart.”

34

KEEPING COOL COAST TO COAST

Prime Feature Stories FLEET FOCUS

26 Making Moves Building material supplier, Clifford Brick and Tile Transport, runs intrastate and linehaul focused single trailers and semis for housing developments. Since it first introduced a Detroit diesel engine into its truck fleet the family-owned company has continued to flourish.

30 Clean Sweep Specialised Pavement Services, a fast-growing street sweeping company, is a steadfast customer of Hino for which it purchases the latest in medium duty commercial vehicles for demanding work in urban environments..

Michelin on its retreads to chase further gains in total cost of ownership while reducing its environmental impact.

TEST DRIVE

54 Mirror Mirror The Mercedes-Benz Actros has seen great success across many world markets resulting in record production numbers. Developments found in the latest evolution of the Actros are driven by advanced electronics and include what was considered a futuristic concept just a few years ago and is now a reality: Australia’s first mirrorless truck.

34 Keeping Cool Coast to Coast

Regular Run

The CR England trucking operation was founded in 1920

by Chester Rodney England with a 1920 Ford Model T truck offering farm to market transport for farmers in the area around Plain City, Utah. Within a few weeks his fledgling business had grown enough to require a bigger truck. To call it a major operator in North America now would be an understatement.

06 From the Editor 08 Prime Mover News 58 Final Mile 60 Personality 66 Australian Road Transport Suppliers’ Association 69 Australian Trucking Association 70 Australian Logistics Council 72 Truck Industry Council 73 Victorian Transport Association 74 Peter Shields’ Number Crunch

TRUCK AND TECH

48 Case Studies Multi-life tyre technology plays a major role in the operations of Ron Finemore Transport. As it sees real value in tyre cases, the freight company partners with

FROM THE EDITOR

Point Omega

William Craske Editor In July an ASPI report found organisations were looking to automate and integrate their IT (Information Technology) and OT (Operational Technology) systems prompted by increasing demands from stakeholders looking for convergence.

Given critical national infrastructure providers are under pressure to deliver services more efficiently and at lower cost, market competition, technological change, reduced government funding and price regulation has opened the door for digital freight start-ups whose services offer instantaneous quotes while tracking shipments through an online or mobile interface. In order to keep up, the report confirmed, organisations have sought to automate and integrate more of their IT and OT systems as stakeholders expect

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a rapid increase in convergence over the next two years. Launched in Canberra, the report surmised that increasing connectivity via the Internet of Things (IoT) has brought both “benefits and new risks that Australia is not yet prepared for”.

These risks include a rise in cyberattacks on critical infrastructure that have stricken provider systems and rendered them non-functional in the last two years.

Adopting a common risk framework is now imperative for IT/OT convergence as increasing threats, including automated transport networks, were on the rise as nation states moved into hybrid cyber warfare. According to Richard Clarke, former US Government Counterterrorism Official, the major threat actors are now predominantly governments and military organisations. Saudi Aramco, who had its oil reserves attacked by drones in September, was victim of a cyberattack in 2012 in which 35,000 computers were disabled, crippling its operations. In 2015, an alleged attack by Russia breached the control systems of a Ukrainian electricity distribution company. Outages affected a quarter of a million people. Two years later the country’s judicial system was attacked.

US intelligence has also linked Russian cyberattacks on US energy, nuclear and water sectors as recently as last year.

Because OT is a cyber-physical system that controls electricity generators and valves that mix chemicals in vats or transfer gas through pipelines, the system devices are built to last. As an asset its lifetime use greatly exceeds that of the IT which it manages via updated software. Using legacy OT technology that still works itself is not an issue, providing that same technology is separated from other systems. But as the IT and OT worlds are converging to enable remote control and access to real-time plant operating

data, greater tensions between priorities of confidentiality and availability are emerging. It’s this very convergence that opens up OT vulnerabilities to attack.

A freight network of operational heavy vehicles, it goes without saying, would be particularly susceptible. From 2016 to 2017, according to Accenture, there was a 22.7 percentage increase in cybersecurity costs in Australia. Ransomware damage alone exceeded $5 billion in 2017, 15 times the cost in 2015. The House of Representatives’ Inquiry into Automated Mass Transit Response is due in Q4 of this year. Minister for Cities, Urban Infrastructure and Population, Alan Tudge, has asked for a Committee Inquiry focusing on road and rail mass transit systems and point-to-point transport where automated vehicles cover the last mile of delivery. It will include the role of hydrogen power in land-based mass transit. Cyber resilience, now more than ever, should be mandatory for critical national infrastructure providers and those who manage them. In March China’s Ministry of State Security was responsible for an attack on Australian Parliament the Australian Signals Directorate (ASD), our cyber intelligence agency has since concluded. The report, which also included input from the Department of Foreign Affairs, recommended keeping the findings secret in order to avoid disrupting trade relations with Beijing. China is Australia’s largest trading partner.

In a consumer economy with a flatlining GDP that puts us in something of a precarious position. It was exiled Jesuit priest Pierre Teilhard de Chardin who said the most empowering relationships are those in which each partner lifts the other to a higher possession of their own being. For the moment our supply chain appears dispossessed.

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PRIME NEWS

> Transport industry acknowledges excellence in 30th anniversary awards celebration A crowd of close to 700 guests from the Victorian transport industry gathered at Crown Palladium Ballroom for the Australian Freight Industry Awards (AFIAs). Hosted by Livinia Nixon, the black tie gala event, the 30th anniversary of the ceremony since it commenced in 1989, honoured transport operators and suppliers across the road transport industry in Victoria.

Chas Kelly, Managing Director Chas Kelly Transport was awarded the Personality of the Year. The Sustainable Environment Award went to Alex Fraser Group while Visa Global Logistics was honoured with the Application of Technology Award. Other winners included Clare Cianchino, Swire Mining Logistics, who received the Female Leadership Award and Ivan Vanis, Tasman Logistics Services, who claimed the Young Achiever of the Year.

Packaged Dangerous Goods were recognised with the Best Practice Safety Award and K&S Corporation won the award for Investment in People. Former VTA Executive Director Phil Lovel, an instrumental figure in the awards

Peter Anderson, Melissa Horne, Chas Kelly, Cameron Dunn.

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concept and execution for its first 28 years, formally welcomed guests with a short speech in which he reflected on the history of the event.

“Thirty years ago, our Prime Minister was Bob Hawke. Australia had just come through a national pilot strike.

There was no internet. There were no mobile phones. Boy, were we primitive, but we did create the Australian Freight Industry Awards,” he said. “We wanted to lift the profile and professionalism of the transport industry, and we did. From the World Trade Centre, to Jeff’s Shed to the new Convention centre, and now Crown Casino, we have moved forward.

“To this day there is no other Industry function like this, and congratulations to the VTA for building on this great tradition.”

VTA President Cameron Dunn and Melissa Horne, Victorian Minister for Ports, Freight and Public Transport, were on hand to represent the Victorian Government and Transport for Victoria.

VTA CEO Peter Anderson served as master of ceremonies.

“For 30 years, the Australian Freight

Industry Awards have showcased the outstanding achievements of the Australian freight and logistics industry.

This year is certainly no exception with dozens of high-quality applications received across the various categories, which is further evidence of our industry’s ongoing committed to best practice,” he said in a statement. “Every one of our winners and finalists should be proud of their accomplishments, which go a long way towards attaining the original vision of the awards in lifting the profile and professionalism of our great industry.”

Addressing members and guests, VTA President Cameron Dunn reflected on some of the key achievements of the VTA over a busy 12 months.

“It has been my great privilege to work with the VTA Secretariat and Executive Council on a range of exciting initiatives that will benefit our members and our industry, at a time of considerable change,” he said.

“We’re working hard to address driver shortages that are putting pressure on operators, which is why we were so thrilled that the Victorian Government is making further investments in the VTA Driver Delivery program and attracting new people to our industry.”

The VTA has also been instrumental in the review of the Heavy Vehicle Driver Licensing system which is providing opportunity for reforms that it anticipates will further encourage greater participation rates from potential drivers.

“These are just a small handful of the achievements the Association has made working for members and industry so far this year,” said Dunn.

“Congratulations to the VTA Secretariat for these and many other great achievements.”

Following the presentation of awards, guests were treated to performances from tribute band Queen Forever, dance troupe LFK Industry Squad and the Sam Ludeman Band.

PRIME NEWS

> Trucking industry mourns loss of ATA founder

Don Forsythe pictured on far right.

The Australian Trucking Association (ATA) and trucking industry are mourning the loss of Don Forsyth. Widely considered an industry legend, Forsyth was a founder of the ATA and former head of the National Transport Federation.

Forsyth took part in the 1991 ‘Forum on the Road’ tour, flying around the country to introduce the association to industry members Australia-wide. As a leading truck operator, Forsyth was passionate about sharing a vision in which professional drivers were given a fair go on the roads.

“The passing of Don Forsyth is a huge loss for the ATA and wider trucking industry,” said ATA Chair Geoff Crouch.

“Don was well known for his insightful contributions and advocacy for the trucking industry, with his tenacity and passion playing a key role in the establishment of the ATA.” Forsyth’s company, FH Transport, was also a keen supporter of the ATA’s TruckSafe accreditation scheme from its very early stages.

“When the original TruckSafe medicals were done on Don’s drivers, one of them was diagnosed with a heart complaint, which would have gone undetected otherwise,” Crouch recalled. “Don saw the scheme’s benefits and was very proactive spreading the message to others. He likened it to rugby league: if

you played in the NRL at the top level you made good money, and if you played in the lower grades you didn’t get much, so if you wanted to win good business in the trucking industry, you had to make sure your performance was up to scratch.”

ATA co-founder and former chair Denis Robertson said Mr Forsyth would be remembered for his upbeat personality and dedication to the industry.

“Like us all at the time, in the early days we were all running our own businesses and spending months away from home.

Don was always in high spirits, happy, jovial and enjoying a joke,” he said. “Don was instrumental in organising one of our largest industry meetings in Brisbane in the early 1990s and was extremely hospitable, putting us all up at his own house while we were there.”

In 1999, Forsyth was honoured with a Decade of Dedication Award at the ATA’s 10th anniversary grand dinner.

“On behalf of the ATA and trucking industry I extend my condolences and deepest sympathy to Don’s family and his children, Lex, Katherine, Libby and Sarah,” said Crouch.

> Supply Chain Safety Summit sets out priorities for governments: ALC Industry, Governments and community must collaboratively deliver stronger outcomes across the supply chain heard attendees and delegates at the recent 2019 Supply Chain Safety Summit.

Held at the Hilton Sydney, the event, hosted by the Australian Logistics Council (ALC) and the Australian Transport Association (ATA) prioritised actions for key industry decision makers as regulators, safety management innovators, government representatives, policy-makers and freight transport operators gathered to address the management and measurement of safety risks. Technological innovation was one of the solutions put forth to deliver more effective safety training. Dealing with mental health challenges in the workplace and inroads made by regulators in regard 10

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to supporting greater on-road and offroad compliance were also both high on the agenda. Assistant Minister for Road Safety and Freight Transport Scott Buchholz MP appeared as a speaker alongside Shadow Assistant Minister for Road Safety, Senator Glenn Sterle, and SW Minister for Regional Transport and Roads Paul Toole who discussed their policy priorities for enhanced safety in the industry. Heavy vehicle drivers also provided testimony on how best to make their working lives safer and easier.

A series of panel discussions and interactive workshops helped highlight the need for rethinking the increasing influence of bureaucratic practices in safety management. The complex and time-consuming practice of safety documentation came under particular

attention. Unnecessary duplication throughout the auditing system needed to be reduced in order for a common set of audit standards and standard auditing qualifications to be established under heavy vehicle safety attendees heard. This would deliver greater industry confidence of audits and auditors.

The ALC said that little research had indicated that forms and checklists were effective in addressing safety risks.

“We need to transition from measuring activity to measuring outcomes,” it said in a statement about combating the ‘tick and flick’ culture associated with some safety management. The roles of regulators in safety also needed to be clarified to better demarcate the responsibilities between various statebased work health and safety agencies.

HTO1091

PRIME NEWS

> Milestone Senate Inquiry into Road Transport Industry welcomed by VTA The approval of an Inquiry into the road transport industry in the Australian Senate yesterday has been welcomed by the Victorian Transport Association.

Terms of Reference for the Inquiry were formulated after two Transport Industry Standard Forums attended by state and national industry associations, large, medium and small employers, employee representatives and other stakeholders were convened earlier this year.

The second forum in August concluded an Inquiry was necessary, paving the way for its passage in the Senate this week after months of consultation with transport industry stakeholders including the VTA. The inquiry will probe road fatalities, declines in safety standards and working conditions in addition to commercial pressures on the sector from offshore players

like Amazon, with particular focus on the differing regulations across the states. Shadow Assistant Minister for Road Safety Glenn Sterle has been instrumental in the establishment of the inquiry, as transport workers and unions around Australia sought regulatory and other measures that could be established and strengthened in order to maintain sustainability, profitability and safety for all supply-chain participants.

The terms of reference for the inquiry are far-reaching and include issues of importance to both employers, owner-drivers and employees including road transport infrastructure, training and education, safety, technology, remuneration and the impacts of regulation and legislation across the industry the VTA said in a statement.

“Australian and international supply chains experience ongoing change which has material impacts on freight and logistics operators, the businesses that supply them, and of course the transport workers they employ,” said Peter Anderson VTA CEO. “Government has an important role to play in ensuring we have the right legislative and regulatory frameworks in place to anticipate and overcome existing and future challenges which is why we welcome this important Road Transport Industry Inquiry.

“The Inquiry will contribute to the maintenance of a viable and sustainable transport industry, which is what VTA members and supporters need to be able to confidently invest in their businesses and put more Australians to work in transport.”

> Milne Bros lands Hino dealership in Mackay

Milne Bros offers Hino expansion in Central Queensland.

Commercial vehicle manufacturer, Hino, has announced an ownership change at one of its dealerships in central Queensland. Hino in Mackay has appointed the Milne Bros following the retirement of Richard Deguara, longtime Dealer Principal of Carlisle Hino.

Hino Australia General Manager Brand and Franchise Development Bill Gillespie said he was delighted to welcome the Milne Bros company to the Hino family.

“Milne Bros will combine its experience and reputation as the longestestablished agricultural machinery dealership and tractor sales business in the region with the truck industry expertise of former Carlisle Hino employees,” he said. “The change is 12

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already delivering results – the first three months of business, they have experienced significant sales success, and we are pleased to see them off to an excellent start.”

Milne Bros has a long and proud history going back 50 years in Central Queensland region said Sterling Milne, Dealer Principal of Milne Bros Hino, and grandson of company co-founder Stan, in a joint statement.

“Hino holds a strong position in the market place and has a reputation for manufacturing trucks of excellent quality – in addition, Hino offers excellent support to its dealers,” they said. “The future looks really positive for the Hino brand and it is a great fit for Milne Bros going forward.”

Situated on the Bruce Highway the dealership is purpose-built and features a large double door drive, a new reception area with a large area for customer parking and truck storage.

“This is a very exciting expansion for our business and we are very confident of further growing the Hino brand in Central Queensland,” said Sterling Milne.

He will be joined by his father Ron in the business along with Dale Walters as business partners in Milne Bros Hino.

It marks another development in the continued growth of the Hino dealership network over the past 18 months.

In that time upgrades and new facilities around the country have gone ahead in Taree, Wodonga and Wagga Wagga in New South Wales; Lonsdale in South Australia; Kalgoorlie, Newman, Onslow and Port Hedland in Western Australia; and Alice Springs in Northern Territory.

Hino Australia currently has over 60 dealerships and services centres throughout the country.

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PRIME NEWS

> Toll ramps up haulage services as potash projects escalate roadtrain demand fit for purpose and mutually economic product delivery logistics solution.”

The costings of the tasks Toll will undertake are within the company’s budget outlined in its bankable feasibility study released late last year, according to Kalium. Toll will also control the loading of containers, despatch, delivery and shipping documentation for SOP products from its depot to ports in Fremantle or Kwinana. The contract has been subject to a final investment decision and a subsequent notice from Kalium that it is ready to commence haulage operations.

Kalium’s closest competitor in commercial SOP production, Australian Potash, recently announced it had signed a joint co-operation agreement with Geraldton port operator, the Mid West Ports Authority. As part of a recently completed definitive feasibility study for its Lake Wells project, the company identified a road haul route via Laverton, Leonora, Sandstone and Mount Magnet to Geraldton as the best logistical option for getting bulk SOP to port for export at Geraldton.

According to the study an anticipated 30-year operation producing 4.5 million tonnes of premium high-grade sulphate of potash would generate $3.1 billion in pre-tax free cash flow.

Toll expands roadtrain services for potash demand in WA.

Sulphate of potash (SOP) projects in Western Australia have recently determined an increasing range of future roadtrain services such as a major new contract rewarded to Toll from Kalium Lakes announced earlier in the year.

Mine site to shipping collection of SOP products from the Beyondie site will begin in early 2020 and involve haulage from Newman to Perth where receipt, storage and inventory control of SOP products are to take place in the depot – all of it handled by Toll.

The Beyondie project is on track to

be Australia’s first SOP operation and Kalium Lakes rates Toll as the most suitable provider of transport services, according Rudolph van Niekerk Chief Development Officer.

“Utilising Toll’s existing fleet to backload our product from Beyondie to Perth, without adding more trucks on the road, not only provides for an economical solution, but also demonstrates Kalium Lakes’ strategic location, which has provided cost saving synergies for both companies,” he said. “We have worked closely with Toll to develop a strategic,

> Trucks to benefit from new co-exist caravan campaign A new information campaign funded under the National Heavy Vehicle Regulator’s Heavy Vehicle Safety Initiative aims to inform and educate campers on how to better interact with trucks safely on the road. According to the results of recently released research by the Caravan Industry Association of Australia, a quarter of caravan and recreational vehicle users stayed overnight in a truck rest area where improved communication was required. Deputy Prime Minister and Minister for Transport, Infrastructure and Regional Development Michael McCormack said the research was 14

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part of a new information campaign supported by the Federal Liberal and Nationals Government to ensure truck drivers can manage their fatigue and legal responsibilities especially in situations involving caravans.

“These are two major groups that use Australian highways so information about sharing roads and rest facilities respectfully is critical to keeping everyone safe,” he said.

Assistant Minister for Road Safety and Freight Transport Scott Buchholz said he would encourage all caravaners to visit the co-exist website before they start

their trip.

“Jump online, have a read and pass it on to friends because more informed and responsible drivers will contribute to safer roads and less accidents,” he said. “I urge caravaners to take advantage of the great facilities at camping grounds and caravan parks and give truck drivers the space to stop at roadside rest areas to ensure they have their proper break.”

Of the 554 caravaners or RV drivers who participated in the Caravan Industry Association research 60 per cent confirmed they had used a rest stop more than once.

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PRIME NEWS

> Heavy vehicles in Perth set to benefit from $86M construction

Travel times for freight operators are expected to be improved.

Construction on the Roe Highway and Kalamunda Road Interchange has commenced in Perth’s eastern suburbs as part of a bid to improve safety for 60,000 vehicles, 14 per cent of which are commercial vehicles. The $86 million interchange according to Alan Tudge Federal Minister for Population, Cities and Urban Infrastructure would improve traffic flow and speed up travel times, particularly for freight operators.

“The upgrade will make this route safer and easier to navigate,” he said in a media statement.

Roe Highway will be lowered by

approximately nine metres to pass beneath Kalamunda Road, minimising noise and visual intrusion for residents in the surrounding area. Connections between the two roads will be retained through two roundabouts on Kalamunda Road as well as on- and off-ramps to the highway. The project forms part of the Federal Government’s $13.5 billion investment in road and rail infrastructure in Western Australia. Part of its aim is to boost jobs and reduce congestion.

As the road improvement program in Perth’s eastern suburbs continued to gather pace, Rita Saffioti, Western

Australian Minister for Transport and Planning said the project would improve journey times and address congestion.

“This will be closely followed by the now fully funded interchange at the intersection of Great Eastern Highway Bypass, which is currently undergoing project development,” she said.

Federal Member for Hasluck Ken Wyatt said the upgrade would also make the intersection safer.

“Eliminating the traffic signals will mean reduced risk of collisions as well as better traffic flow through the area,” he said. “Replacing the current intersection, which is heavily congested and has a higher than average number of crashes, with a new, safer interchange will make a big difference for all those travelling along this road.”

