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December 2021
Datspares Transport They Drive By Night
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ISSN 1838-2320
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Industry Fleet: BSA Transport Feature: Loadex Hire Showcase: PBS Report Personality: Michael Regan
Innovation Fleet: Centurion Transport Technology: Axtec Test Drive: Fuso Shogun 510 Delivery: IVECO Daily E6
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 OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
Delivery Magazine inside: Pages 67-77.
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December 2021
Datspares Transport
MEET THE TEAM
They Drive By Night
Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge.
John Murphy | CEO
John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.
IN CO-OPERATION WITH DECEMBER 2021 $11.00
ISSN 1838-2320
9 771838 232000
11
Industry Fleet: BSA Transport Feature: Loadex Hire Showcase: PBS Report Personality: Michael Regan
Innovation Fleet: Centurion Transport Technology: Axtec Test Drive: Fuso Shogun 510 Delivery: IVECO Daily E6
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 OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
Delivery Magazine inside: Pages 67-77.
MAGAZINE
ceo John Murphy john.murphy@primecreative.com.au editor William Craske william.craske@primecreative.com.au
William Craske | Editor
In his 15-year career as a journalist, William has reported knowledgeably on sports, entertainment and agriculture. He has held senior positions in marketing and publicity across theatrical and home entertainment, and also has experience in B2B content creation and social media strategy for the logistics sector.
managing editor, transport group
Luke Applebee luke.applebee@primecreative.com.au
senior feature Peter Shields writer peter.shields@primecreative.com.au
business Ashley Blachford
development ashley.blachford@primecreative.com.au manager 0425 699 819
art director Blake Storey blake.storey@primecreative.com.au Peter Shields | Senior Feature Writer A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.
design production manager
Michelle Weston michelle.weston@primecreative.com.au
client success manager
Justine Nardone justine.nardone@primecreative.com.au
Starting out at the coalface, Paul completed a heavy vehicle and plant mechanic apprenticeship before transitioning into professional heavy vehicle driving where he became proficient operating semis and B-doubles. Some 17 years ago he made a giant leap into transport journalism and has been an ongoing contributor for several commercial road transport publications.
Ashley Blachford | Business Development Manager
Handling placements for Prime Mover magazine, Ashley has a unique perspective on the world of truck building both domestically and internationally. Focused on delivering the best results for advertisers, Ashley works closely with the editorial team to ensure the best integration of brand messaging across both print and digital platforms.
www.primemovermag.com.au
Kerry Pert, Aisling McComiskey
journalist Paul Matthei paul.matthei@primecreative.com.au
Paul Matthei | Senior Journalist
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PRIME MOVER magazine is owned and published by Prime Creative Media. All material in PRIME MOVER magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
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CONTENTS
Prime Mover December 2021
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COVER STORY “For anything on the Eastern seaboard and as far as Adelaide, no matter what industry you are in, I reckon she’s probably the best suited truck that you could possibly get.”
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A BIG DEAL
Prime Feature Stories FLEET FOCUS 26 They Drive by Night Multi-faceted freight specialist, Datspares Transport, runs IVECO commercial vehicles interstate and locally including the new Highway B-double spec from the Italian truck manufacturer. 32 A Big Deal Vehicle reliability and value for money are as important to operators transporting bulk products for the agricultural industry as in any other category. 36 Stand and Deliver Sharing their business name with a famous English firearms and motorcycle manufacturer, Brian and Sharon Anderson have built a successful crane truck business primarily servicing southeast Queensland and utilising a fleet of specialised trucks including three DAFs. TRUCK & TECH 40 Changing Landscapes Last year Centurion Transport began preparing early for dramatic changes to the economy, supply chains and interstate travel likely to impact industry. Through its willingness to adapt it has continued to discover new solutions through ingenuity, team work and key partners. 48 Load to Perdition Multi-drop loads, with their constantly changing weight distribution can easily catch drivers out leaving them at risk of
an axle overload. Axtec Onboard is used to provide real-time information to the drivers of thousands of vehicles from 3.5t van-based derivatives through to 26t and 32t rigids. PBS SHOWCASE 52 The Quad Father Les Bruzsa is the Chief Engineer at the NHVR and plays a vital role in the ongoing development of the PBS scheme. TEST DRIVE 58 Torque Sense The 13-litre Fuso Shogun breaks through the 500hp barrier and delivers the most torque of any Japanese truck.
Regular Run 08 From the Editor 10 Prime Mover News 62 Personality 64 Prime Movers & Shakers 67 Delivery 78 ARTSA-I Life Members 81 National Heavy Vehicle Regulator 82 Healthy Heads in Trucks & Sheds 83 Australian Logistics Council 84 Trucking Industry Council 85 Victorian Transport Association 86 Peter Shields’ Number Crunch
FROM THE EDITOR
Harvest Moon
William Craske Editor For anyone doubting our long-abused just-in-time model employed for shipping has finally run aground there’s fresh evidence at hand. Freight rates on key global trade routes are currently about seven times higher than they were just over a year ago as the simultaneous destabilisation of almost every part of the supply chain leaves stevedores, impaired by lack of spare capacity, struggling to cope. These are the findings of a recent ACCC Container Stevedoring Report, in which it outlines how numerous port operations temporarily shut down in response to outbreaks of coronavirus strains and surges in demand for containerised cargo caused by the ensuing delays have had a cascading effect across the globe. Only ten per cent of vessels arrived in their designated berth windows in 202021 — the lowest rate on record for local ports. Idle hours for ships at Port Botany increased from 11.9 hours pre-pandemic to 21.2 hours in 2020-21. At the Port of Los Angeles, as many as 70 vessels bringing in 500,000 containers have been waiting, sometimes for as long as three weeks, to unload their cargo.
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The supply chain disaster has also revealed the existence of crippling economic dependence, particularly on China, in high-income countries according to renowned geopolitical commentator Joel Kotkin. “A generation of politicians, economists, and pundits, particularly in Anglo-Saxon countries like Australia,” observes Kotkin, “have paid little attention to nurturing the ‘industrial commons,’ which encompass production, research and development, supply chains, embedded process development, and engineering capacity.” Delays on semi-conductors and other tech componentry, all of which could be produced domestically, have led to high-volume vehicles in Australia like the Toyota Landcruiser and Ford Ranger currently selling 60 per cent higher than they were 12 months ago. In the US, inflation has contributed to a 45.2 per cent year-on-year increase in the price of used cars and trucks. The bottleneck crisis at the Port of Los Angeles has been created by a host of factors, the origins of which are mostly damning for government. Carriers domiciled in California with trucks older than 2011 or with engine technology manufactured before 2010 as of last year were required to meet new Truck and Bus emission regulations. This has eliminated many owner-drivers and nearly half of the established fleets that move containers across the nation. This, along with chassis shortages, is only half the problem. The other major factor in the crisis is container yard space or lack
of it. Terminals are simply overflowing. Long Beach zoning codes restrict stacking containers more than two high. If nothing can go out then nothing can come in. Old trucks restricted from entering the port to retrieve containers, also lengthens the time container ships idle offshore. A container ship emits the same pollution of 50 million cars. Now add up how many harmful emissions 70 of these idling ships produce compared to a ten-year old truck. Or a thousand of them. It’s not even close. Essential workers in the US and Australia, who were celebrated for being on the frontlines of a global pandemic last year have lost their jobs for refusing to be coerced with mandates for a provisionally approved, loosely described medical treatment that has yet to pass a single legislative body. Not one. Administrative fiat, alarmingly, now replaces government by consent. It was President Dwight Eisenhower who, having seen the writing on the wall, warned that “public policy could itself become the captive of a scientific-technological elite” given that a “government contract becomes virtually a substitute for intellectual curiosity.” The floodwaters continue to rise. But there’s a glimmer of hope. In a reversal of fortune, a New Jersey state Senate President just lost his re-election race to a truck driver who spent $153 on his campaign. Merry Christmas.
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PRIME NEWS
> Isuzu introduces innovative technology on new N Series range
The new N Series from Isuzu.
The best-selling Isuzu N Series lightduty range has been given a significant update by the Japanese commercial vehicle manufacturer. In what is now regarded as its safest Isuzu truck ever developed for the Australian market, the new N Series, on sale 1 November, introduces a new Advanced Driver Assistance System (ADAS). It complements the existing safety suite found in all Isuzu N Series 4×2 trucks. Cleverly designed to keep Isuzu truck drivers, as well as other road users, safe and secure on Australian roads, the new ADAS observes changing traffic conditions and assists drivers in maintaining a safe distance from other road users, pedestrians, cyclists, and objects. This all works to help avoid collisions with a combination of warning alerts and automations that activate when an imminent crash or potentially dangerous change in driving environment is detected. The eyes behind Isuzu’s new ADAS is the highly effective Hitachi Stereo 3D Camera, proven to be incredibly accurate in object detection, as well as speed and depth perception (regardless of day or night operation). Unlike other trucks in the market that offer a single camera attached to the windscreen (usually at the top) and a radar sensor mounted lower on the cabin face or bumper, Isuzu has mounted the dual-lens Hitachi camera inside the cabin in a central dashboard position that does not 10
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obstruct driver view and is not attached to the windscreen. This gives the camera a superior field of vision to detect lower-height objects while in motion (small children for example)—a critical advantage for those working in established and built-up areas. Isuzu’s Advanced Emergency Braking system with Forward Collision Warning (FCW) works by way of the dual optical sensor camera, which monitors the environment in front of the truck. It can detect and determine the distance of three-dimensional objects such as vehicles, pedestrians, bicycles and other objects that appear in front of the truck. If the FCW system determines a collision is likely and depending on the circumstances and severity of the situation, the system will respond with either audible and visual alerts, or autonomous activation of the vehicle’s brakes. Under normal operating conditions the system is designed to avoid a collision with a speed difference up to 50 km per hour and can reduce the risk of a collision impact for higher speed differentials, even at night. Similar to systems found in many modern passenger cars, Isuzu’s Lane Departure Warning works via sensors that detect and monitor the vehicle’s trajectory in relation to lane markings on roads or the road edge itself, providing audible and visual alarms for the driver if the vehicle begins to
wander out of the lane marking or over the road edge. Isuzu has also introduced the Distance Warning System (DWS). This is designed to ensure the truck operator is travelling at a safe distance from the vehicle ahead. Allowing drivers to pre-set a desired minimum distance (depending on application or environment), the DWS will alert drivers with a subtle visual warning on the dash when an unsafe distance is detected. The system has been intuitively programmed to only activate when speeds exceed 30 km per hour, which is particularly useful for highway driving and prevents spurious warnings in situations such as traffic jams. Operators who do face those unavoidable traffic conditions, or who are operating in metro settings will also appreciate the Traffic Movement Warning (TMW) system, another feature unique to Isuzu’s N Series ADAS. The TMW system monitors stationary vehicles ahead and will alert the driver with a clear but subtle warning sound when forward traffic movement is detected more than five metres from a truck’s stopped position. Isuzu Australia Limited National Sales Manager, Les Spaltman said the new N Series trucks were built to support operators across a gamut of applications, but that urban operators would find particular benefit in Isuzu’s ADAS. “We are incredibly pleased to offer our customers the next generation of safety in light-duty trucking with our updated N Series range,” said Spaltman. “With confidence, we can say these are the safest, most advanced, diesel-powered light-duty Japanese trucks in the Australian market. “In terms of work-smart features to keep drivers safe and comfortable, and capacity to get the job done, we believe operators will see a huge difference between owning a new Isuzu N Series truck compared with any other similar truck out there.”
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PRIME NEWS
> Simon National Carriers upgrades fleet in latest safety quest Freight and haulage specialist Simon National Carriers has further bolstered its fleet with four new prime movers. Its Brisbane fleet recently welcomed four new Euro 6 Mercedes-Benz Actros 2653 units featuring the latest generation active safety technology that can automatically perform emergency braking for vehicles and people. Just like all Simon National Carriers trucks, the 2653 Mercedes-Benz units have been limited to 90km/h to reduce the risk of accidents in addition to providing fuel efficiency gains. Simon National Carriers has long been at the forefront of safety in the freight industry and was the first major operator to instigate a 90km/h limit on Australia’s East Coast in the 1980s. Mercedes-Benz was the first to introduce its Advanced Emergency Braking System (AEBS), which it calls Active Brake Assist, more than ten years ago in Australia and it has been standard on its trucks ever since. Now in its fifth iteration, this AEBS
The four new Euro 6 Mercedesxxx Benz Actros 2653s. 12
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system uses both radar and camera technology to automatically bring the truck to a complete stop to avoid a collision or to mitigate an impact with vehicles or moving pedestrians if the driver does not respond. The Actros is also standard with the Lane Departure Warning System, which sounds an audible alert if the vehicle is drifting out of its lane. Mercedes-Benz offers driver training with all Actros models sold, while Simon National Carriers invests heavily in extensive training for every one of its drivers to ensure they are familiar with its trucks. Simon National Carriers Executive CEO, David Simon, said safety is paramount in the family-owned operation, which operates across all Australian states and territories as well as New Zealand. “One of our drivers died after stopping and crossing the road to help a lady change a tyre in the early 1990s and that hardened my resolve for us to do
everything we can within our control to avoid losing another person,” he said. “At Simon National Carriers we will do everything we can to protect our drivers, so it makes sense that we select the safest equipment we can and limit the speed limit to 90km/h.” The Actros models, delivered by the team at Daimler Trucks Brisbane, also align with the Simon National Carriers focus on emission reduction with advanced six-cylinder engines that meet strict Euro 6 emission standards, well ahead of the currently mandated Euro 5 standards. The 530hp 13-litre six-cylinder Mercedes-Benz engine features an asymmetrical turbocharger and latest generation variable pressure fuel injection in order to maximise drivability and minimise fuel consumption. It is designed to work seamlessly with the Mercedes-Benz 12-speed Automated Manual Transmission to optimise fuel efficiency. “Simon Nation Carriers has always looked at ways to reduce our fuel consumption and lower emissions. We were one of two early adopters of engines with electronic controls in the late ’80s, and as well as testing and operating early Euro 2 and 3 engines, we also purchased the first Euro 4 production truck in Australia,” said Simon. “We know that our 90km/h speed limiting delivers 10 to 12 per cent fuel consumption savings, but an efficient truck like the Actros delivers further gains. The Euro 6 rating is also something that we appreciate.” Driver comfort was also central to the decision to choose Actros and minimise driver fatigue. All Actros trucks feature a recently upgraded interior that now features the Multimedia Cockpit as standard, which is made up of two new highresolution tablet-style display screens on the dashboard, replacing the centre screen and speedo and tacho cluster.
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PRIME NEWS
> NHVR reappoints board, backs borderless operations in new document
Consistent regulation is expected across the eastern part of Australia.
Key features of the modern, regulatory approach promoted, as part of the NHVR’s future vision, will be to deliver borderless operations and increasing flexibility for safe operators. These have been outlined in the National Heavy Vehicle Regulator’s Strategic Directions 2021-2026 document. NHVR Chair Duncan Gay said the release of the NHVR’s long term Strategy (first released in 2016) came at a critical time for industry, as the regulator pursues ambitious and relevant industry reform to the Heavy Vehicle National Law, currently under the spotlight. “We know the majority of industry want
to do the right thing – our job is to leverage this through data sharing and tailored regulatory approaches to lift safety standards right along the supply chain,” Gay said. “We have learnt a lot over the last five years, for example, the importance of driver physical and mental wellbeing and its impacts on road safety, and we have increased our capability to share safety insights with industry to collectively pursue better outcomes. “We are also going back to basics to develop a national understanding of freight infrastructure, ensuring consistent assessments that open up productive networks which are critical to
the success of our road transport task.” As part of the Strategy, a key priority for the NHVR is completing the transition of regulatory services from the final HVNL participating jurisdictions. “Transitioning operations from New South Wales and Queensland will provide consistent regulation right across the eastern part of the country, ensuring industry experience and the same on-road interactions regardless of where people are working,” added Gay. Recently reappointed Chair of the NHVR Board, Gay welcomed the reappointment of current Board Members Ken Lay and Robin StewartCrompton for a further three years. “The reappointment of Ken and Robin at this critical time for our industry will enable continuity in pursuing the opportunities ahead of us,” he said. “They join Board members Julie Russell and Catherine Scott, who both bring a wealth of practical industry experience to the table.” The NHVR’s Strategy Directions will be reviewed in another five years, following the completion of transition of services.
> New notice guarantees PBS access ahead of vehicle builds A new notice delivered by the NHVR will give eligible Performance-Based Standards (PBS) vehicles immediate network access when they receive a vehicle approval with a Tier 1 bridge assessment. South Australia’s Minister for Infrastructure and Transport Corey Wingard said all PBS vehicles must pass various safety and infrastructure standards, such as acceleration capability, turning space, pavement wear, and mass and dimension limits. “Previously operators of these approved PBS combinations would have to apply for a permit after receiving their vehicle approval,” he said. “This National Class 2 Performance-Based Standards (Tier 1) Authorisation Notice 2021 eliminates the 14
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requirement of a permit application and allows operators automatic access to approved networks. “This is another example of governments and the regulator reducing red tape and providing increased access for the heavy vehicle industry, which has continued to keep Australia moving during the pandemic.” NHVR CEO Sal Petroccitto said the Notice establishes a platform to provide operators with guaranteed PBS access before they build their vehicle. “Operators have told us that knowing they have immediate network access would be a big factor in deciding whether to invest in a PBS vehicle or expand their PBS fleet,” Petroccitto said. “It will
certainly encourage the take-up of these smarter, safer and more-productive PBS vehicles in the Australian heavy vehicle fleet. We will continue to build on this Notice by starting to roll out a higher productivity PBS notice later this year.” The National Class 2 Performance Based Standards (Tier 1) Authorisation Notice 2021 applies in South Australia, the Australian Capital Territory, New South Wales, Tasmania and Victoria. Each network – as shown in the Notice’s jurisdictional schedules – has a maximum mass cap and a specified length limit for eligible vehicles. Operators must ensure they check their vehicle approvals against the conditions of this Notice.
> BlueScope joins as highway sponsor of Healthy Heads Healthy Heads in Trucks & Sheds Foundation (HHTS) has attracted BlueScope as a National Highway sponsor it has announced. Through this sponsorship, BlueScope is committed to embedding the Healthy Heads Roadmap, playing a role in raising awareness and building cultures where workers, employers, managers and leaders know they can reach out for support when they need it the steel producer said. “At BlueScope, we know how vital this industry is, we want to play our part in driving awareness and change, building greater resilience across the workforce and ensuring people feel heard when it comes to the challenges they may face. We respect and value the work our Driver-Partners do,” said Jeff Moore, BlueScope Australian Steel Products Supply Chain Manager. “The important initiatives and projects carried out by
HHTS are pivotal to building better work cultures and breaking down the stigma that exists around mental health. We are committed to working closely with HHTS and taking the necessary steps to make sure everyone across the road transport, warehousing and logistics industries have access to the information, tools and resources they need.” Earlier this year the Foundation launched the three-year National Mental Health and Wellbeing Roadmap (the Roadmap), providing all operators with access to the tools and resources needed to build healthier and thriving working environments. HHTS CEO Naomi Frauenfelder extended a warm welcome to BlueScope in joining HHTS as a sponsor. “We are delighted to work with organisations like BlueScope who
are committed to taking steps toward better mental health and physical wellbeing of the wider industry,” she said. “The need to address key industry mental health risk factors is well overdue, with 38.2 per cent of workers diagnosed with a mental health condition saying that their workplace caused or exacerbated it, according to SuperFriend. With the support of BlueScope, we are able to continue delivering on key initiatives and projects nationally.” HHTS is an industry umbrella body specifically created to improve mental health and physical wellbeing across the road transport, warehousing and logistics sector. Recognising that it is vital to take action to ensure the industry is one where all people feel supported in what they do, HHTS is aligned with BlueScope in its vision.
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PRIME NEWS
> QLD horse carrier invests in user-friendly truck technology To transport precious equine cargo, ‘Dippy’s Horse Transport’ insists on horseman rather than drivers. As a consequence the fleet must be easyto-use. “Our drivers are horsemen first, so the trucks we have can’t be complicated to drive, and this is one of the areas where the IVECOs are really good,” said ‘Dippy’ Dipzal. Born and bred on a Queensland cattle station, Dipzal has been around horses and livestock his entire life. Based in Toowoomba, Dippy’s Horse Transport began in 2010 and has a strong history with the IVECO brand. The company has owned six over the years, most recently a Stralis ATi prime mover and a Eurocargo ML160. It also operates INTERNATIONAL ProStar on fleet for B-Double float jobs. Servicing all areas of Queensland, New South Wales and beyond, the business has regular routes as far south as
Victoria, northwest to Darwin and to far north Queensland. The Stralis is predominantly used for the Townsville run, while the Eurocargo travels to Melbourne. It’s a busy schedule that results in both trucks accruing over 5,000 kilometres per week. Prior to starting his business, Dipzal drove for another carrier of prized thoroughbreds for 20 years, and it’s here where he first began to appreciate the benefits of IVECO, primarily around the key performance measures of safety, driver comfort and low total cost of ownership. The operation transports race, stock and quarter horses so that safety and comfort is important, and not just for the driver. “When I was working for another carrier, one of my co-workers was involved in a serious accident and they came away with only minor injuries – they IVECO Stralis ATi (right) with real horsepower (left).