Construction will ramp up over the coming months, with bridge-building activity to begin in the New Year.

Project completion is scheduled for early 2021.

The $86 million project is jointly funded with the Australian Government committing $68.8 million and the Western Australian Government contributing $17.2 million.

> Vehicle standards reform presents opportunity to transform PBS scheme A revamped Performance-Based Standards (PBS) scheme that focuses on flexibility and continued innovation should be a central part of reforms to the Heavy Vehicle National Law (HVNL) according to the National Heavy Vehicle Regulator (NHVR).

NHVR Manager Vehicle Safety and Performance, Peter Austin, said that a vision for a reformed PBS Scheme – PBS 2.0 – was a central part of the Regulator’s response to the National Transport Commission’s (NTC) HVNL Review issues paper Vehicle Standards and Safety.

“Since assuming responsibility for heavy vehicle standards and the PerformanceBased Standards scheme, the NHVR has overseen a reduction in processing times for PBS design approvals by up 16

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to three weeks for the vast majority of applications, and a reduction in vehicle standards permit volumes by over 75 per cent,” said Austin.“But there is still significant room to improve these processes through reform to the HVNL. “We want to see a focus on ensuring national and local policy settings are able to support the uptake and adoption of safer and more productive vehicles, rather than discourage them.

“PBS vehicles deliver significant safety and productivity benefits and supporting the industry to innovate in this area is a key priority for the NHVR.” The NHVR has identified the following areas of reform to deliver PBS 2.0: provide fleet interchangeability through a modular approval approach to PBS

making more productive and safer vehicles the priority in access decisions; remove common PBS vehicles or combinations from the PBS scheme and transition into the prescriptive heavy vehicle fleet; increase the potential for innovation; and provide the PBS Review Panel with an increased strategic role.

“We all have a responsibility to ensure the heavy vehicle industry can meet the country’s growing freight demand, which means delivering more goods with fewer vehicles in a safe manner,” said Austin. “The established PBS scheme is the platform that we should learn and leverage from to achieve this goal.”

In May, a joint report found that one on five new heavy vehicles are PBS approved.

PRIME NEWS

> Austroads pursues improvements to heavy vehicle licensing and safety Peak organisation of Australasian road transport and traffic agencies, Austroads, is reviewing the national framework for heavy vehicle driver competency with specific reference to licensing. The Standing Committee on Transport, in 2011, endorsed the National Heavy Vehicle Driver Competency Framework.

This framework, in conjunction with the National Heavy Vehicle Assessment Guide, provides for minimum competencies and assessment to underpin heavy vehicle licensing. The framework and assessment guide have been implemented, in various forms, in most Australian states and territories.

In 2017, Ministers requested Austroads undertake a review of the framework.

This review was commissioned as part of normal regulatory review practice and also in response to coroners’ findings as well as the recommendations and deliberations of the Senate Committee on Rural and Regional Affairs and Transport: Aspects of Road Safety. This review culminated in the public release of Austroads report AP-R564-18 Review of the National Heavy Vehicle Driver Competency Framework. The report made a number of recommendations for strengthening the oversight of outsourced heavy vehicle licence training delivery as well as content and coverage of the Licence to Drive competency The Austroads review includes current heavy vehicle progression structure.

18

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units. In response to the findings and recommendations of AP-R564-18, the deliberations of the Senate Committee and industry feedback, Austroads has continued its investigation and program of work in pursuit of improvements to heavy vehicle licensing and safety.

Most recently Austroads commissioned a project to review the framework overall taking into account international practice and adult learning and human factors principles.

It would include a review and update the Licence to Drive units which underpin the framework; review the current heavy vehicle progression structure; compare it to other structures; and develop options.

This work is nearing completion and has identified some key findings that warrant further consideration including: Strengthening the Licence to Drive units of competency and assessment particularly in areas of: safe vehicle operating practice with a focus on the development of cognitive skills such as hazard awareness and response; driving under and responding to a broad range of road conditions; vehicle systems; and loading.

Development of standardised training and assessment material to support the delivery of Licence to Drive units, including potential development of computer based training modules

to support skill development and assessment in safe vehicle operating practice.

Consideration of minimum supervised hours of experience as part of heavy vehicle licensing.

This is based on research findings which point to the positive increases in technical driving skill which flow from experience. Best practice overseas training programs also point to the importance of experience as part of learning.

Further investigation, with potential trials, of alternatives to the current progressive heavy vehicle licensing arrangements, noting the importance of maintaining a focus on road safety and supporting evidence based decision making in any change to licensing arrangements.

Examination of currently existing programs and processes. A review of these programs and the safety record of participants would be expected to inform discussion on any potential alternatives to the current heavy vehicle licensing progression.

Austroads will reportedly consider the project findings and is expected to develop a program of work which will be progressed during 2019/20.

Industry consultation will continue to be a key part of the progression of the framework review.

> PAGE Tasmanian Freight purchases Allalong Tasmanian Searoads

The deal will boost express services between Sydney and Tasmania.

Carrick-based PAGE Tasmanian Freight has announced the recent acquisition of Sydney business Allalong Tasmanian Searoads. The acquisition gives PAGE full ownership of Allalong business which was formed by transport industry pioneer and entrepreneur, Ray Cant in the early 1980s. The offshoot of the 80 year old Page Transport, PAGE Tasmanian Freight operates in the niche Tasmanian transport sector and boasts depots in Sydney, Melbourne, Launceston and Hobart.

According to Geoff Page, PAGE Transport Chairman, the decision to acquire Allalong

aligns with the company’s strategic focus on providing exceptional customer experience through professional and family culture to gain a foothold into the Sydney to Tasmania market.

“We are pleased to welcome Allalong staff into the PAGE family and look forward to capitalising on some of the synergies between the businesses, including our heavy fleet business Page Transport,” he said in a recent statement.

Acquiring Allalong will help expedite growth plans of PAGE Tasmanian Freight while augmenting the supply chain with new transport options for Tasmanian producers and mainland-based manufacturers, wholesalers and retailers.

Allalong Managing Director John Cant said it was a great outcome for its clients and employees.

“We are happy that Allalong is becoming a part of a company which has a deep Tasmanian heritage and good family values,” he said.

Raj Singh, PAGE Tasmanian Freight CEO,

who has a reputation for capitalising on industry gaps within the transport industry, has been instrumental in the growth strategy which included the acquisition, which is anticipated to enhance trade options between Tasmania and the mainland. Companies with the latest systems in the large freight profile offering a direct, Sydney to Tasmania, freight service were scarce according to Singh.

“Expanding into this market will enable us to provide customers with additional services such as ‘Express’ between Sydney and Tasmania,” he said. “This move provides certainty for Allalong employees and clients. PAGE will be able to seamlessly deliver continued customer care and offer innovative solutions to the Allalong client base.

“We have significant expertise in creating highly effective distribution solutions for our customers. Our mission is to make it easier for companies to do business between Tasmania and the mainland.”

> Scania appoints returning executive to Brisbane Sales team After seven years working with rival brands Mark ten Broeke has returned to Scania where he has taken up a position with the National Fleet sales team.

He joins managers Steven Alberse and Phillip Mayfield in Brisbane where he will report to Sales Director Dean Dal Santo.

His purview will reportedly cover the east coast of Australia.

Ten Broeke joins the commercial vehicle manufacturer after stints with Isuzu and Penske Power Systems.

He previously worked with Scania between 1998 and 2012.

In a recently released statement ten Broeke said Scania through its company-owned nationwide network was able to deliver a unique set of benefits to fleet operators across the country.

“Scania’s offer is sophisticated, innovative and focused on delivering significant financial and operational

advantages to our customers, be they national or regional fleets,” he said.

“And with the success of the New Truck Generation in Australia, Scania has proven itself capable of adapting its state-of-the-art product line-up to meet the needs of a diverse range of applications, from extreme heavy-haul and interstate line-haul, to mediumduty urban distribution, and a host of vocational tasks as well.”

He added, “I am looking forward to catching up with a few familiar faces, but also taking the Scania story out to fleet operators who have not yet had the chance to sample the complete Scania package, or appreciate exactly what we can offer in terms of improved uptime and total operating economy.”

According to ten Broeke, Scania remains the leading provider of sustainable and low emission alternative and renewable fuel engine options.

Dean Dal Santo welcomed ten Broeke in his role as National Fleet Sales Manager.

“With Steven Alberse and Phillip Mayfield already on board, we have a strong team of experienced, enthusiastic and knowledgeable managers who understand the demands of the fleet business. With our suite of services and the extremely successful NTG range, Scania is perfectly positioned to provide operating benefits to fleet owners across Australia,” he said. “Mark adds depth to our team as well as intimate knowledge of a broader range of the market, given his seven years spent working for non-European brands. I wish him every success in this new role,” said Dal Santo.

Ten Broeke said Scania held a long time ambition to sell more than 1,000 trucks a year in Australia and had achieved it despite the disruption of the Global Financial Crisis. p r i m em over m a g . c o m . a u

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PRIME NEWS

>Interest in EWDs growing: NHVR The National Heavy Vehicle Regulator (NHVR) is assessing a number of applications for approval as Electronic Work Diaries (EWDs).

NHVR Executive Director Safety Standards and Assurance, Geoff Casey, said the current round of applications were of a varying quality after a number of earlier applications had fallen short of requirements.

“NHVR officers have recently met with a number of technology providers to ensure they are clear about our requirements for regulatory EWDs and to better facilitate the assessment so

they can finalise their applications,” said Casey. “Applications range from an app that can be used on a tablet to a hardware solution that is similar to some of the existing non-regulatory NHVR approved electronic recording systems currently being used by operators,” he said.

An EWD is an electronic device or system, required to be approved by the NHVR, used to monitor and record the work and rest times of a driver as a voluntary alternative to the written work diary. The EWD Policy Framework and Standards were developed in

association with technology providers, transport operators and police and subject to comprehensive review and consultation.

Casey said while the NHVR was keen to see the first approved system enter the market it was important to ensure that the system was fit for purpose.

“A number of applications are missing important features, such as the ability to correct errors, that are designed to take pressure off drivers using EWDs,” he said. “We will continue to work with technology providers and transport operators to progress their applications.”

> PACCAR facility ramps up expansion with Kenworth delivery Commercial vehicle manufacturer, PACCAR, has, as part of its expansion to its Melbourne facilities, seen the delivery of a V-type double girder crane.

The one-of-a-kind crane was delivered by a Kenworth Legend 900 after making the trip down the Hume Highway from Sydney.

Heavy-haulage specialists Membrey’s Transport and Crane Hire were engaged by PACCAR to carry the 20 metre long crane with dual hoists and 16-tonne load capacity. It will be installed as part of the ongoing expansion of the Bayswater site which since April has seen the completion of a new 400 space staff car park named after Ed Cameron ahead of

the installation of a 2.1 metre Framing Robotic Cell expected in late 2020 and recent completion of the 20 metre extension of the main plant last month.

Membrey’s relies on a fleet of Kenworth commercial vehicles specifically engineered for high gross concessional mass (GCM) applications.

The $37 million investment, first announced at the DAF Australian assembly launch in August last year, includes a 1,500 square metre factory extension, with upgrades to the paint shop, featuring four new paint robots, and improved layouts for frame, cab build, cab trim, engine assembly and final line stations. The final test operation is also being relocated away Membrey’s deliver the crane on a Kenworth Legend 900.

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from the main plant to allow for more production space PACCAR confirmed.

In addition, a new 9,300 square metre on-site warehouse will be constructed, providing greater on site storage for components and a reduction in lead time for parts.

The project, planned for completion in 2021, will coincide with PACCAR Australia’s 50th year of manufacturing in Australia and will increase efficiency, quality and safety.

PACCAR Australia anticipates the plant expansion will enable the company to achieve its future growth plans producing Kenworth and DAF trucks in Australia.

PACCAR Australia Operations Director Tom Cooper said the company was pleased with the progress of work that had been completed to date “The workforce has been incredibly accommodating whilst we work through these changes to continue to produce quality trucks our customers expect” he said. “We have a lot of work ahead of us, though we are confident we will meet the project deadline with as little disruption as possible to staff and most importantly the manufacturing plant,” said Cooper.

According to Cooper the expansion, once completed, would culminate in a better plant and workplace for all.

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GLOB AL NEWS

> Amazon purchases 100,000 EVs from start-up

Amazon is investing $1 billion to increase renewable sources.

Built-for-purpose electric delivery vans set to hit the road as soon as 2021 will comprise part of Amazon’s bold new plan to achieve net zero emissions by 2040.

The company has purchased 100,000

electric delivery vans from start-up Rivian as part of CEO Jeff Bezos’ recently announced ‘climate pledge’ as it looks to increase Amazon renewables sources to as much as 80 per cent by as soon

as 2024, doubling its current reliance on wind and solar energy. In total Amazon has invested more than $AUD1 billion across the company.

“If a company with as much physical infrastructure as Amazon which delivers more than 10 billion items a year — can meet the Paris Agreement 10 years early, then any company can,” Bezos said in a statement. The new van will be exclusive to Amazon as part of its alliance with Rivian right down to custom built body, design, application software and suspension. Manufactured in Rivian’s Illinois factory, the vans will reportedly share a number of elements with the company’s other truck and SUV lines.

These will include the battery, powertrain and electrical network. It is not yet understood whether the production of the vehicles will be emission free.

Last month Rivian announced a $350 million equity investment from Cox Automotive.

> Volvo pushes ahead with 3D printing technology In a bid to upscale faster production and continuous quality improvements, Volvo Trucks North America has committed to a prototype approach to 3D technology as it identifies new opportunities to escalate the quality of its manufacturing process. 3D technology will be used to produce tools and fixtures at its New River Valley truck assembly plant in Dublin, Virginia.

Recently, Volvo Trucks has utilised 3D printing technology to develop a onepiece diffuser used in the paint atomizer cleaning process, which has reportedly saved the company more than $1,000 per part, in addition to eliminating the need for a multiple piece component.

“Several years later, we can now say that 3D printing has become an integral component to our manufacturing processes and culture at NRV,” said Facility Vice President and General Manager Franky Marchand.

According to Volvo there are now more than 500 manufacturing tools and 22

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fixtures in use on the NRV shop floor produced using 3D printing after years of fine tuning the technology.

All parts were printed at the Volvo Innovative Projects lab at the Dublin facility using what is called Selective Laser Sintering (SLS).

This 3D printing technology turns powdered plastic material into a solid structure through the use of a sintering laser. Each product is then rigorously tested before being put into use in the manufacturing process according to Volvo Trucks North America.

The technology effectively eliminates error, with its capabilities to improve quality and precision by printing exact copies from models making it possible to streamline manufacturing so that customers receive end products quicker.

At present Volvo is using 3D printing technology to produce a host of gauges for roof seals, brake valves, brake pistons as well as fuse installation platens, drilling fixtures and vacuum

drill ducts. Using SLS allows engineers to design parts by drawing the end product, putting it in the machine and leaving it to print in a matter of hours during a work day or even overnight, cutting down on the number of hours spent building parts through traditional tooling methods.

The use of this technology reportedly also increases flexibility in manufacturing, reducing the wait for new parts from vendors by simply printing them inhouse.

“The NRV facility is dedicated to exploring these new technologies to further improve efficiency and quality in our manufacturing and deliver the best products to our customers in a timely manner,” said Marchand. “Thanks to the collaborative effort of the entire team around the globe, we are able to accomplish that goal through 3D printing. We plan to continue to advance this technology to benefit our customers, saving them time and money.”

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THE DAKAR MINDSET

DESERT COMMAND DIMITRI ANDREATIDIS Dimitri Andreatidis is the Head of Customer Experience and Brand for Hino Australia. His role incorporates the critical business functions of marketing strategy, integrated marketing communications, and customer experience management.

Andreatidis leads a team of marketing and CX professionals and ensures the Hino brand and Customer Experience encapsulates the essence of Hino.

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F

or 12 days and up to 10,000 kilometres through some of the harshest conditions on earth, the Dakar Rally intrigues, motivates and inspires. For a decade, Hino Team Sugawara and its “Little Monster” trucks have dominated the Under 10-litre truck class in the gruelling event with 28 consecutive finishes and 10 successive class victories.

The Hino Dakar Rally 500 Series vehicles regularly compete against and beat larger racing trucks with engines that have twice the displacement of the 500 Series A09C 6-cylinder engine.

Earlier this year, the ‘Ironman of Dakar’ Yoshimasa Sugawara retired following 36 consecutive starts, which is a Guinness World Record.

The team has announced his replacement driver, Ikuo Hanawa, who is an experienced international off-road racer and will make his Hino Dakar debut at the 2020 Dakar Rally on 2-17 January in the challenging new location of Saudi Arabia.

He will join recently-promoted lead driver and team director Teruhito Sugawara, who is the son of Yoshimasa.

Teruhito is successful in his own right, with ten successive victories in the Under 10-litre category, and a 9th place overall in 2019, beating larger rivals to the finish line.

In addition to the current Dakar Rally 500 Series truck, the team has developed a new bonnet-type truck for the 2020 event, which is based on the 600 Series truck sold in North America.

Both of the Hino Dakar Rally vehicles will use an enhanced version of the Hino A09C 6-cylinder engine, the

production version of which is available in the 500 Series Wide Cab trucks in Australia.

Key specifications of the two 2019 Dakar Rally Hino trucks include fulltime 4WD and an 8,866 litre direct injection turbocharged and intercooled engine, which is matched to a six speed manual transmission in Car 1 and six speed automatic transmission in Car 2.

SPONSORED BY

So the question is, why does Hino choose to compete in Dakar? Quite simply, we have a passion for technology and innovation, and Dakar is the ultimate proving ground to test our Quality, Durability and Reliability (QDR), the guiding attributes that underpin the development of every one of our trucks. The fast-paced nature of the truck market requires us to be more sophisticated every day in order to meet the increasing demands of the marketplace. Technologies need to evolve to continually improve environmental compliance in the form of reduced emissions, fuel economy, driving performance and safety.

Our engineers utilise data and key learnings from Dakar to make continuous improvements to our trucks.

Nowhere is this more apparent than in our all-new 500 Series Standard Cab, which we launched in late 2018, and is currently vying for medium duty market leadership. It is particularly evident with the A05 engine, which powers the allnew 500 Series Standard Cab. It is a derivative of the A09 engine which has propelled the “Little Monster” race trucks to class victory at Dakar. As a derivative, the A05 has been designed with the same heavy duty philosophy in mind and the commonality in components between the A05 and A09 confirms the family lineage. The Dakar Rally program also provides us with an opportunity to prove reliability as well as chase success.

While a podium is always celebrated, the Dakar program is equally as

important as a platform for developing and testing new componentry as part of our constant drive for technological innovation.

At the Dakar Rally, Hino Team Sugawara is supported by Hino product development employees and dealership mechanics, ensuring that the learnings from Dakar are incorporated into our new vehicle development. Our record in the Dakar Rally is quite remarkable – in an event where as few as 20.5 percent of entrants cross the finish line, our record of 28 consecutive finishes clearly demonstrates the Hino durability.

Hino’s passion for technology and innovation inspires Hino Team Sugawara to greater heights, and we look forward to seeing this in action at the 2020 Dakar Rally.

Hino’s Little Monster in action during the Dakar event where the company has recorded 28 consecutive finishes.

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

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COVER STORY

Peter Clifford.

MAJ

MOV 26

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BUILDING MATERIAL DELIVERY SPECIALIST, CLIFFORD BRICK AND TILE TRANSPORT RUNS INTRASTATE WITH SINGLE TRAILER SEMIS AND QUAD-DOG COMBINATIONS FOR NEW ESTATES AND HOUSING DEVELOPMENTS. SINCE IT FIRST INTRODUCED A DETROIT DIESEL ENGINE INTO ITS TRUCK FLEET THE FAMILYOWNED COMPANY HAS CONTINUED TO FLOURISH.

A

pair of single tray Hinos, purchased six months apart in 1976, sowed the seeds of a family-owned intrastate building supply freight business run by three brothers out of the Central Highlands in Victoria. That business now located in Mt Rowan on the fringes of Ballarat became Clifford Brick and Tile Transport and delivers to building sites across the state. It has since grown with time and much hard work, steadily, to add depots in Sydney and Adelaide for more localised operations.

A growing housing market in Victoria, somewhat driven by the Ministry of Housing in which residences commissioned by the government for low income earners led to further investments by the late 1970s, saw satellite towns emerging in places like Sunbury, Melton and Pakenham.

OR ES

At the time John Clifford, who serves as the company Managing Director of Clifford Brick and Tile Transport, along with his brother Neil were running 7 tonne tray trucks to keep up with growing demand. Up until then, all bricks, pavers and tiles were unloaded by hand on-site. Physical work doesn’t get much harder. When building supplier, Monier, opened a factory in Craigieburn in 1980, John purchased a MercedesBenz 2226 with a drop deck trailer with provision to carry a forklift on it to unload the materials. A driver was soon hired for the job of driving the tray truck, but after only a few days, according to Fleet Manager Peter Clifford, the factory had called up awaiting a long overdue delivery. The truck and driver had vanished overnight. John, having tried to reach the driver, eventually found the truck parked up on a service road off the Hume Highway. The keys were in it with a handprinted note. It said ‘sorry, this job is too hard.’ The vehicle was still loaded from the day before.

“The bloke never came back to be paid for the two days he’d worked,” Peter says. “That’s how hard it was for some people. You couldn’t pay anyone enough to do it.”

Because it was all manual labour the majority of the sector was conducted by owner-drivers.

At first the Mercedes-Benz 2226 was deployed to retrieve old sleepers off the railway lines and delivered the materials to sand and soil yards. John soon added a forklift, which they carted on the drop deck with the building materials.

South Australia was the first state, according to Peter, to take up this way of carting and unloading materials on building sites. Other states soon followed. Sydney, as a region was the last. As late as the mid-‘90s they were still unloading materials by hand when p r i m em over m a g . c o m . a u

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COVER STORY

Neil went up there at the urging of Monier to show off the efficiency of the new truck and forklift system. By then Monier had closed its factories in Ballarat, Wangaratta and Campbellfield, with all of its product coming out of a factory in Springvale. Trucks were getting bigger in size to increase their payload. The single drive, smaller vehicle that had been backed into a building site for nearly 30 years was fast falling out of favour.

“With the introduction of the forklift you needed a bigger truck that could also load up with all the materials,” Peter recalls.

“At the time it was one house of bricks and tiles at a time per truck.”

At present the company has 40 Kubota forklifts all fitted with hydraulic widening prongs in front. It allows them to cart bricks one way to Albury and load bricks the other way for another customer. That way the forklifts, which are all operated by the truck drivers, don’t require the operator to get off the seat to shift the fork tynes for the differing holes in the bricks.

In 1996, Neil was running his truck out of Ballarat and John was running his out of Melbourne, The business, Clifford Brick and Tile Transport, was officially born, having established operations carting freight in both directions. That same year the company added its first Freightliner, a business class FL112. But their firsthand experience operating a vehicle powered by a Detroit engine would have to wait until they acquired an IVECO PowerStar.

“It was the 12.7 litre Detroit Series 60,” Peter recalls. “The engine was, in contrast to some of the other gear we had under the hood of our trucks, really, quite a standout.”

Peter, who had previously been working in earthmoving, joined his brothers that same year in 2000. The fleet had increased to six trucks at the time. It wasn’t until they purchased a Columbia CL 112 seven years later that they finally paired a Detroit engine with a Freightliner. At the time business was busy and growing. That same Detroit MBE 4000 has recently achieved the rare feat of reaching 2 million kilometres. At 28

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1.5 million kilometres it received a set of changeover heads. According to Peter it remains as reliable as ever.

“It’s an incredible truck really. It’s had a front end chassis rebuild and the cam followers have been replaced,” he says.

“We’ve put two turbos on it but that’s all we’ve ever done to it.”

Clifford Truck and Tile Transport now has 12 Freightliners, powered by either Detroit DD15 or DD13 engines running in a fleet of 40 commercial vehicles. Some previous Freightliners were equipped with pre EGR Cummins engines. The first of the DD13 engines, one of seven in operation, is set to hit the 900 kilometre mark. There is, currently, another six 15-litre versions also running in the fleet.

“To be honest, their warranty sets them apart. They stand behind their product, unlike some companies where there’s all these incidentals that aren’t included.”

Peter Clifford Fleet Manager

“They’re going really well and have not given us any trouble,” Peter says. “To be honest, their warranty sets them apart.

They stand behind their product unlike some companies where there’s all these incidentals that aren’t included. Really, they are way in front. If you are in two minds the way they have backed their warranty up it would make you go that way for sure. And there’s no arguments over the servicing. They’ve been terrific.”

With the exception of a couple of minor oil leaks covered under the Detroit warranty, Peter says there is no hidden costs. Detroit might call up and suggest, given the kilometres covered, some care or maintenance.

“If you agree then it’s all good but if you say ‘no’ that’s fine, too,” Peter says.

“There’s no ‘do you want fries with it on the way out?”

Customarily with engines, regardless of the brand, Peter has a preference to change out the turbos at around 600,000 kilometres. He says they don’t generally see a million kilometres and that he’d rather do it when it suits him rather than after he’s marooned on the side of the road.

“Out of all of the Detroit engines we’ve only ever had one of the turbos fail but it was inside warranty and everything was paid for from one end to the other including the tow,” he says. “Compared to something like the C-13, which I made the mistake of purchasing three back in the day, the valve actuators on them would play up in the cold weather.”

A problem, of course, in Ballarat where you will hear there are only two seasons, both a variation on winter.

“Every year in the wintertime you’d start the truck and it would be running on three cylinders. Any new driver you put in the truck would call you up at four in the morning and tell you there was something wrong with the engine.

You’d have to tell them, invariably, that’s just the way it warms up. Even in the yard until the engine had reached temperature there would be a huge cloud of white smoke of unburnt fuel and all of a sudden the truck would drive through the middle of it.”

That imagery, at least in Peter’s experience, is a thing of the past merely by virtue of the Detroit-powered trucks.

Drivers, for a case in point, no longer need to amble for two kilometres before the motor begins firing on all cylinders.

The high power and great fuel economy of the DD13 befits the task at hand for Clifford Brick and Tile Transport.

Given the work is largely single trailer, it doesn’t buy B-double rated trucks.

The Detroit DD15 engines are mostly powering quad-dog combinations running up to 50.5 tonne all access.

Under PBS they can run to higher gross concessional mass but with the site access they require, it’s not often the company can get the extra weight on

Clifford Brick and Tile Transport operate 12 Freightliners paired with Detroit engines.

them. Anything more than 50.5 tonne would prohibit the trucks from entering suburban streets, a non-negotiable given the requirements of the business.

“The quad-dogs are better suited to bricks as you can get around four tonne more than a semi, but if you load them with tiles, they get around three tonnes less as you run out of room to fit them on it,” Peter says. The later Detroit engines, with the engine management features, have been a major addition to the equipment according to Peter, who acknowledges the engine brake is very good.

Getting ready made drivers onto the semi-trailers is a challenge. The driver shortage Peter says affects all parts of the transport industry and it’s increasingly difficult for young people to get a start driving trucks as the insurance costs are very significant and new or younger drivers need to be able to work their way up the graded licencing system.

“Part of my role is to manage how we deal with that,” he says. “A lot of people want

to get a heavy vehicle combination licence but these days in our industry there’s not a lot of room for a tray truck operation.

Because you need to carry the weight.”

As wages can be around 50 per cent of a freight operators’ total costs, carting half the load compared to a larger vehicle doesn’t make sense, financially. Running smaller trucks makes it harder to recoup on the outlay. Back when the business purchased its first semi-trailer in 1980 most building supply transporters, Peter recalls, were operating a Ford Louisville or a Kenworth powered by a Cummins 903 engine rated at 280 horsepower.

That engine was soon turbocharged and became the VT903 as a result of the demands of industry.

“If you tried to get someone to drive a 300 horsepower truck now they would all laugh at you,” he says.

The Freightliner Cascadia is something Peter is looking forward to testing, not in the least for the new Detroit DD16 it has been paired with. Among its

features are the three state integrated Jacobs engine brake for enhanced braking power and reduced noise, and a proprietary asymmetric turbocharger matched to the updated Exhaust Gas Recirculation (EGR) system.

For now, the Detroit warranty of five years and a million kilometres is the best going. In addition to it, Evan Rawlinson in the Product Support team at Penske Power Systems, continues to be a great source of support and knowledge.

“We had a minor thing on a throttle body where it was only registering as a fault on the dash and I called him up and it was solved no problems,” he says. “His knowledge of the Detroit product and what the likely issue is and at what point it is in terms of mileage is exceptional. He’s really good. So many of the warranties when you read them unspool like the terms and conditions on an insurance policy. With a lot of the others it’s not worth the effort. Detroit make it worth it.” p r i m em over m a g . c o m . a u

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C L E

A N

SWE SPECIALISED PAVEMENT SERVICES, A FAST-GROWING STREET SWEEPING COMPANY, IS A STEADFAST CUSTOMER OF HINO FOR WHICH IT PURCHASES THE LATEST IN MEDIUM DUTY COMMERCIAL VEHICLES FOR DEMANDING WORK IN URBAN ENVIRONMENTS.

U

rban spaces often invite judgement. City aesthetics in these times of urbanisation are of increasing importance in how local governments and their residents are perceived. In busy cities and regional towns, street sweeping goes beyond the surface of maintaining a tidy appearance and is now regarded as a crucial process in protecting downstream waterways and road user safety. Specialised Pavement Services (SPS), a street cleaning outfit operating throughout the Eastern Seaboard of Australia has been steadily expanding its operations since it commenced business in 1996. Wayne Jupp, SPS Managing Director, came from a road maintenance background involving spray sealing and asphalt warranting and purchased the company’s first suction broom almost 20 years ago. SPS is set to bring its total units purchased to 80 later this year fitted to its preferred medium commercial vehicle, the Hino FG1628 cab chassis.

Service providers in the marketplace have traditionally purchased used equipment nearing the end of its serviceable life according to Wayne. SPS has found an advantage in buying new equipment, fit-for-purpose, offering a 30

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product that delivers what it claims are market-leading results. The preference is for low emissions and low noise vehicles, given it’s imperative that they minimise their environmental impact.

“We’ve been buying the previous model for the better part of 15 years now,” Wayne says. “It’s super reliable and the extended warranty provides SPS increased confidence of a trouble-free operation. It’s a really robust workhorse.

Based on some of the other competitors in the space we see it as great value.”

Legislation makes it mandatory to have a dual steering wheel street sweeper as they are working very close to the curb. The addition of the new dual steer cab chassis has made the Hino 500 an attractive package for SPS. While operating at quite low speeds and in stop-start use for long periods with constant turning and reversing, the gruelling work suits the low rev range torque of the Hino FG1628.

Utilising the latest equipment in the marketplace has enabled SPS to provide a premium service and productivity previously not available in the market sector. The small premium that is charged by SPS is more than offset by increased productivity of equipment, quality of service and minimisation of

Hino 500 FG1628 at work in Manly, Brisbane.

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environmental impact.

It’s a challenge of any field in which there are so many different variables to keep everyone trained, motivated and productive. All of the SPS team is fully qualified and ticketed to a market leading standard.

“Our vehicles are expensive bits of kit.

It’s like the horse and cart. You can have the best quality equipment and the worst drivers, and what happens is all of a sudden, you’ve got the worst equipment,” Wayne says. “If you’ve got the worst equipment you can’t get the good drivers because they want to drive the best trucks.”

In order to provide the maximum broom down sweeping time, operations have been located strategically throughout the Eastern Seaboard, with tailored sweeping programs to ensure the best value for money to their clients.

Each city according to Wayne brings with it very different environmental considerations. This includes collecting sand on esplanades and car parks in coastal areas, foliage where parklands and gardens are prominent or increasing Rick Stolzenberg, SPS QLD Manager.

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A new dual steer cab chassis helps working so close to the curb.

urbanisation – a foremost consideration at present in gridlocked Sydney.

It’s the trend towards eco-friendly policies rather than population spikes which are partly behind the current growth of the industry. Councils and commercial groups are looking for preventative action on foreign objects and pollutants like grime and oil from

entering the stormwater system.

“It’s a lot more difficult to clean out a stormwater network or waterway pipe than it is to sweep a road network,” Wayne says. “Obviously a lot of that material finds its way into waterways and into rivers and the ocean and so it’s important to pick it up. In addition to environmental reasons generally, the

public is demanding a higher level of cleanliness across the board from residential streets, minor roads and motorways.”

Over time the refuse industry has seen a transition away from public ownership to contracted services. Like the refuse industry the street sweeping sector is also making this transition with Australia’s estimated 1200 suction brooms progressively shifting from public to private ownership.

SPS benchmark their contracting services against traditional in-house delivery providing local governments with an entirely tailored solution the company claims reduces costs by up to 35 per cent. Operating a large fleet enables SPS to interchange equipment that requires servicing and minimises downtime for a council which is difficult to do so in smaller fleet sizes of two to three vehicles. What’s more, the type of sweeper can be tailored to the requirements of the specific council by providing broomed machines for sand in beachside carparks and regenerative air machines for leaf and stick in areas of heavy foliage subdivisions. This enables the most productive equipment to be utilised in each specific location, further reducing cost.

After SPS proved they could save a group of councils the cost and complication of buying their own equipment they then set about tailoring programs by adjusting the antiquated time periodic-based sweeping applications programs to just-in time sweeping practices. They utilised detailed archived data and GPS mapping equipped Minor Planet Remote Server software which helps determine how heavy a street is with traffic.

The company has also installed self-braking radars on their machines as it sets about having these fitted to every sweeper by next year.

SPS runs everything from the Bucher Municipal 1m3 machine101 to the $1millon BEAM A1200, a ten cubic metre machine.

The most recent additions to the SPS fleet have been the Bucher Municipal VT652 Street Sweepers, making it the first company in the sector to adopt this equipment in Australia. It has also been paired to the Hino FG1628 wide-body cab-chassis. The VT652 is said to provide a new benchmark in productivity, reliability and safety in the sweeping industry.

At the core of the SPS business is a focus on providing the safest operating equipment available. In recent years the team has successfully trialled and implemented Automatic Reverse Braking Technology. This system adds another level of redundancy to best practice by automatically engaging the brakes of a reversing vehicle in the event of an imminent collision.

In addition to this system SPS has also embraced LED Work Zone Perimeter Lighting for use on its street sweepers. After a successful trial on the Sunshine Coast, every new truck is now equipped with it and approximately half of the existing fleet now has the safety technology installed. Like something out of Blade Runner 2049, the ‘virtual fence’, creates, through a neon-

like display around the working equipment, an exclusion zone perceptible in the dark for road users and pedestrians.

“We’ve found that drivers and cyclists are stopping and having a bit more of a think about a safe passage around the truck or at least giving the operator a wider berth,” says Wayne.

“At dusk, dawn and late night when the machines are often operational people aren’t paying attention to a slow moving truck.”

Because the trucks are constantly pulling back into running lanes, the LED Work Zone Perimeter Lighting creates greater awareness for anyone too close to the illuminated area making it clear for all to see.

It has also proven particularly effective on construction and sites especially in the asphalt-profiling industries involving asphalt sprayed sealing work in which works are customarily congested and fast-paced.

“The inherent high risk of these sites is the interaction between plant, equipment and workers on foot and the introduction of SPS’s LED Work Zone Perimeter further highlights the exclusions zones that should be maintained to ensure safe interaction on site,” says Wayne. “The LED Work Zone Perimeter lighting coupled with the Automatic Reverse Braking Technology have had a significant impact on the frequency of near miss incidents and further improved on our fantastic safety record.”

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FLEET FOCUS

KEEPING COOL

COAST TO

THE CR ENGLAND TRUCKING OPERATION WAS FOUNDED IN 1920 BY CHESTER RODNEY ENGLAND WITH A 1920 FORD MODEL T TRUCK OFFERING FARM TO MARKET TRANSPORT FOR FARMERS IN THE AREA AROUND PLAIN CITY, UTAH. WITHIN A FEW WEEKS HIS FLEDGLING BUSINESS HAD GROWN ENOUGH TO REQUIRE A BIGGER TRUCK. TO CALL IT A MAJOR OPERATOR IN NORTH AMERICA NOW WOULD BE AN UNDERSTATEMENT.

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urrently overseen by the fourth generation of England family and based in Salt Lake City, Utah, CR England advances towards its century next year, with its fleet having expanded to more than 4,700 trucks to make it one of the largest refrigerated transport companies in the world with an annual turnover of $2 billion USD. A major change occurred in 1959 when CR England offered its 72 hour coast-tocoast freight promise at a time when there was no true national highway system.

More growth was made possible due to industry deregulation in 1980 through the Motor Carrier Act which removed restrictions on trucking between some of the states.

Ron Hall is the Vice President of Equipment and Fuel and has been with the company for 29 years. Ron’s responsibilities extend to the purchase of vehicles, fuel, tyres and management 34

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systems such as telematics and the costs of these factors have a direct effect upon the profitability.

“Driver wages are typically slightly more than 25 per cent of the company’s total expenses and fuel is typically slightly less than 25 per cent,” says Ron. “Prime mover leasing, maintenance and safety costs vary between five and ten per cent each.”

The company purchased its first new Freightliner prime mover in 1985 and has purchased more than 22,000 examples of the brand since. Many of the purchase decisions back then are just as relevant now due to the current Freightliner Cascadia’s generous internal cab space and the trucks’ overall fuel efficiency. A strong relationship which extends far beyond being client and supplier has developed between the company and its Freightliner dealerships as well as with Freightliner’s head office in Portland, Oregon. This has delivered benefits for both. When CR England became aware that crosswinds

would have a detrimental effect on fuel economy, yet with little empirical data available from which to devise a solution, it took up the matter with the Portland office of Freightliner where a turntable was developed so full sized trucks could be tested for the effects of crosswinds using the wind tunnel at the Daimler Trucks North America head office.

CR England’s capacity to move freight is the major component of its offering to clients. At the end of July 2019 the company fleet had 4,437 Freightliners near evenly split between day cabs and sleepers (or ‘condos’) plus 334 nonFreightliners. As a result one brand now dominates with 93 per cent of the current total. Those trucks pull 5,300 refrigerated trailers and 1,000 dry van trailers with an additional 150 flat-bed trailers on specific applications. The ‘dedicated’ division has 2,100 truck and trailer combinations hauling freight for single clients including Walmart and Hershey Chocolates.

COAST CR England is one of the few intermodal operators in the US and has terminals in centres such Chicago, Los Angeles and Stratton in Pennsylvania where trucks using skel trailers take containerised freight from the clients to the rail heads where they are double stacked on rail cars and run across the country via train. CR England trucks then collect at the other end and deliver to the final destination.

Currently this service accounts for 250 trucks and 1,650 containers.

The ‘over the road’ division has around 54 per cent of its trucks operating with two-up drivers. Trucks dedicated to single clients, however, operate with around 86 per cent single drivers and are chiefly designated as ‘one truck – one driver’ operations.

Trucks are traded at 500,000 miles (800,000 km) at an average age of 37 months.

Vehicle maintenance is performed by company workshops (22 per cent), Truck Stops (16 per cent), dealerships (14 per cent) and outside vendors (48 per cent).

At the sprawling Salt Lake City facility Freightliner dealer technicians perform pre-delivery, pre-trade and warranty work on-site, such is the size of the CR England enterprise.

“Testing has shown that with the oils we use the engines could be stretched out to 100,000 miles (160,000 km), but the grease is only good for 70,000 miles,” says Doug Kading who has been the Vice President- Maintenance since 2014. “We currently use Mobil Delvac 10w30 and change it at 70,000 miles (112,000 km) in our own facilities but drop that to 50,000 miles (80,000 km) when using third party facilities where we don’t get to specify the oil.”

Fuel purchases are aligned with two truck stop chains, Loves and TA/Petro. These have a combined footprint of almost 700 locations and have sufficient truck parking facilities to enable driver sleep breaks.

The company has its own parking yard facilities in ten metropolitan areas where drivers can park overnight. Every truck has Bluetooth hands free capability and drivers use smartphone mobile apps to locate available parking in other locations.

The drivers’ facilities at the Salt Lake City head office extend to include a full size convenience store.

The company has 1,200 ‘non-driving’ staff and more than 6,400 drivers with 200 graduates from its internal driver academies every week, making it the largest driver trainer of refrigerated trucks

CR England operates more than 4,700 commercial vehicles.

in North America. The training fleet itself has 150 trucks and 200 trailers making it larger than most trucking companies.

Similar to many operators in the US and Australia, CR England faces a serious driver shortage and a high rate of turnover of up to 160 per cent per year bringing it in step with the industry average. In 2018 the company began to implement a number of initiatives with the intention of building a reputation for being the best place to work in the industry.