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were driving an earlier IVECO Stralis,” Dipzal said. “This stayed in my mind, and when the time came to buy my own trucks I knew I wanted them to be IVECO.” The ML160 Eurocargo is fitted with a stock body that allows Dipzal to comfortably transport up to ten horses at a time, with the model also selected for its rear electronically-controlled air suspension which helps smooth out the bumps. “I go for an airbag suspension set-up where possible as it takes a lot of the jarring out of the ride, particularly over the rough tracks that we often have to cover,” Dipzal said. “Both the Stralis and Eurocargo also provide good accommodation for the drivers for when they need to rest-up on the road. “We install 24V air conditioning in our trucks to keep drivers cool when they’re resting.” The Stralis ATi features a 460hp / 2100Nm engine that’s matched to the 12-Speed Eurotronic II AMT, providing more than enough power for the single trailer application, which allows Dipzal to cater for a maximum of 15 animals. In the Eurocargo, power comes courtesy of a 5.9 litre power plant which produces 280hp and 950Nm of torque, with the engine coupled to a 9-speed manual. A common feature of both vehicles according to Dipzal is their impressive fuel efficiency. “Both these trucks are brilliant on fuel and are cost effective to maintain,” he said. “In some of our earlier IVECOs we covered up to 1.5 million kilometres before upgrading, nothing’s really gone wrong with them, all they’ve needed is replacement of the usual wear and tear items,’ Dipzal explained. “With the new trucks, we go back to the selling Dealership IVECO Brisbane for major servicing but do oil changes ourselves every 20,000 kilometres, just for that extra protection because of the high kilometres and tough conditions we cover.”
> ETR Haulage turns heads with new T909 flagship
Kenworth T909 powered by 600hp Cummins.
ETR Haulage has taken delivery of a new Kenworth T909 that raises the bar to the highest echelon for the company. The new T909 features a 50” sleeper and Kentweld Bullbars – AJ’s Total Truck Gear Bronco Bar, mirror polished stainless steel work by RC Metalcraft, Custom Air bunk air conditioning, Groeneveld auto greasing system and scrollwork completed by Grant Fowler. Power comes from a 600hp Cummins turning out 2,050ft/lb of torque
driving through an 18-speed manual transmission to Meritor 46-160 diffs with a ratio of 4.3:1. ETR Haulage is owned by Bob and Fiona Fuchs, based at Gladysdale in Victoria’s Yarra Valley. The couple started Eastern Truck and Earthmoving Repairs (ETER) in 2014 with Bob having been a diesel mechanic since 2003. Starting as a sole trader business, ETER now has more than ten employees including diesel mechanics, an apprentice mechanic and MC heavy vehicle drivers who have experience in the transportation of a wide variety of products. In 2017 ETER put its first truck on the road hauling logs and ETR Haulage was born. “My family had trucks so for me it was a natural step to become a diesel mechanic and then start my own heavy vehicle repair business,” said Fuchs. “A friend
whose trucks I worked on helped me get into log haulage – we bought a Kenworth SAR and did one 12-month season on the logs then branched out into other types of transport.” The company went into hay carting, selling the SAR and buying an K200 Aerodyne and hauled hay to NSW as part of the drought relief effort. “We did that for a year and it started to slow down so we then got into milk cartage,” said Fuchs. “That’s been our bread and butter since then.” Today the company has three trucks pulling milk tankers and two semi-tippers, with the new T909 pulling a double roadtrain for this year’s grain harvest. “All my trucks are Kenworths – I like the big bangers because the drivers treat them better and you can always find a good driver to operate them,” said Fuchs.
> DGL acquires Shackell Transport in deal worth $8.9M Specialist chemical business, DGL, has announced the strategic acquisition of Shackell Transport. Shackell Transport is a freight carrier service that specialises in bulk liquid haulage. The acquisition price of $8.9 million includes Shackell Transport’s fleet, consisting of 28 primer movers, 22 bulk liquid tankers and 31 trailers that cater for specialised products and services. As DGL manufactures, transports, stores and processes chemicals and hazardous waste, the purchase makes for a natural fit enabling it to expand upon its interstate fleet. Shackell Transport has been operating for over 40 years, offering regional and interstate distribution and linehaul services across Australia to customers in the food, mining, chemical, agricultural, building and construction industries. As the first acquisition for DGL’s Warehousing and Distribution division it will complement existing fleet, bringing synergies and greater control over the distribution of chemicals, while also enhancing the Company’s visibility and access to the bulk chemical industry. “Through the acquisition of Shackell
Simon Henry, DGL Founder and CEO.
Transport we are significantly expanding our transport fleet, adding 71 quality vehicles to the Group. Shackell Transport further enhances our service offering to our customers, providing them with additional services and capabilities to align with their needs,” said DGL Founder and CEO Simon Henry. “We are seeing more of our customers seeking efficiency in their supply chains and moving towards consolidating suppliers. By expanding our interstate transport and bulk tanker fleet, we are cutting out the need for multiple suppliers, saving on transport costs and offering our customers all services in the sphere of chemical management.” Investing in equipment, according to a statement issued by DGL, is a core part
of its growth strategy to achieve further economies of scale, driving growth through organic opportunities and greater operating efficiencies. “Investing in quality equipment sets us up for the long-term and ensures we are able to keep up with the demand the industry requires,” said Henry. “Expanding our inter-state transport fleet brings synergies between our three divisions and connects our Australiawide network of facilities, giving us greater control over distribution and the customer service experience.” The favourable acquisition price is considered equal to the asset value alone. It consists of a cash payment of $7.8M in addition to the issue of 506,912 fully paid ordinary shares in the capital of DGL. At the time the parties negotiated the conditional commercial terms in September 2021, the consideration represented a valuation of 7 x FY21 normalised Earnings Before Interest, Taxes, Depreciation, and Amortisation, and based on the current market price of DGL shares, a valuation of 7.3 x FY21 normalised EBITDA. p r im em ove r m a g . co m . a u
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PRIME NEWS
> Hino-Connect rolled out for 500 Series customers
Hino 500 Series will feature HinoConnect as standard fitment.
Hino Australia has announced that all 500 Series customers will benefit from the standard fitment of Hino-Connect on all vehicles plated from 1 January 2022. Currently available as standard on the all-new Hino 700 Series, Hino-Connect is the next-generation of business intelligence that provides customers with real-time performance data tracking, remote diagnosis of vehicle faults and dedicated Hino-Connect specialist support. Built and designed in Australia by Directed Electronics, Hino-Connect allows direct communication with the driver through the truck’s Multimedia unit, which is an Australian-first. A unique element of Hino-Connect is the case-management provided by the Sydney-based team of Hino-Connect Specialists that support the customer, driver and dealer and monitor the progress of the repair to get the truck back on the road quickly. “At Hino, we are committed to placing our customers at the centre of our operations, by providing them with experienced specialists within the walls of our head office in Caringbah and, with Hino-Connect, we provide a complete support solution that minimises their downtime,” said Gus Belanszky, Hino 18
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Australia General Manager – Service and Customer Support. Meanwhile, Fleet and Business Managers can use an online portal and mobile app to access business intelligence and real-time insights into their fleet including live vehicle performance data such as fuel usage, the cause and effect of driving performance, and safety alerts. Other features include live GPS tracking and detailed trip reports plus useful tools such as ‘movement without ignition’ alerts and geo-fencing. “Another feature Hino-Connect offers our customers is an API (Application Programming Interface) data feed, which is rFMS compatible,” said Belanszky. “For our multi-brand fleets, this allows them to plug the data from the HinoConnect module straight into their own third party fleet management system.” 500 Series Standard Cab, Wide Cab, and 4×4 customers will join 700 Series customers in receiving five years of complimentary remote diagnostics and Hino-Connect Specialist support including vehicle engine control monitoring; severe fault alerts; and case management of fault rectification. In addition, they will also receive 12
months of complimentary business intelligence access, which will provide in-depth operational management of their fleet including live tracking and trip analysis; fuel consumption and forecasting; vehicle performance monitoring; and maintenance support. After 12 months, customers can choose to extend the business intelligence access and API integration for up to an additional 48 months. A modified version of Hino-Connect featuring the business intelligence elements will also be available as an accessory on 300 Series light-duty trucks from January 2022. “Hino-Connect is a natural evolution of the decade-long partnership between Hino Australia and Directed Electronics, which has been made possible by the high level of support provided by the team at Hino Motors, Ltd. in Japan,” said Belanszky. “Directed Electronics has built the hardware and firmware to suit the current market – their high level of expertise and capability allows us to deliver the right ‘plug and play’ solution for the Australian market, and provides flexibility to adapt the system for the future needs of our customers.” Built from the ground up in Australia, including the local manufacture of the Hino-Connect telematics hardware, the program is customised around the unique dataset available from the Hino vehicle and the capabilities of the multimedia unit. Directed Electronics Executive Director Brent Stafford said he was proud of the partnership with Hino and the opportunity it occasioned for the two companies to work together in the development of the Hino-Connect program. “Hino customers care about digital services that keep their trucks operating efficiently while reducing downtime and operating costs,” said Stafford. “In developing Hino-Connect, we set out to build a system that would achieve this – it is more than technology, it’s about making a difference in the lives of Hino customers.”
> LINX Cargo Care Group names new CEO Brett Grehan will resume the role of CEO at LINX Cargo Care Group following Anthony Jones’ resignation. He joins the Group following 28 years with McKinsey & Company, most recently as a Senior Partner. Having built his career with McKinsey & Company, Grehan’s extensive working history, combined with his commercial and strategic expertise, has enabled him to accumulate strong sector experience in industrials including rail and steel, logistics, telecommunications and private equity. In these sectors, Grehan has
worked overseas in cities like London, Atlanta and Mumbai, as well as delivering projects for clients in New Zealand, south east Asia, Hong Kong and China. The LINX Cargo Care Group Board is pleased to have Grehan join LINX CCG in this crucial leadership position where he will, together with the LINX CCG Senior Leadership Team, lead and guide the Group sustainably forward amidst the ever-changing operational and economic landscape. Grehan’s broad cross-sector experience and valuable insights and perspectives
from his many years with McKinsey & Company, will benefit our Group and our position in Australia’s and New Zealand’s logistics supply chains. While Grehan officially commenced on Monday, 25 October he has already begun working with the Group Senior Leadership Team to ensure a smooth transition to the role in advance of Anthony Jones departing at the end of the month. In other news, the Griffith-based fleet of LINX Cargo Care Group has invested in another 13 new Kenworth K200s.
> Woolworths Group has announced an executive appointment for its supply chain business.
Annette Karantoni.
Annette Karantoni has been appointed Chief Supply Chain Officer and Managing Director of Primary Connect. Currently Woolworths’ Director of B2C eCommerce, Karantoni will formally transition to the new role in February 2022 and also join the Woolworths Group Executive Committee. “We’re delighted to appoint Annette to what is an important leadership role in our business,” said Woolworths Group CEO, Brad Banducci. “Annette has done an outstanding job rapidly expanding our eCommerce business to meet the surge in demand we’ve
seen for online shopping over the past 18 months. As we continue to expand our retail ecosystem, our supply chain network will be critical to both the foundations and future aspirations of our business. “Our distribution centres are an essential link in the nation’s food and grocery supply chains and we’re continuing to invest in our network to improve range, service levels and resilience. “Annette joins a very strong team at Primary Connect, who have demonstrated safety and service
leadership throughout the pandemic. I look forward to seeing them build our next generation supply chain in the years ahead.” Karantoni has spent the last 20 years working in a wide range of roles across Woolworths Group. Most recently, Annette has been the Director of B2C eCommerce – overseeing the significant acceleration in eCommerce demand over the last 18 months. Woolworths’ Australian Food eCommerce sales have more than doubled since the start of the pandemic. Prior to working in eCommerce, Annette led the development and investment roadmap for the Woolworths supply chain network. Annette has also held senior roles in supermarkets buying, marketing and replenishment. Woolworths Group’s current Acting Chief Supply Chain Officer, Chris Brooks, will remain in the role until February 2022. WooliesX Managing Director, Amanda Bardwell will continue to maintain overall responsibility for Australian Food eCommerce. In other news, refrigerated freight company Eades Transport has grown its national footprint thanks in part to its association with Primary Connect. p r im em ove r m a g . co m . a u
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PRIME NEWS
> Australia Post adds trucks, staff, forecasts hectic finish to year
One of the 4,000 vehicles in the national Australia Post fleet.
Delivery drivers and posties are set to deliver as many as 350,000 parcels across Victoria each and every weekend for the rest of the year. Despite delays and ongoing supply chain difficulties being felt around the globe, Australia Post reports that its facilities in Melbourne are processing on average a million parcels each day, enough to fill the seats of the MCG ten times. Around 1000 additional team members are also being recruited in Victoria to help sort parcels and mail, drive trucks, forklifts and delivery vans, and to help customers with their queries. The impacts of COVID have been particularly challenging in Melbourne, with hundreds of Australia Post team members having been forced to isolate. Even so facilities, subject to COVID-safe restrictions, posties and drivers have continued to deliver record numbers of 20
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parcels for Victorians, including each Saturday and Sunday. Australia Post has also added six additional pop-up sites to process parcels- at Dandenong, Somerton, Tottenham, Thomastown and two at Derrimut. The national mail delivery service confirmed its two biggest permanent facilities at Sunshine West are processing more than 450,000 parcels a day. To counter a significant reduction in passenger flights, Australia Post has also doubled its weekly freighter flights into Victoria to 60, to help carry more than 340 tonnes of parcels a week, with another 32 tonnes arriving via extra weekly Express Post trucks. Australia Post General Manager Corporate Affairs Michelle Skehan said the difficult decision to pause parcel collections from eCommerce retailers
in Greater Melbourne had been vital in returning volumes in Victorian facilities to safe levels, with 4.5 million parcels processed during that time, while deliveries continued across the city. “We haven’t stopped delivering and have broken delivery records throughout the pandemic even as we’ve been faced with challenges like having large numbers of our Melbourne people in isolation,” said Skehan. “We recognise that people want their parcels to arrive as quickly as possible, especially as we head into Christmas, and that means on weekends too, and our people really are doing all they can to meet the huge demand under challenging times.” Weekend deliveries will remain across Melbourne and major regional centres for the rest of the year, and where volumes are high in other regional areas.
> Better bridges to eliminate heavy vehicle detours: Transport for NSW Hundreds more timber bridges will be replaced across regional New South Wales, Transport for NSW has announced. Applications are now open for the next round of the NSW Government’s $500 million Fixing Country Bridges program. Deputy Premier and Minister for Regional Transport and Roads, Paul Toole, said the Government had already invested $282 million to replace more than 400 timber bridges across 53 Local Government Areas in round one. “This program has been an absolute game changer for councils right across the state, allowing them to replace some of their oldest and mostly costly to maintain timber bridges with safer, stronger structures that are more resilient to natural disaster and better equipped to meet the needs of the community,” said Toole. “Right across the State, we’re hearing the success stories of this program – from bridges that will now be able to support their RFS trucks in the event of a bushfire, to a new structure that will eliminate a detour of more than 260 kilometres for heavy vehicles moving to nearby farms. “Replacing these bridges will help drive economic growth, create jobs and
A heavy vehicle enters NSW across the Murray River.
build stronger connections in our bush communities for generations to come.” Toole said the unprecedented funding commitment to replace the State’s worst timber bridges was on top of the $500 million being invested by the NSW Government through Fixing Local
Roads to help regional councils repair, maintain and seal priority roads in their communities. “Together, this $1 billion investment will ensure we build a safer, modern and more resilient road and bridge network for years to come in NSW,” he said.
> Daimler Trucks Huntingwood sale completed Velocity Vehicle Group Australia (VVGA) has announced the fulfillment of the transaction to acquire the Daimler Trucks Huntingwood dealership from Daimler Truck and Bus Australia Pacific. The ownership change took effect on 16 October 2021. “We are excited to have Daimler Trucks Huntingwood join the VVGA family,” said VVGA Executive Vice President, Richard Higgins. “The dealership has a 30-plus year history of providing exceptional support to a large and diverse customer base and the experienced and dedicated team of circa 125 people are an important and welcome addition to the VVGA network.” Higgins said the team had been leaders
in Daimler’s Elite Support program which he said aligns well with the VVGA pillars of Speed, Value and Trust. “With our focus on these values, we aim to continue to grow and develop the Huntingwood dealership to provide service that meets the ongoing needs of our customers,” he said. In addition to this latest acquisition, VVGA operates 15 dealerships across Australia, exclusively selling Daimler truck, bus and van products across its network. The company purchased these dealerships from Eagers Automotive (Adtrans) on 1 May 2021. Daimler Truck and Bus Australia Pacific Aftersales and Network Operations Director,
Greg Lovrich, said VVGA knows what good customer service looks like and understands the expectations of commercial vehicle customers. “We are confident Daimler Trucks Huntingwood customers will benefit from VVGA’s commitment to build capabilities across its network to ensure it can consistently deliver an excellent experience,” said Lovrich. Daimler Trucks Huntingwood is located in one of the main transport and distribution regions in western Sydney and has a strong reputation and presence within the industry. Its location, culture and customer base make it an important and complementary addition to VVGA’s nationwide network. p r im em ove r m a g . co m . a u
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GLOB AL NEWS
> MAN readies for self-driving truck production
MAN TGX Self-driving truck.
MAN Truck & Bus has successfully completed the joint project Hamburg TruckPilot along with partner Hamburger Hafen und Logistik AG (HHLA). It’s considered an important milestone by the two companies involved for the use of self-driving trucks in port terminals for container transport. The objective of the three-year project, which was also part of the strategic mobility partnership between the City of Hamburg and Volkswagen AG, included the development and practical testing of an autonomous truck in container handling at the HHLA Container Terminal Altenwerder (CTA). During the practical trips, the logistics partner, Spedition Jakob Weets e.K. from Emden, first transported 40-foot containers controlled by a driver on behalf of Volkswagen Group Logistics to the CTA terminal in the Port of Hamburg. There, the truck drove autonomously across the terminal area and moved smoothly in mixed traffic with other road users. It drove to its destination in the block storage lane and also manoeuvred itself backwards with high precision into the parking position. After container handling, the return journey to the check gate was just as autonomous, and beyond the terminal 22
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grounds, the driver of the Jakob Weets e.K. haulage company once again took full command. The results were presented by MAN Truck & Bus together with HHLA at the ITS World Congress in October. “Pilot projects like Hamburg TruckPilot prove that the use of self-driving trucks is technologically feasible and can be efficiently integrated into logistics processes,” said Dr. Frederik Zohm, MAN Board Member for Research and Development. “In close cooperation with customers and partners, we are testing practical automation solutions with the aim of getting self-driving trucks ready for series production from 2030,” he said. HHLA CEO Angela Titzrath said cooperation with MAN remains an important and necessary step in shaping the future of freight transport. “Autonomous driving is coming. We at HHLA are preparing for this. Logistics 4.0 offers opportunities on a global scale,” she said. “To use them, we have to be open to change and show the courage to change. Autonomous driving and Hamburg TruckPilot are good examples of transformative processes that we want to actively shape.” The HHLA Container Terminal Altenwerder
was considered an ideal test environment for trying out promising technologies as the facilities operate 24/7 around the clock, 360 days a year. That being said, the safe integration of autonomous trucks into the terminal processes is a major challenge, given autonomous and classic transports are intermingled. Under the conditions of the Hamburg TruckPilot, both parties were able to show that the application is possible and promising in practice. Satisfied with the results of the practical tests in the Port of Hamburg, Sebastian Völl, MAN Truck & Bus Project Manager — Hamburg TruckPilot, called it an important milestone for autonomous driving. “When our prototype manoeuvred independently into a block storage lane for the first time, we saw that it worked and that we can meet the high accuracy requirements. And even driving across the terminal site with many other manually controlled trucks, sensor technology, environment detection and automation systems have mastered the interaction perfectly,” he said. “When the first container with a real load lifted off the chassis during the practical drives, I was super proud of the entire team! We can build on this experience for future projects.”
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SUPER MINDSET MINDSET SUPERANNUATION
TRUCKING ANGELS Frank Sandy Frank Sandy, CEO of TWUSUPER has been with the fund since 2005. His previous roles have involved managing both finance and human resources. Frank is a CPA and has a Degree in Business Studies in accounting as well as a wealth of experience in finance and superannuation.
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Commercial vehicle operators are bringing compassion, so often sorely missed, to the side of our roads.
R
uth Oakden, Group Manager Wellbeing at Toll Group tells a story about her mum, who was driving at night on a country road in rural Victoria. Her car windscreen and headlights were blownout by rocks from an overtaking vehicle. “My mum was forced to stop on the side of the road in her little 500cc Suzuki car in a dangerous section where she could have been back-ended – it was a dark night – she was frightened, and not sure what to do,” Ruth recalls. Who should pull over? A truck driver of course – offering help. The driver radioed his mate coming down the highway in another heavy vehicle. “The two trucks escorted Mum with her little Suzuki between them providing forward and rear cover and lighting her way right to the end of her suburban street,” says Ruth. “They went way out of their way to make sure she got safely home.” It’s a story that makes a powerful point about the people who deliver more than just goods. And another true story to make the point. One of our managers recently stopped at a serious single vehicle accident in Sydney on the way to work. The driver had a serious medical emergency in his car and had lost control, driving into a barrier on the side of the road.