“We benchmarked our pay against other carriers, and in response, adopted the largest driver pay increase in company history,” says Ron. Other factors that influenced driver retention were also addressed including set runs that improved driver home time, shortening of the time drivers wait for a truck assignment and establishing a recognition program for high performing drivers that takes into account such factors as safety, service and fuel efficiency. The driver rankings are published weekly within the company.

“There’s not much compensation attached to it but you’d be amazed how competitive our drivers become when it comes to the areas that they can control,” says Ron. “Being in the top ten per cent means a p r i m em over m a g . c o m . a u

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FLEET FOCUS

Doug Kading, Vice President Maintenance and Ron Hall Vice President Equipment and Fuel.

lot, but being in the bottom ten per cent means way more than a lot, so there is a lot of emphasis on that program.”

Technology and training have narrowed the range between lower performing drivers and good ones.

To gain a Commercial Driver’s Licence (CDL) it costs around $5-6,000 USD ($7,500 – $8,900 AUD). The company will recompense that amount for any new drivers who stay for more than eight months.

“To be an executive at CR England you must hold a CDL and we all do exactly what we say – get out on the road,” says Ron. During his 90th year Gene England, one of the sons of the founder Chester, was approached by one of his own sons about retiring from doing the occasional truck drive.

“He said ‘Dad, we think you ought to hang it up, and I said that my CDL is good for another year or two and I want to run it out,” says Gene. Unfortunately the attorneys and insurers had other ideas so Gene retired from truck driving. A decade later Gene, who turned 100 on 24 October this year, still comes into the office on most days.

The United States regulations limit drivers to 11 hours of driving each day, with a maximum of 14 hours combination of driving and other on-duty activities including 15 minutes for pre-trip inspections for each drive sector, and 36

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30 minutes of rest/meal break for every eight hours on duty. CR England is quite aggressive in its auditing and counselling of its drivers to maintain compliance to the regulations and drivers are also encouraged to avoid driving between the hours of 1.00am and 4.00am to avoid fatigue-related incidents.

Fuel for the linehaul divisions requires five to six million US gallons (18.9 to 22.5 million litres) of diesel per month for CR England’s own trucks, with additional fuel being used by carrier partners (‘subbies’).

Consequently, fuel efficiency plays an important role in truck and trailer specifications, maintenance and driver behaviour.

The average miles per gallon metric across the fleet in 2005 was 5.78 (2.05 kilometres per litre) and due to significant efforts this has improved to 8.02 (2.84 kilometres per litre) in 2019.

Aerodynamics have played a role in improving fuel efficiency and numerous innovations have been trialled to complement the slippery shape of the Cascadia. The gap between the truck and trailer has been shortened to 42 inches (1067mm) which is sufficient to prevent damage between the two main components and unquestionably helps with the fuel efficiency.

The trucks are programmed to minimise idling time and the automated DT12 transmissions have no manual mode

and can only select the ‘crawler’ low speed for reverse gear. The Detroit Assurance collision avoidance and lane departure systems are used throughout the Freightliner fleet.

The speed limiters are set at the 65mph (104.6 km/h) when operating on the cruise control with only 63mph (101.4 km/h) available in manual mode as a way of encouraging drivers to engage the more fuel efficient cruise control.

The specification of the trucks has been changed to increase power from 400hp to 455hp. Revised specifications like these have been proven to work well with the 2.16:1 final drive ratio and an average load of 42,000lbs.

Perforated mudflaps have been trilled on 100 trucks over the period of a year, with an average fuel saving of 0.25 of a per cent. Low rolling resistance tyres are employed throughout the fleet. The company has trialled super singles which have a weight advantage but were found to be susceptible to damage from road shoulders and any fuel saving was negated by the loss of re-treading case credits so duals continue to be the standard, helped by the fitment of aerodynamic discs on the drive wheels.

As an organisation CR England is a strong supporter of a national program that assists in feeding hungry children and the aim of providing for one meal for every load has resulted in more than two million meals to date. Allowing the drivers to determine where the meals are available retains a community focus.

Always looking to the future the company has been testing some hybrid vehicles and is in ongoing discussions with Tesla, Nikola and Daimler, with two executives including Ron Hall participating on Daimler’s Electric Vehicle Council. Twenty build slots for the Tesla Semi prime mover have been purchased but that particular project is running well behind its originally projected timetable. Ron Hall also has an interest in the development of the Nikola hydrogen cell truck.

“Within five years it will be commonplace to see electric tractors,” says Ron. “I think we are going to see a platform change particularly in day cab applications.”

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TRUCK & TECH

IT’S A

GAS

THE ANTICIPATED IMPOSITION OF EVER MORE STRINGENT VEHICLE EMISSION REGULATIONS IN NEAR FUTURE HAS OPENED UP OPPORTUNITIES NOT JUST FOR ALTERNATIVE ENGINE FUELS, BUT AS WELL FOR REVOLUTIONARY PROPULSION SYSTEMS. THE COLLABORATION OF AN ADVANCED LEADER IN THE DISRUPTIVE TECHNOLOGIES WITH A GLOBAL LEADER IN ALTERNATIVE FUEL ENGINES SEEMS LIKELY TO DELIVER THE FUTURE MUCH SOONER THAN THOUGHT EVEN A YEAR OR SO AGO.

Gerrit Marx, IVECO President Commercial and Specialty Vehicles.

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NH Industrial (CNHi), owner of numerous vehicle and equipment manufacturers including IVECO trucks and light commercials, was the source of a couple of significant announcements made at the New York Stock Exchange in early September. The first announcement was that it will be separating it’s ‘on-highway’ divisions, including IVECO, from its ‘offhighway’ activities such as agricultural and construction equipment manufacturing.

The restructuring is expected to be completed by the end of 2022.

The ‘Transform 2 Win’ plan follows a review of the on-highway and off-highway (mainly New Holland agricultural and Case construction equipment) businesses that have identified their diverging regulatory and customer requirements are impacted differently by changing industry 38

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trends including automation, emissions, and digitalisation.

The second significant announcement by the CEO of CNH Industrial, Hubertus Mühlhäuler, was the $USD 250 million investment into a partnership with Nikola Corporation to accelerate the development of the Nikola ONE and TWO prime movers and the Nikola TRE heavy duty cab-over truck. IVECO has been a leader in the development of liquefied natural gas (LNG) engines for the past 20 years and has produced some 50,000 natural gas powered engines to date including 28,000 trucks and buses. IVECO and CHNi’s powertrain division FPT Industrial has been largely instrumental in the expansion of the natural gas refuelling network in Europe and the fuel-cell technology which Nikola has been working on is regarded

as the next logical step.

On display for the Wall Street announcement was the latest IVECO concept truck, the centre-steered Z-Way powered by a liquefied natural gas engine the company claims has a range of 2,200 kilometres. However, rather than using the futuristic Z-Way, much of the focus of the initial phases of Nikola’s joint project will be on the much more contemporary S-Way prime mover which was released in Spain in July and will form the ‘bones’ of the new range of trucks.

“The recognition that there needs to be fundamental reductions in automotive emissions is driving our industry to rapidly seek advanced technological solutions,” said Mühlhäuser. “Nikola’s choice of IVECO as its strategic partner is testament to our internationally recognised excellence in heavy duty trucks and alternative powertrain technologies. Nikola has the technology but needs a partner with a European network to achieve success in a timely manner.”

Gerrit Marx, President of IVECO Commercial and Specialty Vehicles added, “While today LNG delivers significantly lower well-to-wheel emissions, in the medium to long term, fuel cell and Battery Electric Vehicle (BEV) will deliver the ultimate goal of zero-emission trucking.”

Led by its visionary CEO Trevor Milton and based in Phoenix, Arizona, Nikola Corporation designs and manufactures hydrogen-electric vehicles, electric vehicle drivetrains, vehicle components, energy storage systems, and hydrogen refuelling stations. Nikola holds in excess of 14,000 pre-orders for its own Nikola ONE (bonneted sleeper), Nikola TWO

(bonneted day cab) and Nikola TRE (a European-style cab over sleeper).

The intention of the Nikola/IVECO partnership is to accelerate industry transformation towards emission neutrality of Class 8/Heavy Duty trucks in North America and Europe through the adoption of fuel cell technology. Nikola’s zeroemission Heavy Duty trucks are powered by a proprietary hydrogen fuel cell and battery technology. Nikola’s disruptive business model foresees an industryfirst ‘all-in’ lease rate, which includes all vehicle, service, maintenance and fuel costs, providing long-term total cost of ownership certainty and is expected to be at or below costs of equivalent diesel powered trucks.

The CNH Industrial strategic stake in Nikola comprises of $100 million USD cash and $150 million USD in services, such as product development, manufacturing engineering, and other technical assistance, as well as the supply of certain key components to accelerate the production timeline of the Nikola TWO and Nikola TRE. As part of the exchange Nikola will contribute technologies for a European Joint Venture with CNH Industrial that will include fuel-cell expertise, electric drive axles, inverters, independent suspensions, on-board hydrogen fuel storage, overthe-air software update functionality, infotainment, vehicle controls, vehicle-tostation communication protocols, power electronics, and access to a hydrogen fuelling network.

“The time has come to finally provide a zero-emission solution to the heavy duty truck market,” says Nikola’s Trevor Milton. “While other OEMs believe zero-

Nikola One has a range of 1,280 - 1,920 kilometres.

emission solutions cannot happen in the time frame regulators have mandated, Nikola, FPT Industrial and IVECO are proving that these timelines are not unreasonable. Nikola has the technology but needs a partner with a European network to achieve it in a timely manner.

With CNH Industrial’s investment and partnership, we can now bring zeroemission trucks to Europe. By bringing CNH Industrial on board, we now have access to manufacturing know-how, purchasing power, validated truck parts, plant engineering and much more. Few will doubt our ability to commercialise a truck now.”

Nikola’s development of commercial vehicles has also already attracted a number of mainstream component suppliers including Bosch which in September committed more than $100 million USD to Nikola. Bosch has been an instrumental partner for Nikola in the development of its state-of-the-art heavy-

duty vehicle fuel cell system and battery technology.

The Nikola fully electric drivetrain is powered by high-density lithium batteries.

Energy is supplied on-the-go by a hydrogen fuel cell giving the Nikola One a range of 800 - 1,200 miles (1,280 -1,920 kilometres) while delivering over 1,000 horsepower and 2,000 ft. lbs. of torque, almost double that of a typical prime mover. The best-in-class fuel efficiency and significantly improved performance over its diesel competition are delivered with zero-emissions.

Nikola is rolling out an ‘ecosystem’ of hydrogen re-fuelling stations across North America and Europe. In keeping with the commitment to the philosophy of 100 per cent clean and renewable energy, solar panels will be employed in generating the clean electricity that is critical to the production of renewable hydrogen at a price that meets or beats the economics of fossil fuels.

Nikola One undergoing an on-highway evaluation.

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39

TRUCK & TECH

A LITTLE S

EXTRA AFTER IT SET OUT TO FIND A PREMIUM FUEL TO HELP IT MEET THE DEMANDS OF ITS NATIONWIDE FREIGHT TASK, SCOTT’S REFRIGERATED FREIGHTWAYS DISCOVERED SHELL DIESEL EXTRA. IT HAS BEEN A DEVOTEE EVER SINCE.

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t’s the last week in the office for Glen Stephan, the National Fleet Manager at Scott’s Refrigerated Freightways in New South Wales where he has worked the last 11 years.

He’s leaving behind a major operation that involves several of the businesses that fit under his purview and the AHG Refrigeration umbrella. These include JAT Transport, Rand Refrigerated Logistics and Harris. Based out of Prestons in Sydney, Glen is retiring after 53 years in the industry having started as an apprentice diesel mechanic in Brisbane, where he grew up.

With commercial vehicles running around the clock, it’s a major role coordinating critical metrics on service intervals, maintenance, tyres and fuel usage across several businesses. There’s 50 Tautliners in operation and around 200 skels. On top of this the business owns another 250 pieces of equipment that are non-refrigerated. With over 500 B-doubles in transit at any one time, the vehicles are covering more than 500,000 kilometres daily.

“If you calculate that it’s 12 and a half times around the circumference of the globe per day,” says Glen. “That’s a lot of ground we cover.”

It’s also a lot of fuel. Across the group the combined fleet consumes an estimated 320,000 litres of fuel daily.

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The units, in large part, are running up and down the Eastern Seaboard and the routes extend essentially from Cairns to Perth. B-doubles operate continuously between Sydney and Adelaide direct on one of the longest of the daily runs.

In regional areas the company might augment its operations with seasonal loads. In the main part the emphasis is on freighting produce, meat, processed refrigerated goods and frozen food.

In 2011 Scott’s Refrigerated Freightways, already a long time Shell customer, were offered to trial Shell Diesel Extra. At the time Glen was searching for a premium fuel solution from his suppliers. Now, having found it, he says it’s been integrated across all of its sites.

“Shell Diesel Extra is working behind the scenes at all times for us,” he says.

“When we compare our results with other competitors, who are using the same equipment, we are seeing twice the kilometres before we have the same type of failures.”

As a direct consequence there is no

longer a need to replace the injectors on their engines according to Glen. This is achieved in part though the diesel fuel’s lubricity which is maintained and monitored to help prevent wear and fuel system corrosion. As it also reduces foaming when refuelling Shell Diesel Extra is ideal for operators chasing prudent fuel economy.

Scott’s Refrigerated Freightways became the very first user of the product in road transport in Australia. The next big test for Glen, who knew it was a winner, as he recalls it, was to prove to his people that they wouldn’t have to pay for more fuel. Given fuel savings vary on the age and condition of the truck engine and fuel burn evaluations can take months to benchmark, he also tested it on smaller equipment and saw immediate results.

Running the Shell Diesel Extra in a four-cylinder Holden Colorado ute soon confirmed the benefits. A tank fuel was yielding approximately 80 kilometres on a 60-litre tank. Shell Diesel Extra is designed to avoid rising fuel consumption over the lifetime of the vehicle by helping to keep the engine running in accordance with manufacturer’s specifications. The proof was evidenced, according to Glen, in the clean injectors. Meanwhile he was reporting a better fuel burn across the fleet.

“We don’t have any issues with low

OMETHING Fuel injector failures ceased after Scott’s adopted Shell Diesel Extra.

power and that makes a difference depending on what you’ve got on the road and what you don’t,” Glen says.

“We’ve got engines here that have done 2.5 million kilometres and never had an injector replaced.”

The fleet runs a mix of makes with the bonneted trucks split between Kenworth and Freightliner. Hino, Isuzu and Fuso are operating in the lighter duty area with over 100 rigids on intrastate duties. Every vehicle is running on the same Shell Diesel Extra product. Every depot of bulk fuel is filled with it and 80 per cent of their fuel is taken out of their bulk tanks.

Some of the engines have clocked 80,000 hours in a refrigeration application that have never been stripped down once they were on Shell Diesel Extra.

Multiplying that over 62 units makes for

a very good average according to Glen.

He says the water retaining capabilities, moreover, are impressive as it actually prevents water going through the engine.

Glen recalls a fuel tank full of water on a common rail engine stopping. It wasn’t a problem once they had it cleaned out, filtered and pressurised it through with fresh Shell Diesel Extra, and then, ran the engine on it for a while.

“It started up and ran perfectly. That’s how good it is. We haven’t had a failure at all,” he says. “It’s astronomical to consider the kilometres you would have done if it was a car.”

Seeing as it has stopped injector failures and reduced fuel contamination incidents, Glen refers to it as an unseen friend that looks after everything, keeping the trucks on the road and out

of the workshop. Fuel pump servicing on the refrigeration units are also seldom.

That’s a major cost benefit when there’s 1500 of those currently in operation on a daily basis.

“In my experience Shell Diesel Extra relieves you from having to do major service items because you don’t have the failures,” Glen says. “Going on what we’re having to do behind the scenes it alleviates a considerable amount of the maintenance that you would nominally have to do.”

After 53 years in trucking, solving problems, working long hours and reporting to multiple stakeholders, now that he’s retiring what’s he going to do with himself?

“I’m just going home,” Glen says. “We’ve had a fair play.” p r i m em over m a g . c o m . a u

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TRUCK & TECH

THE MACHINE

BEHIND

THE MACHINE FOR CUSTOMERS OPERATING EXAMPLES OF ITS TECHNOLOGICALLY ADVANCED RANGE OF TRUCKS, SCANIA IS KEEN TO PROMOTE AN EXTRA DIMENSION IN AFTERSALES SERVICE CALLED CONNECTED UPTIME SOLUTIONS.

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n essence, Scania’s Connected Uptime Solutions (CUS) is an intelligent service and maintenance program that uses operational data gained via an onboard telematics system called Communicator. This data is used to determine optimum service intervals and preventive maintenance schedules to

Scania’s Communicator is connected to 5,000 vehicles in Australia.

Scania’s NTG Euro 6 V8 engine leads the way in fuel efficiency.

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ensure maximum vehicle uptime.

According to Scania’s Aftersales Services Product Manager, Richard Bain, from late 2015 all new Scanias have been equipped with the Communicator 2G as standard.

The unit was subsequently upgraded to 3G then 4G over the ensuing years.

“We now have over 400,000 connected vehicles globally, 5,000 of which are operating in Australia,” he says.

A value-add for customers, according to Richard, the vehicle communicates with

the customer and Scania, informing both parties on ideal service intervals.

“We use this information to ascertain optimum service intervals for each customer based on the individual operating conditions of each unit,” he explains. “Having access to this information means we can contact customers and book them in for servicing which saves them time and effort, while also helping us maintain peak workshop efficiency – it’s a win-win for everyone.”

In regard to the flexible maintenance benefits of Communicator, Richard says it has allowed Scania to move away from the traditional small, medium and large services at set intervals, instead relying solely on the operating information gleaned by Communicator.

“This means we are not over- or underservicing vehicles which enables us to price our repair and maintenance agreements more competitively and gives customers increased uptime due to less time spent in the workshop. We focus on uptime to ensure our customers don’t fail their customers,” he says.

The Communicator, as part of the enhancements it’s facilitating, fits with Scania’s move to preventative maintenance where predicting when a component needs to be changed before it fails is imperative for minimising unscheduled downtime.

According to Richard, each time the vehicle comes into the workshop it receives a combination of preventive maintenance and regular service procedures in what he describes as an holistic approach.

“With the more sophisticated electronic systems in the new trucks we are able to determine if various parts are wearing out quicker than they should and take preventative action before they actually fail,” he says. “It’s pretty impressive technology. We log into a system and it tells us the percentage of life left in components based on prior experience and the vehicle operating hours and road conditions.”

In the unlikely event of a breakdown, the Communicator is an invaluable tool in that it enables the problem to be diagnosed and the correct parts taken to the stranded vehicle by the technician.

“If there’s a breakdown we can remotely access the fault codes which ensures the technician goes out with the right parts to fix the vehicle – this saves a lot of time,” Richard explains.

Scania’s commitment to its customers can be viewed in part through the maximised uptime of their trucks as it ultimately determines the success of their businesses.

Many original equipment manufacturers speak about customer uptime and how they can achieve the best results. Scania,

Preventative maintenance is a big part of Scania’s holistic approach.

according to Richard, is more committed to customer uptime than ever before.

“We have the right foundations in place with our infrastructure in terms of our scheduling teams, our branches and the platform for communications with the vehicles. And the vehicles in the fleets are now smarter compared to the previous generation as we are moving ahead with supplying an increasing number of NTG Scanias to Australian businesses,” he says.

“The vehicle itself, thanks to its advanced design and technology, gives customers better uptime but also with our new structures for communication we’re seeing an average 14 per cent increase in customer uptime.”

He suggests Scania has a few more exciting initiatives in the repair and maintenance space that are expected to be rolled out in 2020. These are anticipated to further increase customer uptime to unprecedented levels.

“We’re pretty excited about these new developments that will help us increase our captive and non-captive network,” he says. “This will mean employing more technicians to handle the increased workload, among an array of activities that will further improve customer uptime.”

As a whole, Scania product must have a point of difference with a strong focus on service and the fuel efficiency of its trucks.

“In particular we want to dispel the perception within the industry that

our aftersales products and services are expensive,” Richard says. “We have worked hard to ensure there is competitive pricing on all our services and we believe the benefits well outweigh the cost, particularly considering some of the benefits aren’t immediately obvious.”