Two other vehicles pulled over to help — you guessed it - both truck drivers. Not skilled in medical help, but willing nevertheless to do what they could to help a man in a medical crisis until an ambulance arrived. The man unfortunately later passed away. Every Prime Mover reader would relate to these stories and likely have their own about truck drivers and it could be a theme for a future series. (Better talk to the editor). We know first responders – fire and rescue, ambulance, police – come under immense stress due to what they will see on their jobs but forget that regular road-users such as truck drivers are often among the first in the scene and share in the mental trauma. The broader community probably don’t have much understanding of this aspect of transport – after all, not only are truck drivers first to pull over in a serious accident, they also shun recognition. As Ruth Oakden puts it: “They see someone in distress in their patch, they are likely to pull over – it’s the compassion shown by truck drivers on the side of our roads. The road is their workplace or their office, and they do stop” Most truck drivers are highly experienced transport professionals, out there on our roads 24/7, keeping the nation running
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even in a pandemic, but some can witness horrific scenes in their working lives, and the stress this causes is huge. A 2020 Monash University study of nearly 1400 heavy vehicle drivers found half of the respondents reported having some level of psychological distress. Ruth talks to a lot of people involved as first responders and she believes, truck drivers deal with it in their own way often, quietly and between mates, and that can help a lot, but the trauma can last and show itself in different ways such as gambling or self-medicating. Our own insurance statistics at TWUSUPER show mental health claims last year for Total and Permanent Disability were the second highest of any medical category. A high proportion of these would be related to PTSD conditions as a result of being first responders. At transport conferences we have heard people talk about this topic with great emotion. It would be good if the wider community understood the image they may have of transport doesn’t reflect the professionalism in the main and the people who work in it. The same survey also found one in five drivers under 35 years reported having severe psychological distress compared to the national average of one in nine in that age group. We understand a number of transport companies have programs and initiatives in place such as the work that Ruth does at Toll Group, as well as broader emerging industry initiatives like Steering Healthy Minds and Healthy Heads in Trucks and Sheds. At TWUSUPER we are trying to play our part. We take insurance seriously and will pay claims for those people suffering serious conditions relating to
mental health issues, including posttraumatic stress trauma stemming from road accidents. And unlike many super funds, we pay benefits for people working in what are classed as ‘hazardous occupations’. You may be surprised to know a number of jobs in transport are considered hazardous. Not just truck driving and loading, but also mechanics, and almost anything of a physical nature. We are urging people who work in the transport industry, including your people to check the insurance they have in their super. As more people join the transport industry, many may be stapled to super funds with insurance cover that is not fit for purpose – such as excluding their occupation at claim time or preventing them access to additional insurance.
These new employees will assume they are insured, only to find out later – at possibly the worst time in their lives – that a vital insurance claim has been refused by their insurer. It’s essential that we do as much as we can to alert people to this easily avoidable problem. As transport business owners and managers, you can remind your valued people via newsletters and the like to check if their super fund insurance covers their occupation. We will also be raising this issue via a Parliamentary submission, and education at transport events, forums and with help from the VTA, TTA, QTA and other industry bodies. Like you, we are proud to stand behind the people who may attend road accidents every day. We just wish it didn’t have to happen.
Truck drivers are often first to respond to an emergency situation on our roads. p r i m em over m a g . c o m . a u
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COVER STORY
THEY DRIVE BY
IVECO Highway B-double on the move in Melbourne. 26
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Multi-faceted freight specialist, Datspares Transport, runs IVECO commercial vehicles interstate and locally including the new Highway B-double spec from the Italian truck manufacturer.
D
atspares Transport, based in Clayton, a semi-industrial area in Melbourne’s southeast, moves an array of dissimilar goods for many customers in different industries. Its services include metropolitan depot to depot operations using rigid and light commercial vehicles and interstate B-doubles — 12 of them to be exact. The business is owned by Brian Murphy who arrived in Australia 30 years ago having grown up in Wexford, on a farm, in the southeast corner of Ireland. Around a decade ago the business, which originally specialised as a scrap metal yard, transitioned to a dedicated road transport outfit as demand for shipping spare parts on pallets escalated under the agency of a long-term customer contract. The company, whose General Manager Laura Murphy, Brian’s daughter, has been doing its best to keep up with a surging workload ever since. A second office for the business is located in Sydney while it also makes use of regular distribution points in both
Brisbane and Adelaide. That is, to put it another way, just the tip of the iceberg. Then last year the iceberg — more commonly known as COVID — arrived and operational provisions have intensified to accommodate the frenetic regime of PCR testing, the chaos of waiting for containers to pass through customs, sudden border closures and the inconvenience of mandates that have exacerbated the dearth of experienced truck drivers plaguing an industry desperate for them. Into this mix, Datspares Transport, which runs on its linehaul a fascinating mingling of IVECO heavy vehicles, namely PowerStars and Stralis series vehicles, took on a pair of the new IVECO Highway B-double trucks for an extended trial run. The immediate results, of which there have been much to evaluate, culminated in the order of four more units, the first two are due to arrive in Q1 next year. It was a long time coming as the new trucks had been hyped, according to Brian, by Darren Cann, General Sales
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Manager at Melbourne Truck Centre for the best part of two years. “They’re absolutely brilliant. The safety features are smack on, making it basically idiot-proof,” Brian says. “All the other European trucks might offer 600 horsepower and above, but they only run with a 12-speed gearbox.” That’s a problem for a company that regularly runs B-doubles into Wollongong over Mount Ousley and the steep and sustained descent in and out of Adelaide. Pulling 60 plus tonnes with a 12-speed gearbox demands every bit of RPM available in the engine. Datspares Transport assessed as many truck brands as possible at different horsepower ratings to see if it could deliver on the
Bags of shredded plastic await to be shipped on the new IVECO Highway B-double. 28
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task. Not only did the suspension, gearbox and Euro 6 Cursor engine on the IVECO Highway B-double all feel improved but it also surprised in its fuel consumption, performing ahead of the other models. “I’d originally heard the new IVECO Highway B-double was meant to have 575 horsepower and when it had been dropped down to 550 it worried me as we do a lot of heavy loads coming out of Wollongong,” Brian says. “Coming back up that hill she’s also on max weight as we carry back out to a furnace in Melbourne. On that route the IVECO Highway, with the 16-speed box, is leaving every other truck we’ve tried for dead. In both the speed coming up the
hill it does it with ease and going down the hills the retarder holds back the full loads so we’re not wearing out brakes. Even though IVECO tell me the engine is the same after you drive it you wonder that there’s nothing the same about it.” Datspares Transport still conducts manual checks to verify its fuel consumption rates though it will adopt the onboard IVECO telematics including IVEConnect, a driving style evaluator, on the newest vehicles, for more granular reporting on gear changes, braking, fuel economy and other crucial data points as it learns more about the system. “As you get bigger as a company you have to have access to that kind of information,” Brian says. “You’re able,
with the telematics coming through it, to bring everything back to a much safer working place. That’s where I think the IVECO Telematics are going to be a huge advantage for our business. But we are only really at the beginning of that journey at the moment.” Servicing and diagnostic checks are also scheduled through IVECO Telematics. While the new IVECO Highway B-double has a millionkilometre warranty bumper-to-bumper, Datspares Transport conducts all of its own inhouse servicing when it comes to maintenance. A majority of the interstate trucks, it should be noted, run up 1000kms minimum every night. The driver, at the end of the shift, will go to
a motel and someone else will operate the same vehicle all day. That evening the drivers will swap over again, with the first driver responsible for the return leg. On average, a Datspares Transport commercial vehicle travels 1500km every 24 hours. “When you take that mileage into account this is where the back-up service you have is so important,” says Brian. “The back-up service from IVECO is second-to-none at the moment and it was one of the big factors in us buying the new Highway B-double IVECO. They have improved with back-up parts and servicing dramatically.” It’s seldom that Brian will wait longer than 24 hours for a part. IVECO’s
distribution warehouse in Sydney is well stocked, ensuring its customers are rarely at the mercy of import schedules, especially during the ongoing debacle of global supply chains. According to Brian it’s not the big things that bring operations to a halt — it’s the little things. Keeping engines tuned the right way; adhering to COVID protocols; maintaining experienced staff and close relationships with the likes of Darren at Melbourne Truck Centre, who is, per Brian, “worth his weight in gold.” With a minimum of ten B-doubles on the road every single night of the week, Brian estimates he wouldn’t have any more than three breakdowns a year. “No matter what truck you have if you
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don’t have confidence in the back-up service when the little things go wrong it’s pretty pointless,” he says. “That’s where the reliability comes into it.” Datspares Transport won’t entertain using aftermarket parts. Every part, whether it is an oil filter or nuts and bolts, is always a genuine IVECO. “When you’re doing the kilometres that we do you can’t afford little variations,” Brian says. “Running with a genuine part, you know what’s right for the job and you’re going to get a certain number of kilometres.” Every certainty in an industry beleaguered over the past two years by uncertainties, counts. Between February and May, the business transports seedlings from Sydney to Melbourne. On hot days cool air moving over the trailer keeps the plants from frying inside. Any breakdown, on such an application, would remove the very shield that mitigates against direct sun from belting down on the roof of the trailer. “You literally can’t afford that. It would only take an hour to lose your whole load,” Brian says. “There wouldn’t be a point in going any further with it.” Most of his existing highway fleet has clocked between 1.3 million and 2.7 million kilometres. Until the first IVECO Stralis models were introduced in late 2015, Datspares Transport had been transporting everything and anything from batteries bound for recycling plants, concrete products and spare parts on IVECO PowerStars matched with a Cummins ISX engine. These, in turn, were paired with the EuroTronic II 16-speed transmission. “They don’t fall apart,” Brian says. “They are put together very well.” The IVECO PowerStars are also, from a maintenance perspective, easy to work on. As well as having a degree in horticulture, Brian, among his many talents, is a qualified mechanic. “With the IVECOs you don’t have to have special spanners to get into things. I don’t have to send mechanics out to spend a week with Benz or Scania or 30
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Volvo so as to learn how to change the eyelet in it,” he explains. “It’s still, at its core, a truck, which is a huge advantage for small operators like myself. We can work on our own truck and keep up with everything that way. IVECO has stood by me with the warranties.” If a truck comes in from Sydney at 6am, two mechanics will get “stuck into it” on a service so that it is ready by 10am. Because everything can be done without delay, as a consequence it empowers the operator. “I need trucks that have to get up around the two million-kilometre mark. And if you can’t do two million kilometres than you have the wrong models,” Brian says. “There’s not many operators who run the highways with trucks over a million kilometres because they are not able to stand up to it.” In 2015 the IVECO ASL Stralis was introduced into city operations and proved a nimble addition, accessing locations the bonneted PowerStars found more difficult. The Stralis was eventually given some of the same depot to depot tasks and have been just as effective in Brian’s estimation. Changes in the industry including kneejerk government edicts, sporadic border enforcements and a deficit of veteran, expert drivers, have placed a burden on OEM designers and engineers to deliver user-friendly vehicles to increase safety and awareness, especially for untried drivers coming into the game. This is where IVECO’s new truck comes into its own. “The visibility out of the cabin is absolutely brilliant. Some of these checkpoints, like entering into South Australia, on a miserable wet night when your ability to see is cut so short and trucks are backed up out on the highway can make it dangerous,” Brian says. “From a user experience you can’t ask for anything more. The IVECO Highway B-double has everything like the Driver Attention Support, Advanced Emergency Braking, lane keeping and a rollback system. When you have trucks like that in your fleet your insurance premiums go down. It pays for that as well.”
Mindful that most of his interstate drivers are big men, egress to the cabin is important and the IVECO Highway B-double excels in this area, so it is less like scaling a ladder according to Brian. “The steps are very easy to use and they need to be when you have men who weigh 100 kilos,” he says. “No one wants anyone to get hurt. Who wants to have a WorkCover claim? I’m finding its very safe to send lads out in it.” On maximum weight loads, the new trucks are recording an average of 2kms/ litre. With a light load it improves to 2.2 to 2.4kms/litre, depending on the conditions and load. “I had one max weight single run to Sydney the other night and between Melbourne and Sydney she averaged 2.7km/litre. That’s a huge saving,” Brian says. “Every point of fuel you save, depending on the price of fuel, equates to a saving of $25,000 to $30,000 a year. If you can get two points up on fuel then that’s pretty much the repayments on your truck. That’s why we’re running two of those new trucks at the moment and why there will be another four coming next year.” The Hi-Tronix 16-speed transmission is equipped with ‘Rocking’ and ‘Creeping’ modes while a hydraulic retarder is essential for the type of miles required of Datspares Transport’s trucks. At 14.5 kilometres in length, the Mount Ousley climb is, for 6.6 of those kilometres, steeper in incline than 5 per cent. For another 1.2 kms the grade is steeper in incline than ten per cent. On this run Brian has got no need for exhaust brakes. “The new retarder system with the new 16-speed gearbox is exceptional. When you’re running on a hill she will hold it back within two or three kilometres of the speed that you set so if you’ve set it at 100 k/p/h it will run out to 102 or 103 going down one of those hills. That’s without touching the brake,” he explains in his lilting Irish brogue. “So you have a lot less wear and tear on your truck and trailers and you don’t have the highway patrol on your back or the RMS. That’s where those things really do come into
their own value.” The other driver aids, which include Tyre Pressure Monitoring System, Electronic Braking System (EBS) with Brake Assistance System (BAS), Electronic Stability Program (ESP), Hill Holder, Adaptive Cruise Control (ACC) and Advanced Emergency Braking System (AEBS) all make the truck idiot-proof as Brian puts it. “For anything on the Eastern seaboard and as far as Adelaide, no matter what industry you are in, I reckon she’s probably the best suited truck that you could possibly get,” he says. “It’s foolproof. I can’t find any other fault. The truck has the pulling power to keep the experienced lads happy.” The finance process was made a breeze by Alex Charilaou at Finlease according to Laura, who notes the drivers have told her they love the truck and the way it handles
the workload. “The saving on fuel and wear and tear have a direct effect on our bottom line,” she says. “This means we can grow our business faster and continue expanding our fleet. Our customers choose us because we are on time and reliable, so I need our trucks to be the same.” The eldest of three daughters, Laura is the brains of the operation according to her father. Her siblings, like their mother, work in the medical field. “As kids we would come into work with dad every Saturday,” Laura recalls. “I have learned almost everything I know about this industry and business in general from him. Spending so much time in a wrecking yard and being one of the guys had an enormously positive effect on us all.” One of her favourite quotes, — attributed to Thomas Edison — “opportunity is missed by most people because it’s dressed
in overalls and looks like work,” says much of the values instilled by Brian in his girls. “I love working with my dad. We both think in a similar way,” Laura says. “On difficult days, and there are many in this business, we are able to figure out the best cause of action together. We trust each other to make the right call, no matter the situation.” Some of Brian’s staff have been with Datspares Transport for 30 years. The big joke among the team is that if you last two weeks then you’re up for long service leave. “It means you know how to do your job and there’s no reason we’d be getting rid of you,” Brian notes. “I don’t have a high turnover of staff.” He says it not to brag, but rather out of admiration for an accomplishment that is, especially in this day and age, hard to ignore. A sample of the IVECO fleet on show at the Datspares Transport home base in Clayton.
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BIG A
Mark Rix. 32
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DEAL
Vehicle reliability and value for money are as important to operators transporting bulk products for the agricultural industry as in any other category.
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ased in Bolwarrah near Ballarat in Central Victoria, Mark Rix transports grain and fertilisers primarily throughout Victoria and Southern New South Wales. Depending upon the season, Mark’s trucks will occasionally travel as far as the NSW New England district. A local for most of his life, Mark was born just five kilometres away in the town of Wallace. After earning his trade qualifications as a spray painter, Mark transitioned to transport, driving as an employee before establishing his own operation with his wife Kaye, following the familiar path of buying one truck, then two years later buying another, then another. Mark bought his first Freightliner in 2000 and has stayed with the brand ever since other than adding a Kenworth T610 in 2019. Mark recently took delivery of his third Freightliner
Cascadia which is a 126 model fitted with a 60-inch sleeper cab. “I’ve bought some Freightliner Coronados over the years and had a good run out of them,” says Mark of his decision to become an early adopter of the latest from Freightliner. “So I moved on to Cascadia when they came out.” Asked what is important to him in a truck and Mark has a quick and straightforward answer: “Value for money.” Much of the grain transport is performed on behalf of the giant agribusiness operation Grain Corp. Fertiliser transport is also seasonal, and only occurs over a few months each year. Much of the fertiliser product is picked up in Geelong and transported direct to farms. Fertiliser and lime account for frequent loads to the Benalla area on behalf of Benalla Bulk Fertilisers. Mark and his son Ben perform all the
maintenance, other than full rebuilds of engines or gearboxes. Their strict maintenance routines are likely the main factors contributing to the impressive reliability and longevity the Rix family extracts from its vehicles. “We don’t have a lot of days off,” says Mark. “The trucks are out during the week and we do all our maintenance on the weekend, so they are always on the road.” Proof that good maintenance pays dividends is embodied by the 2005 Freightliner Columbia, which Mark has only recently sold, although he had some regrets due to an almost emotional attachment to the vehicle. At the time of its sale the truck had covered more than two million kilometres, the engine being rebuilt twice and the transmission once. Other components such as the diffs were not touched in all that time. The current boom in the sales of new trucks has also Freightliner Cascadia 126.
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had an effect on the used truck market, with the value for quality second-hand vehicles on the rise. “I was never going to sell that truck,” says Mark of the C12 Columbia. “But when I got a good offer on it, I thought if I don’t sell it I would be an absolute fool. I’d rebuilt the motor last year so mechanically it was A1. We put in in for roadworthy inspection and only had to replace the torque rod bushes on the rear and put two windscreens in it. That’s not bad for two million ‘k’s’.” Mark’s maintenance and servicing regimes contributed to the longevity of two of his Coronados, with a 2013 model covering 1.1million kilometres before the engine was rebuilt and a 2012 model as still performing well at 1.2 million kilometres before its engine was overhauled even though it was not exhibiting any problems up to that point in its working life. Having a truck in the fleet which has similar specifications to the Freightliners provides the opportunity for some operational comparisons. “Fuel wise the Detroit engine is probably a smidgen in front of the Cummins in the T610, but I’m not talking huge amounts,” he says. “It may be 1.85 kilometres per litre compared to about 1.9, but the Detroit does use less AdBlue.” As the business has expanded Mark doesn’t get to perform as much driving himself as he used to, a situation for which he harbours a little regret.
The New Freightliner Cascadia on show in the western district of Victoria. 34
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Travelling to different locations, particularly in the country, results in meeting new people and expanding his network. “What I used to like about what we do is getting out and about to different places all the time. You meet some good people, and you meet some not so good people, but overall you mostly meet a lot of good people and you see plenty of the country and you’re not stuck in the city,” he says. “Getting out and about is very enjoyable.” The latest Cascadia is connected to a ‘stag’ trailer set from Chris’s Body Builders, the first tri-tri stag combination manufactured by the Melbourne based body and trailer builder. Mark has specified automated manual transmissions since he bought the Columbia back in 2005.
“I tried running them way back then and I’ve stuck with the auto path ever since,” he says. “Over the years they have got better, but this new 12-speed in the Cascadia’s is second to none and is super smooth. It’s just like going for a drive in my RAM pickup.” Mark genuinely appreciates the evolution of the Freightliner brand and how it has improved its suitability for his type of operation. “When I bought the first Coronado I thought it was so much better than the old trucks. I bought three of them in three years and yet the new Cascadia makes the Coronado look almost ancient,” Mark says. “It’s nothing like any Freightliner anyone has ever experienced before. It’s the ultimate.” Consequently, Mark has acquired three Cascadias during the past 12 months
The new 12-speed Cascadia is hooked to a tri-tri stag combination.
through Brendan Eales who is the Freightliner specialist at the Daimler Trucks dealership located at Somerton in the northern suburbs of Melbourne. It’s a continual challenge to attract and retain good drivers, no more so than in ‘the bush’, so driver acceptance of certain vehicles is an important issue. One of the Cascadias has a 34-inch sleeper and performs five trips a fortnight to Adelaide and the regular driver had driven the
renowned Mercedes-Benz Actros prime movers in his previous job. “He can’t find anything wrong with the truck. Towing a single trailer with 600hp it saves half an hour per leg loaded to around 44 tonnes over and back,” he says. “It’s only done 15,000 kilometres but its returning 2.4 kilometres per litre.” The quietness of the Cascadia cabs and advancement of the hardware and the suite of technologies continue to impress Mark and his drivers. “There is a lot of value for money in that truck. It’s got everything on it as standard and for the first 500,000 kilometres I don’t have to worry about them which is a bonus,” he says. “If they can get people to try them they will be quietly surprised at how good they are. If you can get a million ‘k’s’ out of a truck and it hasn’t caused you any grief you haven’t done bad and made a bit of money along the way if you’re doing everything right. But maintenance is the key. That’s the proof with the old 2005 model doing two million ‘k’s’.” p r i m em over m a g . c o m . a u
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S TA N D A N D
DELIVER Sharing their business name with a famous English firearms and motorcycle manufacturer, Brian and Sharon Anderson have built a successful crane truck business primarily servicing southeast Queensland and utilising a fleet of specialised trucks including three DAFs.
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ounded in 1861, the Birmingham Small Arms Company Limited (BSA) was a major British industrial conglomerate manufacturing military and sporting firearms, bicycles, motorcycles, cars, buses and bodies, among other things. Some 143 years later, on the other side of the world, Brian and Sharon Anderson started
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a company called BSA Transport, where the name lives on but the similarities, on the whole, end there. The couple provides a first class crane truck service to customers primarily in southeast Queensland, having begun in accordance to a plan that they were, quite memorably, promptly forced to abandon. “In 2004 I’d just left a management
position with a large taxi truck company and we decided to buy one crane truck so I could semi-retire,” Brian says. “That plan lasted for about three seconds and 36 trucks later here we are today.” Brian says it soon proved impossible for the couple to keep the business at one truck because as word got out about the great service the company offered, they were inundated with requests for their
DAF LF 290 6x2.
“In 2004 I’d just left a management position with a large taxi truck company and we decided to buy one crane truck so I could semi-retire,” Brian says. “That plan lasted for about three seconds and 36 trucks later here we are today.” Brian Anderson BSA Transport
Brian Anderson.
services and had no choice but to expand it to meet the demand. “We have built some very strong relationships with several companies over the years and they have been rock solid in their support for us which has formed the mainstay of the business,” Brian says. One such company is a steel frame and roofing manufacturer which BSA Transport has been servicing since 2008 and which currently keeps 10 to 14 of the company’s trucks busy on a daily basis. One of these is a DAF CF single drive
prime mover that BSA bought back in 2011 and that has been providing sterling service to both companies. Brian explains that this truck has had an unusual life. After a few years as a prime mover at the customer’s request, it was turned into a 14-pallet rigid curtainsider with the chassis lengthened and a lazy axle added. “Several years later they decided they needed a prime mover again so we removed the body and the lazy axle, shortened the chassis, and it once again became a single drive prime mover which now pulls an 18-pallet tandem axle semi-trailer,” Brian says, adding that the truck has now done over 700,000km and still going strong. The company’s policy is to keep its trucks for around 10 or 11 years, which is to say this prime mover will likely be retired
before too long. Brian talks about the excellent reliability of the truck being matched by the outstanding service BSA receives from the dealer Brown and Hurley at Yatala — conveniently located just a 20-minute drive from the company’s depot at Kingston. “You’ve got to have reliability and backup and as far as I’m concerned Brown and Hurley and DAF put a big tick in both these boxes,” he says. “The service is second to none.” Brian explains that there were a couple of minor issues with the “old girl”, (his fond reference to his first DAF), but that the issues were swiftly dispatched by the proficient team at Brown and Hurley. “In the last eight or nine years it’s only been off the road for one or two days,” he affirms. “Virtually nothing goes wrong p r i m em over m a g . c o m . a u
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with them, they’re reliable, comfortable and our drivers love them.” The second DAF Brian purchased is a 510hp CF85 8x4 rigid with a nine-metre tray and rear mounted HMF 32 tonnemetre crane. This versatile unit is set up to pull a tri-axle pig trailer and does a lot of concrete pipe haulage. Meanwhile, the newest DAF in the fleet is a 6x2 LF290 with a nine-metre tray and liftable ‘pusher’ axle that Brian says makes it ideal for delivering steel reinforcing mesh for concrete slabs at domestic building sites. This LF is Euro 6 compliant and has all the safety fruit including Adaptive Cruise Control (ACC), Forward Collision Warning (FCW), Advanced Emergency Braking System (AEBS), Lane Departure Warning System (LDWS), Vehicle Stability Control (VSC), protective cab suspension and construction; driver’s air bag and two seat belt pre-tensioners, reverse warning and engine immobiliser system. The steer axle has parabolic leaf suspension with shock absorbers and a stabiliser bar and a maximum load capacity of 7.5t. Wheelbase, as measured between the steer and Weweler pusher axle, is 6.9m, and the drive axle with a ratio of 4.1:1 rides on air suspension with a maximum load capacity of 20t. Brakes are EBS controlled ventilated discs on all axles while a polished alloy bullbar completes the picture. Power comes from a 6.7 litre six-cylinder diesel engine producing 217kW (295 hp) at 2,300 rpm and peak torque of 1,100Nm (811lb/ft) between 1,000 and 1,700rpm. This feeds into a ZF AS Tronic 12-speed transmission with ratios ranging from a 10.37:1 first gear to an 0.81:1 overdriven top. Other standard features include an exhaust brake, 430-litre capacity aluminium fuel tank, spray suppression, front underrun protection (FUP), 50-litre AdBlue tank and LED rear lights. According to Brian, the pusher lift axle on the LF is far better than a tag axle in terms of not getting hung-up on uneven ground and he says the longer wheelbase doesn’t adversely affect the turning circle. “Delivering into new housing estates and turning around in tight cul-de38
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sacs you need a truck that’s highly manoeuvrable and the LF certainly doesn’t disappoint in this respect,” Brian says. “In my experience, the turning circle on the DAFs is superior to that of the Japanese brands.” Brian also has high praise for the ZF 12-speed automated manual transmission (AMT) in the DAFs which
he says shifts more smoothly and with more intelligence than the torque converter automatic transmissions in some Japanese trucks. “We spend a lot of time training our drivers to ensure they operate the gear in the required manner and we do our own servicing so we can keep an eye on how the trucks are being driven,” Brian
DAF CF85 8x4.
says. “For example, if we detect excessive clutch wear, we alert the driver and ensure corrective action is taken.” As for the future, Brian says the fourth DAF truck will be joining the fleet next year as part of the standard replacement policy that sees the trucks turned over every 10 to 11 years with around 750,000km on the clock.
While his semi-retirement plan didn’t go exactly to plan, Brian says the couple’s son and daughter are now fully involved with running the business, which means he has more time to visit customers and drive one of the trucks when necessary. Further down the track Brian says he and Sharon are looking forward to more trips to various parts of Australia in their
custom-built RAM truck and caravan. “With the kids now basically running the show, in a few years’ time I reckon we’ll be ready to see a lot more of what this great country has to offer,” he says. With the reliability and dependability of the DAFs along with the top-notch service from Brown and Hurley, they should have nothing to worry about. p r i m em over m a g . c o m . a u
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C H A N G I N G
LANDS Last year Centurion Transport began preparing early for dramatic changes to the economy, supply chains and interstate travel likely to impact industry. Through its willingness to adapt it has continued to discover new solutions through ingenuity, team work and key partners.
A Queensland-based Centurion Kenworth T610 roadtrain with Dana system package. 40
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CAPES F
or every border restriction, city or regional lockdown and PCR-confirmed positive SarsCOV-2 case in Australia there has been an equal and opposite reaction for someone on the supply chain. In the high-pressure domain of managing commercial vehicle fleets — especially those the size of Centurion Transport’s — inspecting the equipment when travel restrictions have decentralised the ability to oversee it have required immediate adaptations. Technology, as much as teamwork, plays a crucial role. Forecasting capital expenditure, a task wholly reliant on unequivocable calculations, must factor in maybes, when it comes to contracts, as well as the absolutes. The task of replacing mobile assets, no matter how refined it has become in recent years, is one achieved on expertise, knowhow, close consultation and, with import scheduling depressed to an all-
time low for parts and components, educated uesses. This has been the world of Andrew Foster, Centurion Transport National Fleet Manager, for the better part of 18 months. The challenges during this time of COVID are many and never the same when you are responsible for the induction and phasing out of commercial vehicles. “At the moment the key is early forecasting. That requires talking to our key suppliers and locking slots in even though we don’t know if we will need them or not,” he says. “But we’re locking them in so when it gets to crunch time they can give us the option.” The mechanism of parts supply, for which industry is now completely captive, remains an exceptional situation. Certain manufacturers now require customers to justify ordering parts. This involves providing the vehicle details of what is being planned for the vehicle as a matter of record. That way it helps curtail an influx of parts being hoarded like was seen not less than six months ago. “Major suppliers had to put a stop to that,” Andrew says. “If you have an engine rebuild kit and you have to justify what truck you’re going to put it on. You normally don’t have to ask that. Because it’s in short supply, you have to do a declaration on parts. I’ve never seen that in my lifetime.” It has also helped clamp down on an emerging black market of parts being sold back by backyard operators for twice as much as their worth. Centurion is leaning towards keeping
its equipment a little longer than usual to adapt to the shifts in the supply environment. Whereas equipment may have, normally, been sold off before now it will likely get rebuilt as a way of working around such shortages. “That’s been a different process for us. We are pulling our capital forecast earlier. Normally we don’t do it to early next year. We’re doing it obviously now,” he says. “It’s going to take a long time to order equipment in and we understand that.” In Queensland, a growing focus of the business over the past two years, there are 57 Kenworth commercial vehicles, operating out of one of Centurion’s five depots in Rocklea, Mackay, Emerald, Rockhampton and Townsville. They mainly service the Bowen coal basin. In Mackay and Rockhampton, the trucks are on general freight tasks in and out of the mines running, for the most part, B-doubles. From Brisbane the trucks operate linehaul up to the major centres, which in turn, service the mines on a gruelling daily schedule. In a flurry of recent activity, Centurion Transport also added a contract delivering explosives around the country. Kenworth, again, is the choice of truck here pulling single trailers and B-doubles. These vehicles, regardless, receive a roadtrain spec for up to 130 tonnes, and are often away for up to three weeks at a time according to Andrew. During rare, quieter periods, these same vehicles will hook onto a B-triple and assist in general road freight operations when the opportunity demands it. Vehicle combinations that push the p r i m em over m a g . c o m . a u
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upper limits of mass like those in Western Australia are often specified with Dana drive axles. In the case of Centurion, it is running, depending on the location, a range of Dana full systems packages. More specifically, the Dana D46-170 is fitted on several of the Kenworth T610s and T610 SARs. It features a self-lubricating system ideally suited for higher mass limits common in heavy haulage and roadtrain operations above 140 tonnes. As the road speed for these loads is usually fixed to 85km/h, downspeeding on the engine can contribute to extra stresses on internal components under these arduous conditions. The D46-170, D50170 and D52-190 axle variants from Dana all utilise a Full Time Pump system to mitigate against those additional pressures placed on bearings, gears and shafts by extracting and circulating oil through a 40-micron stainless steel gauze filter which is easily removed and cleaned when changing the oil. “One of the reasons we go for the Dana diffs is they’re simple,” says Andrew. “They haven’t got any unnecessary stuff hanging off them that gives us trouble up the road.” For the extreme loads common to Australian roadtrains, Dana, with its locally developed and engineered differential solutions, is the go-to OEM. The new Dana axle variants were first introduced last year to the Centurion fleet on its Kenworth T610s and predominantly on linehaul assignments. The Dana D50-190 and D52-590 rely on the same external pump as the D46170. Mounted differently, however, the driveheads feature a front cover plate that has been designed specifically in Australia for the rugged conditions. Essentially the same drivehead, the axle housing wall thickness is heavier, however, for the D50-190, making it more robust option for additional whole of life costs. Dana evaluations suggest oil temperature runs around 10C cooler when compared to previous models without pumps. For Centurion expectations are that the Full Time Pump system will lead to extended 42
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oil service times. “Dana in the last six years has really come into our fleet,” says Andrew. “I’ve never had a reason to ring them because I’ve never had any issues with them. We like them because they are simple, wellfunctioning products and don’t give us a hard time.” In the torrid circumstances afflicting transport operators since early last year, preventing unplanned maintenance to ensure the fleet, where possible, is at full capacity has never been more crucial. During this process PACCAR must consider, among a slew of critical factors, the gradeabilities Centurion commercial vehicles encounter including the startoff. Having three or four trailers on a single unit makes it imperative the driver can get going without burning the clutch
out. Traditionally, out west Centurion opts for a 4.56:1 differential ratio for its outback roadtrains. However, with the improved torque of the new Kenworths they have been able to drop the diff ratio to 4.3:1 and as a result see an added benefit in fuel savings. “Some people said it would not work,” says Andrew. “PACCAR demonstrated the trucks four years ago when the T610 was first launched and along with Cummins they were very keen on that specification. We have got some amazing reliability and fuel consumption out of that demo and it’s been a standard spec ever since.” That’s also, to qualify the statement, under maximum weight. In general freight 130 tonnes is considered the threshold. “But once you start moving to 140 tonne
In Western Australia Centurion uses the Kenworth T610s to pull fuel tankers.
you need to drop your diffs back to that traditional 4.56:1 for trucks like that,” Andrew says. “Heavy haulage is another world again. It’s extremely low ratios and it’s a different sort of scenario.” Specification is commonly determined by the location, which is to say the Western Australian, flatter terrain, shares little in common with the higher ground of inland Queensland. In Queensland, Andrew will defer to the local knowledge of the Queensland dealers for the correct spec. “They know what’s required. You’ve got a lot more hills over there in Queensland. For instance, we’ve got trucks running out of Mackay and they’ve got to get up over that mountain range to the coalmines every day of the week,” he says. “We’ve only got three highways
over here in the west. One goes east and the other two go north and northeast. There’s not many hills in between. It’s quite simple to spec a truck application. If you’re looking for a truck in Western Australia it’s only on one of those three.” The team in Queensland is now responsible for the fleet since lockdowns effectively grounded Andrew from travelling across the country to carry out inspections. The procedures that were already in place were followed, as were the maintenance regimes. Andrew turned to technology like Bluejeans and Facetime to scrutinise equipment in remote locations and to consult with key staff. Operations didn’t, however, slow down. It only got busier. At one stage in April, when Western Australia was in lockdown and leaving Perth was
prohibited, Andrew had his people in remote areas walk around some of the fuel fleet trucks with their phones to capture live visuals so he could complete an audit. “Travelling is great where you get to see the trucks working in those areas and get the feel of the conditions and the frustrations of driving but when you’re supposed to do diagnosing or specc’ing a fleet how was I going to do that when I can’t assess the fleet?” he says. “I couldn’t see it. I couldn’t touch it. I had to resort to relying on experienced people and technology. Our people have been great. Videoing inside and around the cab so I could do an appraisal on it over Facetime. Everyone has been great in their willingness to adapt under these circumstances. We’ve done the same for our customers.” p r i m em over m a g . c o m . a u
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MAKING THE EARTH
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A sample of the Loadex Hire Isuzu fleet in South Australia.
Isuzu factory tippers are key assets in the extensive portfolio of construction related equipment available from Loadex Hire in South Australia.
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uality construction and earthmoving equipment is expensive to purchase and properly maintain. It can also be narrow in its applications which may require a number of different pieces of equipment to complete a particular task. It would take a huge amount of capital expenditure to enable an operator of any size to have every conceivable piece of equipment on hand even if certain pieces of plant are
only required for small components of an overall project. The logical and practical answer is to hire specific pieces of equipment when, and for as long as they are needed, as the job progresses through each of its stages. Gary Singleton has almost 40 years of completing major projects in the civil construction industry and drew upon his experience and expertise in understanding the wants and needs of earthmoving and construction
contractors when he established Loadex Hire in Adelaide in 2008. The current line-up of available plant extends across a comprehensive range of more than 250 pieces of equipment including excavators, wheel loaders, graders, skid steers, rollers and trucks. There is also a range of mini excavators for handling tasks such as excavating or compacting on smaller jobs or where access is a challenge. Customers range from local government p r i m em over m a g . c o m . a u
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bodies, civil contractors, but can also be homeowners who may be wanting to tackle a big landscaping task over a weekend. Some customers’ jobs require multiple pieces of equipment and Loadex Hire provides the flexibility to put together a package and a time schedule which includes different machines for different time frames and can also include the logistics of delivery and pick up if required. The decision to have available for hire only quality brand equipment such as Kobelco excavators and Case and Komatsu loaders is also reflected in the choice of Isuzu for the majority of the Loadex Hire truck fleet. The most common Isuzu model at Loadex Hire is the FRR 107-210 factory tipper, along with a larger FSR 140/120-260 medium wheel base tipper capable of handling
an eight tonne payload. Loadex Hire is continually adding new late model plant and associated attachments to the equipment fleet to suit the ever-changing market with safety, environment considerations, running costs and operator satisfaction being major factors in the purchasing decision process. This corporate ethos extends to the acquisition of the Isuzu F Series factory tippers, with five being added to the fleet during 2021. The 10,700kg GVM “six tonne” FRR Isuzu’s are mostly operated as water carts for dust control on construction sites during the drier summer months and have been set up to provide a quick conversion back to being able to perform conventional tipper work during the wetter periods of the year. A peculiarity of the operation of water
carts is they don’t usually cover many kilometres. “They can drive to a job and might be onsite for up to a year and in that time they might only cover 1,000 kilometres,” says Aaron Browne, Business Development Manager at Loadex Hire. The oldest Isuzu in the fleet has put in eleven years of service and yet still has less than 100,000 kilometres on its odometer. All servicing is performed by the local Isuzu dealer and, due in part to the low kilometres, is scheduled as required rather than being part of the service agreements available through Isuzu. The Isuzu six-speed automated manual transmissions are equipped with a torque convertor which has the benefits of making best use of the 5.2 litre four cylinder engines’ 726Nm of torque as
A Komatsu loads up an Isuzu Isuzu FRR 107-210 Tipper. 46
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Five new Isuzu F Series factory tippers were added to the fleet this year.
well as providing an easy operating experience for the drivers. The transmission has proved ideal for the type of work the trucks undertake while in the hands of hire clients. Due to their main sections being manufactured from 6mm thick steel, the Isuzu factory bodies prove to be an asset for the type of applications the trucks work in. The all steel bodies have drop sides and feature an automatic release two-way tailgate. When used in tipper mode the Isuzu’s hydraulics take just 20 seconds to either raise or lower the body which has a volume capacity of 3.8 cubic metres. Loadex Hire is solely a “dry hire” operation which means the hirer is responsible for the operator as well as consumables such as fuel. It’s a popular and much less complicated method of doing business in the earthmoving and construction industries. “We find we don’t need that wet hire option and there are other companies in Adelaide who will provide it, but we choose not to” says Clayton van Geest, Loadex Hire General Manager. “We have found that the Isuzu trucks are reliable, we’ve got a good deal going with them and we’ve got a good relationship with the dealer.” The Isuzu’s are equipped with such safety features as driver and passenger airbags with seatbelt pre-tensioners, ECE-R29 compliant cab strength, Anti-lock Braking System (ABS), Anti Skid Regulator (ASR) and Hill Start Aid (HSA). The drivers also have the comfort of the ISRI 6860 seats which have integrated seatbelts. The Idle stop system (ISS) contributes to fuel efficiency without compromising the 154kW (207hp) power of the engine. Engine power and response is optimised with the high pressure common rail fuel system being used in conjunction with sequential dual turbochargers, one a low pressure turbocharger and the other a high pressure variable geometry turbocharger.
The equipment hire business is competitive, as are the industries in which most of its customers operate. Loadex Hire has developed, in accordance with the market, a successful business model which combines quality and well maintained equipment with expert and personable service.
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TRUCK & TECH
A DAF prime mover approaches an Axtec dynamic axle weighbridge.
PERD LOAD TO
Multi-drop loads, with their constantly changing weight distribution can easily catch drivers out leaving them at risk of an axle overload. Axtec Onboard is used to provide real-time information to the drivers of thousands of vehicles from 3.5t van-based derivatives through to 26t and 32t rigids.
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ydney company Transport Waste Solutions commenced business in 2009 under the guidance of Founder-Owner, Chris Coleman. Its chief remit was to supply NMI approved weighing systems, which is to say weighing systems that have been tested and passed to meet predetermined standards to ensure upmost accuracy for the waste industry. In doing so it has empowered operators to charge by weight. For the next four years the company focused on the supply and commissioning of these products while an external party provided
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the installation. By 2013 Transport Waste Solutions had opened its own workshop, where it had begun to install the NMI approved kits. It was in 2018 that UK axle weighing specialist, Axtec approached Chris to help promote and develop their product in Australia. Since becoming a strategic partner, Transport Waste Solutions has gone on to install over 700 units for Axtec nationwide. Axtec products are currently being utilised by several state utility companies – helping them meet Chain of Responsibility obligations by providing accurate and reliable vehicle
load information in real-time as vehicles perform their day-to-day operations. The introduction of Chain of Responsibility (CoR) legislation as part of Australia’s National Road Transport Reform (Compliance and Enforcement) Act 2003 followed by the introduction of the Heavy Vehicle National Law in which “anyone who has influence over the transport activity is responsible for safety on the road” has changed, among many other transport sectors, the waste and refuse industry. Under the legislation, those responsible for consigning, packing, loading or receiving goods in a business, regardless
of whom is driving the truck, may be held legally responsible for breaches of the Heavy Vehicle National Law. Moreover, corporate entities, directors, partners and managers are not immune to the legislation. The law now requires all parties, who have a duty of care on the supply chain, to exercise due diligence to ensure safety across all transport activities. No less important for this very reason, axle load indicators help to ensure waste and recycle transfer businesses are complying with the legislation while out on the road. Weighbridges will confirm the gross mass of a vehicle, and whether load limits specified in the Heavy Vehicle National Regulation are exceeded, but they miss one vital statistic. To satisfy the regulations, loads must be placed in a way that ensures the
a transducer is installed. A bogie drive will have four airbags, each with its own transducer. The transducers are wired into a splitter box. From there it deduces a mean average for increased accuracy on the pneumatic system. “From the display we can transmit RS232 protocol and what the driver sees on the display in the cab is what will be seen on the screen depending on the provider of the telematics,” says Chris. “What we do is give them the RS232 and the display, which comes with its own system and converts that into the language the customer wants to see it in.” The RS232 is user-friendly meaning the programmer can extract whatever information from it they want to see. JR Richards is currently trialling a couple of units, using their own back-to-base
light outside the cab can prompt the driver to check which axle is overloaded and adjust the load accordingly while they are still loading. “That’s what many of our clients are using it for,” says Chris. “You can be legal on the front axle, and you can be legal on the rear, but the combined two masses can put the truck over the GML (general mass limits).” Operators in the waste sector are driven, Chris points out, to ensure that they get a premium load on the truck without breaching any overload requirements. “The waste industry is using the equipment to get maximum productivity without risking overloads, but they’ve got no way of measuring their weight while they are picking up bins because everyone has different volumes in their bins,” he says. “But if you’re on long
vehicle remains stable and safe. In other words, loads need to be distributed so as not to overload axles; a common problem that until now has been often overlooked, and largely because of the difficulty in monitoring load distribution. Axtec offers what it calls dynamic, static, portable and on-board weighing systems. This includes the Axtec OnBoard Axle Load Indicator. The Axtec OnBoard Axle Load Indicator provides drivers with real-time information on axle and gross vehicle loads via a simple, easy to read, colour coded bar graph display. “Due to the simplicity of the screen, the driver doesn’t have to interact or scroll through venues,” says Chris. “Everything he needs to see is clearly presented for him.” For each truck with airbag suspension
system. “Suppose the customer doesn’t have the RS232 capability, if they can spare a fivevolt input into their tracking system, we can give them an in-load limit output,” says Chris. “But we don’t supply back to base information. There’s lots of people out there who can do that.” Visual and audible warnings can prompt the driver when overloads are present, while load data can be simultaneously written to the built-in logger and transmitted to a tracker system. A colour touch screen automatically displays images from rear-view or side-mounted cameras. It can be set to dim when the vehicle is in motion. Imagine a traffic light with its red, amber and green lights. Green in this instance represents go, amber represents 80 per cent axle load capacity and red signifies the vehicle is overloaded. A warning
haul or short haul and you’re up in Kempsey or down in the boondocks and you have loaded it up with a forklift and the public weighbridge is not working, you have a load indicator there to ensure that you are distributing your mass correctly.” Trucks found overloaded on the weighbridge are penalised according to how much weight they exceed on the limit. It’s not uncommon for a truck to be impounded depending on the severity of the breach. “That’s true of any weighbridge in NSW that is wired into the State Government,” says Chris. “If you go over that weighbridge overloaded it automatically sends a message to the RMS alerting them to the breach. Straight away that vehicle cops a fine. It doesn’t take much to go overloaded.” A commercial vehicle can over-tip in
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A colour touch screen automatically displays images.
excess by as much as half a tonne over the front axle limit. An onboard system in this instance ensures that they get a maximum load over the rear axle especially when one or two additional bins will put them over the threshold. Because weights are variable during a trip it puts even more onus on operators to have real-time insights into their axle loads. Aside from assisting waste companies meet compliance and reducing possible fines and downtime from having the 50
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truck penalised, the Axtec system improves productivity. Transport Waste Solutions uses a Swedish NMI approved weighing system. When used in conjunction with the onboard axle indicator, it enables the customer to charge their client a premium price for moving the waste, especially when working in a regional area. “They can monitor their axle loads to ensure the truck is economical to be run on the road for a long duration without going overloaded,” Chris explains. “They
can use the NMI on their light bins. They can do multiple pickups at the same time ensuring that their axle limits are not exceeding the load limits.” Transport Waste Solutions also installs the Axtec Load Indicator on prime movers, low loaders and drop deck trailers. “A customer of ours recently found that they have been going overloaded on their prime movers and they had no control over the weight on the drop deck,” Chris says. “We have done four
“We have done four drop decks now using the Axtec load indicator, and it’s working out fine. While you’re loading the vehicle you can either move the load towards the front or towards the rear to ensure you don’t exceed the load limit.” Chris Coleman, Founder-Owner Transport Waste Solutions
Here green indicates that the vehicle has safe loads over each of its axles.
drop decks now using the Axtec load indicator, and it’s working out fine. While you’re loading the vehicle you can either move the load towards the front or towards the rear to ensure you don’t exceed the load limit. The display can be used to pack the load on your trailer or tray of your truck. If you’re using a forklift you can add a tonne here and a tonne there and pop up into the cab to observe how the weight distribution is going over the axles.” Transport Waste Solutions also installs
axle load indicators in the vacuum truck sector. Because they have got a 10,000-litre tank, many operators are under the impression that they can carry 10,000 litres of water. “They forget that they’ve got two blokes whose combined weight is 150 kilos plus their lunch box, half a tonne of shovels, picks and equipment, all of their PPE gear and at the end of the day they realise they can only carry 7,000 litres of water,” he says. Infringements to loading and mass
compliance are most common in the industry and so easily missed by loaders, load managers, drivers and operators. In this way the Axtec Onboard Load Indicator provides reassurance to drivers that they are complying with Mass Load limits while being able to distribute their loads safely and, it must be noted, legally at all times. “Everyone is pretty happy so far with the accuracy,” says Chris. “Not only because the accuracy is consistent but it’s repeatable. That’s the selling point.” p r i m em over m a g . c o m . a u
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PBS SHOWC ASE
THE QUAD
FATHER Les Bruzsa is the Chief Engineer at the NHVR and plays a vital role in the ongoing development of the Performance-Based Standards scheme.