Safety is one of these factors. Having vehicles on a repair and maintenance agreement gives the owner full access to the telematics package that will, according to Richard, provide information including whether or not the driver is using their seatbelt.

“Anything the driver sees on the dash the owner can see via the portal, which provides a level of accountability on the part of the driver and also peace of mind for the owner,” he says.

Lowering the transport industry’s environmental footprint is another benefit Richard explains.

“There’s less wastage on over-servicing and customers’ time and mileage when taking the truck to be serviced,” he says. “And our Euro 6 vehicles are also at the highest order in terms of fuel efficiency and minimal emissions.”

In sum, Scania’s stated intention is to continually ensure the ultimate in aftersales service for its customers. Having the in-built technology in the trucks to ensure optimum service and repair schedules throughout the life of the vehicle is a vital part of this philosophy. p r i m em over m a g . c o m . a u

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L I F E SAVINGS DANA’S ULTRA-HEAVY-DUTY T78-590P TRI-DRIVE REAR AXLE ASSEMBLIES HAVE FOUND FAVOUR WITH WESTERN AUSTRALIAN COMPANY CAMPBELL TRANSPORT IN ITS HIGH GROSS COMBINATION MASS ROADTRAIN MINE HAULAGE OPERATION. THE COMPANY IS USING DANA TRIDEM-EQUIPPED KENWORTH T909 PRIME MOVERS HAULING SUPER-QUAD SIDE TIPPERS WITH GROSS WEIGHTS OVER 200 TONNES.

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ampbell Transport provides a diverse range of transport and freight services in Western Australia. These include general freight, bulk haulage and stock transport services, as well as warehouse facilities. The company has been operating for over 20 years, resulting in the accumulation of extensive knowledge and expertise in what’s required of equipment operating in the harsh north of Western Australia, where high loads and sweltering summer temperatures place enormous demands on trucks and their driveline components.

Traditionally, mine haulage prime movers pulling super quad-trailer roadtrains up

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to 60 metres long have been fitted with heavy-duty hub-reduction tandem or tridem driveheads which provide the required final drive ratio and component integrity to manage the task. Dana, on the other hand, has taken a different approach to heavy-duty axle design. Instead of using hub reduction, Dana’s T78-590P Tri-Drive units feature double reduction pinion gears in the differentials. In the Campbell Transport fleet, the Dana TriDrives running a 5.19:1 final drive ratio are installed in six Cummins-powered Kenworth T909s. These have been supplied

by Perth-based Kenworth and DAF dealer CJD Equipment for the past two and a half years. With the Tri-Drive assembly riding

on Neway ADZ air suspension, the units feature a mammoth gross combination mass (GCM) rating of 220 tonnes.

According to CJD Equipment Regional Sales Manager, Kurt Smith, the Dana TriDrives offer a number of advantages for combined off- and on-road applications over equivalent hub reduction units.

“The hub reduction axles have more moving parts than the Dana Tri-Drives, which leads to additional heat build-up and higher fuel consumption in on-road applications due to the added friction and inertia of the extra gears turning at higher speeds,” Kurt explains. “In contrast, the Dana Tri-Drive comprises conventional driveheads with the addition of simpler

Dana Super-Duty SD350 driveshafts meet the 220 tonne task in WA.

double reduction pinion gears in lieu of hub reduction components. Long distance heavy haulage applications at 80 to 90km/h average speeds are not ideal operating conditions for hub reduction axles.”

There’s no need for the additional pumps, hoses or external oil coolers that hub reduction axles normally require of the fierce WA conditions, making for yet another major advantage of the Dana Tri-Drive units while promoting simple maintenance without compromising operating temperatures.

Another advantage of the Dana Tri-Drive units over hub reduction axles, according to Kurt, is a dramatic increase in service intervals which means significant savings over the life of the truck. Oil change intervals on hub reduction axles are commonly scheduled for 250 operating hours, whereas the equivalent Dana Tri-Drive units can be operated for 1,000 hours between oil changes.

The T78-590P Tri-Drive can be specified with a broad spectrum of ratios ranging from 4.75:1 to 10.9:1 and has a number of design features that bode well for a long service life under the harshest operational conditions.

For instance, the crown wheel is supported by high-capacity bearings and has an extra wide face with helical-cut gear teeth which

“In contrast, the Dana tridem comprises conventional driveheads with the addition of simpler double reduction pinion gears in lieu of hub reduction components.”

Kurt Smith CJD Equipment Regional Sales Manager

maximise the contact area with the pinion teeth for optimum strength and capacity.

There’s also an integrated ring gear and wheel differential mounting system that eliminates bolted joints, large wheel differential gearing and an integral pinion cage and carrier that eliminates a potential leak path. The heat-treated steel differential cases feature heavy-wall construction for strength and durability.

In addition, there are a number of Danapatented exclusive elements including a threaded input adjuster that precisely sets end play in the power divider without the use of shims.

An on-demand integrated lube pump is claimed to reduce operating temperatures by as much as 10 per cent, helping

extend lubricant life and reduce internal friction and wear. There are also threaded differential bearings with integrated adjusters that maximise component life by providing continuous adjustments and allowing precise settings of gear backlash and tooth contact patterns. Options include driver-controlled wheel differential or cross locks for maximum traction over slippery, loose or uneven surfaces. These can be retrofitted even after the vehicle is built or in use.

There are also the options of wide-track axles for improved stability, and carrier integrated retarder mounting which Dana says provides more drivetrain options with increased strength, brake performance and reduced complexity.

Another integral feature of the Campbell Transport Kenworths is the Super-Duty SD350 driveshafts that feature serrated interlocking flange mounting of the driveshafts to the differentials, ensuring ultimate reliability in this demanding application. The SD350 has been engineered to handle up to 35000Nmof torque which enables the Campbells fleet to meet the 220 tonne haul .

This high capacity is thanks to a tube wall thickness of 6.0mm and the use of large journal diameter universal joints said to be the highest torque-rated of their kind in the industry. Other design features that enhance durability and minimise maintenance in high torque applications such as this are a service-free slip joint, the splines of which are treated with Dana’s patented GlideCote process. This is a permanent blue coloured surface coating that minimises friction between the moving parts. As with the universal joints, the slip joint is lubricated and sealed for life with synthetic grease at assembly.

Given the earliest example of Dana’s T78590P Tri-Drive in the Campbell Transport fleet has recently clocked one-million trouble-free kilometres, the signs are extremely positive that these units are an ideal solution for this arduous application.

The innovative design providing the necessary double reduction gearing within the differential rather than the wheel hubs is proving its worth in reducing operating costs. p r i m em over m a g . c o m . a u

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A UHF RADIO THAT INSTALLS

IN SECONDS GME HAS INTRODUCED A NEW SUPER-COMPACT HIDEAWAY 80-CHANNEL UHF CB RADIO. THE INNOVATIVE XRS-330CP PORTABLE PACK UNIT, WHICH CAN BE QUICKLY AND EASILY INTERCHANGED BETWEEN VEHICLES, FEATURES A MAGNETIC-BASE ANTENNA AND PLUGS INTO A CIGARETTE LIGHTER OR ACCESSORY POWER SOCKET.

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or those who regularly hire or drive a number of different vehicles, or only use a UHF radio occasionally, GME’s XRS-330CP is an ideal choice.

The XRS family is a new Australianmade radio platform designed to be smart, adaptable and rugged. Enabled

by Bluetooth® wireless technology, GME says its XRSTM range is the first of a new generation of connected UHF radios with unique features never before seen in this type of equipment.

EverShine

Much like a smart device, the XRS family is software upgradable via the app, keeping customers up to date with the latest features and technology. GME’s new open platform allows any customer to develop a customised app to control the functions of the radio.

XRS Connect radios are equipped with ScanSuite which enables virtual private group communications. GME says that ScanSuite can now scan 25 per cent faster than previous generations and up to four times faster than competitor radios.

The XRS Connect app provides access to more than 20,000 registered analogue frequencies. Operators can select frequencies based on the state in which they live, frequency type, or even their smart device’s current location. The XRS Connect app enables the radio to be software upgraded using the paired smart device internet connection. Notifications of new features and upgrades are available via the app.

This app is free to download and, according to GME, includes features not

previously available for a UHF CB radio.

It is said to be compatible with Android 5.0 or iOS 9.0 models or later, as well as most smart phones and tablets. These devices can also be used as a secondary radio screen.

The XRS-330CP Portable Pack unit possesses the traditional GME qualities of robust construction and longevity while providing the portability to be kept in a small case on the shelf when not in use.

Importantly, it requires no drilling of holes, cutting or soldering in the vehicle, ensuring hassle-free do-it-yourself installation that takes less than a minute.

The unit features a suction cup mount and a compact magnetic-base antenna with ample cable length for external attachment

to the roof of the vehicle.

The handpiece has a 2.0-Watt speaker microphone that has been designed for noisy environments. Powered by unique ClearSound DSP architecture GME claims it can produce clearer and more robust sound. According to GME, the XRS Connect speaker microphone has been uniquely designed to incorporate customisable buttons and an industry-first high-contrast OLED screen which provides a crystal-clear anti-glare display.

The all-new XRSTM Portable Pack is ideal for casual users and owners of high-end vehicles who do not wish to permanently install a UHF radio in their vehicle.

The XRS-330CP comes complete with everything needed including the premium

XRS-330C UHF CB radio, suction cup mount, 12V accessory power lead, 2.1dBi magnetic antenna and mounting hardware.

All components are contained within a handy carry case for convenient storage when the radio is not in use.

XRS radios are claimed to be uniquely designed, engineered and built in Australia to withstand the harsh Australian conditions. The new XRS microphone, according to GME, is tested to over 1,000,000 PTT cycles and the professional grade strain relief and OLED screen make the microphone as durable as possible.

The units are covered by GME’s five-year warranty. Customers who download and register the new XRS Connect App will also receive a one-year additional warranty.

FAST FACT

The XRS comes with a high contrast anti-glare OLED screen.

With its ultimate portability and exceptionally fast installation time, GME’s XRS-330CP Super Compact Hideaway 80-channel UHF CB radio is ideal for occasional use and for those who regularly change vehicles.

TRUCK & TECK

CASE STUDIES MULTI-LIFE TYRE TECHNOLOGY PLAYS A MAJOR ROLE IN THE OPERATIONS OF RON FINEMORE TRANSPORT. AS IT SEES REAL VALUE IN TYRE CASES, THE FREIGHT COMPANY PARTNERS WITH MICHELIN ON ITS RETREADS TO CHASE FURTHER GAINS IN TOTAL COST OF OWNERSHIP WHILE REDUCING ITS ENVIRONMENTAL IMPACT.

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yres after fuel and wages are one of the biggest cost considerations for Australian road transport operators. As Michelin tyres are designed to perform for over a million kilometres, multi-life 48

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customers of the tyre specialist recognise that it’s the quality of the case, rather than the tread that can determine a value for money investment. Retread rubber, after all, is the same rubber compound used on new tyres. By investing in tier

one tyres, companies like Ron Finemore Transport are seeing cost benefits while reducing the use of oil and scrap metal, which although more expensive at the point of purchase, save as much as half the cost of a new tyre through the use of

Ron Finemore Transport has up to 5000 tyres on the road at any given time.

retreads over its life.

A retread, according to Michelin, uses 20 litres of oil whereas a new tyre might contain as much as 80 litres. Using up to 50 per cent less raw materials than newly purchased tyres, retreaded tyres are not only considered better for the environment, but they are covered by OEM warranty and safe for the hauling of fuel tankers and other dangerous goods.

It’s the casing itself where the bulk of

the construction in a new tyre is found.

The rubber tread, while still complex in design, is the final component that wears out. According to Matt Backhouse, Michelin Retreading and Service Centre General Manager Derrimut, a case from a major brand like Michelin is preferential as it will contain stronger steel in the construction of the bead, the part that sits on the edge of the wheel.

“Certain tyres we prefer simply because of the construction of the tyre in the bead. It will feature thicker rubber in the side wall and belt construction in the crown far greater than that of a cheaper imported tyre,” Matt says. “To get a cheaper tyre they actually remove some components from it whether it’s using a cheaper rubber or chemical compound, inferior carbon or steel and that can compromise the density of the rubber and the thickness of the chemical compound. What they are doing is taking away the structural integrity of the tyre.”

Any number of Michelin’s truck tyres have the capacity to be retreaded making it an attractive partner for Ron Finemore, who has been actively engaged in using retreads since the early 1960s. At present Ron Finemore Transport’s fleet is balanced between Mercedes-Benz Actros and Volvo FH/ FM prime movers, although they expect delivery of a demonstrator next generation Freightliner Cascadia early next year so they can start to measure its performance. Managing its tyres is a crucial practice for the company in facilitating greater gains across its operations which includes over 250 prime movers. That equates to over 2500 steer and drive tyres on the road at any one time. When it comes to drive tyres the ratio of new and retread is roughly 20/80 in favour of retreads according to its Fleet and Maintenance Operations Manager Leigh Brothers.

“We’re investing in a tier one tyre for the quality of the case and to take advantage of the multifile savings. We purchase new, maintain pressures and perform a regroove to achieve as much performance/distance out of the tyre

as possible” he explains. “Then we’ll remove the tyre write the case up and send it back to the factory for the first retread. After this its returned to the fleet and ran to achieve similar performance as new. We aim to retread a case twice so essentially the process is new, regroove, retread, retread – what we refer to as the fourth life.”

When it comes to trailers Ron Finemore Transport has over 500 units comprising a mix of super single and dual wheels.

At any given time, the company has roughly 5000 tyres on the road, the ratio of which is split 25/75 in favour of retreads. While the initial purchase cost is higher for a tier one tyre, employing a multifile strategy and maintaining the case through its cycles with a preventative maintenance program offers a return on CPK according to Leigh. While cash flow is paramount to most operators, it’s important to have a good understanding of their costs and get past the stigma of retreads, which have come a long way in 20 years.

“Rubber discarded by the side of the road is commonly mistaken for a retread failing, in most instances it can be attributed to a case failing caused by impact, puncture or poorly maintained pressures,” he says.

The fitment of all tyres is carefully tracked at Ron Finemore Transport, relying upon a US based asset management system for increased visibility which means being able to assess the average performance of tyres in different applications.

“We want to track where the cases are in their life cycle. Then we manage our retreading requirements by identifying what application of tyre we require to be returned to the fleet based upon usage and performance,” says Leigh. “If we want a case retreaded with a trailer pattern, we write it up and send it back to the retreading factory where the integrity is inspected to ensure it is safe to be retreaded.”

At the factory Michelin will apply the pattern Ron Finemore Transport has requested, contingent upon the size and application of the tyre. That will then p r i m em over m a g . c o m . a u

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be returned to the fleet where it will be fitted onto an asset.

“You’re going to save more when you retread a tyre and save even more when you retread it twice providing you manage the case,” he says. “If you’re getting two retreads out of the one case with similar performance you can gain an understanding of where the savings are. When it comes to the multi-life strategy it’s about case management.”

When assessing drive tyres for possible retreading it’s important to inspect the construction of the bead to see how the tyre sits on the rim. A cheap bead, according to Matt, won’t sit properly causing the tyre to wear more severely.

“When you have a known brand tyre it has thicker side walls and you can physically feel the difference,” he says.

“Not all tyres are the same. Even though they might be the same size, there’s a very big difference in the thickness of the rubber and the quality of the steel inside the tyre.”

Buffing the tyres, once they reach the factory, helps reveal inconsistencies in the rubber, a ruptured sidewall or rust in the belts. It’s a process of elimination that will determine if a tyre is Not Worth Retreading according to Matt.

“As equipment is scheduled over an inspection pit at one of our workshops or suppliers, we’re engaging labour to A retread tyre uses 25 per cent less oil than a new tyre.

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“We run retread tyres on milk tankers. Not that they’re dangerous goods but if the tyre lets go and the truck is left on the side of the road the milk goes off. That’s the mark of confidence we have in the retread tyres.”

Matt Backhouse Michelin Retreading and Service Centre General Manager Derrimut

inspect and maintain tyre pressures also providing regroove and rotation services on tyres to even out the wear on them for extra performance,” Leigh says. “In terms of buying a tier one tyre you’ve got to maintain it properly.”

For the transportation of dangerous goods Ron Finemore Transport utilises retreads in its fuel haul operation. There’s no hesitation to use the product providing they can manage the case so that operating pressures are maintained correctly and any service requirements that need to be performed on the tyres are met.

Regardless of the vehicle, if the business

has not guaranteed the tyre then Matt won’t let it go out.

“Whether it is hauling petrol or baby clothes, the tyre has got to be safe no matter what it’s going onto,” he says.

“We run retread tyres on milk tankers.

Not that they’re dangerous goods but if the tyre lets go and the truck is left on the side of the road the milk goes off.

That’s the mark of confidence we have in the retread tyres.”

According to Matt, the Michelin tyre case far outweighs any other case that he has come across because it is designed to run three or four times.

“If I put another major brand tyre next to it the Michelin case is so much stronger,” he says. “It’s a wider tyre. It makes it easier to retread and it gives you kilometres.”

Last year Finemore Tyre Group made 20,000 retreads. Of those only 16 failed.

Retread rubber has a greater density than clean skin rubber which results in as many if not more kilometres than a new tyre according to Matt.

“You’ve got to deploy a strategy that’s going to give you the most use, the most efficiency out of a product. I would implore anyone to test a set and they will be impressed with the results,” Leigh says. “It’s a longstanding focus for us and now embedded within the DNA of the business.”

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TRUCK & TECH

FINISHING

STRONG

FOR TRUCKS THAT COMPETE IN COMPETITIVE SHOWS TO FINISH FIRST THEY FIRST NEED TO HAVE THE FINISH. ALL STATE TRUCK REPAIRS ALIGNS ITSELF WITH PPG PAINTS AND USES PPG DELFLEET EVOLUTION PAINT SYSTEM, TO TURN WORKHORSE PRIME MOVERS INTO SHOW-STOPPERS.

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ruck shows dotted across the country are proof that for some, a truck is more than simply a tool to get a job done. Indeed, many owners happily spend time, effort and money blinging and pampering their rig in order to chase prestigious show truck awards. All State Truck Repairs and PPG paints have, at these events, often been enlisted to help impress the judges.

Located in Campbellfield, on Melbourne’s northern outskirts, All State does its fair share of regular fleet jobs, but a certain group of customers has recognised its dedication to award winning paintwork, says owner Wayne Hoffman.

“I’m very fussy about paintwork. I’m of the opinion that, if you are paying for a truck to be painted, it should get the best finish. Having said that, customers come to us looking for something even better – that ‘show truck finish’ – and some of them do actually show their trucks,” he says. “Over the past 18 months, every truck done by us which

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has gone to a truck show has won a ‘best truck’ award and that includes at the three biggest truck shows in the country.

It’s a pretty long list – ‘Truck of the show’, ‘Best new truck’, ‘Best Kenworth’, ‘Best old truck.’”

With a team of five staff, All State operates from modern premises, featuring two large spray booths. One of the keys to a high-quality finish, says Wayne, is always using quality products, such as PPG paints from start to finish.

Although All State has partnered with PPG for the two and a half years it has

been in operation, Wayne’s connection goes back much further.

“I have been in this game for 32 years and, for most of that, I have used PPG. It’s not just the quality of work I’m able to produce using PPG products, it’s also the backup service,” he says. “If I need anything, I just ring PPG Commercial Transport Manager VIC /TAS Steven Jackson and it gets sorted straight away.”

Although Kenworth is the most popular make for show truck jobs, All State has also worked across a variety of brands.

Typically, these are for owner-drivers or a small fleet of up to a dozen trucks looking for a standout rig to grab the attention of potential customers. While some arrive with definite ideas about colour and design, others need a little guidance.

“We work hand-in-hand with customers

Churchill Transport shows off the finish on its Cummins-powered Kenworth.

to pick the best colours to suit their particular vehicle. I’m fussy about ensuring we get colours right before laying down any paint because, by then, it’s too late,” he says. “We do a lot of stripes as part of the design – it’s mostly traditional style but you need to get those colours right, too. To do that, we will mark out the design on the truck or use a drawing of the truck to visualise it. Once it’s close, we make any small tweaks with the owner and get them to sign off on it.”

Because finish quality is already a prime focus on regular All State jobs, show truck finishes tend to use virtually the same processes, with just a few refining touches. It’s the same for products, including PPG’s Delfleet Evolution paint system, which was specifically designed for commercial transport applications,

along with PPG’s Deltron paint system for metallic colours.

“At the end of the day, these are still working trucks and using PPG means they have the paint durability, as well as the looks,” Wayne says. “They might go through mud, dirt and dust but you just wash it off and take them to a show.”

When looking to achieve a show truck look, one of All State’s specialties is the final ‘flowcoating’ stage, explains Wayne.

“Generally, every truck that has a metallic finish or stripes will get flowcoated. When applying as many as four or five stripes, you end up with paint film-build which leads to noticeable edges you can see after the clearcoat layer has been applied. We use flowcoating to eliminate them. We apply the initial clearcoat layer but then sand it back until it’s nice and flat on all the

edges of the stripes. Then we re-clearcoat the whole job which leaves a deep, flat, glossy finish. For this, we use regular PPG Delfleet Fleetclear – it flows nicely and gives a really good depth.”

In under three years, All State Truck Repairs has carved out a healthy niche, with customers flocking to it from as far away as Queensland and South Australia. Wayne says he has been content to let his team’s work do the advertising.

“Most of our show truck style work comes via word-of-mouth or through Instagram or Facebook. I showcase our top-level stuff on social media and people will contact us and ask if we can do something similar for them,” he says.

“From there, you build up a rapport and trust so that they become long term customers.” p r i m em over m a g . c o m . a u

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MIRRO MIRROR THE MERCEDES-BENZ ACTROS HAS SEEN GREAT SUCCESS ACROSS MANY WORLD MARKETS RESULTING IN RECORD PRODUCTION NUMBERS. THE DEVELOPMENTS FOUND IN THE LATEST EVOLUTION OF THE ACTROS ARE DRIVEN BY ADVANCED ELECTRONICS AND INCLUDE WHAT WAS CONSIDERED A FUTURISTIC CONCEPT JUST A FEW YEARS AGO AND IS NOW A REALITY: AUSTRALIA’S FIRST MIRRORLESS TRUCK.

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n keeping with the Daimler Trucks’ philosophy of ensuring a thorough understanding of all of their vehicles’ ability to handle the broad spectrum of Australian conditions prior to being brought to market, there are currently 20 pre-production Actros trucks committed to the local testing process, with the clear intention of gaining realistic feedback, mainly from large fleet clients. MercedesBenz management places a high value on such customer input and most of the local test units are involved in long distance linehaul applications as this is likely to be a major market focus once production vehicles become available during the first half of 2020. This next Actros comes with more than 40 innovations and with the mechanical components largely unchanged there is no real need to test the mechanical reliability of the truck, so the current assessment emphasis is on new systems designed to further advance the driver’s environment, vehicle safety and fuel efficiency and to ensure the trucks suit the intricacies of the Australian market.

Success in Europe hasn’t precluded the Actros from still having the hard questions asked of it here during the local validation process.

The most apparent physical change is the 54

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introduction of the ‘mirror cam’ system and the removal of conventional mirrors and brackets results in a significant impact on the Actros’s aerodynamics and a valuable improvement in fuel efficiency.

The absence of traditional mirrors presents a much smoother airflow path with a palpable reduction in drag. MercedesBenz’s European research confirms a 1 to 1.3 per cent improvement in fuel economy at 80 km/h and it stands to reason that, at least, incremental gains can be achieved in Australian conditions due to higher road speeds on our highways.

The camera brackets are mounted high in a location less likely to be damaged and presents an 80 per cent smaller target for impact with infrastructure or other vehicles. To further minimise damage the camera arms are capable of being folded back or forward approximately 60 degrees.

Mercedes-Benz claim the replacement cost of an arm and camera unit will actually be slightly less than a conventional mirror assembly. Emergency mirrors with magnetic mounting clamps will also be available through dealers.

The deletion of conventional mirrors and their mounts significantly improves the driver’s lateral fields of vision, most notable when turning right at intersections

The Mirrorless Mercedes-Benz Actros commercial vehicle.

and negotiating roundabouts.

There are three gradation bars on the screens indicating three zones spaced at 30, 50 and 100 metres from the rear of the back trailer and provide an indication of when it is safe to merge left after overtaking so there is no longer the need to be ‘flashed’ back across by an overtaken truck. The zone bars are adjustable to suit various lengths and combinations of trailers and assist in making any driver capable of parking within 20mm of a dock which saves time and reduces damage costs. When in reverse the system switches to a panoramic display and the image follows the trailer based on steering wheel angle input.

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Getting behind the wheel for the first time we fully expect it may take a little while to become used to the system and for the first few minutes there is a temptation to look more at the screens rather than out of the windscreen. However we quickly adjust to the situation and soon reach an epiphany by accepting the improved vision as the new norm. We had experienced a similar Daimler system on the autonomous Freightliner Inspiration truck several years ago in the USA, but a quirk in the US regulations dictated that the Inspiration must also be equipped with a conventional mirror even if only with minimal dimensions. No such problem here for these new Actros’s since in this

type of circumstance our local Australian Design Rules quickly follow those from the European Commission.

The system remains effective regardless of weather conditions with no effects from fog, rain or even snow. The cameras are heated up to 15 degrees and the lenses specially coated to shed water and grime build up. During our on-road test we encounter some inclement weather.

Raindrops from heavy showers register as momentary silver streaks in the cameras, yet the rear view displayed on the in-cab screens mounted on the A pillars is as clear as the family television at home. The displays are light sensitive with automatic brightness adjustment plus manual over

ride if needed. The contrast of the high definition screens also automatically adjusts to counter sun glare.

The mirror cam system takes the driver’s vision to next level with a much wider view along the sides of the trailer(s) and also reduces the traditional blind spot in the vicinity of the kerbside steer wheel. Up to four extra cameras can be fitted in addition to the mirrorcams.

Inside the cab the highlight of the interactive multimedia cockpit is the two screens. The multimedia displays have components similar to those fitted to the latest Mercedes-Benz passenger cars and are an integral part of the leap forward in the connectivity between the trucks p r i m em over m a g . c o m . a u

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TEST DRIVE

and their drivers and the operators’ bases.

The screen in front of driver is accessible using buttons on the steering wheel and it and the centre screen has the capability of interfacing with other vehicle systems and can be programmed to incorporate more than 200 ‘soft’ switches to operate components such as power take-offs.

The screens respond to operators’ input by making an on-screen switch available which is similar to using an app on a smartphone. Reliability and durability are extended significantly as there is no longer reliance upon mechanical switches to make and break contact. Touch pad switches for commonly used functions including speaker volume and cabin temperature are located at the base of the centre screen and are replicated, with some others, on the steering wheel buttons. This avoids the driver having to scroll out of multiple screens just to adjust the radio. The Actros also keeps up with passenger vehicle trends by having a wireless inductive smartphone charging pad.

The Mercedes-Benz Predictive Powertrain Control (PPC) incorporates the latest advancements in topographic mapping and the truck knows the road ahead up to two kilometers before it gets there using a combination of 3D topographic maps and historical routing. Anything the system doesn’t already know it will continue to learn which can be much more effective than simply having the basic mapping installed. Benefits include maximising use of over run when travelling on cruise control in order to maximise time spent at legal speeds and suggests the system has enormous potential. Instead of relying upon the transmission’s inclinometer to indicate the top of a rise and possibly reduce throttle application well before the weight of the trailers has cleared the crest, the PPC system uses its stored data to keep the power applied and when appropriate feather the throttle and perform an upshift as trailers pass the apex of the rise. Mercedes-Benz are aiming for wider driver acceptance of this type of assistance technology which may require some changes to driving style with the bonus of making the driving task easier.

The braking system has also been a target 56

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The interactive cockpit features two multimedia displays and in-camera screens.

of advanced electronic engineering with instantaneous computation of factors such as gross vehicle weight, road speed and vehicle vectors plus the amount of brake pedal pressure being applied by the driver to provide optimum braking in all circumstances. The parking brake is now operated electronically and can be applied manually using a switch on the dash or it is activated automatically when the engine is switched off. The parking brakes are released electronically when a gear is engaged and the truck begins to move. The engine brake and wheel brakes are even more integrated than before in their operation with emphasis on using the engine to reduce speed rather than the service brakes.

The Actros will have Active Brake Assist 5 which is the next generation of Autonomous Emergency Braking and Daimler is currently the only truck manufacturer with pedestrian detection.

This type of technology is aligned with Mercedes-Benz passenger vehicles as the group is heading towards higher levels of automation. The system incorporates fully applied emergency braking to come to a complete stop in response to moving pedestrians in built up areas when travelling at under 50 km/h using camera and radar detection in conjunction with some very complex electronics which harness more of the data inputs from

around the vehicle. The braking package is now four levels ahead of the current European minimum standard and the multiple inputs deliver much improved accuracy and reduce false positives. The Autonomous Emergency Braking system has the capacity to reduce the incidence and severity of rear end collisions, therefore saving lives, avoiding injuries, reducing downtime and expense.

“We’re passionate about this next iteration of the Actros,” says Michael May who is the Mercedes-Benz Trucks National Product Manager. “We’ve put a lot of work into getting it right in the current model and this latest version is going to take it to the next level. The enhanced connection between the vehicle and the driver is a good example of us as a company in what we believe in as the future and I’m excited we’re actually able bring it to life now in the new Actros.”

Michael views the advanced electronics as something of a drawcard to help attract younger people into the road transport industry.

“Our biggest challenge as an industry is to get new people excited about what we do. We believe in the ‘without trucks Australia stops’ mantra, and it’s up to us to somehow engage new young people into this space. We think this is an opportunity for us to connect with a new base of people,” he says.

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DELIVERY THERE ARE MANY WAYS TO OPERATE A TRANSPORT BUSINESS IN AUSTRALIA, BUT THE FRANCHISE MODEL IS STILL COMPARATIVELY RARE. MOOREBANK-BASED PACK & SEND HAS PERFECTED THE CONCEPT. Interview by Sebastian Grote

FAST FACT

According to Pack & Send CEO, Michael Paul, the company’s franchise model is key to ensuring a ‘premium service’ experience. “Our franchisees are our movers and shakers. They’re the faces of the overall business, and of their individual businesses too. As members of the communities they service, they play an integral role in the local marketing of Pack & Send,” he says. In contrast, the role of the franchisor is to provide franchisees with a solid foundation of business systems, or “small business with the tools of a big business,” as Michael puts it.

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Q: Pack & Send has been around for a while now. Is the 2016 business still comparable to the one 22 years ago – for example, is parcel delivery still the core of the business?

A: The Pack & Send business has changed tremendously since 1993. We started it before the notion of e-commerce, or even the Internet, was in the vernacular, so there has been a significant shift in the way we function. But our mission has always been the same – providing convenient access to a wide range of solutions when sending anything, anywhere.

The types of services we can offer are now more varied, though – from traditional

domestic and international import and export work to more modern services, like supporting eBay and online retailers in delivering their products to customers.

Q: How did the parcel delivery industry change since the early days? With Toll IPEC, Star Track and emerging online services like Sendle on the scene, the competition must be fierce.

A: The parcel delivery industry has evolved with the times. For example, customers today expect that a fundamental requirement of parcel delivery services is an online ‘track and trace’ function that provides a real time delivery status.

When we started in 1993, no parcel carrier in Australia had that capability as the technology wasn’t yet in place. You had to phone the carrier to find out exactly where your parcel was – and you usually got a response the next day.

In the early days, deliveries were also primarily B2B and very few deliveries were made to households. The growth of e-commerce has changed that, with significantly more B2C deliveries.

In line with that, the competition has also changed – for example, where Pack & Send once relied either on customers walking in store or phoning us to send their goods, we are now developing new and

The truck brand of choice at QFS is Hino, mostly the wide body 500 Series with 260 horsepower engines and Allison automatic transmissions. is the extensive and ever increasing range of gourmet items that it has available including boutique nonalcoholic beverages. The beverage sector is a growing market and drinks now account for around 10 per cent of sales with almost 700 different beverage products available. The warehouse holds bay after bay of food service products that are not readily available in retail supermarkets and are required by catering, hospitality and cooked food outlets.

One of the advantages of expanding the beverage business is the opportunity to cross sell food service products to those on the beverage customers’ base.

“With beverages we don’t deal with the chef as we often do with food products,” says Brian Saharin, QFS General Manager. “Instead we deal with the front of house.” This opens the possibility to provide ancillary items such as napkins, coasters and straws and

customers who were predominantly beverage clients are now able to obtain food service products as well. This also translates into the opportunity for traditional food customers to amalgamate their beverage and food orders.

QFS Company Director Guy Politi says that there is a trend in demand towards some higher quality food and beverages. “It can be tomato paste from Italy or cooking oil from Malaysia. We import a lot of quality gourmet products such as flour, rice and confectionery,” Guy says.

The truck brand of choice at QFS is Hino, mostly the wide body 500 Series with 260 horsepower engines and Allison automatic transmissions. Trucks that have entered the QFS fleet as assets of various business acquisitions will be progressively replaced with more Hinos to join the 39 Hinos that are already in the fleet. The decision to adopt Hino as

hen company CEO Frank DePasquale established Quality Food Services (QFS) in 1988 the two main products were lasagne and hot dogs and were mostly sold to school canteens. Today QFS has a range of over 7,000 products, which it delivers to businesses such as restaurants, 26

december 2018

pubs, clubs, hotels, cafes, and aged care facilities. And QFS continues to supply a wide range of products to approximately 800 schools. Providing direct service to an area extending from Cooroy on the Sunshine Coast to Ballina in northern New South Wales, and west to Toowoomba, QFS is also involved in providing food services to remote

mining camps using sub-contractors.

During late 2018, in order to handle the volume and to cater for future growth, QFS moved into its purpose designed and built warehouse and administration facility located in Pinkenba in close vicinity to Brisbane Airport. By being directly under the flight path the location presented some unique challenges in

BEST

AUSTRAL ASIAN

03

A N D

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TO SUPPORT AUSTRALIA’S GROWING FREIGHT TASK, KRUEGER TRANSPORT EQUIPMENT HAS JUST PUT THE FINISHING TOUCHES ON A NEW PBS B-DOUBLE REFRIGERATED DOUBLE DROP DECK COMBINATION.

FOR AUSTRALIA POST, SAFETY IS AT THE HEART OF ALL OF ITS OPERATIONS, AND THE SAFETY OF ITS PEOPLE COMES FIRST. WITH ITS LATEST DELIVERY OF B-DOUBLES FROM VAWDREY AUSTRALIA, THE COMPANY IS TAKING THIS MESSAGE TO THE STREETS, AIMING TO SPREAD THE WORD AND ENCOURAGE SAFE DRIVER HABITS AMONG ROAD USERS AROUND THE NATION.

Krueger Transport Equipment is a trailer manufacturer with a distinct sense for key

The next logical step, he adds, is the launch

zero. Its new ‘Stay alert – There’s a life riding

and Sydney and Melbourne.

on it’ campaign is urging the public to be

“There is a large number of posties on

“PBS is a trending topic in transport and

was all about pushing the innovation

every operator is either getting on board

bar higher, which meant reducing the

of letters and parcels to millions of people

with high productivity vehicle design or at

to provide them with the best support on that journey, we’ve dedicated ourselves to Drawing on ample experience in PBS vehicle

can be. In 2012 for example, Australia Post began implementing anti-lock brakes and stability control across the fleet. “We use Volvo prime movers which we consider to be the safest on the market. The prime movers have anti lock brakes and stability control, so it makes sense to pair that with a trailer that

The freight task of Australia Post is enormous. The company sends millions

growing our PBS offering.”

never waivered, with the business constantly taking advantage of developing safety technologies to ensure its fleet is as safe as

of a refrigerated double version of the best selling model. “This is a first for us,” says Grant. “Designing this combination

least strongly considering adding that type

support and work within those areas as well, and Vawdrey does just that,” adds Terry.

industry trends, and Performance-Based

of equipment to their fleet,” says National

N E W S

Australia Post’s commitment to safety has

Standards (PBS) is no exception.

Sales Manager, Grant Krueger. “To be able

E Q U I P M E N T

TEC HN OLO GY

Spreading the word

PBS is a trending topic in transport and every operator is either getting on board with high productivity vehicle design or at least strongly considering adding that type of equipment to their fleet.

we wanted to offer our customers even

allows for maximum cubic, full-height

maximise freight capacity and also minimise

more vigilant in a bid to curb the number of posties injured on their motorcycles at

motorcycles. And there are many injuries

work, encouraging drivers to slow down and

that are occurring on a regular basis.

remove distractions while they are behind

has the same capabilities,” says Terry.

Vawdrey has built more than half of the national Australia Post fleet.

the road every day, delivering our mail on

across Australia and around the world.

Australia Post, together with its StarTrack business, operates a fleet comprised of Krueger’s latest PBS build is a hybrid between a standard curtain-sider in the front and a refirgerated one in the back, both PBS-optimised for maximum payload.

Australia Post has decided to use these new

As well as ensuring its fleet is built to the highest safety standards, reliability is paramount too. “And that’s part of the

National Manager of Fleet for the Australia Post Group.

based around the safety features they can incorporate into our equipment, the large

reason we use the manufacturers we use.

We choose suppliers that we believe are the

over 16,500 pieces of equipment, including

the wheel.

trailers to spread our road safety message

Vawdrey has built more than half of the

volumes they are capable of producing and

best in their category,” Terry adds. “Australia

prime movers, rigids, vans, motorcycles and

Australia Post’s recent trailer order of 10

to the public, serving as a reminder to help

national Australia Post trailer fleet, and is the

their ability to satisfy all of our requirements.

Post has a great partnership with Vawdrey.

approximately 4,500 trailers.

new B-doubles from Vawdrey, delivered in

keep our motorcyclists safe. These are the

manufacturer of choice when it comes to

“Vawdrey is quite a progressive company

They are very accessible and understand our

A number of posties are injured in motor

September, are serving as mobile billboards,

first trailers to wear this new safety message,

tautliners. It’s a business partnership that has

from a safety and an innovation perspective.

requirements. If I need trailers produced in a

vehicle accidents each week – and Australia

spreading this message as they travel along

but people can expect to see a lot more of it

stood the test of time, extending for more

They are always pushing the boundaries

hurry, they always try and accommodate that

Post aims to bring that number down to

their routes between Brisbane and Sydney,

in coming months,” explains Terry Bickerton,

than 30 years.

in terms of what can be done. They are

wherever possible.

design – Krueger has built numerous PBS-

tare weight of the trailer and giving fleet

that operators can use to ramp up payloads.

more space and flexibility, making for a

loading, with the ability to achieve general

downtime, with daily loading and unloading

“Vawdrey understands our business

a very progressive business with regards

The longevity of the Vawdrey product is also

approved skels, curtain-siders and B-double drop decks, as well as Super B-doubles

operators more clearance space to work with inside and out.”

It has a cubic capacity of 190m³, with 75m³ in the A and 116m³ in the B-trailer.

solid productivity plus. We again use our 36-pallet, 4.6m design as a base, which

loads and mass loading without the usual

going much faster,” he explains.

and Australia Post understands theirs,

to producing higher productivity and PBS

testament to the build quality. We do very

in the past – one model that has been in particularly high demand recently is the company’s 36-pallet, high-cubic double

Krueger’s PBS refrigerated double drop deck B-double measures 4.6 metres high and 2.5m wide, allowing for excess cubic space

Grant explains, “Under the PBS framework,

drop deck B-double with mezzanine decks, Grant says.