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n 2006 the National Transport Commission (NTC) estimated that Performance-Based Standards would account for 12,000 vehicles by 2030. At the end of September 2021 the PBS fleet had reached 13,262 combinations, which is significantly more than those early projections. Prime Mover: Can you explain the exponential growth of PBS? Les Bruzsa: The industry is recognising the safety and productivity benefits of PBS combinations and at the same time, we’re working with stakeholders to resolve access issues, and that means there is even greater demand for PBS vehicles. We had consistent growth over the years and when COVID-19 started we expected it was going to slow down but it hasn’t. The industry is very active and by the end of September this year we had approved 1,634 combinations. 2019 was a fantastic year for the industry with a record breaking 1,750 approvals. Encouragingly, in the first ten months of this year, we’ve already surpassed that number.
PM: What other benefits does PBS deliver? LB: I want to emphasise it’s not just the productivity benefits of PBS. From the NHVR’s perspective that’s extremely important. The National Transport Insurance report earlier this year demonstrated that PBS vehicles have 60 per cent fewer crashes. B-Doubles were recognised over the years as a very safe combinations, but if we look at the 52
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safety performance of PBS A-doubles, their crash rate is around half of the B-doubles. So we have a new PBS combination which is a little bit longer and probably a little bit heavier, but it delivers all those safety benefits. PM: Are the standards and the processes keeping up with the technology? LB: It is important that PBS is reviewed and updated to the current standards because industry is moving extremely quickly and new technologies are being developed all the time. We now have an opportunity to look at some of the current technologies and how they improve performance and consider them in the PBS assessment and approval process, and it is why we are putting so much emphasis on the review of the standards. The NHVR is running a number of projects where we are trying to establish how much performance improvement these new and different technologies can deliver to heavy vehicle combinations. Road managers and authorities can sell the concepts of different vehicles to the public more easily if they can demonstrate that these vehicles are safer and fitted with the latest technologies. That’s a critical selling point about the technologies these vehicles will have which would mitigate the risk of crashes with pedestrians and other vulnerable road-users. PBS is continuously evolving and we are always looking at ways we can tailor the scheme and include all the technological enhancements.
Les Bruzsa.
PM: Has there been a trend to semitype trailers rather than truck and dog combinations? LB: Trucks and dogs are still representing the biggest group in terms of the PBS family but there are certain trends emerging. Within the truck and dog combination type we now have a much wider variety of truck and dog combinations. While in the early days we only had three axle trucks, with three or four axle dogs, currently you see a wider range of different axle configuration options, so we’ve got the three axle trucks, four axle trucks, five axle trucks, and three axle dogs, four axle dogs, five axle dogs and even six axle dogs. And we are currently looking at a five-axle tri-steer truck. Trucks and dogs are still there and then you’ve got the prime mover semis which is probably the second biggest group, then the B-doubles and the A-doubles. Sometimes access is driving the popularity of certain combinations. For instance, in Victoria A-doubles are now more popular than the prime mover semis and we receive more applications for A-doubles because Victoria has opened networks for high productivity PBS vehicles. That means
industry is currently shifting towards these combinations. We are seeing the same trend in Queensland as well, because of the port operation and the opening of the Toowoomba Bypass. In NSW, again, the A-doubles are very close to the prime mover semis and what we see in prime mover semis is not just the longer ones, it’s more the split axle configurations. Obviously, any potential changes in vehicle dimensions, especially width, are going to drive some of these developments. The NHVR is releasing a number of PBS Notices this year which will provide eligible PBS vehicles immediate access to certain networks. The level of access certainty is very important for the industry and will enhance further the uptake of PBS combinations
PM: A number of other countries are beginning to look at systems such as PBS. Is the Australian program still unique? LB: There are different regions looking at us and trying to see which elements of our PBS system they could utilise. Different regions have different motivations. In Europe, for example, it’s mainly the environmental impacts and CO2 emissions that’s driving the interest. Many places have driver shortages so a more efficient road transport system can deal with some of those problems.
Internationally, Australia is still the leader in PBS and there is no other country which has a fully comprehensive performance-based regulation for the management of heavy vehicles. Now we’ve got the data to demonstrate the safety and productivity benefits of PBS. In terms of the PBS fleet we have saved 2.7 billion truck kilometres since the beginning. That accounts for reduced environmental impacts, exposures for accidents and a reduced impact on the infrastructure as well as benefits for operational efficiencies.
PM: Are you seeing that the OEM truck manufacturers are turning their attention more towards PBS? LB: While initially PBS was a niche market, now almost all of the current truck manufacturers are represented in the PBS fleet. Australia currently has around 100,000 combinations – truck and dogs, prime mover semis, B-doubles, roadtrains and the fact that around 13 per cent of them are now PBS approved combinations is a significant achievement. PM: Which other components are considered when looking at PBS? LB: It can be many components such as suspension, tyres and even couplings like fifth wheels, kingpins and drawbars. We are currently looking at the different ratings for different couplings, especially for some of these larger combinations. There is a key movement around the world toward more efficient tyres with reduced rolling resistance that can lead to reduced fuel consumption and reduced greenhouse gases. We are researching the tyre situation here in Australia with the use of super singles and examining the impacts of current weight penalties operators might be experiencing for certain applications.
Ron Finemore Transport continues to invest in high productivity vehicles through the PBS scheme. p r i m em over m a g . c o m . a u
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PBS SHOWC ASE
SHAPE OF
THINGS T
The continual quest for improved productivity among leading road transport carriers often calls on the expertise of PBS specialist Smedley’s Engineers, who have been at the forefront of innovation for high performance vehicles in Australia for the likes of Ron Finemore Transport and Visy Logistics.
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egarded as leaders in achieving outstanding Performance-Based Standards (PBS) outcomes, Smedley’s Engineers, as the first recognised end-toend PBS consultancy firm in Australia, boasts a highly qualified team from trucking businesses, truck manufacturers,
Jackson Heil. 54
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trailer builders and OEM suppliers. That makes it notable given most, if not all other PBS assessors, have narrow industry experience. According to Smedley’s Engineers Managing Director, Robert Smedley the team has close to 100 years in combined vehicle experience.
“The dedicated team at Smedley’s Engineers have backgrounds from right across the industry, providing the experience and know-how required to identify and resolve issues for their clients,” he says. “We are in touch with industry and what makes a difference to them and their bottom line.” As a result, Smedley’s Engineers can identify and resolve issues that others cannot. “When a challenge comes up, we aren’t afraid to get our hands dirty to solve problems for our clients,” Robert says. As a nationally based PBS consultancy, Smedley’s Engineers are on the ground and hands-on when needed. Jackson Heil, a mechanical engineer employed by Smedley’s Engineers, worked with Laurie Brothers, Ron Finemore Transport (RFT), Chief Fleet & Maintenance Officer, to help develop a quad-quad B-double curtainsider set capable of operating in the eastern states with a Gross Combination Mass (GCM) of 77.5 tonnes. The first iteration of the combination, according to Jackson, had two steer axles on the lead trailer and one on the tag. The design was subsequently refined to the point where a suitable swept path could be achieved with just one steer axle on each trailer, thus significantly reducing the cost of the finished product. “Working with axle manufacturer Hendrickson, we got it to one steer axle at the rear of each axle group which saved a lot of money,” he says. “It was a matter of figuring out the best way
O COME to set it all up and it slowly evolved to completion.” The new flat deck curtainsider combination can run with a GCM of 77.5 tonnes hauling palletised flour from central western NSW to Sydney, Brisbane and Melbourne. Customarily, Jackson will speak with the customer about what is required to begin with and where it is they want to transport their freight. From here it is decided which type of combination is best going to suit their needs while delivering the best outcome on road networks around the country. Improvements to heavy vehicle route access, long sought after by operators working in the space, have subsequently followed ever since these high productivity freight vehicles have been accepted and fine-tuned. “As the road networks slowly improve,” Jackson says, “we have started to see better access being granted which has opened up other lanes for the 30m A-double that couldn’t be done to begin with.” With a background in heavy vehicle manufacturing, Jackson is also involved in PBS certification and access space. In sum, he liaises closely with the manufacturer, operator and the road manager to achieve the best on-road result for all three parties. “Once we compile our recommendations, we discuss everything and move forward with the customer and manufacturer to deliver the PBS outcome they are after,” he says. The trend of using wide-base super single tyres is a big part of this design process. “Hendrickson had done significant testing on super singles on quad-quad and tri-tri B-doubles and they passed this information on to RFT to use when
Ron Finemore Transport quad quad B-double curtainsider.
setting up their new PBS combinations,” Jackson says. Validation of the super single testing yielded, however, some different results than was initially expected. Super singles performed worse in Low-Speed SweptPath evaluation during a computer simulation. To verify the modelling was correct, Smedley’s Engineers commenced field testing. “Lots of PBS assessors in the past have ‘wrongly’ assumed that super singles got the same LSSP results as duals, but they
don’t,” says Robert. “We were surprised ourselves when this was verified in the field tests. We are happy to say, though, that we’ve developed a solution in conjunction with Hendrickson and MaxiTRANS.” Smedley’s Engineers PBS accessor Andrej Bucko, who has completed hundreds of PBS assessments in addition to having developed vehicle simulation models, explains the variation in LSSP can occur when super singles are matched with self-steer axles. p r i m em over m a g . c o m . a u
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“The steer axles don’t turn as well with singles as they do with duals. So, swept path was an issue with the Ron Finemore combination but not Visy, as they did not have self-steer axles,” says Andrej. “Additionally, we expect that the amount of difference between duals and singles in swept path will be dependent on the make and model of self-steer axle so a solution will have to be calibrated individually to a specific self-steer axle model.” At low speed, so goes a common presumption, tyre dynamics are inactive and different configurations will not have a significant impact on swept path outcomes. This is wrong according to Dion Simms, an Automotive Engineer at Smedley’s Engineers. “The kinematic geometry of the same self-steer axle fitted with duals or fitted with super singles does differ and those kinematics really matter when you’re pushing for the best outcome for a given level of road network,” he says. “After seeing the results vary in response to the parameters in our test schedule, I know I came away with a reinforced respect for the quality of the ADAMS modelling we’re producing, and I wasn’t alone. PBS is seen as simulation centric. It was valuable to close the loop and see those simulations reflected in realworld results.” With a background in OEM passenger vehicle architecture and motorsport, Dion joined the project to coordinate the physical testing and to conduct the data logging and reality capture. He managed the field testing to verify the issues identified to get super singles to pass PBS. Even so, for the past two years, Smedley’s Engineers have worked on getting super singles broadly into PBS at higher masses. Earlier this year, Truck Industry Council (TIC) and the Australian Road Research Board (ARRB) engaged in pavement wear testing on new ultrawide tyres (super singles). TIC said test results would provide scientific evidence required to develop a case for increasing mass limits for heavy trucks and trailer axles fitted with wide base single tyres. 56
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Super single tyres through PBS at masses equivalent to dual tyres have changed the game according to Robert because it means higher payloads, better fuel efficiency as well as improved tyre life and lowered tyre costs. It leads to better environmental outcomes, too. “This is one of the single biggest things industry can do to reduce carbon emissions in a long haul country like Australia – short of moving to nuclear power and batteries,” he says. “I have been a supporter of this initiative and worked closely with Chris Loose in getting the funding proposal to happen,” Visy Logistics 30m A-double.
Robert says. “We provided data about the safety benefits that was used in the submission for the funding.” One of the byproduct issues with quadquad B-doubles running at Higher Mass Limits (HML) is ensuring the weight distribution is exact so that each axle group is neither over nor underloaded. “This is a common challenge with these combinations but I think for the most part RFT is managing to load the new combination close to its maximum GCM every time,” Jackson says. “This ensures optimum productivity benefits and maximum return on investment.”
Since last year Visy Logistics has been moving away from its standard B-double curtainsider configuration by embarking on an ambitious high productivity vehicle program by commissioning some 50 30 metre A-doubles. The reduced swept path dimensions are achieved through low-speed cornering. These A-doubles have a higher centre of gravity given the unique payload of cylindrical tall paper bundles which makes it a difficult product for load restraint and cornering. Moving to super singles allowed Smedley Engineers to significantly improve the
performance of the A-doubles, given they typically get a much lower payload heights than B-doubles according to Andrej. “The Visy vehicle carried indivisible loads which provided a unique challenge,” he says. “Typically, if a vehicle fails SRT or HSTO the solution is to lower payload height until a vehicle passes those standards. However, as the load is indivisible this was not an option. Super single tyres combined with wide axle track width, wide suspension hanger track and high roll stiffness suspension allowed us to meet the
required load height.” Being able to access tyre data is sometimes an issue since not many manufacturers perform the tests necessary for assessors to model super single tyres so there is a lack of data especially compared to more common sizes like 11R22.5. “However, the National Heavy Vehicle Regulator have announced that the PBS system will be moving to a standard or ‘generic’ tyre where a single dataset will be used for a specific tyre size,” Andrej says. “Therefore make/model restrictions for super singles could become irrelevant.”
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SENS TORQUE
Newly arrived Fuso Shogun with 13-litre 510hp engine. 58
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The 13-litre Fuso Shogun breaks through the 500hp barrier and delivers the most torque of any Japanese truck.
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t’s been litle more than two years since the Fuso Shogun made its Australian debut on the Daimler Trucks stand at the 2019 Brisbane Truck Show. A lot of changes have happened in the world since then, and not all have been good. However, the recent availability of a 13-litre engine in the Shogun is definitely a good thing. Specifically developed by Fuso for the Australian and New Zealand markets the availability of the 13-litre engine is a strong indication that Fuso is serious about being a player in the B-double landscape. The 510 horsepower engine delivers a maximum torque of 2,500Nm which leads the rival Japanese manufacturers by a significant margin and full torque is available from as low as 1,100rpm from the Daimler-sourced OM471 engine. Optimal drivability is assured with 86 per cent of maximum torque available from just 800rpm, while 84 per cent of maximum torque is still available at 1700rpm. The requirements for an Australian B-double specification prime mover present some unique challenges for manufacturers because we run faster at higher weights in often hot conditions and our main road system is only just starting to evolve from following the same routes bullock carts negotiated over a century ago. The Shogun is known as the ‘Fuso Super Great’ in Japan where operators run at significantly lower gross weights than we do here so the 11-litre engine is quite sufficient for their needs, as is the 8-litre for lighter duty applications. The 13-litre Fuso has come into being in response to requests from Australian customers for a true high-performance Japanese heavy duty truck with B-Double capabilities and has been several years in the planning. The installation of the Daimler OM471 six-cylinder engine into the Japanese chassis hasn’t been rushed to ensure the Shogun is fit-for-purpose
without any glitches. The use of an asymmetric turbo charger is a major factor in the availability of the high torque numbers and the engine meets Euro VI emission benchmarks through the use of a diesel particulate filter (DPF) and its AdBlue SCR aftertreatment system. The 510hp (375kW) rating at 1600rpm in the Fuso is the same as available in the Mercedes-Benz Actros. The Actros can also be obtained with a 530hp (390kW) version which has 2,600Nm of torque. Daimler Trucks should be commended for making the 13-litre engine available across its range of brands, Fuso, Mercedes-Benz and Freightliner, rather than attempt to dictate to the market what it wants as an OEM by restricting engine/brand combinations. The Shogun 510 will increase the breadth of the Fuso Shogun prime mover and rigid model range which already includes 8-litre and 11-litre options. Designed for metropolitan and intrastate applications, the Shogun 510 is rated at 63 tonnes Gross Combination Mass and is capable of hauling a single or double trailer set or working as a tipper and dog combination. It is available as a 6x4 prime mover with a 3910mm wheelbase or a 6x4 rigid with a 4300mm wheelbase. Fuso engineers have carried out extensive testing of the Shogun 510 since 2017, including an outback Australian test of an initial prototype, durability testing in South Africa and an additional productionready test in Australia and New Zealand. Daimler’s own 12-speed single overdrive automated manual transmission is well-proven across its application in a number of Daimler products and has three main modes of Auto, Economy and Heavy, in addition to a crawler mode in which speed is regulated with the brake pedal instead of the accelerator and is ideal for connecting p r i m em over m a g . c o m . a u
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trailers or engaging loading docks. The ratios of the transmission have been chosen to best exploit the prodigious torque of the 13-litre engine. The transmission features a rock free mode for when traction is a problem and limited slip diffs are available as an option. In light load conditions the transmission will skip shift and the EcoRoll feature is a real fuel saver. The three stage engine brake can apply up to 411kW of driveline retardation and is operated by a control wand mounted on the steering column which also serves as the transmission selector. This enables the manual over-riding of downshifting as easy as a click in order to maximise the engine brake’s effect on the truck’s speed with the result of reduced wear on service brake components. Although the Shogun is a ‘two pedal’ truck, the hill hold function is a handy safety feature. Front suspension is long taper leaf springs with double acting shocks and at the rear is Fuso’s four airbag trailing arm system which is certified road
friendly. The Shogun range further raises safety levels with a number of new and upgraded safety features many of which are, as yet, unmatched by most other Japanese heavy-duty models. The Active Attention Assist feature operates at speeds above 60km/hr and uses multiple inputs from the Shogun’s various safety systems, including the lane departure warning system, to monitor for a driver’s low attention level or distraction. The feed from the forward-facing camera at the base of the windscreen is programmed to identify inappropriate lane wandering which can be a strong indication of driver fatigue. A facial monitoring camera is mounted very subtly above the instrument binnacle and identifies actions such as inappropriate extended gazes to either side and prompts the driver with visual and audible alarms to pay attention. The same warnings are triggered when the driver’s eyes are closed for longer than an extended blink in order to alert for micro-sleeps. The Shogun is equipped with the A three stage engine brake possesses 411kW of driveline retardation.
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latest generation Advanced Emergency Braking System (AEBS) technology which now uses camera and radar camera technology to provide enhanced pedestrian-sensing capability, making it able to autonomously completely stop for a moving pedestrian in the event the driver does not respond to an audible warning. Lane Departure Warning System (LDWS), a driver airbag, Electronic Stability Program (ESP) and Hill Start System (HSS) assistance function continue as standard elements of the Shogun safety package. The Shogun has Intelligent Headlight Control, which automatically turns on and off the truck’s high beam function in response to approaching vehicles or vehicles travelling in the same direction near enough to be affected. Daytime LED running lamps are located below the main headlight assemblies. “We pushed hard to get the 13-litre engine into the Shogun for our market because our customers made it clear they wanted a Japanese heavy-duty truck with serious performance,” says Daimler Truck and Bus Australia Pacific President and CEO Daniel Whitehead whose persistence in presenting strong business cases was honed during the planning to enable the Freightliner Cascadia to be tailored to suit the Australian market. “We’re glad it has joined the line-up because the Shogun 510 is the perfect example of how the global strength and engineering might of Daimler Trucks gives our Australian customers a real competitive advantage,” Daniel says. Fuso Truck and Bus Australia Director, Alex Müller, says the arrival of the Shogun 510 represents an important milestone for Fuso in Australia. “Fuso has been steadily growing our share of the heavy-duty market and the new 510 model, as well as the renewal of the entire Shogun range, will help us attract even more heavy-duty customers,” Alex said. Australian interest in the 13-litre Shogun 510 has already been strong and more than 50 orders were reportedly placed prior to the truck’s official launch.
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PERSONALITY
AT T E N T I O N ,
PLEASE Emeritus Professor Michael Regan is a psychologist with expert knowledge about driver distraction and inattention.
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t is widely accepted that driver distraction is a major contributor in causing many road crashes. Professor Mike Regan discusses factors inside and outside the vehicle which can affect a driver’s level of concentration. Prime Mover: Is it the internal or the external distractions that we should be working on or both? MR: Both really. Around 70 per cent of distraction-related crashes derive from driver interaction with sources within the vehicle such as mobile phones and passengers. The external distractions, however, have been less researched and are a little more difficult to manage than the internal ones. There are a number of things in the external environment which have been found in crash studies
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to be distracting including animals, interesting architecture, advertising signage, construction zones, crash scenes, and even road rage incidents. Some traffic signs themselves can be distracting if they are poorly designed and located and take up too much of your attention. PM: Is it natural for us to find something outside to draw our eyes away from the road ahead? MR: Generally you’d be doing that if the driving task itself was not particularly engaging, such as driving on a highway with hardly any traffic and no cross traffic. That’s when you find people will tend to allow their attention to drift away from driving itself. It’s not fundamentally the driver’s fault that distraction is a problem as they don’t
really understand the subtle impacts distraction has on their driving performance. When you’ve got your mind off the road that’s going to cause gaze concentration, which means you focus your eyes more on the straight road ahead and pay less attention to things in your periphery, like cross-traffic and rear-view mirrors. PM: Can people be taught not to be distracted? MR: Some of the sources of distraction that grab your attention involuntarily, like some advertising signage and spectacular scenery, are impossible to ignore. The information that young drivers get when they are learning to drive isn’t so much around understanding the effects of distraction and how to manage them. It’s more
thing is if you’re holding something such as a phone you’ve got one hand off the wheel which can affect steering control especially in an emergency. Each of these effects has follow-on effects, like gaze concentration and inattentional blindness when you take your mind off the road.
about using laws and enforcement to stamp out the problem. I don’t think that’s ever going to work and we’ve got to tackle it in other ways. The whole focus so far has been to attempt to stop people from being distracted but the fact is they will continue to be distracted, not just by technology but everyday things inside and outside the vehicle. So the best thing you can do is to help them to manage distraction. PM: What are some of the effects of distraction? MR: Distraction does one or more of four things – it can take your eyes off the road, it can take your mind off the road, and it can take your ears off the road in the sense that, if your mind is off the road, it also overrides the ability to hear things such as sirens. The final
PM: Can vehicle design help counter distraction? MR: We need to incentivise vehicle manufacturers to design car and truck cockpits which are more usable and less distracting. There is a wide variation between vehicles in the design of the human-machine interface (HMI) through which drivers interact with invehicle information and communication systems. Some interactions are way more distracting than others for some functions. For example, there is an increasing prevalence in having ‘soft’ controls via touch screens. Touchscreens are useful for accessing some information but if you want to change the speed on your windscreen wipers you shouldn’t be doing that via multiple actions on a touch screen. You should be doing that with a hard control stalk which doesn’t require any visual attention and is much less distracting. We’ve got a star rating system for assessing the safety of new cars the Australasian New car Assessment Program: ANCAP. Why not have a star rating system for the assessment of the ergonomic quality of the humanmachine interface in vehicles, including trucks? You get a star rating for how usable the cockpit is and how minimally distracting it is. That would encourage competition between designers to produce more usable and less distracting cockpits. PM: Will driver monitoring systems play a part? MR: Driver monitoring systems will, within the next two or three years, be included as one of the primary safety features required by any car model in Europe to get a 5-star safety rating by the European New Car Assessment
Program (EuroNCAP). We are heading in that direction in Australia as well, as our ANCAP is now closely aligned with EuroNCAP. All these systems are becoming increasingly capable, the safety benefits they can provide are becoming increasingly obvious. These systems can detect if people are getting sleepy or showing signs of fatigue or are visually distracted. Some systems in research labs are becoming capable of detecting people’s emotions and can tell whether the person is looking stressed, excited and so on, and in the future, there will be many other human behaviours and characteristics in people’s driving which these systems will be able to pick up on. The great advantage of these systems is they can be connected electronically to active and passive safety systems in the vehicle such as autonomous emergency braking and seatbelt pre-tensioners. So, if the driver is distracted, these systems can be primed for early intervention to prevent a crash or mitigate its impact. PM: What are the next challenges on the distraction landscape? MR: We have got to get more vehicles on the roads with driver monitoring and active safety systems like lane keeping assistance and Autonomous Emergency Braking because if people get distracted they could save their lives. We’ve got to get greater compliance with road rules, either by redesigning the current road rules to make them more enforceable or enhancing detection initiatives like real-time video cameras that can see people being distracted. We have got to be incentivising road and traffic engineering authorities to design road and traffic infrastructure which is less distracting, and we’ve got to clamp down on advertising billboards that are distracting. It’s also important to get the people who are developing distraction prevention and mitigation measures, whether they be legal, education or design solutions, to evaluate them. Otherwise, how do we know whether or not they are working to reduce road trauma? p r i m em over m a g . c o m . a u
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PRIME MOVERS & SHAKERS
NETWORK
FIRST Globally and locally the IVECO organisation is undergoing significant changes. In Australia, Ella Letiagina is a key member of the team driving the changes here.
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lla Letiagina came to Australia with her family from Russia four years ago following a successful career in CIS (Commonwealth of Independent States) nations, which commenced with the Volkswagen Group in Belarus where she held senior management positions involving product, supply chain and ultimately as Head of Sales. More recently, Ella worked in Moscow as Head of Network Development 64
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and Business Development for Volkswagen at Volkswagen Group Russia. “I was baptised by fire in my Head of Network position because 2014 was a difficult time in Russia as the market was hit by the Crimean annexation crisis,” she says. “New car sales declined by 1.5million vehicles over the next two years.” Following the move to Australia Ella joined Mitsubishi at its Adelaide Head Office, initially as Network Commercial
Manager. Late in 2020 she began searching for some further development in her career after spending 17 years involved with passenger vehicles. “I was looking for something different,” she recalls. “When this opportunity came up at IVECO as the Head of Network Development I thought maybe this can be a good change.” Ella’s key executive appointment was a move by IVECO to strengthen both its dealer network and the levels of customer satisfaction on offer. It was an exciting time to join the organisation with its revitalised medium duty Eurocargo, new heavy-duty X-Way line-up as well as the introduction of the new E6 Daily range in early 2021. “The automobile and truck industries follow similar business models, segments and profit centres including new vehicle sales, aftermarket sales, parts and service and also the end-of-life processes for the re-use and recycling of the parts,” Ella says. “In trucks, it’s a larger mission because they can bring all their innovation to market much faster, and the impact of these innovations on society and the environmental influence on the planet will be much larger. Don’t think that I underestimate the passenger
car market though.” Buying a car, according to Ella, is an emotional experience – it’s there to see on the excited buyers’ face when the vehicle is delivered, and it exceeds expectations. “The purchase experience for trucks is definitely more pragmatic but there’s still emotion,” she says. “As a commercial vehicle manufacturer, we can directly influence the success of a business with our products, while also contributing to broader environmental goals.” In August 2021, Ella’s role was expanded to include Product Management and Marketing to leverage her skills and experience as IVECO transitions globally into the Iveco Group prior to its anticipated spin-off from CNH Industrial in early 2022. Ella sees IVECO’s ability to locally customise its product line-up – particularly the heavy-duty ranges – as a strategic benefit to the company. “IVECO will keep transforming the business through efficiency, through innovation and the consolidation of our product in the future,” she says. “A major focus for us is to further grow the capabilities of our design and engineering teams to offer more complex customised manufacturing solutions for our customers. IVECO works with many different markets and customer groups
so customising products and providing adjustments to best suit their needs is a key focus, and one that most other brands can’t match.” Meeting the environmental challenges as the world heads into the mid-21st century is also a priority. “We’re also increasing our focus on alternative fuels and technologies, and are looking forward to proceeding with innovation projects around hydrogen and other alternative solutions to better capitalise on future market needs,” Ella explains. “Part of this process will involve collaboration with tertiary institutes and other key stakeholders.” In Europe, IVECO is recognised as a leader in the development of alternative fuel vehicles particularly using natural gas, as well as electric vehicles. Globally, the brand is also developing hydrogen vehicles as well, promoting further heavy investment in its R&D. Eventually, the goal is to introduce these solutions into the Australian market, which makes it an exciting period to be involved at the company. Despite being in the role for less than one year, Ella has already established a strong affinity with the IVECO brand and the wider industry. “The changes which we introduce are mirroring the changes our headquarters
introduced in Italy,” she says. “We have aligned and streamlined our structure to create the sales division and the customer service divisions, and this unites all supportive functions under my leadership. I also now oversee network development, marketing, product management and training.” In Australia the consolidation of commercial vehicle dealer networks across many brands is a reality, particularly in metropolitan areas due to reasons such as real estate cost. This typically results in the multi-franchise situation with a shared sales force across different brands. “In these situations, we must be very clear in what we offer and have the model range which meets market needs. We need to be smarter in our training, so our sales force has deep knowledge of the products,” she says. “We need to be easy to work with and bring simplicity and clarity to all our procedures and systems, including dealer systems. And we must be responsive and a good partner for our customers and dealer network. The rest our product will do. “With good management – and I trust and believe that we currently have a very strong leadership team – I am absolutely convinced that IVECO is heading in the right direction and will make strong inroads in the Australian market.”
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ALTERNATE ENERGY VEHICLES ADVERTISE IN OUR MARCH 2022 PRODUCT SHOWCASE ON EVS, HYDROGREN AND MORE. The auto industry is anticipated to change more in the next five to ten years than it has in the last half century. Alternative energy vehicles will drive that change. Major companies from Woolworths, Australia Post and Ikea are already investing in battery electric vehicles. Leading carriers are also trialling and evaluating their merits. Given commercial vehicles are heavily used capital goods, the advantage of a battery electric truck in terms of operating costs will grow with increasing mileage. Hydrogen fuel-cells, plug-in hybrid battery vehicles and truck battery swap systems are just some of the solutions that will help modernise the Australian fleet. In some applications, particularly long haul freight, fuel cell trucks may benefit from range, flexibility or cost advantages. In the interests of lowering emissions and decarbonising, OEMs have demonstrated sound R&D around the likes of ethanol, compressed natural gas and biodiesel. What role will it have at your business? As alternative power systems for vehicles have become a high priority for governments and vehicle manufacturers around the world, Prime Mover is offering you an opportunity to showcase, preview or tease your latest in next gen battery electric vehicles and alternative energy in the March edition.
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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 OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
Delivery Magazine inside: Pages 67-77.
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AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
www.deliverymagazine.com.au ISSUE 104 DEC 2021
IVECO DAILY
BUILT FOR COMFORT BOTANIC HORTICULTURE | PEUGEOT BOXER
DEC
CONTENTS
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Welcome to Delivery…
72 DELIVERY NEWS
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LATEST FROM THE INDUSTRY
ON SITE
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BUILT FOR COMFORT
The E6 IVECO Daily has been in Australia almost a year and despite the havoc of the pandemic, the Daily certainly hasn’t gone unnoticed by the market.
RIDING SHOTGUN
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CLEAN AND GREEN
Botanic Horticulture uses Renault vans to deliver design and maintenance services to Melbourne’s upmarket gardens.
LAUNCH PAD
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A BOXER WITH BITE
Peugeot Australia is hoping to latch onto a larger chunk of the local light commercial vehicle market with an upgraded product range expected to hit showroom floors in the first quarter of 2022.
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Exclusive lanes for autonomous vehicles, according to a new academic report, are the future of road modelling. The study by engineers from UNSW uses computer modelling of mixed scenarios and proposes a freeway network design with exclusive lanes for autonomous vehicles. Published in the Journal of Transportation Research, the study found dedicated lanes significantly improved the overall safety and traffic flow in a hybrid network of pedestrians, cyclists, automated vehicles and legacy vehicles. The proposed model, as reported, will help minimise interaction with legacy vehicles and reduce overall congestion on the road which, when factoring in the extra time spent commuting, costs the economy billions of dollars each year. Lead author Dr Shantanu Chakraborty from UNSW School of Civil and Environmental Engineering, said that if the road and transport network is not prepared for these vehicles when they enter the market, it will significantly hinder the travel experience of all road users. It’s his contention that a mix of autonomous vehicles and legacy vehicles will cause issues on the road network unless there is proper modelling during the outlined transition phase. “If we get caught out and we’re not ready, we won’t reap the full benefits of the technology behind these autonomous vehicles,” noted Dr Chakraborty, who, for reasons perhaps only known to those aggressively pushing technology without a popular consensus, invokes an urgency, hardly justifiable for such societyaltering technology. The plan also comes with a major disruption, not unsurprisingly — adding an exclusive lane for autonomous vehicles and removing a lane from legacy drivers. This would also come with an additional cost. Part of that cost, among other considerations, might be the ability to forego roads that are not tolled. While autonomous vehicles not only have the potential to provide cost-effective mobility options, road-users can reap the benefits of reduced congestion according to the plan in which all movement is coordinated by a centralised administration. Of course, fines would apply to drivers of legacy vehicles entering lanes dedicated to autonomous vehicles to ensure the new lane system isn’t misused similarly to existing high-occupancy lanes. “Like any other road rules,” Dr Chakraborty notes, “we can only trust that drivers obey the signs and road rules.” Obedience, under a future paradigm of technocratic surveillance, promises, like our understanding of autonomy, to mean something else entirely.
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NEWS
NEW RAM 3500 LAUNCHES IN AUSTRALIA RAM Trucks Australia’s biggest vehicle, the all-new RAM 3500 Laramie, has been officially released locally. Following on from the recent release of the RAM 2500 heavy-duty model and the new 1500 Laramie and Limited models earlier this year, the RAM 3500 completes the range of RAM Trucks’ full size pick-up trucks available in Australia. The all-new 3500 Laramie underwent the same wide ranging design, homologation and manufacture processes that both the 2500 and 1500 models passed. This included 50,000 hours of pre-build development, 80,000kms of rolling road testing, 50,000kms of real-world road driving topped with a 20,000km full vehicle durability test. “The all-new 3500 completes the task we set ourselves at the start of 2021: to deliver a full range of fit-for-purpose vehicles for the Australian consumer,” said RAM Trucks Australia national manager Jeff Barber. “The 3500 is a remarkable
RAM 3500 Laramie.
vehicle that cents our product offering in 2021. Only RAM Trucks Australia can deliver such a vehicle thanks to our robust and detailed planning, development, remanufacturing and testing programme in conjunction with our local and global partners including Stellantis (formerly Fiat Chrysler Automobiles USA).” Powered by a 6.7 litre in-line six cylinder Cummins engine, the RAM 3500 delivers 276kW of power and an impressive 1,152Nm of torque and has a maximum towing capacity of up to 8.0 tonnes in
certain circumstances. The two stage longitudinal leaf springs connected to the solid rear axle contribute to the 3500 be able to handle a maximum payload of 1,724kgs. RAM Trucks Australia is the world’s only RAM-authorised manufacturer of right hand drive RAM Trucks. The relationship with RAM Trucks in the USA began in 2013. More than 400 locally-sourced new parts are involved in the transformation from left to right and drive.
PATROL CLOCKS MAMMOTH MILEAGE AS PILOT VEHICLE
Noel Maynard with his 2005 Series IV GU Patrol ute.
Noel Maynard – a long-time Nissan Patrol aficionado from Proserpine, Queensland – has driven over one million kilometres in his 2005 Series IV GU Patrol ute, much of this as a pilot or escort for oversize loads. His Patrol is still going strong after 16 years, testament to the vehicle’s incredible staying power and Maynard’s strict adherence to scheduled servicing intervals. He says that putting his faith in the Patrol was an easy decision, especially since it wasn’t his first time owning one. “I had a Nissan Patrol before this one, 70
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and I put 300,000 kilometres on it,” said Maynard. “You go back to something you know you can trust.” Maynard bought his current Patrol new in 2005 and by 2013 it had travelled around 180,000km. At that point he started a career as a wide load pilot and has since driven another 850,000km in it. Perhaps suggesting the manufacturer didn’t anticipate its vehicles requiring ‘a second stint around the clock’, Maynard said the odometer refused to return to zero at the appointed time. “Something like the Grandfather’s Clock, the odometer didn’t quite make the million,” he said. “It stopped short at 999,999 and won’t click over.” Asked his view on how the Patrol has achieved this remarkable milestone, Maynard said he never misses a service – whether it’s the minor maintenance he carries out at home or one of his regular visits to the service department at Rod Grittner Nissan in Proserpine.
Many Patrol enthusiasts would not be surprised that Maynard’s vehicle has topped one million km, as the legendary TD42 inline six-cylinder intercooled turbodiesel that powers it is widely considered the most reliable and durable Patrol engine of all time. Indeed, it was a sad day for many when the engine was discontinued in 2007. “A reliable vehicle is everything,” Maynard asserted. “As I’ve said to a lot of people now, if I’m not there, you’d better send a search party, because something’s wrong with me.” When asked if he would ever consider buying another brand of 4WD, Maynard’s response was swift and succinct. “The Nissan Patrol is it for me,” he said. “I’ve bought a second one now so I can take this one off the road at some point in the future – not because it has broken down, just because of the kilometres, so I can do the necessary maintenance on it.”
PROPERTY COUNCIL OF AUSTRALIA URGES SHAKEUP FOR STRAIGHT-TOCONSUMER LOGISTICS An urban freight revolution is going to require greater preparation under the modern economy according to a newly released research paper. The research paper prepared by Macroplan and launched by the Property Council of Australia indicates Sydney’s planning system will need an overhaul in order to cater to the growing demand for straight-to-consumer logistics. The Property Council of Australia’s Western Sydney Director Ross Grove cited 11 key actions were vital for the incoming urban freight revolution and could make a contribution to the immediate needs of the freight and logistics industry. “In the not too distant future we could see empty shops take on a new life as local distribution points, 24/7 delivery times extended and made permanent, and improved guidelines to account for more home deliveries in new
developments,” he said. “Many of the habits we’ve picked up in lockdown are in fact accelerations of some of the trends we have experienced before the on-set of COVID: online shopping, the uber economy, click and collect and the home-delivery of our groceries.” The nature of our consumption is such that a shift in the mixture of conventional retail, online order and delivery services was becoming the norm. Grove said long-term changes in the commercial landscape had left us with empty shopfronts with a potential to be repurposed as community distribution points. “Reactivating these places for the new economy will take pressure off our existing supply of industrial land, which is presently in high demand,” he said. “Changes to our employment zones framework are an important part of seeing this vision realised. Our current
approach to zoning was made for a more traditional economy, and prohibitions on low-impact logistics in town centres are now holding back innovation in how businesses are permitted to serve their customers. General Manager of Planning at Macroplan Daniela Vujic said a lack of land supply for freight and logistics uses in the Greater Sydney Region had resulted in a number of companies preferring other cities such as Melbourne where serviced land supply was available. “Sydney is riddled with a lack of flexibility to use appropriate spaces, such as retail and commercial spaces for last mile delivery, handling and storage,” said Vujic. “Consumers have increasingly time-sensitive delivery expectations, and this means we need to create opportunities for a more localised distribution framework.”
NEW FORD RANGER DURABILITY TESTING GOES GLOBAL Ford Australia’s dedicated team of development engineers has left no stone unturned in ensuring the next-generation Ranger is suitably tough and durable to excel across 180 markets worldwide. Built from the ground up to be the toughest, smartest, most versatile and most capable Ranger ever, next-gen Ranger is reportedly being subjected to more physical and virtual testing than any of its predecessors. “Earning a ‘Built Ford Tough’ status is not something we take lightly,” said Ford Ranger Chief Program Engineer, John Willems. “Every part of the nextgeneration Ranger was tested to the same standards that we demand of every Ford vehicle.” The next-gen Ford Ranger is being rigorously tested across some of the toughest terrain on the globe to validate its capabilities. “We’ve gone to great lengths to subject it to extreme testing – stressing it much more than a typical owner would – to
help ensure it is ready to face everything life throws at it,” said Willems. “Whether it’s tackling muddy bush tracks, coping with the rigours of extreme tropical weather, towing over alpine passes, or enduring temperatures of more than 50° Celsius, Ranger has to do it all.” Next-Generation Ranger testing has reportedly included around 10,000km of desert driving – said to be the equivalent of 1,250,000km of customer driving – and the equivalent of 625,000km of rugged off-road durability testing while loaded to maximum capacity. Even before the first prototypes hit the road, Ford’s engineers subjected nextgen Ranger to thousands of hours of computer simulations and thousands more of real-world simulations in labs, covering everything from aerodynamics to component and structural durability. According to Ford, Ranger customers expect their vehicles to go above and beyond, so this extreme testing mimics a variety of real-world scenarios
customers might put their vehicles through. For example, extreme cold weather testing in North America and New Zealand deliberately exaggerates ice and snow conditions to ultimately test systems such as stability control, while hot weather testing in Australia, North America and the Middle East ensures durability in ambient temperatures north of 500C. Ford Australia’s worldclass You Yangs proving ground east of Geelong along with its Research and Development Centre at Geelong are also pivotal facilities in the development of the new generation Ranger. “Computer simulations have helped us speed up development, while lab testing has enabled us to refine and test specific components,” said Willems. “However, real-world testing at the proving ground and other locations around the globe remain crucial in order to fully evaluate over a short period how a vehicle will stand up to years of customer use.” d el i ver ym aga z ine . c o m . a u
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ON SITE
The vehicle can be locked externally with the engine still running.