10 per cent payload reduction.”

trailers. With more and more online orders, our freight task continues to grow, so we are

little work to the trailers apart from regular maintenance. And on the flip side, when

timeframe perspective,” adds Terry. “Safety

moving very large volumes of product.”

a trailer comes to the end of its life in our

idea of what freight will be on board, how

is our number one core value and we don’t

Thanks to PBS, Australia Post has been

fleet, a Vawdrey trailer maintains great resale

introducing a growing number of higher

value too.”

version, says Grant, with the A-trailer

compromise on it. That’s part of the reason

non-refrigerated and the B-trailer set-up

frequently the trailers are used and what

as a refrigerated curtain-sider. According

roads the drivers will use. Information like

we only purchase equipment from major

productivity vehicles into the fleet. “This sort

this is crucial when building any trailer that

manufacturers. We choose our suppliers

of innovation means we can move more freight with less vehicles, helping to get

upgrades to both the A and B-trailer for

runs on PBS.”

the hybrid unit. “Both trailers feature

Going forward, Krueger’s focus will be

more vehicles off the road. We work within

on adding to its portfolio across the

the limits of what the current legislation

the front deck and 100mm on the rear

board, while also solidifying its position

allows, but we need manufacturers that can

lower decks, ed.), allowing for extra loading

as a PBS powerhouse. “Krueger is all and high productivity transport solutions and that’s what the new PBS B-double refrigerated double drop deck

division sheets between the drops of the

combination represents,” Grant adds. “The

trailer to this build to provide additional air

unit is designed to deliver huge productivity gains that will help increase a company’s

side shifting pallets. They also provide load

profit margins. For maximum safety, we

restraint when braking.”

have also added our patent pending, OHS-

Regardless of the set-up, the PBS

friendly Self Lifting Gate system.”

refrigerated combination will generate high volume freight operators heading into 2016, Grant predicts. “The bottom line is this combination is designed to

Contact Vawdrey Australia 1-53 Quantum Close Dandenong South VIC 3175 Ph: 03 9797 3700 Web: www.vawdrey.com.au

about developing effective, efficient

for the customer, particularly for forklift drivers loading pallets,” he notes.

plenty of excitement amongst many

Trailer Magazine DECEMBER 15

a productivity perspective and from a

unit, we’ll have our engineers sit down with them, or visit their facilities, to get an

to Grant, Krueger has made significant

30

in terms of what we can achieve from

“With each customer that orders a PBS

One of the first customers to embrace the new design has ordered a hybrid

flow and circulation and assist operators in

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TRA S IHL O ER AND BODY TE WC CHNOLO ASI GY NG THE VER Y B EST AUS TRA LAS IAN

“In addition, we have fitted perforated

Hino 500 series with a 260hp engine.

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INNOV ATION

High cubic combination

QUALITY FOOD SERVICES IS BASED IN BRISBANE AND PROVIDES THE IMPORTANT LINK BETWEEN FOOD AND BEVERAGE MANUFACTURERS AND THEIR WHOLESALE CUSTOMERS. HINO’S WIDE BODY 500 TRUCKS ARE THEIR VEHICLES OF CHOICE FOR THE EXPANDING DELIVERY FLEET.

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space that provides more loading capacity

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order to comply with more than the usual Commonwealth, State and local regulations and has resulted in an ultrahigh technology facility that is covered by 69 safety and security cameras and extensive on-site fire detection and fire fighting systems. The authorities are anxious to prevent any incidents that could affect the operation of the airport so there is a continuous sampling of air to detect any smoke and the entire fire and security system is tamper monitored. The warehouse has nine robotic doors, which will open in the event of a fire to vent any smoke.

The warehouse has a footprint of 11,000 square metres of which 50 per cent is refrigerated in four different temperature zones using a very efficient refrigeration plant that utilises ammonia rather than the more common Freon. The move from QFS’s previous premises in Stafford required 5,000 pallets to be moved in a 72 hour period and as the QFS fleet needed to continue to deliver goods to customers, contractors were engaged to handle the 120 trailer loads of products.

A distinct point of difference between QFS and other food service suppliers

URC

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COVER STORY

THE FLIGHT CENTRE OF

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Innovation Fleet: Haulaway th T410 Test Drive: Kenwor HiAce Final Mile: Toyota Goodyear Electric Vehicles:

VE E MO N S P O RT M O V RT AT M A K E T R A S PUOC T S T H & PROD THE PEOPLE E TRAN AK M T THA CTS

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SEPTEMBER 2019

$11.00

ISSN 1838-2320

ISSN 1838-2312

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s ticTr isw ucks Brisbane To og L tiers First on the Scene n e o r Qub ew F

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AUSTRALIAN EQUIPM ENT

tarting off with a single office in Parramatta, NSW, Pack & Send has evolved into a national delivery heavyweight that can draw on more than 100 service centres Australiawide and was recognised as the Australian Franchisor of the Year in 2007 by PricewaterhouseCoopers and the Franchise Council of Australia. Now also present in the United Kingdom and New Zealand, Pack & Send is considered a leading force in the transport franchise game. Prime Mover met founder Michael Paul, who has been serving as CEO of the company since its incorporation in February 1993.

IND

MAXIMUM CGHAAIN INSREA L C G ST BUILDINGINTHKEINBE INDUST TION R

9 201 ber

Contact Krueger Transport Equipment 275 Fitzgerald Road Derrimut VIC 3030 Ph: 03 9366 2133 Web: www.krueger.com.au

www.trailermag.com.au

Terry Bickerton, Paul Vawdrey and James Dixon.

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Trailer Magazine NOVEMBER 18

www.trailermag.com.au

27

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

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37

FINAL MILE

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IN I

Peugeot’s Expert 150 has a shorter rear overhang.

A

fter an absence of around four years from the Australian LCV market, this year Peugeot has returned with a vengeance to battle it out with the established players in the field.

The Expert Prime Mover tested was a top-of-the-range 180 which has a 2.0 litre turbo diesel engine good for 180hp (130kW) and a muscular 400Nm of torque coupled with a six-speed automatic transmission as standard. This version is priced from $45,890.

With an overall body length of 5,309mm and a lengthy 3,275mm wheelbase, the cargo bay has a 2,862mm floor length and capacious load volume of 6.1m3, a figure that rises to 6.6m3 when the innovative Moduwork system is factored in.

Moduwork entails an opening trapdoor in the lower left of the steel bulkhead enabling carriage of lengths of pipe or 58

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timber of up to four metres long. The outboard passenger seat squab pivots upwards and is retained in a vertical position to facilitate the extra space.

The mid-spec Expert 150 features a 150hp (110kW) and 370Nm version of the 2.0 litre engine also endowing it with strong low-end performance, though not on quite the same scale as the 180.

While riding on the same 3,275mm wheelbase as the 180, the 150 Standard body version has a shorter rear overhang giving it an overall length of 4,959mm and a cargo floor length of 2,512mm, some 350mm less than the Long body with which it’s also optionally available. Its load volume of 5.3m3 rises to 5.8m3 when the Moduwork system is taken into account.

All versions have an overall height of just under two metres and can fit a pallet of up to 1,397mm in height. Standard ground clearance is 150mm with the option of

BOASTING SUBSTANTIAL PAYLOAD CAPACITIES AND TORQUEY DIESEL ENGINES, PEUGEOT’S EXPERT VAN RANGE USHERS IN A NEW ERA FOR THE FRENCH MANUFACTURER IN THE LIGHT COMMERCIAL VEHICLE (LCV) REALM. PRIME MOVER LOADED A TOP-OF-THE-LINE VERSION TO ITS MAXIMUM WEIGHT CAPACITY TO SEE HOW IT HANDLES AND HAULS THE LOAD. raised suspension which increases ground clearance to 175mm.

The 150 comes standard with a sixspeed manual transmission while the six-speed automatic is a $2,500 option.

The manual Standard body 150 costs $39,990, rising to $44,190 for the automatic Long body iteration.

The baby of the bunch is the price leading manual-only 115 which starts from $36,490 and features a 1.6 litre turbo diesel engine turning out 115hp (85kW) and 300Nm of torque.

Riding on a shorter wheelbase of 2,925mm and with overall length of 4,609mm, this version has the Compact body with cargo floor length and load volume of 2,162mm and 4.6m3 (5.1m3 with Moduwork) respectively.

All versions can carry three people restrained by lap/sash seatbelts, although the narrow nature of the middle seat

EXPERT

TS FIELD makes it eminently more suitable for a child than a big burly bloke. The automatic transmission selector is a rotary switch on the dash which allows for easy across-cab movement. The handbrake is located on the floor between the seats.

Other standard features include auto emergency braking, a seven-inch touch screen with Apple CarPlay and Android Auto, reversing camera, auto lights and wipers, parking sensors front and rear, blind spot monitoring, front and side airbags and active cruise control.

There’s also a plethora of storage receptacles within the dash and door trims, along with a number of strategically positioned cup holders, while the centre seat squab pivots upwards to reveal a handy insulated storage box.

For our test run a 1,250kg pallet of hardwood was forked into position directly over the rear wheels, with the 1,258mm width between the wheel arches proving ample for the Chep pallet.

The rear barn doors open 180 degrees but don’t have a positive locking device to hold them in this position. This proved a tad awkward on the windy day during loading as it required a person on each side to hold the doors fully open.

A total of eight tie-down points bolted to the cargo floor perimeter made lashing the load a breeze.

The Expert 180’s coil sprung rear suspension handled the load with aplomb, remaining compliant on relatively smooth road surfaces while the beefy rubber buffers took over on the bumpier sections. Performance was impressive uphill and down dale with the prodigious

torque output making light work of the considerable load. The auto transmission intuitively downchanges on descents to provide engine braking.

The only issue we encountered with the heavy load concentrated at the rear of the van was maintaining traction in certain

around half of which was at maximum load capacity.

A generous five-year/200,000km warranty and 12-month/20,000km service intervals with the availability of five-year capped price servicing plans is the icing on the cake.

The Expert’s 180 coil spring rear suspension comfortably handles a 1,250kg pallet.

situations due to the van’s front wheel drive configuration. During the test we found it necessary to feather the accelerator when starting off on hills in order to avoid wheelspin. This would also be necessary when hauling a heavy trailer. Speaking of which, the Expert 180 is rated to tow a braked trailer weighing 2.2 tonnes.

Another impressive aspect was the fuel economy which according to the dash display averaged 7.3km/litre over a 400km mix of motorway and suburban driving.

The five-year plan for the 150 and 180 models costs $2,982 while the 115 plan is slightly less at $2,868. These costs are reduced by 10 per cent to $2,684 and $2,581 respectively if the full cost is paid upfront.

Taking into account the competitive purchase and servicing prices and the allround capabilities of the vehicle in hauling a decent load while using minimal fuel, Peugeot’s new Expert extends a compelling case in the modern van world. p r i m em over m a g . c o m . a u

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PERSONALITY

SAFETY MANAGEMENT: T H E PA R A D OX V I E W A LAWYER WITH WAYLAND LEGAL WHO SPECIALISES IN THE LEGAL ASPECTS OF HEALTH AND SAFETY MANAGEMENT, GREG SMITH IS THE AUTHOR OF A NUMBER OF BOOKS INCLUDING CONTRACTOR SAFETY MANAGEMENT WHICH WON THE 2014 EDUCATIONAL AWARD FROM THE WORLD SAFETY ORGANISATION.

A

t a standing room only presentation at the 2019 ALC/ATA Safety Summit held in Sydney, Greg expressed his fervent concern about organisations committing significant resources into systems of safety management which can increase legal risks and threaten, rather than improve, actual safety outcomes.

Greg also spoke with Prime Mover magazine with the understanding that his comments are general in nature and not to be construed as legal advice.

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PM: You use the term ‘safety paradox’.

How is it that safety administration can be a threat to safety rather than a solution?

GS: The great majority of what we do in the name of health and safety is about the collection of evidence based on activity and has nothing to do with safety. Most reports are merely a measure of activity and I would suggest tell absolutely nothing about whether the health and safety of the business is being adequately managed. In the case law that I’ve worked on for the last thirty-odd years there is not one

example where a company has presented their monthly health and safety report as evidence that their systems are safe.

When we look at a large number of safety initiatives, not only do they not create a safety benefit, but in many cases they actively undermine the things we want to achieve in health and safety.

PM: The amendments to the Chain of Responsibility legislation in October last year have put more focus on contracts. Should transport operators be concerned?

GS: The relationship between legal

risk management and safety risk management translates into a lot of what we do in the name of health and safety in the contractor area and can actually increase our legal risk. You have a lot of well-intentioned amateurs trying to tell experts how to do their job and when they do what you tell them, it means you have just taken control.

If an electrician comes to your home, you show him where the fuse box is and then leave him to do their thing, yet in the workplace, all of a sudden, we become the experts in what contractors should do.

PM: Can you comment on the current trend towards multiple compliance regimes and audits?

GS: My great fear for the health and safety management industry is that we are being exposed to more pressure to create more nonsense supposedly in the name of legal defence but I think that direction is going to make workplaces less safe. You have to weigh up what is the actual safety benefit because a lot of what we do in the name of health and safety management does (a) absolutely nothing to improve safety outcomes and (b) despite your best intentions with the mountains of checks you are developing, it does absolutely nothing to mitigate legal risk. In fact, often, you are actually increasing it. The only people who read most of your policies and procedures are lawyers and regulators after accidents.

I think there is a significant body of evidence which tells us that the way we approach safety management at the moment actually makes workplaces less safe because what we are doing distracts the organisation away from the true risks.

value other than to show you that you weren’t doing what you’d said you’d do.

PM: Do ‘lost time due to injury’ rates provide a valid metric?

GS: Almost every major accident enquiry that I’ve dealt with over the past 30 years has said words to the effect that injury rate data is just pointless. At least two major enquiries have said that reliance on injury rate data distracted the organisation from the critical risks in the business and was a causal factor in the incident which was being investigated.

And yet it is still the primary measure. It’s just nonsense that doesn’t tell us anything about anything that matters. Find me a single case or enquiry where the defence has said ‘here is our injury rate for the last four years and that is evidence that we have a safe system of work’.

PM: Is there any value in how the changes to CoR have ushered in

additional compliance burdens for many transport operators?

GS: For too long the safety tail has wagged the dog around commercial arrangements and it results in a really bad disconnect. It would be better if on a case by case basis you enter into your commercial arrangements first, understand how you want to manage your contract and how you want this thing to physically work, and then all the health and safety person needs to say is if that is the way in which you want the contract to operate these are the safety consequences of operating that way.

PM: Do you have any final thoughts?

GS: If I could just leave you with one thought, it is the safety paradox methodology. Look at what you are doing for safety. Is it achieving the outcomes you want or is it undermining the outcomes you want to achieve?

Greg Smith.

PM: What about the basics such as pretrip checks?

GS: We should get rid of the zero harm logos off our shirts and put ‘tick and flick’ on there instead. ‘Tick and flick’ positively undermines safety because it disengages the people who are doing the job and it creates an illusion of safety.

Check lists have very little evidentiary p r i m em over m a g . c o m . a u

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PRIME MOVERS & SHAKERS

OPPOR

KNOCKS EMMA THOMPSON WORKS FOR NEWCASTLE-BASED LIQUIP DISTRIBUTOR AND TANKER BUILDER, DURHAM FABRICATIONS. AT THE TIME SHE JOINED THE BUSINESS, IT WAS A COMPLETELY NEW CAREER PATH AND ONE THAT HAS SINCE TAKEN HER ON AN EXCITING LEARNING CURVE IN THE TRADITIONALLY MALE-DOMINATED TRANSPORT INDUSTRY.

T

he trucking industry is not historically frequented by female participants.

For Emma Thompson It must have taken a good deal of courage and conviction to step out of a comfortable and familiar career into one that was completely foreign.

This meant, 16 years ago, leaving an account administration background and prior to that a career managing a hairdressing salon after completing a hairdressing apprenticeship. Having since risen through the ranks at Durham Fabrications, she now occupies the role of Operations Manager, a position she has held for the past three years.

“I was looking for a career change and wanted to be involved in something different from what I had done before – a career that would keep me motivated and provide me with the opportunity to grow and continue to learn new skills,” Emma explains. “As such, when the opportunity came up for me to join Durham Fabrications, I grabbed it with both hands. I knew it would not be easy and I would have a lot to learn, but I also knew that I was more than up for the challenge.”

She has not regretted the move having seized upon the challenge to better herself in the role. Over the years she 62

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Emma Thompson.

has relished the ability to increase her knowledge and understanding of the Liquip product range and the bulk road tanker repair and servicing procedures offered by Durham Fabrications.

Emma is married and has two young boys, so juggling a full-time career with her family commitments is a constant challenge. Yet, to this end, she says she is very grateful to have a flexible working arrangement with her employer.

“I start and finish work later than the team which gives me the opportunity to

drop my children at school,” she says.

“It is important to me that I maintain a good work-life balance. While I don’t usually get to see the children until late most evenings, it is nice for me to be at home of a morning making sure they are equipped for their school day.”

As Operations Manager, Emma says her number one priority is customer service.

She has her finger on the pulse across the entire enterprise. This includes visiting clients to make sure they are happy with the services the company is providing them.

“I am across all aspects of running the business including making sure we keep the fuel terminals loading the tankers and the tankers on the roads,” she says.

“The thing I love most is that every day is different. Someone may need a part that has suddenly failed, and someone else may need some extra advice on a technical enquiry or an urgent repair. If our workshop personnel are flat strap and I can answer a question or help a client, then I most certainly will.”

One of the benefits of her flexible working hours is that at the end of the day, after the workshop and admin employees go home, Emma has the chance for some quiet time and to get things done without distractions, although more often than not, she adds

TUNITY “To me that’s a great indication that at Durham Fabrications we are doing things right and providing our customers with the expertise and services they value.”

Emma Thompson Durham Fabrications

As Operations Manager Emma’s number one priority is customer service.

with a laugh, the phone keeps ringing.

“To me that’s a great indication that at Durham Fabrications we are doing things right and providing our customers with the expertise and services they value,” Emma says.

Her motivation to develop new skills is still strong while the chance of accomplishing additional feats in the job continues to inspire enthusiasm even as she recalls some of the early

highlights of her career.

“I could never have imagined that my career path would lead me to supply metering and pumping equipment to a company on one of the Australian islands for their farm fuel upgrade, or measuring and supplying a loading arm to one of the bulk fuel terminals in Newcastle,” she says.

The opportunity to provide and promote the latest products and services,

according to Emma, in which the company specialises, is an ongoing cause for excitement. She recalls with fondness when she worked with a client and the workshop team to deliver the company’s first 25,000 litre fuel tanker built to dangerous goods specifications last year.

“There’s nothing better than getting a call from the client at the end of a build telling you how happy they are,” she says.

Among the many elements she finds most enjoyable in working within the transport industry she cites the many different people she gets to come across.

As Durham Fabrications is centrally based in the Newcastle suburb of Cardiff in New South Wales, clients come from far and wide to avail it of its services.

“There is always someone new to talk to or meet,” she says. “There may be a new fleet maintenance manager or I might get to chat with a tanker driver that I have known for 16 years. For me it’s the people themselves that make it the great industry it is and they each have a unique story to tell.”

Emma adds, “I particularly love the fact that I am part of a company that contributes to the way products make their way to the consumer.” p r i m em over m a g . c o m . a u

63

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Truck air conditioning

PETER HART

A

RTSA recently held a successful one-day conference about the causes and mitigations of truck and trailer fires. At that conference Mr Brett Meads from the Australian Refrigeration Council presented on truck air conditioning. What’s the connection I hear you say? Well, some refrigerants are flammable and this is adding a new dimension to fire risk and

fire-fighting. Before I tell you about this risk, I want to review the basics of truck air conditioning.

The diagram below shows the refrigeration cycle. The refrigerant path is shown in Pink where the gas is hot, Red where the liquid is warm,dark Blue where the liquid is cool and light Blue where the gas is cold.

The Condenser (7) is at the front of the truck – on some models it is the grille. The refrigerant gas is cooled and condensed here. The more efficient the cooling the better, so keep the condenser clean.

The Receiver Drier (2) is situated between the condenser and the TX valve at the evaporator. The Receiver Drier (2) has three functions: It stores refrigerant and oil when the system is not being used.

It contains a filter to trap debris and it contains a desiccant which removes

DRAWN

66

n ove mbe r 2019 2018

moisture from the refrigerant. Because it has a liquid storage function it must be mounted vertically.

The Expansion (TX) Valve (3) is a springloaded orifice that causes a drop in liquid refrigerant pressure. Its purpose is to get the refrigerant to an acceptable pressure so it can change state to a gas in the evaporator. Because the pressure drops, the refrigerant feels cooler out of the TX valve, but there is no heat rejection going on here.

The Evaporator (5) is where the heat is absorbed, which cools the cabin. The refrigerant changes from a liquid to a gas in the Evaporator. The Thermostat (4) measures the temperature of the delivered air and compares it to the desired air temperature. If further cooling is needed, it causes the electrical controls to operate and engage the compressor clutch (7).

ARTSA TECHNIC AL COLUMN

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The Trinary Pressure Switch (6) has three separate pressure switches. The low-pressure switch might open when pressure falls below 170 kPa and close when pressure rises above 275 kPa. This switch will turn the compressor off if the refrigerant gas pressure is too low.

The high-pressure switch might open when the gas pressure exceeds 2000 kPa and close again when the pressure drops below about 700 kPa. This contact will turn the compressor off when the pressure is excessive. The third switch is used to control the cooling fan for the condenser.

It might close at 1300 kPa and open when the pressure drops below 1000 kPa. In this way the gas pressure at the Trinary switch location is kept in the desirable limits (1000 – 1300 kPa in this example, but dependent on the refrigerant being used).

The compressor (1) is driven by the engine or on an electric vehicle by an electric motor. It typically has multiple cylinders that operate by a swash-plate design. It has a solenoid (magnetic) clutch that is electrically controlled via an on/off switch, thermostat and the Trinary switch contacts and driven by an electric relay.

The Compressor needs to be lubricated by oil that circulates in the refrigerant and collects in the Receiver Drier.

Refrigerants are changing. Brett Meads told the ‘Fires Conference’

that environmental concerns have resulted in development of ever-more environmentally friendly refrigerants.

The Table shows a high-level comparison of commonly encountered refrigerants.

There is a demand in the aftermarket for hydrocarbon refrigerants, such as propane because of cost saving.

At present truck manufacturers do not use hydrocarbon refrigerants in AC systems. If hydrocarbon refrigerants are used, they must be installed when an empty system is recharged by repairers.

There are two serious problems with this. Firstly, the components in the air conditioning system are designed for the original refrigerant. The system will not work as well with a hydrocarbon refrigerant. Secondly, the refrigerant is flammable. If there is a leak from a hose, tube or evaporator, the leak could deliver flammable gas, such as propane, into the cabin. This is a serious fire risk because it could be ignited by sparking devices, such as a commentator-type blower motor or a sparking relay or switch. In a recent Australian case, the use of hydrocarbon refrigerant in a truck system resulted in the TX valve rupturing because it was the wrong type and released flammable refrigerant into the cabin, which ignited.

Because they are flammable, they cannot be used with conventional compressors.

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Propane refrigerant has its supporters because it is inexpensive and requires a smaller charge than R134a.

Here is some further information that might be useful: • Heat transferred into the air is called the latent heat of condensation.

• ‘One tonne’ of refrigeration is 12.7 MJ (12,000 Btu) of heat removed per hour.

• Compressor failures are usually the result of loss of lubrication, which in turn may be due to low refrigerant in the system.

• R134a refrigerant uses PAG lubricant.

This is thinner than the oil used in R12 systems. It is harder to see the leak.

• Different oils are needed for different refrigerants.

• If you are not a professional air conditioning mechanic, you can still detect a leak using soapy water! This method is also effective for detecting airbrake pneumatic leaks.

• Air conditioning systems usually have Schrader values so that the pressure can be measured using a meter. This is useful for fault finding purposes.

• There is probably a sight-glass in the Receiver Drier bottle so you can see if there are air bubbles in the refrigerant.

Dr Peter Hart ARTSA

Refrigerant

Characteristics

Flammability

Status

R12 (CFC)

- Great refrigerant - High ozone depleting potential - High greenhouse gas leveL - Great refrigerant

Non-flammable (A1)

Not legal in new vehicles.

Being phased out

R134a (HFC)

- Great refrigerant - Minor ozone depleting potential (0.055) - Very high greenhouse gas level (1410)

Non-Flammable (A1)

Legal in new vehicles but to be phased out by mid 2020s

R1234yf (HFO)

- Great refrigerant - Zero ozone depleting potential (0) - Very low greenhouse gas level (4)

Low Flammability (A2L)

Likely to be commonly used in new vehicles

R290 (Propane, HC)

- Great refrigerant - Zero ozone depleting potential (0) - Moderate greenhouse gas level (3) - Lower charge needed than R134a

High Flammability (A3)

Legal. Substantially cheaper than R134a or R1234yf

R744 (CO2)

- Adequate refrigerant - Zero ozone depleting potential (0) - Minor greenhouse gas level (1)

Non-flammable (A1)

Legal.

High pressures needed.

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

67

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BEN MAGUIRE

A

ny changes to fatigue management in the national truck laws must treat drivers like humans – not machines. Drivers have told us that the current system simply does not work.

It’s complex, confusing and inflexible.

I’ve been on the road with some of the amazing men and women who keep our country running and have seen first-hand the ridiculousness of these laws. Not only are the laws frustrating, they do not support good safety management.

For these reasons, the Australian Trucking Association (ATA) is calling for the new truck laws to deliver more flexible fatigue management, simplified rules and record-keeping, and a reduction in the penalties for work and rest hour record-keeping offences.

Truck drivers are human. They are not machines. Their fatigue should be treated to suit each individual’s needs.

We must do away with the current ‘onesize-fits-all’ approach.

In our submission to the national truck law review on effective fatigue management, the ATA set out a new fatigue management plan that would deliver substantial benefits, including an extra hour for drivers using our new version of standard hours to get home with sensible risk controls, easier to use work diaries with less risk of getting fined for paperwork mistakes, and more

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Fatigue laws must treat truck drivers like humans – not machines flexibility under a performance-based framework for operators to manage fatigue as a risk. Operators in the performance-based framework would need to be accredited under the ATA’s TruckSafe accreditation system or a similar scheme.

Our plan also includes a length incentive for operators that fit wider sleeper cabs, as proposed by Queensland Trucking Association (QTA) CEO Gary Mahon at the 2019 NatRoad Conference.

This plan has had a great amount of input from our members and Safety Committee who have shared their wealth of knowledge and expertise on the issues that matter most to industry.

The plan also drew on the feedback received from Australian trucking operators. Earlier this year at our Trucking Australia conference, our delegates, including truck drivers, came together to share their experiences and insights into what the new fatigue laws should look like.

This positive collaboration has led to the development of an approach that, if implemented, would increase safety and improve driver health, reduce the compliance burden for both performance-based and prescriptively regulated businesses, and enable businesses in the performancebased system to adopt new fatigue management technologies, rather than waiting for lawmakers to catch up.

Our plan would deliver more flexibility for drivers who just want to get home or to a suitable rest area, making sure they are no longer penalised for trivial paperwork errors. Additionally, our plan would provide regulators and the community with the compliance assurance they need. As the truck law review continues, the ATA is working with the National Transport Commission (NTC) and trade media to continue to seek feedback from drivers.

Gathering feedback from truck drivers during the review process is crucial as they are the ones dealing with these laws on a day-to-day basis, but we keep hearing that they aren’t being given the right opportunities to share their thoughts.

Every single piece of feedback we receive will be sent to the NTC for the inclusion in the review. That is our promise. We’re very appreciative of their flexibility and willingness to accept the important feedback after the submission due dates.

It’s vital we change the current approach to fatigue management in order to reduce fatigue-related incidents and deliver Australia’s road transport task efficiently and safely.

Find your member association or view the ATA’s fatigue submission at www. truck.net.au Ben Maguire CEO, Australian Trucking Association p r i m em over m a g . c o m . a u

69

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NSW Government must ramp up its safety commitment

KIRK CONINGHAM PETER ANDERSON

I

t was a pleasure to spend two days in mid-September with some of the heavy vehicle sector’s most passionate and effective safety advocates at the 2019 ALC & ATA Supply Chain Safety Summit. Over the course of two days in Sydney, the Summit set out a number of priority actions for governments, industry and the community to collaboratively pursue over the next year, in order to deliver stronger safety outcomes across the supply chain.

There was a particular focus on finding ways to reform some of the bureaucratic practices that are increasingly being used to define safety management. Some within the industry are finding safety documentation increasingly complex and time-consuming to complete. The focus needs to return to identifying and managing actual risks, rather than completing paperwork.

Attendees were advised by leading practitioners that there is little research indicating that forms and checklists are greatly effective in addressing safety risks. We need to transition from measuring activity to measuring outcomes.

Of course, enhanced safety is not simply about processes and conversations within organisations. It equally requires a commitment to investing physical freight transport infrastructure that keeps those who drive heavy vehicles – and all road users – safe.

70

n ove mbe r 2019

The provision of more dedicated heavy vehicle rest areas along key road freight routes is one example of the sort of practical investments that governments should be making.

The Summit was also used to highlight an especially egregious example of poor planning and decision-making in Sydney that, unless rectified, will have major ramifications for this industry and for road users and local residents across parts of Sydney’s inner south.

The Sydney Gateway project is a major piece of new road infrastructure that is intended to alleviate road congestion and improve safety around the Port BotanySydney Airport precinct.

When Gateway was first proposed several years ago, it included access ramps designed to service the Cooks River Intermodal Terminal – which is Australia’s largest empty container park and a significant rail intermodal freight hub.

At the time, industry participants agreed this was a sensible approach, given that ramps at Canal Road would remove at least 1,600 truck movements a day from local roads.

This would improve road safety, reduce congestion and enhance community amenity around Mascot, where the residential population has grown exponentially over recent years due to high-density apartment developments.

Regrettably, however, a decision was subsequently taken within the NSW Government to remove these ramps from the Gateway design, in an effort to control project costs.

ALC believes this is short-sighted – and significantly diminishes the potential freight benefits of the Gateway project by increasing congestion on local roads, as heavy vehicles attempting

to service NSW’s key international container port are forced to continue using roads around suburban Mascot and Botany that are increasingly home to high-density residential apartment developments.

Unless the NSW Government alters its plans, these residents will witness everincreasing numbers of trucks rolling through their streets, with the Port Botany freight task projected to almost double by 2036. If Sydney Gateway is to fully deliver its intended benefits of reducing road congestion in and around Port Botany and Sydney Airport, it is essential that the heavy vehicle access ramps at Canal Road be reinstated to the design prior to the commencement of construction.

ALC is pleased to have been supported in this call by a number of other industry bodies, including the Australian Trucking Association (ATA) Container Transport Alliance Australia (CTAA), Freight & Trade Alliance (FTA), Road Freight NSW (RFNSW) and Shipping Australia Limited (SAL).

It is important that the NSW Government now works cooperatively and expeditiously with industry to resolve this issue.

This isn’t just an important issue for NSW. Port Botany also plays a critical role in national supply chain performance. Moreover, if one jurisdiction feels able to ignore the freight industry’s needs in the design and construction of major infrastructure projects, the risk is others will start to feel similarly emboldened.

Our industry cannot afford that risk.

Kirk Conningham CEO, ALC

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Austroads widens its view on Heavy Vehicle width TONY MCMULLAN PETER ANDERSON

B

ack in May of this year, I detailed how Australia was in a very exclusive, but not envied, position when it came to maximum vehicle width, being one of just six countries on the planet where maximum vehicle width is restricted to 2.5m. The others in the ‘2.5m club’ are Argentina, Japan, Lebanon, Morocco and South Korea. Even our Kiwi cousins across the ditch, ditched 2.5m in favour of 2.55m a couple of years ago now. The Truck Industry Council (TIC) has long called upon Australian governments to revise our vehicle dimension standards to align with the more globally accepted maximum width of 2.55m.

In November 2017 TIC spearheaded a joint industry presentation to the Strategic Vehicle Safety and Environment Group (SVSEG), a Group chaired by the Department of Infrastructure, Transport, Cities and Regional Development (DoITCaRD) and consisting of federal and state government representatives, industry peak bodies and key road safety organisations. The presentation highlighted that Australia’s unique and restrictive width regulation was slowing and, in some cases even preventing the availability of the latest model trucks with their latest technical, safety and emission systems and features from entering the market here. Significant development, both in time and money, is required to re-engineer and “narrow” trucks for our market. Sometimes this 72

n ove mbe r 2019

expense cannot be justified and the truck is simply not available for our market. It should be recognised that Australia is not a major player in the global truck market, last year we sold a record number on new trucks in Australia, however those 41,628 sales represented just 0.8 percent of global truck sales, not even one percent. Many truck manufacturers simply cannot justify the cost of specialist width modifications for low volume Australian sales. The presentation to SVSEG also highlighted that many existing and developing advanced safety systems rely on sensors fitted to the extremities of a vehicle and that due to our restrictive vehicle width regulations, it is often easier for these sensors to be removed, rather than re-engineered, to being a truck to market in Australia in a timely manner.

The result is less availability of these systems down under.

It was hence pleasing to see that DoITCaRD took on board industry’s proposal and enlisted Austroads to study and review the issues raised by TIC and others in the SVSEG presentation.

Even more pleasing was the recent announcement that the Austroads vehicle width review supported the issues raised by industry and recommended that heavy vehicle width be extended from 2.5m to 2.55m and did not rule out a future increase to 2.6m, a move that would align Australian standards to those of the USA and refrigerated trucks and trailers in Europe. A move that would align Australia with all major international truck markets and one that TIC would support.

“Most of Australia’s trading partners regulate a maximum heavy freight vehicle width of at least 2550mm and many allow 2600mm for refrigerated vehicles. This means that most imported heavy freight vehicles must be modified to comply with Australian standards before use in Australia,” Austroads has detailed. Furthermore it added, “Some respondents (to the study) indicated that their support is conditional on mandated safety technologies being included as part of the change and others raised concerns about the potential impact on domestic manufacturers and challenges for road managers when assessing the risks of wider vehicles”. It continued, “These risks could be mitigated by mandating driver training and specific safety technologies (such as blind spot information systems and side underrun protection) and by supporting domestic manufacturing (transitional arrangements and subsidies to adapt processes)”.

TIC commends the Austroads recommendations, believing that if/ when implemented, a move to 2.55m will allow the deployment of more new heavy vehicles fitted with the latest safety features, something that can only be a win for Australian road safety outcomes and improved vehicle choice for operators, while leaving the door open for future discussions on a move to 2.6 metres.

Tony McMullan, CEO, Truck Industry Council

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Industry should welcome Senate Inquiry into road transport industry

PETER ANDERSON

G

rowing commercial pressures in domestic and international supply chains in the form of greater demands and expectations from customers, road fatalities and injuries, safety standards and working conditions are just a handful of the many issues confronting the road transport industry today.

They are also front and centre in the Terms of Reference of a Senate Inquiry into the Road Transport Industry that was recently announced in September, and which the Victorian Transport Association, along with other freight and logistics groups, played a key role in getting off the ground.

The Inquiry has come about after a series of Transport Industry Standard Forums held earlier this year with the strong backing of Shadow Assistant Minister for Road Safety Glenn Sterle.

Glenn has been a passionate advocate for improving our industry through sensible reform for decades – both as a former driver and now a Senator in the Australian Parliament.

The Forums proved to be a vital step in the formulation of the Inquiry’s Terms of Reference.

They provided an opportunity to capture the opinions of all industry stakeholders including national and state-based industry associations, large, medium and small employers, employee representatives and other stakeholders.

The VTA was an active participant in

the Forums and naturally welcomes the recent announcement from Senator Sterle of the approval of the Road Transport Industry Senate Inquiry. The VTA would like to acknowledge the work of Senator Sterle, who was instrumental in the establishment of this inquiry and the development of the Terms of Reference which have been formulated following months of discussions, including the two Transport Industry Standard Forums.

The Terms of Reference developed are extensive and comprise of issues of importance to both employers, ownerdrivers and employees.

They include issues surrounding the safety of road transport infrastructure, improving safety policies and procedures, remuneration and the impacts that differing regulation and legislation across state and territory jurisdictions is having on the industry.

Establishing minimum standards of operation and sustainable working conditions, formalising education and training and understanding the impact new technologies are having will be, among other issues featuring in the Terms of Reference, probed in the Inquiry.

We are especially pleased that training and education feature as prominently in the Terms of Reference as they do, given our Association’s strong advocacy for training to help attract and retain new, professional drivers to a career in transport. Competency-based education and training is essential to encourage young people to join our industry.

The establishment of a formal consultative relationship between industry and all levels of government is another critical Term of Reference the Inquiry will consider.

There is a clear shared desire within the transport industry to create a harmonious and equitable environment that is in tune with the community, and the Inquiry will play a critical role in strengthening these ties. This inquiry is a great example of how we can work constructively together to achieve solutions that will benefit all stakeholders – and this will provide a unique opportunity to do just that.

It will be used to inform Government, in the committee’s final report, of the exact changes that need to be made in regard to the Terms of Reference in order to improve conditions and outcomes for all industry participants including transport workers, sub-contractors and owner-operators, business owners and suppliers, and to make our industry more sustainable and safer.

It is the responsibility of the Government to ensure the correct legislative and regulatory frameworks are in place to anticipate and overcome the existing and future challenges in the industry, which is why it is encouraging that Government has recognised that action is required.

That said, it is important to note we are not calling for more regulation, rather for support of sensible reform that will deliver positive outcomes for the industry.

Operators and the transport industry in general need a sense of security knowing that they can confidently invest in their business and their people. We look forward to this inquiry delivering the necessary and positive changes to ensure the industry is viable, safe, sustainable and efficient.

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

73

PETER SHIELDS’ NUMBER CRUNCH

Spring Breakers up 27 units on last September (5.7 per cent) and the year-todate of 4,803 is 139 more than at the same point in 2018 (up 3.0 per cent).

It seems clear that repeated cuts to the official interest rates are not doing the job expected of them to improve economic growth.

Another weapon in the government’s arsenal is to commit to more infrastructure spending with proposals such as Snowy 2.0 requiring massive transport activity, which translates, of course, into demand for more new trucks.

As the Australian government and the Reserve Bank pull hard on the levers of the economy in an attempt to stimulate growth as most of the rest of the world waddles towards recession, the unsung hero of local sales and manufacturing – the Australian new truck industry – continues to perform relatively well according to the statistics compiled by industry’s peak body the Truck Industry Council. The heady days of 2018’s record results (cab chassis and prime mover unit sales up a whopping 15.3 per cent on the previous year) are unlikely to be repeated any time soon yet when considered over a longer period, so far 2019 has brought mostly good results.

September saw 2,672 trucks added to the scoreboard. It looks a way off September 2019’s 3,035 units and the year-to-date accrual of 23,747 sits 8.6 per cent behind where we were last year. Before any panic sets in, if we leave out 2018’s boomer year and compare the current year-to-date with 2017, the total so far is a healthy 1,801 units in front of 2017 which finished 10.2 per cent up on 2016.

Examining the third quarter results also confirms that the industry is performing well. Total trucks sales for the September quarter this year were 8,395, which was 681 units less than in Q3 last year but 313 more than Q3 2017 which went on to become a then-record year.

Heavy Duty trucks achieved 986 units during September, down 198 (-16.7 per cent) on September last year and the total for the first none months of 2019 of 8,567 was 987 less than for the same period last year (-10.3 per cent). Third quarter comparisons for the category show 3,205 for this year, 3,541 last year, and 3,067 for 2017, so down 9.5 per cent on 2018 but up 4.5 per cent on the same quarter in 2017.

Medium Duty deliveries of 622 during September were 33 units less than in September 2018 (down 5.0 per cent) with the year-todate total of 5,673 down 413 units (-6.8 per cent). The quarterly result of 3,205 may be down from 2018’s 3,541 (-9.5 per cent) but still looks good against 2017’s 1,928 (up 7.2 per cent).

The Light Duty division racked up 986 sales during September, 198 less than in the same month in 2018 (-16.7 per cent). The year-to-date result of 8,567 was 987 less than last year (-10.3 per cent). As with the heavier categories, the Q3 results remain solid when considered against 2017: up 8.7 per cent despite being down 7.7 per cent on 2018.

Heavy Vans had a relatively good month with 498 deliveries, 74

n ove mbe r 2019

Sep-19

YTD

% Change

ISUZU

707

6571

-9.5%

HINO

458

4093

-1.0%

FUSO

262

2571

-18.8%

KENWORTH

177

1688

-19.0%

VOLVO

198

1677

3.9%

MERCEDES-BENZ

133

1293

-9.9%

IVECO

178

1185

-12.9%

SCANIA

116

859

29.8%

MAN

98

803

-11.1%

MACK

74

785

-2.0%

UD TRUCKS

53

494

-33.1%

FIAT

83

433

-5.0%

DAF

47

349

-2.5%

RENAULT

36

225

17.2%

FREIGHTLINER

19

217

-33.8%

WESTERN STAR

17

212

-21.8%

FORD

2

86

34.4%

HYUNDAI

10

80

25.0%

DENNIS EAGLE

1

71

36.5%

INTERNATIONAL

2

41

17.1%

VOLKSWAGEN

1

14

600.0%

CAB CHASSIS/PRIME

2672

23747

-8.6%

M-B VANS

253

2127

6.8%

RENAULT VANS

68

836

-15.8%

FORD VANS

60

670

13.8%

VOLKSWAGEN VANS

67

598

35.3%

FIAT VANS

31

319

-16.1%

IVECO VANS

19

253

-5.6%

HD VANS

498

4803

3.0%

TOTAL

3170

28550

-6.8%

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