BUILT FOR COMFORT
The E6 IVECO Daily has been in Australia almost a year and despite the havoc of the pandemic the Daily certainly hasn’t gone unnoticed by the market.
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ales results for the Daily van range at the end of this year’s September quarter were up by almost 40 per cent when compared with the same point in time in 2020. The Daily has also become the cab-chassis of choice for many of the motorhome builders in Australia with its combination of car-like driving experience and rugged underpinnings. For 2021, the Daily’s reputation for its well-appointed cabin and a level of comfort, worthy of prestige cars, has been complemented by a much higher level of technical and safety advances. The heated and suspended fully adjustable driver’s seat is now also standard across the range and features multiple points of adjustment with 72
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lumbar support and an armrest. Available in single and six seat dual configuration, the cab-chassis range has GVMs starting at the car licence rated 4,495kg through to 7,200kg. There are also multiple wheelbase choices and IVECO’s popular workready, alloy tray “Tradie-Made” model now has two tray length and wheelbase options. Cab Chassis models are also available with a Power Take-Off (PTO) and expansion module options which allow body-builders to fit more sophisticated bodies. Depending on the application, owners can also specify an optional rear differential lock and ElectronicallyControlled Air Suspension (ECAS) across both van and cab chassis variants. The 2021 E6 Daily cab-
chassis is available with two versions of the 3.0-litre, direct injection engine with Variable Geometry Turbine (VGT) which produces 132kW (180hp) and 430 Nm, or a range-topping variant with an electronically-controlled Variable Geometry Turbine (e-VGT) can be selected which develops a sectorleading 155kW (210hp) and 470Nm of torque. Both engines utilise Selective Catalytic Reduction (SCR) technology
to meet the Euro VI emission standards. Under normal circumstances the 20-litre AdBlue tank should only require topping up once every six or seven diesel refills. Matched to the engines is a choice of either a conventional six-speed synchromesh overdrive manual gearbox, or the Hi-Matic eight-speed full automatic sourced from ZF which has Eco and Power modes as well as sequential manual shifting capabilities via the multifunctional shift lever. The Hi-Matic provides seamless power delivery, ultra-fast 200 millisecond gear changes and a wide ratio spread ensuring the engine is always running within its optimum rev range. Now standard across the entire range is an Advanced Emergency Braking System (AEBS), Adaptive Cruise Control (ACC), enhanced ‘ESP9’ technologies and Crosswind Assist. Crosswind Assist uses the ESP system to help stabilise the vehicle if it is hit by a sudden gust of wind. The technology is particularly helpful for models with large lateral surface areas such as the larger van models and cab chassis’ fitted with pantech or motorhome bodies. Additional safety equipment such as City Brake, Queue Assist, Hill Descent Control and Traction Plus are also available as part of the ‘Hi-Technology’ option pack. City Brake is great to use at low speeds in traffic which is frequently stopping and starting. The technology works by priming the braking system to provide faster response if it detects an imminent collision. It also delivers visual and audible warnings and if the driver fails to react it will activate the AEBS to stop the vehicle.
A Hi-Matic eight-speed full automatic gearbox is offered from ZF.
Hill Descent Control, which is actuated via a dash-mounted button, is essentially a cruise control function for low-speed down-hill driving, providing a more controlled descent particularly in wet and slippery conditions. Traction Plus, which is also engaged at the touch of a button, operates at speeds up to 30 km/h and helps maintain traction on slippery surfaces by automatically applying the brakes to the drive wheel that’s losing grip and transferring power to the wheel with the most traction. The new Daily E6’s revised interior now contains additional cabin appointments to make the operator’s time on the road even more comfortable and convenient including the introduction of an optional new ‘Hi-Connect’ touchscreen multimedia and navigation system with Apple CarPlay and Android Auto, plus GPS navigation, Bluetooth connectivity and inductive phone charging.
The Daily E6 has an innovative electronic parking brake located on the dash, the elimination of the conventional brake lever providing extra space and easier movement around the cabin, especially if the driver needs to exit via the passenger side on a busy road. The new park brake also engages automatically at key-off and disengages once the driver’s seat belt is on, the key is on and ‘drive’ selected (neutral for manual models). IVECO has estimated that the automatic electronic park brake can save up to five hours of working time each month in typical metropolitan courier applications. The vehicle can also be locked externally with the engine still running, keeping the interior environment at the selected temperature while the driver is performing a hand delivery. In line with a number of its relations in the IVECO heavy duty truck range, the Daily E6 adopts a three-piece front bumper. If it becomes damaged, this allows any of the three sections to be replaced individually, helping reduce costs for owners. Due to its European flair and build quality, combined with an impressive array of technologies, the IVECO Daily E6 cab-chassis adds another choice for local buyers of light trucks.
Long wheelbase variant.
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RIDING SHOTGUN
Botanic Horticulture recently purchaed two new Renaults for services it provides inner Melbourne.
An upmarket entrance maintained by Botanic Horticulture.
CLEAN AND GREEN
Botanic Horticulture uses Renault vans to deliver design and maintenance services to Melbourne’s upmarket gardens.
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otanic Horticulture was established eight years ago in the Melbourne suburb of Hawthorn with a focus to provide high end garden maintenance throughout the City of Melbourne and on the Mornington Peninsula. “We’re about delivering a quality service for beautiful gardens and ensuring they are properly presented all year round,” says General Manager Paul Smith. The range of services available includes general maintenance services, turf works, irrigation works and also some landscaping. Botanic Horticulture partners with a number of landscapers and landscape designers in the time leading up to the planting 74
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stage, after which the properties are handed over for on-going maintenance. “Leading designers like to use us because they know they are in good hands,” says Paul. “We have the expertise to be able to solve problems in the garden whether they be irrigation, or pests and diseases. We know when to prune at the appropriate time of the year and we have fertilising and feeding programs.” Most of the work is performed at residential properties while commercial premises are beginning to provide some alternative opportunities. The most typical client is someone who has their garden designed and
landscaped by a professional. Fully qualified horticulturalists are part of the Botanic Horticulture team which works to achieve a much higher standard than the average suburban garden. “That’s a major part of our business but some clients can have just a lovely garden that they’ve been keeping themselves and want to lift it up to the next level,” Paul says. Another factor which separates Botanic Horticulture from a standard garden maintenance service is the application of the inherent benefits provided by Renault Master vans. “We transitioned from using utes and trailers as we found that setup was
Renault Master easily stores mowers, blowers, grass cutters, ladders and other equipment.
Presentation means everything for Botanic Horticulture.
difficult to negotiate through suburbs such as Toorak where parking can be a challenge,” Paul says. “The trailers also got beat up because they were driving over kerbs and were probably too heavy as well. Those sort of aspects held that setup back so we moved toward a van which is a much more versatile solution.” Just like an attractive garden, the image and aesthetics of the Renault vans were also key factors in their selection. “The reason we chose Renault was because they are a nice-looking van and are very well presented. We wanted to stand out from the competition, so we needed a good brand and Renault is a brand you’d associate with quality and class,” Paul explains. “The common image we saw of garden maintenance services around the suburbs was a crappy old ute with a mower on the back and things such as rakes and ladders appearing to be spilling out of it. We thought this is an industry that could do a lot better with its image.” Botanic Horticulture now has six Renault Master vans working in the operation and Paul expects to add more at around one per year as the
business grows. “We’re just trying to raise the bar a bit and the Renaults fit into that as well, so instead of just having a nondescript van we wanted something which looked good and had a bit of prestige about it,” he says. Meanwhile, the decision to apply the company name to the exterior of the vans quickly proved worthwhile. “They look great and have a real presence on the road and within a month of driving them around we were getting call-outs from people saying, ‘I saw your van’ and referrals started coming in.” The interior dimensions of the Renault Masters provides adequate and secure space for the equipment which includes mowers, blowers and high pressure washers. It’s important that each van has the capability to operate self-sufficiently and to have on-board everything which is likely to be required to perform the task at hand. The roof height accommodates mature sized plants with no damage or loss of foliage. Ladders are safely carried on the roof racks. It is vital that all of the various tools used are easily accessed and Paul has had van fitout specialists VQuip set up the interiors so everything
in in its best location and the design has been developed so there is easy and logical flow from the sliding door at the side to the back doors. “From that perspective we really want our people to look after our tools, not just dump them into the back after they have finished their service. The guys take pride in the presentation of the various pieces of equipment and consequently look after them, oiling them after use and replacing them in the correct positions.” The thought and planning which went into the execution of the Renaults’ interior lay-out encourages the proper care of the equipment and extends their serviceable lifetime. The latest two Renaults have been equipped with a complete array of battery powered equipment with inverters installed for efficient charging. “We’ve moved that way because battery powered equipment has a quieter footprint. We also like the idea of being clean and green,” Paul says. Planning and servicing a quality garden has parallels with the planning and maintenance of Botanic Horticulture’s fleet of Renault Master vehicles and the equipment they carry. d el i ver ym aga z ine . c o m . a u
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LAUNCH PAD
A BOXER WITH BITE Peugeot Australia is hoping to latch onto a larger chunk of the local light commercial vehicle market with an upgraded product range expected to hit showroom floors in the first quarter of 2022.
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he revitalised small, medium and large van range – respectively comprising the familiar Partner, Expert and Boxer models – will feature a broadened line-up which includes City, Pro, Premium and Sport model grades. Two new permanent models have been introduced in the form of Partner Long with automatic transmission and Expert Long with manual transmission. The revitalised light commercial vehicle (LCV) range now caters to a broader variety of customer needs including a growing resonance with small and medium-sized business owners since launched in 2019. In terms of the four grades, City is the entry-level while Pro offers an extra array of safety and comfort equipment. As the name suggests, Premium ups the ante further with equipment levels while Sport is exclusive to the Expert model as a limited-edition variant, offering more functionality than a utility, but 76
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with the same carrying capacity. Partner, Peugeot’s smallest van, continues to be sold in two distinct body lengths. MY22 Partner introduces three new Long variants to the range in the form of City, Pro and Premium, each fitted exclusively with the eight-speed hydraulic automatic transmission. Peugeot claims the automatic Partner, in both Short and Long variants, is the only three-seater van in its class. Partner’s payload is also said to be one of the best in its class with maximum load capacities of 629-660kg (Short) and 898-1,000kg (Long) and up to 3.9 cubic metres of load volume. This increases to 4.4 cubic meters in Pro Long and Premium Long variants that have load-through bulkheads. Braked trailer towing capacities are 1,200-1,300kg (Short) and 950kg (Long). Power comes from a turbocharged 1.2 litre, four-cylinder petrol engine delivering 81kW and 205Nm when
teamed with the six-speed manual transmission and 96kW and 230Nm when mated to the eight-speed automatic. Safety features include six airbags (front, side, curtain), Electronic Stability Control, Electronic Brakeforce Distribution, Electronic Braking Assist, Hill Start Assist, windscreenmounted reversing camera and reversing sensors. The infotainment system comprises a 5-inch monochrome display. Meanwhile, the mid-spec Pro is available in Short and Long body variants but only with the 96kW/230Nm engine and automatic transmission. In addition to the City’s features, Pro has Automatic Emergency Braking, Forward Collision Warning, Lane Departure Warning, Lane Keep Assist and Speed Sign Recognition. It also has an Apple CarPlay/Android Auto-compatible infotainment system with 8-inch touchscreen incorporating reversing
Peugeot Expert Sport Limited Edition.
camera display. Automatically controlled air-conditioning, lights and windscreen wipers, a flip-down table and MULTIFLEX under-seat storage with ‘Load Thru’ hatch – which adds 0.5 cubic metres to the cargo space – are also part of the Pro package. On top of Pro’s comprehensive offering, Premium adds a leatherbound steering wheel, 16-inch alloy wheels and body-coloured rear bumper, side mouldings, sliding door rails and side mirrors. The entry-level midsize Expert City is available in both Short and Long variants, with respective overall lengths of 4.95m and 5.30m and a 1.94m roof height. It’s punched by a Euro 5-compliant 2.0 litre, four-cylinder turbo-diesel delivering 110kW of power and 370Nm of torque, driving through a sixspeed manual transmission. Practical features include dual side sliding doors, glazed 180-degree swinging rear barn doors, three front seats and up to 1.4-tonnes payload capacity in a 5.3 cubic metre cargo bay with glazed dividing bulkhead. Expert Pro safety features extend
to Autonomous Emergency Braking, Forward Collision and Blindspot Warning, reversing camera and rear parking sensors, Autonomous Emergency Braking, Forward Collision Warning, Blind Spot Warning and Active Cruise Control. A 7-inch colour touchscreen incorporates Apple CarPlay & Android Auto connectivity and reversing camera image. Respective payload and braked towing capacities are 1.0 and 2.1 tonnes (Short) and 1.35 and 1.8-tonnes (Long). Expert Premium adds 17-inch alloy wheels, body-coloured front and rear bumpers, side mirrors, door handles, side mouldings and sliding door rails, LED daytime running lamps, front fog lamps and, inside, the ‘Moduwork’ mobile office pack that includes a generous under-seat storage space and glazed cabin divider. Expert Sport LE is a limited edition that’s pitched as a practical alternative to a dual-cab utility. Built using the Short body, it features unique ‘Sport’ decals, black 17-inch alloy wheels and Xenon headlamps, while driving appeal is heightened by a head-up display, automatic air-conditioning, front parking sensors, keyless entry and push-button start. A high output, Euro 6-compliant version of the 2.0 litre turbo-diesel delivers 130kW and 400Nm, sent to the road through the smooth and
responsive eight-speed automatic which, for this particular model, features a steering column-mounted paddle shifter. Meanwhile, Peugeot’s full-size Boxer van will be available only as a single variant called Boxer Pro Long, featuring an impressive 1.59-tonne carrying capacity, 2.5-tonnes braked towing capacity and 13m3 cargo space within its generous 3.7m load length. According to Peugeot, its big van has had a price and specification adjustment to meet the specific needs of the owner-driver courier market, which the company says makes it the most van for the least cost – achieving maximum productivity without scrimping on comfort, safety and convenience features. It’s powered by the Euro 6-compliant 2.0 litre, four-cylinder turbo-diesel developing 120kW and 310Nm and is available only with a six-speed manual transmission. Boxer Pro Long has a single passenger-side sliding door and seating for three. It has driver and passenger airbags, Autonomous Emergency Braking, Forward Collision Warning, Lane Departure Warning, Electronic Stability Control, reversing camera and reversing sensors. According to Peugeot, it achieves combined-cycle fuel economy of 15.6km/litre (44mpg).
Peugeot Boxer Pro Long comes with 2.5t braked towing capacity. d el i ver ym aga z ine . c o m . a u
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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE
One Australia: techniques for overcoming our colonial boundaries in the creation of the Federation of Australia in 1901. Politician Henry Parkes was instrumental in making this come about, but his famous speech forecast some tricky times ahead. In one hand I have a dream, and in the other I have an obstacle. Sir Henry Parkes, ‘Father of Federation’
DAVID ANDERSON
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ave you ever heard someone complain about inconsistencies in transport administration across state and territory borders in Australia? No? Well, welcome to the country, because you must be very new. On the other hand, if you answered ‘yes’ then read on as we explore our history, our achievements, and the wins and losses along the way. Moreover, as you answered ‘yes’ there must still be some way to go to realise your dream of one country, one interpretation of rules, and a hassle-free future. In this article I’ll share my experiences working with representatives of our nine governments (local government not included here) to achieve harmonisation and uniformity in the way we create and use transport infrastructure. Perhaps this may provide tips about how to deal with your next administrative ‘roadblock’, but I should say from the outset that the following are my opinions and do not represent the views of anyone else including ARTSA–i. Having dealt with the disclaimer, let’s briefly explore how it all started. History (very, very brief) The economic depression of the 1890s, and the perceived threat from France and Germany in colonising and dominating the Pacific Region, encouraged our previously ‘independent’ colonies to form a coalition resulting 78
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Historical records are full of instances where states and territories continued to do their own thing and compete for any available resources. To protect their competitiveness, they enacted local laws and pursued their own technologies. By the time that ‘the tyranny of distance’ was being overcome by faster transport systems and broader markets for goods and services, the obstacles forecast by Henry Parkes appeared. Those who provided transport services became very conscious of the disadvantages of difference. Progress of Reforms Gradually, and usually very slowly, some change has occurred. Sometimes this has been driven by the need to respond to international agreements or competition, sometimes by individual politicians or bureaucrats who believed in the value of uniformity on a national scale, but more often, in my experience, by private individuals and corporations that could influence governments – appropriate democratic behaviour in my view. Over the years there have been many attempts to create uniform arrangements throughout Australia, all with mixed success so far. In transport, specific government organisations have been established to facilitate national reforms. Some of these are: • Austroads (formerly NAASRA), the association of Australian state
and territory and New Zealand road authorities, concentrating on developing uniform technical standards and guidelines; • the National Transport Commission (NTC) concentrating on developing uniform transport law for consideration by Transport Ministers; • the National Heavy Vehicle Regulator (NHVR) focusing on uniform administration of national road transport laws and regulations; • the Office of the National Rail Safety Regulator, focusing on encouraging and enforcing safe railway operations. By road managers Despite having these structures in place, the individual jurisdictions (states and territories) have to pass their own laws and/or adopt identical administrative practices, in order to achieve national uniformity. This is because the Australian Constitution grants a very limited range of powers to the Commonwealth. By accident, refinement, or design, most of these state and territory laws and administrative practices differ to some extent. …and what chance do we have to change the Australian Constitution? Since change requires a majority of people in a majority of states to vote ‘yes’, some would say that the answer is zip; nil; none; or at least not until everyone agrees on the application of Daylight Saving time, and how to deal with the next pandemic. Achievements Let’s not sink into the depths of despair. Australia is still a great country, with a strong democracy, generally progressive laws, and innovative thinkers who churn out improvements, even if they have to be a bit pushy at times. Governments
ARTSA-I LIFE MEMBERS
Powered by and their ministers have to balance many and often diverse views. The road transport industry knows this only too well, being the ‘meat in the sandwich’ between those who love and rely on trucks, and those who see them as too big, too noisy and too dangerous. In the 1990s, 1,330 different road rules across borders were combined into about 100 ‘Australian Road Rules’ and adopted in law by all jurisdictions. Many years ago, I believe in the early 1960s, a national bridge design code was adopted and used by most, if not all jurisdictions. Similarly, other guidelines and standards for road design and the design of pavement structures were developed and adopted. Perhaps the most promising reforms have been the adoption of National Transport Law, and the establishment of one regulator each for heavy vehicles, rail and marine safety. The Performance-Based Standards (PBS) Scheme, now enshrined in the National Transport Law, was a first for Australia. Despite calls for continuous improvement, particularly in the assessment of access permit applications by road managers, the PBS scheme has enabled the industry to introduce thousands of more productive freight vehicles that are on average 46 per cent safer than conventional vehicles (report to the NTC by the Industrial Logistics Institute March 2017). There are many other transport related schemes. Room for Improvement In April 2020, the Productivity Commission reported on its evaluation of transport reforms previously agreed by COAG (the Chief Ministers of Australian jurisdictions). In short, the Commission identified many areas where improvements to interpretation, transparency, productivity and safety could be achieved by public administrations. I would like to focus on issues it raised regarding the interpretation of laws, regulations and administrative guidelines. It is this variation in interpretation that is a common cause of frustration. Variations between jurisdictions
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impressing the boss, making profit if in the private sector, and many more.
and even within administrations (departments and statutory authorities), and even between individuals in those administrations can be caused by different approaches to risk, but often by differences of opinion. In theory, risk management should involve evidencebased assessments of the likelihood and consequence of something going wrong, thereby determining the relevant risk and priority for action. But in practice such an objective approach is often lacking, and subjectivity becomes the norm. Personal opinion dominates with often ridiculous consequences. I am sure that you have heard many ‘war’ stories. In the mid ‘80s I attended a demonstration of a new bus that was proposed to be introduced in several states by its owner/developer. Heavy vehicle ‘experts’ from most jurisdictions were present. I cannot remember the details of the bus, or why it was supposedly different to the norm, but I can remember the verbal opinions that flew about for about 20 minutes, resulting in rejection of the vehicle by many of the states and territories present. I’ve never forgotten the apparent arrogance and anger that applied that day. What seems to work In my opinion very few of us like change, particularly if forced upon us by circumstances we cannot control or do not understand. Individuals we deal with will have many different agendas; enjoying power, protecting views that they have developed over many years, saving face, gaining satisfaction from helping you, making life difficult, taking the easy way out because they are busy,
My ten tips (where applicable) for dealing with administrative roadblocks are: 1. Get to know the person you are dealing with as much as possible, particularly if you have multiple dealings over time. Most people are human, with few hang-ups. 2. Try to identify their agenda. 3. Understand that the higher the ‘rank’ in an organisation the more likely the person is to exercise a more balanced view between technical theory and political practicality. This understanding is often the reason that they have reached higher ‘ranks’. Ensure that you can deal with the most appropriate person. 4. Understand the written rules, their purpose and the background to their development. 5. Seek hard evidence from the other party to support any strongly held opinions they may have. 6. Identify common ground; it may start as small as ‘we are both interested in transport and good infrastructure,’ and in time enable you to deal with complex issues. 7. Link your needs and the other party’s objectives where possible. 8. Work out a compromise if you can. Often objectives are in conflict, for example heavier loads and poorly performing bridges. Compromises are not always “lose – lose”. 9. Avoid insulting people, it usually backfires. 10. Keep advocating for better transport outcomes. If you read these tips and thought that they were written for a person dealing with government, then I suggest you read them again from the point of view of a government employee. They should apply to all of us.
David Anderson, ARTSA-i Life Member p r i m em over m a g . c o m . a u
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7 APRIL 2022
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SAL PETROCCITTO
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n the last ten years, we have significantly matured in our understanding of heavy vehicle road safety and the importance of positive physical and mental health across the supply chain, helping to drive better outcomes. An example of a program that helps deliver key safety improvements is the NHVR’s Heavy Vehicle Safety Initiative (HVSI) program – funding crucial projects that deliver tangible improvements in road and heavy vehicle safety. The grant program is administered by the NHVR and supported by the Federal Government, and over six project rounds, $28 million has been invested to support 117 HVSI projects. These projects are undertaken by industry, for industry. After all, there is no one better to identify what heavy vehicle safety projects are most needed than the industry and supply chain. One of the areas I am most pleased to see funding directed to is improving mental health outcomes and we have seen a significant increase in applications over recent years to support this important safety issue. We have also seen grants improve safety outcomes such as education, training and technology across a range of other critical areas including agriculture, livestock and rural freight and fatigue. Through the success of HVSI, we have seen an increase in awareness and greater dissemination
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Investing in safety projects for the future of safety and compliance information such as correct load restraint rules and industry’s obligations as part of Chain of Responsibility (CoR). For example, Grain Producers SA’s CoR project delivered highly effective training to 500 primary producers, which resulted in participants making changes to their business, and implementing CoR training materials. I’m pleased to announce applications are now open for Round 7 of HVSI funding. This round will distribute an additional $5.5 million in funding to enable the industry to continue to prioritise safety projects for the future. If you’re interested in delivering a project, campaign, or educational materials that aligns with the theme of ‘safer drivers, vehicles and road use’ and will increase road and heavy vehicle safety, we want to hear from you. To be eligible for funding, projects must be implementable, commence in the 2021-22 financial year and be completed by 30 June 2025. I look forward to seeing the newest intake of submissions, and continuing the important work with governments and stakeholder groups to ensure heavy vehicles and those that operate them travel safely and arrive safely. I am also pleased that the NHVR has published its Heavy Vehicle Safety Strategy 2021 – 25, together with the first of a yearly Heavy Vehicle Safety Strategy Action Plan. Both are aimed at
helping to reduce the number of road traumas and fatalities that occur on our roads each year. The Strategy has three main objectives including creating positive change in individual behaviours and foster a culture to improve safety, drive uptake of a modern, safety heavy vehicle fleet that reduces the likelihood and impact of crashes and influence road network design to support safe heavy vehicle use. The NHVR’s risk-based approach to compliance and enforcement is a key part of the strategy and action plan and we will continue to move beyond traditional compliance and enforcement approaches and adopt tailored regulatory activities proportionate to the safety risk. Improved safety is always the ultimate goal, and initiatives such as the HVSI, combined with a collaborative Safety Strategy, will stand us in good stead to continue to be part of a safe, productive and efficient industry well into the future. For more information or to view the HVSI Submission Guidelines visit: www.nhvr.gov.au/hvsi Further information on the NHVR’s Safety Strategy and Action Plan is available at: www.nhvr.gov.au.
Sal Petroccitto CEO, NHVR p r i m em over m a g . c o m . a u
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INSIGHT | HEALTHY HEADS IN TRUCKS & SHEDS
PETER STOKES
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he nature of work in the logistics industry is unique and comes with some inherent challenges — long hours, shift work, social isolation to name only a few. With the global pandemic placing added pressure on the sector, operators of all sizes and scales have needed to act quickly to protect their workforce in unforeseen circumstances. Having a consolidated effort to address some of the prominent challenges right across the industry is vital now more than ever. If our workforce is happy, healthy and thriving we can be better prepared to overcome adversity in the future. At Toll, safety is our core value and we take a holistic approach to safety, of which mental health and wellbeing is an important part. We are focused on prioritising training and education on mental health. This is why we take pride in our close working relationship with Healthy Heads in Trucks & Sheds (HHTS). Toll is a Founding Member of HHTS along with other key players in the supply chain industry who, collectively place value in sharing information, tools and knowledge that can assist the wider industry when it comes to mental health and wellbeing. A mentally healthy workforce is not an ancillary ‘nice to have’. It’s essential for safe outcomes in the industry and should be prioritised to align with core business objectives. Workforce wellbeing is at 82
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Mental health as a core business value the forefront, as we strive to ensure our people can thrive when they’re at work and in their personal lives. Within our business, we promote wellbeing through our internal wellbeing program, and we have seen great success in rolling out Mental Health First Aid (MHFA) training. By training our people in MHFA, we can instill them with the confidence to direct someone in need to the appropriate services required to provide them with the support they need. Beyond this, it also sends a signal to the workforce that mental health is just as important as any other safety practice. We know that for many people in our industry, having an open conversation about life’s ups and downs isn’t always easy. With a workforce that is predominantly male and often exposed to the stigma associated with mental health challenges, we need to find ways to break down these barriers. At Toll, we set KPIs around safety conversations, measuring the metrics of discussions we have with our people, particularly around mental health. We believe that this helps to develop the capacity for difficult conversations and helps to increase the number of healthy conversations between employers and employees. Developing a space where workers have the courage to feel vulnerable leads to better conversations. We have the view that simple actions like this can improve the overall wellbeing of the industry as
a whole. While these small steps are important to building a workforce that is resistant and achieving positive and long-lasting impact, research currently tells us that heavy vehicle-related incidents caused by mental health stresses still sit at the forefront of concern for our industry. Heavy vehicle drivers diagnosed with depression are almost seven times more likely to be involved in a crash than those without depression (Meuleners, Fraser et al, 2015). Sobering statistics like this are a reminder that we still have a long way to go in building better work cultures that are psychologically safe, while reinforcing that we must continue to take action at all levels of the sector. Personally, I have seen how hard the industry has worked on safety and hope that we can do the same on mental health and wellbeing. As a Board Member of HHTS, I’m driven to create more open and engaging work environments, where everyone feels safe to speak up. For the broader industry, continuing to work collaboratively is vital to achieving improved rates of mental health and wellbeing and to boost morale, productivity and engagement on a national level.
Peter Stokes, President Global Logistics, Toll Group
AUSTRALIAN LOGISTICS COUNCIL | INSIGHT
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Supply chains are a ‘people business’ and the pressure is on
BRAD WILLIAMS
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killed workforce shortages were a problem pre-pandemic, but the closure of international borders has further impacted the ability of employers to recruit staff in areas ranging from truck driving to the engineering skills necessary to deliver sophisticated infrastructure. The freight and logistics sector is evolving and with it are the needs and skills of its workforce. While over 600,000 workers are currently employed, this will need to increase to service growing populations and rapidly increasing consumer demand. However, the end-to-end supply chain faces a looming talent shortage, with demand for skilled professionals expected to outstrip supply by six to one by 2023, according to work done by Deakin University. COVID-19 challenges including international border restrictions affecting skilled migration, a sharp increase in e-commerce and disrupted training programs have exacerbated labour shortages, placing the industry under real pressure. However, the broader structural challenges have pre-dated the pandemic. Truck drivers have certainly been the focus both here and globally. Dominated by an ageing workforce, less than 15 per cent of the trucking industry are under the age of 30, and because the average age of a commercial truck driver is 53, many are retiring faster than younger drivers can be hired. Truck driver shortages have also dominated global supply chain headlines
this year. Britain reports a shortage of 100,000 drivers, while the US reports needing 80,000. In Australia, anecdotally, we know there are thousands of vacancies across the supply chain for heavy vehicle drivers. It’s not just on the road where we have a problem, rail freight has recruitment challenges as well with shortages of drivers, signalling engineers, maintenance workers and broader roles to meet construction projects that expect to peak in 2025. Data management and data literacy form newer skill sets that have emerged to meet evolving supply chain needs. As the supply chain continues to digitise, these skills are essential to support an increasingly automated environment and mitigate growing cybersecurity risks. As organisations continue to evolve we are witnessing a swell in demand for new skills in the fields of robotics and artificial intelligence, data manipulation, and ‘softer’ skills that enable humans and machines to become effective coworkers. Meeting these skills shortages is a challenge but also an opportunity to build on some of the momentum and visibility the supply chain has generated through COVID, to showcase what a great career choice the sector can be. Research commissioned by Wayfinder and undertaken by Deakin University’s Centre for Supply Chain and Logistics (CSCL) Talent and Capability Laboratory found that there were some recurring themes when it came to recruitment challenges in the freight and logistics sector including a poor image, education gaps and difficulties of attracting staff to the regions or outer urban areas. Organisation leaders have been proactive in setting up programs to promote career pathways and attract more diversity into the workforce. Initiatives including the Inland Rail Skills Academy and digital career maps such as Wayfinder have gone some way to address labour needs. There’s more to do and governments have a role
to play. To address workforce shortages and at the urging of the Australian Government, the Transport and Logistics Industry Reference Committee (IRC) is proposing a new Heavy Vehicle Driver Apprenticeship in response to calls to professionalise the Heavy Vehicle Driver occupation. The apprenticeship is a medium-term solution that will hopefully address driver shortages across Australia, create career pathways and ensure the safety of workers and all other road users. Additionally, Infrastructure and Transport Ministers have supported the creation of a National Rail Skills Hub to improve access and pathways to the current and future rail skills needed to build and operate the national rail network. Other initiatives that supply chain participants are pushing for include: • Apprentice level training programs to assist smaller operators with access to trained staff for data and cybersecurity requirements • Establishing infrastructure as a standalone category in the Global Talent Visa Program, to help technical road and rail construction shortfalls • Recognising truck drivers as a shortage on the Priority Skilled Occupations List will also provide businesses with access to an international skilled talent pool. As an industry we can also work to build on the sector’s image and the visibility generated through the pandemic – to promote the breadth of career opportunities and pathways, as well as the growing diversity of the workforce. Investing in our future skills will yield benefits beyond local economic growth, ensuring our supply chain will remain resilient and globally competitive.
Brad Williams CEO, ALC p r i m em over m a g . c o m . a u
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INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION
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A new record? TONY MCMULLAN PETER ANDERSON
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t December year end 2007, a new all-time heavy vehicle sales record was set in Australia, with 38,131 new truck sales. The following year our nation’s economy fell to the effects of the Global Financial Crisis (GFC) and truck sales plummeted. For over a decade industry waited for a new benchmark to be set. Eleven years on, the record books were finally rewritten at the close of 2018. During the course of that year 41,628 new heavy vehicles were delivered. Now with just new heavy vehicles sales to be posted for the month of December 2021, the industry is poised to see the record books rewritten again. That is no small achievement given the disruptions caused by COVID-19, both in Australia and globally. Factory shutdowns, shipping delays, Australian capital city and regional centre lockdowns as well as local and global supply chain material shortages, particularly semi-conductor unavailability, would have normally supressed new truck deliveries. However, due to an increase in online shopping due to restricted personal movements, an overall freight task that has remained solid throughout the pandemic, drought breaking rains leading to bumper crops and harvests and a booming housing construction sector, the need for more trucks has driven solid sales throughout 2021. These conditions, coupled with substantial Federal Government incentives for the purchase of new capital equipment, has led to what could be record breaking 84
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sales, very much against industry expectations at the beginning of this year. If we do hit a new sales record in a month’s time, the way in which that high will be achieved is different to the records set in 2007 and 2018. Those previous market peaks were founded upon record Heavy Duty segment truck sales. In 2021, Heavy trucks will not set a new sales record. Instead, the increased numbers are coming from growth in the Light Duty Truck and Van segments, that will set new highs by the end of the year. This is due to the boom in online shopping and home deliveries, that has required more vehicles on roads delivering this personalised freight. The good news story with these record or near record, truck sales, is more heavy vehicles on our roads with the latest safety features, more fuel efficient engines and drivelines, better exhaust emission performance and more higher productivity vehicles. These safer, greener, cleaner and more productive trucks, offer all road users improved heavy vehicle safety, they offer all Australians cleaner air to breathe and they offer operators potential productivity benefits and reduced operating costs. However, in the fourteen years since the 2007 peak, we have witnessed the age of the Australian truck fleet steadily grow older, from 14.4 years in 2007 to 14.9 years average age in 2017. Growing still older, despite record sales in 2018, with Australian Bureau of Statistics figures released earlier this year, detailing that average fleet age has broken the 15- year mark, now at 15.03 years. The bad news is that fleet replacement
has not kept pace with Australia’s ever growing freight task. While record sales this year would be a starting point, it will in fact take more than a decade of year-on-year record sales for the truck park to return to 14.4 years average age, a number that is twice that of most European countries. A number, that we as a nation, should not be proud of. So why do I mention this, when many might expect celebrations are in order in a month’s time? The answer is simple, the Australian road toll is too high and heavy vehicles are over-represented in those crashes and this is partly to do with the fact that the older trucks in our nation’s truck fleet do not feature the advanced safety features found in newer trucks. The Truck Industry Council (TIC), and our members, are very conscious that more work must be done to improve heavy vehicle road safety in the years ahead and reducing the average age of the Australian truck park is a key enabler of better heavy vehicle safety outcomes. As we approach a federal election next year, TIC calls upon all political parties to acknowledge the effectiveness of the current Federal Government incentive package, in renewing Australia’s old truck fleet. TIC calls upon whichever government wins the 2022 federal election, to further extend incentives that lead to a positive reduction in our nation’s truck fleet age. An outcome that will benefit all Australians.
Tony McMullan CEO, Truck Industry Council
VICTORIAN TRANSPORT ASSOCIATION | INSIGHT
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Recovering compliance costs in COVID year
PETER ANDERSON
T
he onslaught of COVID-19 restrictions has placed financial, economic and social pressures upon our communities that has not been seen in many decades. Persistent lockdowns, closures and hibernation of business and trade sectors has seen many businesses collapse or withdraw and not invest in their futures. The transport and logistics industry, even though it has remained working as an essential service, has not escaped the many constraints and additional demands of customers and consumers. The disciplines, systems and diligence we have introduced to maintain a COVIDfree environment has been exceptional and exceeded the government recommendations on almost every occasion. This work has not come ‘free of cost’. Maintaining the structure and integrity of supply chains has seen costs exponentially rise, based upon ever-changing directions, orders and encumbrances placed upon this industry sector due to COVID restrictions. Examples of practices that have created additional compliance costs for operators include Personal Protection Equipment, Training and Education, Border Crossing Regulation, COVID Plans and Marshalls, Mandatory Vaccination & Record-Keeping, Labour Shortages, and Increasing Entitlement Costs. There has been an increase in operating
costs because of the COVID impacts on transport and logistics operators. It has been a hidden cost increase as maintaining the consistency of supply chains have been respectfully honoured and fulfilled. COVID compliance comes at a cost. Being able to maintain the structures, disciplines and processes to provide the services that are demanded of customers and consumers cannot be easily absorbed within current cost structures and pricing. For these reasons, transport and logistics operators must take prudent steps to recover COVID compliance costs by factoring them into their pricing of direct movement of goods within the community. Whether goods are moved by road, rail, sea or air, all logistics operators now face increasing costs due to the COVID restrictions, further eroding already precarious margins. Such a surcharge should be based upon the relative quantifiable increase in costs, together with other factors that impact a costing model or set service price. It should not be based upon a rise and fall mechanism; rather, it should directly apply to material costs to business created by the application of COVID Safe practices. How that may be determined should vary from the current application of the fuel surcharge that is linked to a monthly published fuel price. Pricing variations should be voluntary and only be in place for as long as jurisdictions remain in a state of emergency and under chief health officer orders. The VTA recommends that its members and industry consider the requirement to recover costs associated with the COVID conditions and decide whether to implement or not. As with any cost increase or variation, it is important customers are given fair notice and that they understand the demonstrable
need for transport businesses to remain sustainable and viable. As we approach the end of another disjointed and disrupted year, it is well worth recognising the tremendous way our industry has worked together to advocate for outcomes that benefit transport operators and the customers and communities we serve. The freight industry has operated in challenging and high-risk environments, and has endured levels of compliance, record-keeping and red tape never seen before. Compounding this is the fact that different jurisdictions have maintained their own systems and processes, which we know has been particularly challenging for operators and drivers that regularly cross borders. Together with our affiliate associations NatRoads, Western Roads Federation, Tasmanian Transport Association, Northern Territory Road Transport Association, and the Queensland Trucking Association, the VTA advocated forcefully for uniformity on several issues to keep national supply chains as open and functional as possible. This included having our industry recognised as an essential service during states of emergencies, and a uniform approach to COVID testing to limit the personal intrusion of regular testing. With lockdowns ending in New South Wales and Victoria, following high rates of compliance and vaccination, it is my sincere hope that 2022 will start to bring about the return of normalcy we have all craved. In the meantime, please enjoy a safe and happy Christmas with family and friends, and I look forward to engaging with you on these pages in the New Year.
Peter Anderson CEO, VTA p r i m em over m a g . c o m . a u
85
PETER SHIELDS’ NUMBER CRUNCH
Long Story Shortage multiple silicon chip-based components. The other issue is the shortage of drivers who will need to be recruited to drive the additional trucks in the fleet. Serious efforts to establish apprenticeship-style driver training may lead to an improved skill set for drivers entering the industry, but the industry itself needs to be marketed as a place to establish a worthwhile career as a professional driver operating a modern high-tech vehicle.
The positive metrics for new truck sales in Australia keep coming for the majority of OEMs as well as the overall industry. Results posted by the Truck Industry Council (TIC) for the month of October show 3,224 new cab chassis and prime movers joined the national fleet, an increase of 115 (3.7 per cent) over the previous month of September, and a Herculean 741 more than in October 2020 (+29.8 per cent). The year-to-date total at the end of October was 28,240, an astounding 5,494 more than at the same point last year (+24.2 per cent) showing that demand continues at an increasing rate, almost every month of this year. The Heavy Duty sector pumped out 1,313 new trucks, 300 more than in October 2020 (+29.6 per cent) with no signal yet that the bull-run market for big trucks has any intention of slowing. The year-to-date figure of 10,417 is 1,977 higher than for the first ten months of 2020 (+23.4 per cent). Medium Duty trucks accounted for 608 of October’s total, 72 more than in October 2021 (+13.4 per cent). The Medium Duty sector’s year-to-date accrual of 5,968 is 596 more than the relevant 2020 figure (+11.1 per cent). The Light Duty division added 1,303 new units during October, 369 more than in October last year (+39.5 per cent). The massive year-to-date result of 11,855 is 2,921 more than at the same point last year (+32.6 per cent). An additional 581 new large vans were sold during October, 53 more than in October 2020 (+10.0 per cent). The category has contributed to keeping the year-to-date growth steady with 2021’s 5,986 some 908 more than for the corresponding period last year (+17.9 per cent). It appears that buyer demand isn’t going to apply a handbrake anytime soon, but the challenge of global component shortages is starting to be felt. Semi-conductors in particular appear to be becoming an issue, given also that the advancing technology of modern trucks requires the incorporation of 86
de c e m be r 2021
Oct-21
YTD
% Change YOY
ISUZU
966
8266
21.0%
HINO
473
5162
22.7%
FUSO
420
3874
37.2%
KENWORTH
304
2276
47.2%
MERCEDES-BENZ
164
1479
46.0%
VOLVO
159
1359
-11.0%
IVECO
104
1121
3.2%
SCANIA
115
963
33.0%
UD TRUCKS
89
608
24.1%
DAF
78
542
41.1%
FIAT
83
503
28.3%
MACK
48
460
20.1%
FREIGHTLINER
44
332
63.5%
WESTERN STAR
37
309
54.5%
MAN
58
304
5.6%
HYUNDAI
21
192
84.6%
RENAULT
35
178
17.1%
FORD
11
160
138.8%
DENNIS EAGLE
11
102
121.7%
VOLKSWAGEN
2
27
-34.1%
INTERNATIONAL
2
23
-47.7%
CAB CHASSIS/PRIME
3224
28240
24.2%
M-B VANS
221
2237
24.1%
FORD VANS
84
1032
28.7%
RENAULT VANS
84
964
-3.0%
VOLKSWAGEN VANS
56
923
-6.9%
FIAT VANS
58
438
79.5%
IVECO VANS
78
392
60.0%
VANS
581
5986
17.9%
TOTAL
3805
34226
23.0%
You won’t notice 1% now, but you will down the road Tristan aged
Rohit aged
25
Extra
$766,712
35
Extra
$357,627 Extra
Extra
$178,631
$383,032 Extra
Extra
$127,581
1%
$59,489
3%
6%
1%
3%
6%
Mick aged
Alana aged
45
55 Extra
Extra
$148,634
$46,775
Extra
$74,214
Extra
$23,387
Extra
Extra
$24,707
1%
$7,796
3%
6%
1%
3%
6%
Let us help you get started Contact our Australian based call centre from 8am–8pm (AEST/AEDT) weekdays. We can answer your questions or point you in the right direction.
Assumptions for modelling SuperRatings conducted the modelling for TWUSUPER and based the calculations on the following assumptions on all four scenarios. Changes to these assumptions will alter the results. Modelling is based on Future Value of money. For modelling assumptions go to twusuper.com.au/extra Modelling is based on a starting salary of $60,000 and superannuation balance of $50,000. Additional contributions of 1%, 3% and 6%. Inflation rate of 2.5% and 3.5% wage increase rate. Investment return of 7.0% (Balanced Investment - MySuper Option) is assumed and remains constant for the entire projection period. Superannuation Guarantee contribution based on the SG schedule, accounting for proposed SG increases to 12% in 2025/26. 15% contribution tax is applied to taxable contributions. Fees and returns are as at 30 June for each year of the comparison. Investment earnings are paid at the end of every year (i.e. compounded annually). Contributions are made quarterly in arrears (i.e. the first contribution is made 3 months after joining fund). Annual salary is deemed to be total assessable income. Explicit costs deducted from members’ accounts (e.g. member fee) is subject to a 15% tax allowance. Contribution caps are not exceeded under any scenario, assuming current rules remain and contributions are only made to a single fund (TWUSUPER). No allowance made for insurance premiums; No allowance made for parental leave or any other leave of absence; Expressed in future dollars (i.e. Not discounted to present value for inflation).
TWUS 30
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